. Electric railway journal . tor, while the arma-ture windings are placed in the average one-hour rating of such amotor is about 20 hp, but in short periodsof time an overload of 100 per cent can beattained. The motor frame is dustproofand waterproof. As all parts are sub-stantially made, troubles with this style ofmotors are very rare. The trackless linein Gmiind, for instance, reports that dur-ing the first 20 months of service not asingle motor defect was of 4 per cent to 10 per centare found on nearly all the roads, but they are climbed quiteeasily. For starti
. Electric railway journal . tor, while the arma-ture windings are placed in the average one-hour rating of such amotor is about 20 hp, but in short periodsof time an overload of 100 per cent can beattained. The motor frame is dustproofand waterproof. As all parts are sub-stantially made, troubles with this style ofmotors are very rare. The trackless linein Gmiind, for instance, reports that dur-ing the first 20 months of service not asingle motor defect was of 4 per cent to 10 per centare found on nearly all the roads, but they are climbed quiteeasily. For starting and electric braking a controller only 2 ft. highis used. It is placed beside the motormans steering motor circuits are controlled through resistance, and theother electrical equipment is similar to that used on ordinaryelectric cars. Trackless trolley lines are found in various parts of Austria,and their number is increasing every year. There are manysmall towns where street railway lines are needed, but on ac-. Circuar Terminal Loop and Trackless Trolley Current Collector transferred from one car to the other. This manipulation canbe made at any point on the line, and generally is accomplishedin a few seconds time. The collecting device is a carriagewith four brass wheels, and runs on top of the pair of powerwires and is dragged along by the moving motor car. The col-lector is divided lengthwise, both halves being carefully insu-lated from each other f< r carrying the positive and negativecircuits, respectively. As shown in one of the accompanying count of high first cost the wishes of the population cannot hegratified. In such cases the trackless trolley line shows its chief ad-vantage very clearly. The construction cost is only one-fourth to one-third of that of regular railway lines. The costsof maintenance arc also considerably lower. The average oper-ating expenses per car mile ol the trackless trolleys are givenin the table on the next page. 226 ELECTRIC
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