This is a reproduction of a library book that was digitized by Google as part of an ongoing effort to preserve the information in books and make it universally accessible.
Google books
https://books.google.com
OO
ee,
a —_ | QU AE ASN OG.
Digitized by Google
Geert rs
to —— eee a
These specifications and drawings are submitted as the property of the General Electric Company and as part of its bid. They are confidential communications between the New York, New Haven and Hartford Railroad Company and the General Electric Company, and are to be treated as such.
SPECIFICATIONS
FOR>
ELECTRIC LOCOMOTIVES
PROPOSED FOR>
ys Dh i: and
ait C RAIL HOAD.
¢ 5 Submitted by
GENERAL ELECTRIC COMPANY SCHENECTADY, N. Y.
rltoSs jst
THE SEW YOUR PE Lliase eee
2V71 228
ASTOR, Pboola AND TiLPLN Foo .fANdLONS K peda L
PART I
GENERAL SPECIFICATIONS
FOR
ELECTRIC LOCOMOTIVES
AS ISSUED BY
NEW YORK, NEW HAVEN AND HARTFORD RAILROAD COMPANY
ELECTRICAL ENGINEER’S OFFICE
42X640 ¢
GENERAL SPECIFICATIONS
ELECTRIC LOCOMOTIVES
Definitions
General .
Service
Performance . Energy Supply Drawings and Description Heaters
Air Brakes. : Complement of Parts Price
Delivery
Tests
FOR,
CONTENTS
my CODTOONDINMARE
—"
ee
The New York, New Haven ©& Hartford Railroad Company
Electrical Engineer’s Office
GENERAL SPECIFICATIONS
FOR>
ELECTRIC LOCOMOTIVES
DEFINITIONS :
Wherever the words ‘‘Company”’ or ‘‘Contractor’’ appear in these specifi- cations, they refer respectively to the New York, New Haven & Hartford Rail- road Company, and to the successful bidder.
The word “‘ ton”’ is to be understood to mean two thousand (2,000) pounds.
All train weights are exclusive of locomotive.
GENERAL :
' SERVICE :
Bids are invited on fifty (50) locomotives. A description of one is to apply to all. They are to be used to haul passenger trains between Woodlawn Junction and Grand Central Station, New York. Should electric operation subsequently be extended to New Haven, they must be suitable for the duty thereby imposed.
The intent of these specifications is to describe the requirements of the service, and to invite bidders to submit their own designs based thereon. Bids should cover all necessary labor, material and tools required to deliver the assem- bled locomotive connected mechanically and electrically in readiness for operation upon the Company’s tracks.
Attached are:
(a) An official time table of the passenger trains over the New York Division between New York and New Haven. (Station stops average forty-five (45) seconds each.)
(b) Blue prints showing the track alignment and gradients.
(c) A standard car clearance diagram. giving the limiting dimensions beyond which no part of the locomotive, excepting the contact devices or collecting . current, must project. |
The locomotive must be able to haul a train weighing 600 tons between
Grand Central Station and New Haven, in either direction, on any schedule given
in the attached time table, to continue to repeat this performance, with lay-overs
of not less than forty-five (45) minutes at New York and thirty (30) minutes at
New Haven, and with a temperature rise of not to exceed 75°C., above surrounding
air, measured by thermometer, in any part of the electric motors or control appa-
ratus mounted thereon, not including resistance.
The locomotive must be able to perform the service prescribed in the pre- vious paragraph when running at not to exceed 85% of its maximum theoretical schedule speed.
Specifications for Electric Locomotives 7 '
The guage for tangent track is 4 ft. 84 in., increased to 4 ft. 94 in. on curves of 230 feet radius.
The rigid wheel base of locomotive must not be greater than thirteen feet. PERFORMANCE :
Each bidder 1s asked to state:
(a) What is the quickest schedule this locomotive will make when hauling a 750 ton train, making no stops between Grand Central Station and New Haven, motors to keep within stated temperature limits?
(b) What temperature will the motors reach for one run over the Division under the conditions in the preceding paragraph, after attaining their maximum temperature, in hauling a 600 ton train?
(c) What is the weight of the heaviest train the locomotive will haul when making the most severe schedule in the attached time table, and within the prescribed temperature limits?
As a majority of the Company’s trains weigh 300 tons or less, preference . will be given to a locomotive divisible into two units, each complete in itself and suitable for hauling a 300 ton train under the hereinbefore prescribed conditions, but which can be quickly coupled to one or, if necessary, two other units for heavier service. When so coupled, the one, two or three units are to be susceptible of opera- tion from the cab of any one as well as any unit may be operated alone.
