Morning journal and courier., 1893-08-09
RIG ELRCTRIC LoCoHorIvE.
It will Make over Thirty Miles an Hour Hauling Passengers and Freight.

Freight.
 From the Iron AgeI
 The first electric locomotive of any con siderable size in the United States and the first practically operative high speed cleo tric locomotive in the world, adapted to the steam railroad has just been completed at the Lynn Works of the General Electric company, and will shortly be exhibited at the worlds fair. Its completion marks a distinct advance in.electrIcsl development. It Is thirty-ton locomotive, designed for a normal speed Of thirty miles an hour, primarily intended for operation or elevst- ed railways and for passenger and light freight traffic on less important steam roads. It Is of compact construction, solldly and substantially built, and runs on four A inch wheels. Its dimensions gre: 16 feet inches long. II feet 6 inches high, 8 feet inches broad, having its draw bars feet inches from top of rail, the Man haitian Elevated railroad standard height The arawb bar pull is calculated at i2,000 pounds.
 The propelllDg power is furnished by two electric motors of especial design and con- struction. each axle being provided with . one motor. The motors are geArless, and are supported on spiral springs resting on the side frames Of the locomotive truck. |. This method of suspension leave the wheels free tn sdjust themselves la the irregnlRri. ties of the road hed, and consequently the wear to both tracks and motors is dimin. irbed
 The motors are -nutraliei toy m-zas uf E ! series parallel controller. set up tsn ,h.- in t..NN. v h.. ..k ra s-- T l. A R. ! sll tbe l.ts-t Improvements made by ,e. : General E.' ctric '-'nn:.Ary Uad-T Isst ii l is fouul that ihs. Nrti.- psrsB3-l cont Fzallri | allows of @ more grsdGsl and -a-lsF stArt ing of the electric motor and the spsed csu be more delicstelS and instAntsneously controlled than in the case of the stsRra lo comotive
 The truck, suspended from the journal boxes Is constructed of heavy | beams. and form the foundation for the locomotive ] cab of sheet iron, of symmetrical design, ! and % curved of as to diminish the Atnans ] pheric resistance A- far possible. The in terior Is finished in hard wood. The rlid ing doors are placed At each aide ot ths cab and the windows are 90 arranged as tc permit of .n unobs;ructed vieE in all di rcctions. There is ample space In the cEt for the mo:ormsn's movemEnt@, and it kf fords him considerably better protection l tnAn t1ht usua4lg NOuG0naAs4 AEc fAcAla AC comotive engineer.
 This locomotive has been designed for { normsl speed exceeding thirty miles pei hour. The use of these locomotives ovel very long distances Is al present limited only by the cost of long lines of electric feeders, and until the problem offered by this condition is solved restriction of la employ nent must necessarily exist. But for places comparatively near each other and where traffic Is dense (the dsnser thu better), the electric locomotive is peculiar ly adapted, for all the advantages of cleo trio propulsions are available, unhampered by the extreme expense involved In lons feeder lines.
 The evolution of the use of the eleciri, locomotive will probably follow along th. lines dictated by expediency and favorin. conditions. At first they will probably b used in elevated railroad service, and 1T New York, Brooklyn snd Chicago their sd vent will be hailed with feeling of deeI gratitude. They will then probably b' adopted as feeders to the trunk lines boti for freight and passenger traffic, and tS operate short suburban lines where rapid, efficient service Is requisite. Theil peculiar fitness for switching purposes wil | advance their use another step, and theI slowly, as the different problems presented are overcome, they will invade the provinc | of the trunk line steam locomotive, ant the millennium of railroad travel will b within the realities of life