. Electric railway journal . , it is assumed thatboth split-phase and locomotives will be of similar con-struction and employ twin-geared motors of equal weightand efficiency. A comparison of weight distribution in thetwo types of locomotives is presented in Table IV. Table IV—Comparative Weight of Locomotive—-Continuous Capacity32,000 lb.—15 2400 VoltsSplit-Phase Direct Current Four motors 44,000 lb. 44,000 lb. Control apparatus complete 17,000 1b. 27,000 1b. Air compressor 4,000 1b. 4,000 1b. Air brake equipment 3,000 lb. 3,000 lb. Miscellaneous 2,000 lb. 2,000 lb. Phase converte
. Electric railway journal . , it is assumed thatboth split-phase and locomotives will be of similar con-struction and employ twin-geared motors of equal weightand efficiency. A comparison of weight distribution in thetwo types of locomotives is presented in Table IV. Table IV—Comparative Weight of Locomotive—-Continuous Capacity32,000 lb.—15 2400 VoltsSplit-Phase Direct Current Four motors 44,000 lb. 44,000 lb. Control apparatus complete 17,000 1b. 27,000 1b. Air compressor 4,000 1b. 4,000 1b. Air brake equipment 3,000 lb. 3,000 lb. Miscellaneous 2,000 lb. 2,000 lb. Phase converter 22,000 1b. .... Transformer 18,000 lb. Cab and running gear 160,000 1b. 120,000 1b. Total 270,000 1b. 200,000 lb. As the locomotive of 100 tons carries no ballast, it isevident that the 40,000 lb. comprising the phase converterand transformer of the split-phase locomotive must be car-ried on idle wheels together with the additional weight of K woo zeoo J 2200\zooo ^18001600 1400 STSpriIZ00\ J485Ft. 2 4 iooo\ I 9. 6 6 isrsn. 10 12 14 I 1575 n. IS 20 22 24Miles 4 1626 28 14 50 Ft 50 I 32 II a § Figs. 3 and 4—Profiles of Canadian Pacific Railway, Ross-land Subdivision, and of Canadian Northern Railway,Montreal Tunnel and Terminal Electrification cab and running gear required to carry this excess net result is a split-phase locomotive of fully 35 percent more weight than a locomotive of equal capacityand of similar construction. This weight comparison isbased upon the assumption that 50,000 lb. per axle con-stitutes the limit allowable, thus forcing the introduction ofguiding axles to carry the excess weight of the split-phaseequipment. For locomotive construction of less capacitypermitting the split-phase to come within axle weight lim-its, both types of locomotives would comprise four axleswith no guiding wheels and the split-phase locomotive maynot total more than 20 per cent more than the direct-cur-rent type. It is evident
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