ENERGY SUPPLY :
Continuous current will be supplied. The normal electromotive force will be 600 volts, the maximum 750 volts. The locomotive must be designed to collect this current either from third rail at the side of the track or from an overhead conductor in the center, varying in height from 14 feet to 22 feet above the top of the track rails. Alternative tenders are invited on:
1. Locomotive suitable for continuous current operation, as above.
2. Locomotive which may be operated interchangeably on either continuous cur- rent or by single-phase alternating current of 3,000 to 3,300 volts, supplied from an overhead conductor.
Preference will be given to the locomotive that can later be adapted to use on 3,000 volt single-phase by the addition of more parts and appliances.
The information asked for under the heading ‘‘ Performance’”’ and all mechan- ical and electrical characteristics, run curves, and other description supplied by the bidder should be given for each type of locomotive on which he may tender. In the event of a tender on the interchangeable locomotive, all specifications which are different when the locomotive is operated on the continuous current and when it is operated on the alternating current, should be given fully for each of these conditions of operation. |
Two typical run curves should be submitted, showing:
(a) Speed in miles per hour.
(b) Current taken by the locomotive.
(c) Energy taken by the locomotive, both true and apparent.
Calculating the typical run curves the following data must be taken:
First curve:
(a) Train weight, 600 tons.
(b) Schedule speed, 26 miles per hour.
Specifications for Electric Locomotives 8
(c) Stops per mile, 0.451. (d) Length of stop, forty-five (45) seconds. (e) Track tangent and level. Second curve: Conditions the same as for first curve except the weight of train to be 400 tons.
DRAWINGS AND DESCRIPTION :
The bidder will submit drawings of each type of locomotive assembled,
showing: 1. Frame.
2. Method of supporting frame.
3. Overall dimensions.
4. Rigid wheel base.
5. Total wheel base.
6. Diameter of wheels.
7. Total weight.
8. Distribution of weight on drivers and on other wheels. 9. Cab.
10. Arrangement of apparatus in cab.
11. Motor assembled.
12. Motors in place on locomotive, giving clearances.
13. Motor suspension.
14. Means of mounting and removal of motors and parts and construction of
frame, permitting access for inspection and repairs.
It is desirable that the foregoing information should be combined into as small a number of drawings as practicable. Such additional drawings and photo- graphs are also desired as will assist and complete the description of the principal parts of the motor, control apparatus and all locomotive parts.
Individual motor curves should show: Efficiency. Tractive effort. Speed. Capacity, time and temperature. Power factor. Curves giving similar characteristics for the complete locomotive are also desired. The bidder should state: Continuous current capacity of motors at the rated voltage. 2. What current and voltage continuously applied will equal the duty imposed by hauling a 300 ton train between New York and New Haven. (a) On the fastest express service. (b) On the most severe local schedule. There should also be submitted the following data: Motor field resistance. Motor armature resistance. Details of armature winding. Details of field winding. Air gap. Diagram of all electrical connections on locomotive.
ot eee Se
put
oy Ot re er
Specifications for Electric Locomotives 9
7. Control wiring diagram. 8. Resistance of each step in the motor rheostats.
HEATERS :
Eighty (80) pounds of steam per car per hour at 5 lb. pressure, are required for heating. The total pressure being equal to 5 lb. times the number of cars in the train. A boiler, water tank, and other heating appliances sufficient to supply heat to a fifteen car train for four hours, must be supplied. Description of the apparatus offered with a statement of the limits of its capacity, method of operation, and dimensions of storage tanks for water and fuel, are desired.
AIR BRAKES :
A motor driven air compressor, with necessary regulator, switch, etc., and having sufficient capacity to supply all the air required for the heaviest duty that the locomotive is designed to perform, shall be supplied.
COMPLEMENT OF PARTS:
All principal and wearing parts of locomotive are to be fitted to guages and templates to insure thorough interchangeability.
The omission herefrom of any necessary parts of the complete locomotive does not relieve the bidder from the responsibility of furnishing them.
