The star. (Reynoldsville, Pa.) 1892-1946, 1902-09-24
In n report published in April last,

summing up concisely the practical re-
suits of the experiments IN high-speed
electrical traction made last autumn
on the specially prepared military rail-
way line between Berlin and Zossen.
less direct corollary to those tests, the
German Society Of Mechanical Engi-
necrs had offered series of prizes for
the best design and specifications for n
steam locomotive and group OF cars
which would collectively form an eS-
press train capable of carrying 100
passengers and their baggage with per-
sonal comfort and at a speed of sew
enty-five miles an hour. The purpose
of this competition, as was then stated,
Is TO provide n unit of the equipment
for the attainment of greatly acceler-
ated speed In railway travel, which
can be adapted to the present State
railways of Prussia without the tear
ing up and relaying of tracks with
heavier ties and rails that would be
required for rapid electrical service.
An interesting forecast of the pend
ing competition has been given by Mr..
Arthur Kirchhoff. editor of technical
publication in Berlin devoted to engi-
neerlng and machinery. in which de-
scription is given of certain features
of the new locomotives, which are to
he tested over the Berlin.Zossen line
next year. The specifications require
that this express engine and train of
the future shall be able to maintain
for three consecutive hours n speed of
100 kilometers G4.5 miles, an hour,
without stopping for water or fuel and
at minimum expenditure OF motive
power. Mr.. Kirchhoff's outline of how
this is 10 be done will have a definite
interest TO American engineers.
During the experiments of last au-
tumn an attempt was made TO deter
mine as accurately rs possible the
waste of power entailed by the friction
and resistance of air to railway trains
at different rates of speed. 1t was
found that while at n speed of eighty
kilometers (ifty niles per hour this
resistance on still day was about
thirty-two Kilograms O7.2 pounds per
square meter of the surface of the
front end of the car. the rate increased
very rapidly with the augmentation of
speed, so that pace of $50 kilome-
ters C93.7 miles) the resistance rose to
seventy-flve Kilograms G5T.5 pounds
per square meter of impinging sur
face. Every projecting part, every
window, door or other indentatlon
which could form pocket TO catch the
wind created by such high velocities,
increased the resistance TO be over
come, so that in all future experiments
the economy Of rapid transit will re-
quire that the factor of air resistance
shall be taken into careful account
This, according to Mr.. Kirchhoff, is
to be done by enveloping the engine
and train, from pilot to rear platform,
In shell of sheet Steel ionted so as
to secure flexibility in passing curves,
and so constructed as to inclose the To-
comotive and cars in continuous
tube, uniform throughout in size and
presenting no projecting irregularity
which shall catch the resisting air
The front of the engine will be pointed
or wedge-shaped, the sheath will in
close as far as possible the running
gear of the cars, and even the wheels
of both engine and cars will be closed
disks of metal instead of, as now.
spoked wheels with openings to catch
the air.
1t will be remembered that In the re-
cent experiments on the Zossen line
the electric motors, conductors and
lsfaction of the experts in charge, and
that the maximum practicable speed
| and the consequent success of the
trials were limited only by the track.
which gave way rapidly when a speed
| exceeding seventy miles an hour was
attained. This was indeed the unex-
| pected and most important fact
brought out by the trials, viz. that an
electric motor, as at present construct
ed, exerts at high speed greater strain
upon the roadbed than steam loco
motive. 1t had previously been
claimed, with apparent reason, that,
being rotary motor, without the re.
| ciprocating motion of pistons and con-
Meeting rods, the electric locomotive
would avoid the pounding Of the track
caused by the unbalanced parts and
oscillating strain of the steam locomo-
tive. 1t was therefore a surprise to
find that above certain speed the
strain eXerted on the rails by the elec-
! trio engines was even greater and
more fatal. This is now explained by
the fact that the centre Of gravity in
the electric engine hangs much lower
than in the steam machine, and, what
is still more important, the whole
weight Of the steam boilers, cylinders
pilot, etc, is carried on springs, while in
the electric engines used at the trials
the motors and all the heavier work
ing parts were hung directly upon the
axles, thus adding crushing weigh;
to the blow delivered by the wheels
upon the end OF each rail. Attempts
Pave since been made to devise sys
lpm of sDriurs to avoid or tighten this