. Factory and industrial management. THREE-PHASE LOCOMOTIVE, BURGDORF-THUX ELECTRIC RAILWAY. erators. There are but few days when the summit presents a clearview of the surrounding territory and the traffic is, therefore, concen-trated in a very short time, when the rush is very great, and at suchtimes eight trains per day operate. The Berlin-Zossen high-speed electric-railway experiments are al-ready so well known to the engineering public that I shall give hereonly a few of the most pertinent facts. These experiments were car-ried on by a company known as the Studiengesellschaft fur Elektris
. Factory and industrial management. THREE-PHASE LOCOMOTIVE, BURGDORF-THUX ELECTRIC RAILWAY. erators. There are but few days when the summit presents a clearview of the surrounding territory and the traffic is, therefore, concen-trated in a very short time, when the rush is very great, and at suchtimes eight trains per day operate. The Berlin-Zossen high-speed electric-railway experiments are al-ready so well known to the engineering public that I shall give hereonly a few of the most pertinent facts. These experiments were car-ried on by a company known as the Studiengesellschaft fur ElektrischeSchnellbahnen over a single-track standard-gauge road, which was laid 886 THE ENGINEERING MAGAZINE. with 75-pound T-rails upon wooden cross ties and ballasted with cutstone. The total length of the line is miles and the minimumradius of curves 3,300 feet, the steepest grade being per cent. The. EXPERIMENTAL HIGH-SPEED CAR, MARIENFELDE-ZOSSEN details of trolleys, tracks, and general arrangement of the railway designed to run at 140 miles an hour. test car was designed to seat 50 passengers and its total weight of 207,-880 pounds was carried upon two trucks, each having three of these carried motors of a normal capacity of 250 horse powerand a maximum capacity, when starting, of 750 horse power. Theconducting system was three-phase, operated at 10,000 to 12,000 voltsand 45 to 50 cycles per second. Three trolley wires were placed ver-tically, one above another, contact being made by three bow-trolleyscarried upon a vertical spindle. A transformer on board the car re-duced the voltage to 1,150 while running or 1,850 while accelerating,at which pressures current was supplied to the motors. The latter weregoverned by means of resistances cut into the secondary circuit, theresistances being placed in flat boxes along the two sides of the car,which were provid
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