. Electric railway journal . at looks sonearly like gold leaf that it takes an expert to tell thedifference 40 ft. from the car. In conclusion, I believe that enamel is the paint ofthe future for all car painting, and it may possiblybe the paint for all buildings and outside exposures. Ibelieve it would have been used long ago if it had notbeen for the prejudice of the painters, and their preju-dice is caused largely by the fear that they would haveruns and sags. I will say, however, that after theyhave used it on one car they will find there is no moredanger of sagging or running than there i
. Electric railway journal . at looks sonearly like gold leaf that it takes an expert to tell thedifference 40 ft. from the car. In conclusion, I believe that enamel is the paint ofthe future for all car painting, and it may possiblybe the paint for all buildings and outside exposures. Ibelieve it would have been used long ago if it had notbeen for the prejudice of the painters, and their preju-dice is caused largely by the fear that they would haveruns and sags. I will say, however, that after theyhave used it on one car they will find there is no moredanger of sagging or running than there is in var-nish. In appearance it very much resembles a good,heavy finishing varnish. I have used it for four yearsand consider it past its experimental and fad a painter of twenty-three years experience, I con-sider it the most efficacious and most economical productin the maintenance and upkeep of cars in spite of thefact that I was at one time much prejudiced against it. 876 Electric Railway Journal Vol. 52, No. 20. Saving Coal at trie Gear d Wheel Tread Its a Tough Proposition, butPapidAcceleration with a Low-SpeedMotor Mil Solve It. By C. W. Sqziier EL ECTG/C/fL ENGINE EG The Writer Discusses the Losses in Gearing, Shows How Correct Gear Ratio with a LowArmature Speed will Save Power, and Compares Gearless and GearedMotors and Two and Four-Motor Equipments THERE is no other motive power that can comparein reliability with that produced by the modern di-rect current railway motor. This has resulted fromits method of development from a crude machine requringfrequent inspection and repairs to the motors of moderntypes which run for weeks and months without atten-tion. In early designs rugged construction was givenmore attention than electrical characteristics. Thegreat point was to get motors big enough and strongenough to stay in service. Up to 1895 the selection ofmotors was more or less a matter of guesswork. Dur-ing the succeeding two years tests were conducted bym
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