. The Street railway journal . eration. As thesemotors can be operated with a single trolley and ground return,and can, furthermore, be operated satisfactorily on either director alternating current, it makes their field of usefulness muchgreater than their direct-current series competitor. Having such a motor with practically no restriction as tovoltage, it is possible to break away from the exclusive field of •Paper read before the Electrical Section of the Canadian bociety of CivilEngineers, Nov. 19, 1303. electric traction with frequent service and small units and con-sider the operation o
. The Street railway journal . eration. As thesemotors can be operated with a single trolley and ground return,and can, furthermore, be operated satisfactorily on either director alternating current, it makes their field of usefulness muchgreater than their direct-current series competitor. Having such a motor with practically no restriction as tovoltage, it is possible to break away from the exclusive field of •Paper read before the Electrical Section of the Canadian bociety of CivilEngineers, Nov. 19, 1303. electric traction with frequent service and small units and con-sider the operation of freight and passenger trains over ourregular steam lines. In order to arrive at some general con-clusions not limited by the local considerations of a specificcase, this paper is devoted to a somewhat brief and general dis-cussion of the operation of our steam lines by the alternating-current railway motor. To make the conclusions general, trains of different weighthave been taken, operating at different speeds and varying. 2 4 6 8 10 12 14 16 18 20 22 24Lbs. per Ton. CURVE SHEET NO. 1, TRAIN FRICTION CURVES headway over a level track. As being typical, train weights of2000, iooo, 500 and 250 tons of 2000 lbs. have been the investigation of the operation of these trains will becarried to maximum speeds of 60 m. p. h. to 70 m. p. h., thetotal friction of the train expressed in pounds per ton is givenin curve sheet 1. This friction is not that of the trailing load,but includes the running and wind friction of the locomotiveitself. From a number of tests a steam consumption of approxi-mately 30 lbs. per indicated horse-power-hour is taken as thebasis of all locomotive work. It is assumed that locomotivesare compound, as this steam consumption could hardly be ex-pected with simple engines under average conditions. To makeall results comparable further assumptions are made of anevaporation of 7 lbs. of water per pound of coal, an engineefficiency of 85 per cent, and
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