. Electric railway journal . oportioned that the pressure of allshoes is the same. Compressed air for the brakes, sand-ing device, whistle, and some of the electrical apparatus,is furnished by two Brown-Boveri air compressors. Thetotal weight of the express locomotive is 237,200 lb.,and that of the freight locomotive 266,800 lb. Themechanical portion of the locomotive was designed andconstructed by the Swiss Locomotive & Machine Com-pany of Winterthur. The control switches with their operating apparatusare mounted together with the transformer so that thewhole forms a complete unit which can b
. Electric railway journal . oportioned that the pressure of allshoes is the same. Compressed air for the brakes, sand-ing device, whistle, and some of the electrical apparatus,is furnished by two Brown-Boveri air compressors. Thetotal weight of the express locomotive is 237,200 lb.,and that of the freight locomotive 266,800 lb. Themechanical portion of the locomotive was designed andconstructed by the Swiss Locomotive & Machine Com-pany of Winterthur. The control switches with their operating apparatusare mounted together with the transformer so that thewhole forms a complete unit which can be installed orremoved bodily through an opening in the roof. Asa result of a thorough investigation into the coolingof transformers under actual running conditions dur-ing many years, the manufacturer has installed oil-cooled transformers. The oil is forced by a circulatingpump through a system of cooling pipes fitted to thesides of the locomotive. The transformer is designed 1142 Electric Railway Journal Vol. 53, No. 24. 54-lf - >j EXPRESS LOCOMOTIVE FOR SWISS FEDERAL RAILWAYS for a continuous output of 1750 kva., the high-tensionside being wound for 15,000 volts but adaptable for7500 volts. The secondary pressure is 1325 volts at noload, and the frequency is 161 cycles per second. Thetransformer complete with pumps and separate coolersweighs 27,800 lb., and is 7 ft. 1 in. long, 4 ft. 11 , and 5 ft. 2 in. high to the cover. The two motors of each pair are connected in series,while the two pairs are in parallel with one series arrangement is allowable as the mechanicalcoupling of the two motors insures an equal distributionof the voltage. The series connection was preferredon account of the saving in copper for the connectingcables, as well as in the weight and space due tothe current being one-half of that with parallel con-nection. The motors are ventilated, air being drawnin from the interior of the locomotive and blown outunderneath. The motors are of
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