File:Electric railway journal (1911) (14779692303).jpg

Identifier: electricrailway381911newy (find matches)
Title: Electric railway journal
Year: 1908 (1900s)
Authors:
Subjects: Electric railroads
Publisher: (New York) McGraw Hill Pub. Co
Contributing Library: Smithsonian Libraries
Digitizing Sponsor: Smithsonian Libraries

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play of /2 in. on each side to obtainflexibility on curves. With a driving wheel of 41-in.diameter the locomotive can develop a maximum tractiveeffort of approximately 22,000 lb. measured at the periph-ery of the driving wheel. A parallel crank drivingthrough an intermediate crank shaft is used as on the pas-senger locomotive. In this case, however, the motor is notplaced vertically over the intermediate crank shaft, but insuch a manner that the driving rods form an angle of 45deg. with the horizontal. I bis arrangement gives a muchmore favorable distribution of the strains on the inter-mediate crank shaft because only a part of the torque hasto be transmitted from one side of the intermediate crankshaft to the other. The two cranks are set at an angle of<jO deg. to one another. A rigid connection obtained be-tween the motor shaft and the intermediate crank shaft inthis locomotive by the use of a steel casting which is boltedto thi frame. The form of the intermediate crank shafts.
Text Appearing After Image:
Dessau-Bitterfeld Electrification—High-Speed Passenger Locomotive Two ball-bearing current collectors are used for currentcollection. They easily follow any alteration in the heightof the trolley wire. The bow type of current collectorsoriginally used proved unsuitable for high speeds as theywould not remain in position when under heavy wind pres-sure. The working results hitherto obtained with this loco-motive have been exceedingly satisfactory. In tests at Bit-terfeld the locomotive developed a maximum tractive effortof 20,900 lb. at starting. The average starting accelerationwith a train of 280 metric tons was 0.62 ft. per secondper second. To determine the efficiency of the locomotiveseven trips with short lay-overs were made between Bitter-feld and Dessau and back, with a train weighing 250 tons.On one trip from which the hourly rating was determinedthe weight of the train was 350 tons. With an external tem-perature of 20 deg. C. the maximum temperature of themotor was 70 deg.

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