Daily Kennebec journal. [microfilm reel] (Augusta, Me.) 1870-1975, 1896-12-25

This frame is carried on TWO TRUCKS,
which have all the easy riding features
of car trucks, including soft springs,
swinging motion and free movement.
The four-wheeled trucks differ greatly
from passenger car trucks, inasmuch
as they are made to stand the heavy
strains and thrusts from the powerful
motors.
This is positively the first electric
express engine. The few electric loco
motives that have heretofore been built
have all been to haul freight trains or
to run at a low rate of speed.
Perhaps the most interesting feature
from a railroad standpoint is that the
trucks are of the swiveling type, which
permits the locomotive to pass around
any curve that can be passed by
regular freight engine car, which is
performance not possible with steam
express locomotives. The geared con-
nection between the electric motors
and the aXleS permits the use of any
sort of gear ratio that is suitable to the
desired speed and makes this locomo-
tive adapted to all mechanical details
for slow or high speed. By reason of
the peculiar and simple construction of
the trucks and the geared connection
between the axle and motors the same
locomotive is adapted for both the
direct current and the Tesla system.
Every point that will reduce loss of
motion even by fraction of second
has been carefully considered. The
driving wheels are so arranged that
they may be coupled with parallel rods
when the train to be hauled is heavy,
rode will navn1it
of wheels to slip without Slip
ping the other This is of the
utmost importance. especially at
starting The weight of the loco
motive is 10000 pounds, while in
length it is 81 feet over the pilots.
Within the interior of this electric
locomotive small space is taken up
by a controller at either end, so the
controller is operated from both ends
of the locomotive. The controller takes
the place of the throttle and the re-
versing lever on the steam locomotive.
1t is a device for switching the current
in different ways through the motor.
Ir starting this electric locomotive, as
in starting steam locomotive, the
direct electric current has to be choked
or cut down just as the steam pressure
is choked down by the throttle valve
that is. the electric current has to be
throttled as well as the steam current.
To do this on an electric locomotive 3,
considerable amount of resistance is
provided in the shape of bands or
stripes of iron or nickel steel. This
resistance if subdivided into consid-
cradle number of parts, so that it can
be cut down gradually just as notches
are provided on the throttle lever
quadrant. Instead of the notches, the
resistance is provided with contacts,
over which slide the movable switches
which make the electric connection.
1t is the Office of the controller to move
the switches in the proper way. The
controlled is divided into two distinct
parts-namely, the switches for the re-
sistance and the switches for the
motors.
The resistance switches vary the re-
slstance as desired. The switches for
the motors change the path Of the cur
rent, SO that it either divides and
passes through the motors independ-
ently-that is, in ''multiple'-or first
passes through one motor and then the
other.
me motors are directly beneath the
car Ded. between the two trucks Of the
hgntnlng electric express, and are iron
Ssad conseQuent-pole motors These
ms'nss ere entirely incased by thin
steer shells, so that they are practi-
caiiy free from injury under all normal
conditions of service. -->-'
me armitures are laminated. and
are made UP OF thin slotted disks Of
steel. In the slots are placed the arma-
ture wires. The commuters are 81 the