The equipment of a half unit shall include the following parts:
1. Two headlights.
2. One bell.
3. One whistle with provision for operation by compressed air. 4. Two drawbars with automatic couplers.
5. Speed indicator.
6. Sanding device.
7. Train signal.
8. Foot plates and steps.
9. Platform buffers. 10. Electrical fittings, including circuit breaker, ammeter and lightning arrester.
PRICE :
The price should include locomotive complete in all details, delivered on the Company’s tracks at Woodlawn Junction, N. Y. If the bidder offers a loco- motive suitable for interchangeable operation on continuous and on single-phase currents, and if any part or parts of such locomotive essential for operation by alternating current but unnecessary with continuous current may be omitted when the locomotive is first built and later installed, the bidder is asked to enumerate such parts, to give price of locomotive without them, and also the price for which he will on subsequent order, supply and install such part or parts ready for service.
DELIVERY :
Thirtv units are required to be delivered by May Ist, 1906. Each bidder must state when he can deliver the first locomotive, and the rate or rates of delivery of subsequent locomotives, including in this statement a stated allowance of time for tests of the first locomotive as hereinafter specified.
eee | ee eee oe ee eee SNe Oe Oe ee eee | mee 8 Nene mm oe ee ee ge Ds a —
TESTS :
Specifications for Electric Locomotives 10
On the completion of the motors for the first locomotive, they shall be tested, at the Contractor’s shops and at the Contractor’s expense, to determine their com- pliance with the guarantee in the following respects:
Efficiency.
Torque. ©
Speed.
Heating under various loads. Power factor.
Commutation and flashing.
Upon the completion of the first locomotive, it is desired that test runs, approximating service conditions, shall be made. The bidder will state what are his track and power facilities for the conduct of such tests.
The Company is to have the right to send representatives at any and all times to inspect the Contractor’s work in the Contractor’s shops or elsewhere, and to reject any design, labor or material which does not comply with the specifications.
Sv ee
een mm ll ed ee ee ee PD ee do aes oe
- etl Ngee” ee ee Se ee” ee LL fe
ee re
Specifications for Electric Locomotives 11
NEW YORK, NEW HAVEN 6&2 HARTFORD RAILROAD
COMPANY
APPENDIX TO PRELIMINARY SPECIFICATIONS FOR ELECTRIC
(A)
(B)
LOCOMOTIVES
New Haven, Cr., June 12th, 1905. THE GENERAL ELEcTRIC Co., New York City.
Attention Mr. Hawks: Gentlemen :—
Referring to weights on drivers and length of wheel base in which they are included, this letter is to officially confirm our conversation upon this matter and form a part of the specifications now in your hands covering Electric Locomotives for this Company.
The rigid wheel base is not to exceed thirteen (13) feet.
There is not to be concentrated within the above wheel base a weight to exceed 136,000 pounds.
No pair of drivers is to have a weight to exceed 34,000 pounds.
The distance between drivers is not to be less than fifty-two (52) inches.
Yours very truly, (Signed) WM. S. MURRAY, Electrical Engineer.
New Haven, Conn., June 15th, 1905. Mr. W. B. Potter, General Electric Company, Schenectady, N. Y. Dear Sir:—
We have received from you to-day the following telegram:
‘Clearance outline accompanying your locomotive specifications shows four inch clearance for motors above top of rail. We assume this to be with worn tires. Have assumed six inch clearance with new tires to allow for tire wear, are we cor- rect or 1s less than this allowable if so how much.”’
To which I have replied:
“Telegram received. Assume not less than six inch clearance for new tires.”’
The assumptions in the telegram were correct and after conference with our Mechanical Engineer I have been advised that nothing less than six inches can be allowed for new tires. We will advise that a wear of two inches is allowable on the tire and I assume that the original thickness of your tires will permit this wear.
Very truly yours, (Signed) WM. S. MURRAY, Electrical Engineer.
