. The Street railway journal . ust be made in motor design beforethe railway motor could be commercially successful. Theauthor says: The criticisms of Mr. Lawless (engineer of the Kansas City System of Cable Roads), that on his visit to ■ in September, twenty-eight cars out of forty were disabled, and the cars runningon a headway of from fifteen to ninety minutes apart, and of (an officer of the Detroit City Street Railway System)that eighteen mechanics were at work on repairs of a road havingonly forty cars, shows what happens when a stationary motor isforced to do the work require
. The Street railway journal . ust be made in motor design beforethe railway motor could be commercially successful. Theauthor says: The criticisms of Mr. Lawless (engineer of the Kansas City System of Cable Roads), that on his visit to ■ in September, twenty-eight cars out of forty were disabled, and the cars runningon a headway of from fifteen to ninety minutes apart, and of (an officer of the Detroit City Street Railway System)that eighteen mechanics were at work on repairs of a road havingonly forty cars, shows what happens when a stationary motor isforced to do the work required by a street railway. The PlainDealer, of Dec. 31, concerning the system at Cleveland, Ohio, is farfrom complimentary, that a road operating on a test, five or six carsshould burn out $1,500 worth of field magnets in a week, speaks foritself. One of the most serious sources of the troubles, referred toabove, lay in the commutation. It can easily be realized thatthe use of a metallic brush on a motor subject to the overloads. FIG. 4.—MAILLOUX MOTOR—1889 of railway service, as well as to reversal in direction of rota-tion, was a most prolific source of trouble. It is questionablewhether the railway motor would ever have been made a com-mercial success if this had not been eliminated. In October,1888, Mr. Van Depoele proposed to use a carbon brush upon aThomson-Houston railway motor. By December of that yearseveral Thomson-Houston railways were experimenting withcarbon brushes instead of copper, and reporting very successfulresults. By March, 1889, we find it stated that the carbon brushwas in general use on all railways using the system, andby this substitution a vital and serious difficulty was removed. Another striking advance in design was introduced in 1890,in the Westinghouse double-reduction motor. This motor hada very poor magnetic circuit, and the electrical features pos-sibly accounted for the fact that it never attained any verymarked commercial importance.
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Keywords: ., bookcentury1800, bookdecade1880, booksubjectstreetr, bookyear1884
