File:The street railway review (1891) (14759750652).jpg

Identifier: streetrailwayrev07amer (find matches)
Title: The street railway review
Year: 1891 (1890s)
Authors: American Street Railway Association Street Railway Accountants' Association of America American Railway, Mechanical, and Electrical Association
Subjects: Street-railroads
Publisher: Chicago : Street Railway Review Pub. Co
Contributing Library: Carnegie Library of Pittsburgh
Digitizing Sponsor: Lyrasis Members and Sloan Foundation

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ry trailtruck being used at the other end. It is said by parties whowitnessed the tests that the motor truck was easier ridingthan the trail truck. From two to six cars were run together to determine howthe system is affected by different sized trains. It wasfound that any sized train acted practically in the same man-ner as one car in tractive effort, acceleration, speed, currentconsumption, etc. In fact three cars were joined togetherelectrically, but with no drawbars, and so even were theacceleration and speed that they did not pull apart. Amaximum speed of 32 miles an hour was attained, but it isintended that the maximum speed shall be sacrificed forgreater torque. Some minor alterations will be made inthe equipment, although as a whole the tests have provedthe system to be very successful. The final tests will bemade on the tracks of the elevated company in Chicagosometime in the near future. Already the third rail, whichis in 60-ft. lengths and weighs 40 lbs., is being laid. The
Text Appearing After Image:
MGUIRF. TKUCK for south side El.KVATKI), C111CA(;0. this frame is cushioned by springs over the journal boxes.The top frame containing the pedestals and bolster is of caststeel in three pieces. The pedestals set over the boxes andform an additional means of keeping the truck in square anddistribute the pulling points from the center plate to thepedestals over each box ; the spring supports are entirely onthe equalizing bars of the lower frame. This constructionis designed to avoid transmitting kicking from the brakes orshocks from the action of the motors to the upper frame,and to make an easy riding truck with a maximum ofstrength and safety. To meet the ideas of railway men whobelieve that swing bolsters are indispensable, a second bol-ster hung on links, is inserted into the main lop frame orbolster, the center and side bearings passing up throughopenings in the fixed bolster and clearing the top surface byabout !/^ in. Xo appreciable <leflection can take place exceptthrough V)r

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