Digitized by Google
PART II
SUPPLEMENTARY SPECIFICATIONS
FOR
ELECTRIC LOCOMOTIVES
AS SUBMITTED BY
GENERAL ELECTRIC COMPANY
Specifications for Electric Locomotives 14
SPECIFICATIONS FOR ELECTRIC LOCOMOTIVES
SUBMITTED BY
GENERAL ELECTRIC COMPANY
CONTENTS INTRODUCTION: Page General : ; : : ; : : : ; ‘ 19 Designs Submitted . : ; ; : ; : : 19 Mechanical Construction . : : ‘ ; 5 ; 20 Advantages of the Gearless Direct Current Type , . ; : : 21 Direct Current and Alternating Current Operation . . . . . 21 Electric Tenders. : : : : 21 Motors . 22 Service Capacity. , ; : : : ; 22 Speed Limitations . : : ; é ; : . . 23 Express Trains : : ‘ . : : : : : 23 Local Trains . : ; ‘ : . : : , : : ‘ 24 Forced Ventilation . ‘ : é : : ; ; : : 25 Energy Consumption ; ; : : ‘ : : 25 Power and Track Facilities for Testing : ‘ , : 26 LOCOMOTIVES: General Specifications . : ; . 28
Detail Specifications for: Locomotive No. 1, 97 tons, Gearless type, 600 volts, D.C., four gearless
motors . Jl Locomotive No. 2, 75 tons, Gearless type, 600 volts, D. (om four gearless motors . 32 Locomotive No. 3, 97 tons, Gearless ty pe, 1200 volts, D. C four gearless motors . SB) Locomotive No. 4, 75 tons, Gearless ty pe, 1200 volts, D. C. four gearless motors . 34 Locomotive No. 5, 145 tons, Articulated type, 3300 volts, 25 cycles, A. on six geared motors 30 Locomotive No. 6, 145 tons, “Articulated ty pe, 3300 volts, 12. 5 eyes, A.C., six geared motors . 36 Locomotive No. 7, 120 tons, Side Rod type, 3300 volts, 12. 5 cy cles, A. C., two direct connected motors ; : 3” ELECTRIC TENDERS: General Specifications : : : : 2 38
Detail Specifications for: Motor generator tender for 97 ton locomotive, 600 volts, D.C., 3300
volts, 25 cvcles, A.C... 40 Motor generator tender for 75 ton locomotive, 600 volts, D. C., "3300 volts, 25 cycles, A.C... : : : : 41 LOCATION OF APPARATUS: General Specifications : : : ‘ é ; 42 CABS: General Specifications P ; ; : ; ; : : 44 Detail Specifications for: Cab “A” : ’ ; . ; ; . : : ; 46 Cab ‘‘B”’ . ; : ; ; : ; : : : 47 Cab “C” , : : : : j , : ; : : : 48
Cab “D”’ ; ‘ . , : : ; é ‘ : 49
ee es oe
a eee ee
a ee LO
Specifications for Electric Locomotives 16
ELECTRIC MOTORS: DIRECT CURRENT MOTORS:
General Specifications
Detail Specifications for: GE-84 motor, 600 volts, for 97 ton locomotive GE-94 motor, 600 volts, for 75 ton locomotive
ALTERNATING CURRENT GEARED MOTORS:
General Specifications Detail Specifications for:
GEA-607, 25 cycles, eight pole motor for six motor, Articulated type
locomotive
GEA-608, 12.5 cycles, six pole motor for six motor, Articulated type
locomotive ALTERNATING CURRENT DIRECT CONNECTED MOTORS:
General Specifications Detail Specifications for:
GEA-609, 12.5 cycles, twelve pole motor for Side Rod type locomotive
COMPENSATORS :
General Specifications
Detail Specifications for : Compensators for Locomotive No. 5 Compensators for Locomotive No. 6 Compensators for Locomotive No. 7
CONTROL:
General Specifications, D.C. Detail Specifications for: 4 motor D.C. control for 97 ton locomotive, 600 volts 4 motor D.C. control for 75 ton locomotive, 600 volts 4 motor D.C. control for 97 ton locomotive, 1200 volts 4 motor D.C. control for 75 ton locomotive, 1200 volts General Specifications, A.C. Detail Specifications for: 6 motor A.C.—D.C. control 2 motor A.C.—D.C. control : 4 motor A.C.-—D.C. control using tender
AIR COMPRESSOR:
General Specifications for D.C. compressor . . Detail Specifications for D.C. compressor
General Specifications for A.C. compressor
Detail Specifications for A.C. compressor
AIR COMPRESSOR GOVERNOR: General Specifications FLASH BOILER HEATING. PLANT:
General Specifications
Page
91
Digitized by Google
Specifications for Electric Locomotives
LIST OF DRAWINGS AND PHOTOGRAPHS
Title
LOCOMOTIVES :
Locomotives No. 1 and No. 3, outline End Elevation : ; : Locomotives No. 2 and No. 4, outline Locomotives No. 5 and No. 6, outline Locomotive No. 7, outline .
