. Electric railway journal . esign of the Jack-Shaft Bearing At the time of the construction of the locomotives whichoperate over the electrified zone of the Pennsylvania Rail-road at its New York terminal it was determined, by elab-orate tests with different types of locomotives runningover track equipped with recording devices, that a highcenter of gravity would gain more than enough in easyriding qualities and in reduction of damage to the track tooutweigh the advantage of simplicity afforded by mountingthe motors directly upon the axles. In consequence the the drivers necessary to develop
. Electric railway journal . esign of the Jack-Shaft Bearing At the time of the construction of the locomotives whichoperate over the electrified zone of the Pennsylvania Rail-road at its New York terminal it was determined, by elab-orate tests with different types of locomotives runningover track equipped with recording devices, that a highcenter of gravity would gain more than enough in easyriding qualities and in reduction of damage to the track tooutweigh the advantage of simplicity afforded by mountingthe motors directly upon the axles. In consequence the the drivers necessary to develop the large tractive effortsrequired too long a wheelbase for a single unit. Experi-ence has shown that in case of breakdowns the serviceableunit is generally able to handle the train to the terminalwithout delay. The locomotives are operated in passenger and switch-ing service in the tunnels serving the New York Cityterminal of the Pennsylvania Railroad. On the east theline extends to the Sunnyside yard, a large storage space. Pennsylvania Locomotives—View of Erecting Floor at Meadows Shop, Showing Electric and Steam Locomotives Undergoing Repairs motors were located upon the frames, well above thewheels, physical connection to the drivers being effectedby means of rods. This arrangement brought the center of gravity upto the approximate level of the cab floor. The arrange-ment not only eliminated the necessity for gears, but alsopermitted the engine itself to be designed along lines sim-ilar in practically every respect to the steam locomotive,with which the repair-shop forces of the railroad werenaturally thoroughly familiar. Each of these locomotives is made up of two similarunits, and each unit or half locomotive receives a number ofits own, the whole locomotive having a run number, anarrangement which permits, if necessary, the interchangeof different units. The use of double units was adoptedbecause it was considered that two motors of, 2000 hp eachwould be preferable to
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