. Electric railway journal . 0 0 0 7 0 0 O O O 0 0 0 0 H 0 O 0 O 0 0 0 0 0 9 0 0 O O O 0 0 0 0 10 0 j u > O 0 0 0 0 11 0 O O O O O O 0 0 0 0 00 0 0 12 0 O O FIG. 2—CONTROL CIRCUITS FOR BOTH AND OPERATION large enough to carry the current taken by a singlemotor. While the new locomotives will be 50 per cent largerthan the present ones, yet on account of the largerhauling requirements which will eventually exist, it isexpected that the trains will operate double control has, therefore, been developed for multiple-unit operation with any of the geared type locomotivesnow in
. Electric railway journal . 0 0 0 7 0 0 O O O 0 0 0 0 H 0 O 0 O 0 0 0 0 0 9 0 0 O O O 0 0 0 0 10 0 j u > O 0 0 0 0 11 0 O O O O O O 0 0 0 0 00 0 0 12 0 O O FIG. 2—CONTROL CIRCUITS FOR BOTH AND OPERATION large enough to carry the current taken by a singlemotor. While the new locomotives will be 50 per cent largerthan the present ones, yet on account of the largerhauling requirements which will eventually exist, it isexpected that the trains will operate double control has, therefore, been developed for multiple-unit operation with any of the geared type locomotivesnow in service on this road. The control circuit connec-tions for both direct-current and alternating-currentoperation will be as shown in Fig. 2. When operatingon alternating current the speed control will be obtainedby using different transformer taps, preventive coilsbeing provided so that when changing from one tap toanother the transformer coils can be momentarily shortcircuited without causing an excessive flow of No. 1 Motor . Motor No,3 Motor FIG. 3—CONNECTIONS FOR TEMPERATURE COILS On direct-current operation the usual resistors will beused for starting and for speed control. Temperature coils will be located in the armaturesof each pair of motors. These coils will be connectedas shown in Fig. 3 so that one set can be made thefourth leg of the Wheatstone bridge. The resistancesin the other legs of this bridge are constant and thevoltmeter across the bridge is calibrated so that the October 13, 1917] ELECTRIC RAILWAY JOURNAL 687 temperature can be read directly. Thus the armaturetemperature can be closely watched and any overheatingcan be quickly detected. Complete steam heating equipment capable of heat-ing through passenger trains will be installed in eachlocomotive. This equipment will consist of an extended-surface, flash-type, kerosene-burning boiler with a ca-pacity for evaporating 4200 lb. of water per hour. Forsupplying this boiler there will be a wa
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