ELECTRIC TENDERS :
MOTORS :
900 Kw. for locomotive No. 1, outline . 650 Kw. for locomotive No. 2, outline .
GE-84, Longitudinal Section Tranverse section Photograph of armature GEA-607, outline GEA-608, outline GEA-609, outline Characteristic Curves: GE-84-A, 600 volt GE-94—-A, 600 volts GEA-607-—A, on A.C. GEA-607-A, on D.C. GEA-608-—A, on A.C. GEA-608—A, on D.C. GEA-609—A, on A.C. GEA-609—A, on D.C. Tender, 900 Kw. 650 Kw. Speed-Time Curves: 2—No. 1 Locomotives, with 600 tons . 400 tons . 2—No. 2 Locomotives, with 600 tons . 400 tons . 2—No. 5 Locomotives, with 600 tons . 400 tons . 2—No. 6 Locomotives, with 600 tons . 400 tons . 2—No. 7 Locomotives, with 600 tons . 400 tons . : 2—No. 1 Locomotives and tenders, with 600 tons : 400 tons
Drawing No.
T-120476 T-120477
T-120593 T-120557
T-120603 T-120656
T-120468 T-120469
T-120478 T-120552 T-120587
C—2967 C—2968 C—2969 C-—2970 C-2971 C2972 C-2973 C-—2974 C—2990 C-2991
C—2975 C—2976 C-2977 C-—2978 C2979 C—2980 C—2981 C-2982 C-2983 C-2984
C-2992 C-2993
Photo No.
202955 202956 202948 202966 202967
202969 202968
202945 202957 202129 202939 202944 202965
Page
95 96 97 98 99
100 101
102 103 104 105 106 107
108 109 110 111 112 113 114 115 116 117
118 119 120 12] 122 123 124 125 126 127
128 129
16
Specifications for Electric Locomotives
LIST OF DRAWINGS AND PHOTOGRAPHS—Concluded
Title
2—No. 2 Locomotives and tenders, with 600 tons . 400 tons Train Resistance Curves: 600 ton train 400 ton train
CONTROL : Direct Current Locomotives
Master controller
Contactor
Reverser
Current limit relay
Control cut-out ; Master controller, main switch Control coupler and socket Cast grid rheostat
Motor circuit fuse box
Motor cut-out Over-running third rail shoe Bus line coupler and socket Motor circuits, 600 volts, D.C. MA-12 fuse box
Alternating Current Locomotives
Contactor ‘ : , ; :
Motor circuits, 6 motors, A.C. Locomotive No. 5. . ; ; : ;
Motor circuits, 6 motors, A. C. Locomotive No. 6. . . ; ‘
Motor circuits, 4 motors, with tender
AIR COMPRESSOR :
CB-19-B air compressor, outline Section
AIR COMPRESSOR GOVERNOR : Photograph Outline
STEAM HEATING BOILER :
Photograph of plant Photograph of tubing Photograph of burner
Drawing No.
C-2994 C—2995
C—2988 C-—2989
DS-—5962
DS-6234
DS-5896
DS—4928
DS-6233 DS-6232
DS-—6256
DS-6270 DS-6262
T-120444 T-120345
DS-—4176
Photo No.
301547 302022 301954 301548 300826 301125
301907
301551
301941
202941 202942
300750
202925 0757 0750
17
Page
130 131
132 133
134 135 136 137 138 139 140 141 142 143 144 145 146 147
148
149
149A 150
151 152
153 154
155 156 157
Digitized by Google
INTRODUCTION
Digitized by Google
Specifications for Electric Locomotives 19
INTRODUCTION GENERAL:
The specifications and drawings of the several types of locomotives sub- mitted herewith are the result of a careful and thorough study of your service conditions and requirements as outlined in your descriptive specifications accom- panying request for tender dated May 29th, 1905. In addition, various members of our Engineering Department have inspected the section between New York and New Haven in order to become familiarized with the physical conditions affecting the service. The mechanical features of our designs have been worked out with the assistance of the engineers of the American Locomotive Company, whose experience in high speed locomotive work has been freely drawn upon.
DESIGNS SUBMITTED:
In connection with this and other propositions, we have worked out in detail more than twenty designs of locomotives which would be applicable to your service conditions. While each of these designs has some special features of merit, we are offering only those types which investigation has shown to combine to the best advantage, reliability, efficiency and low maintenance, and whose characteristics are best adapted to the duty expected of them. In all of the designs presented we have borne in mind the probability of the future electri- fication of your complete system, and the various types, either as they stand or with additions which may be easily and conveniently provided, will be capable of operating either from direct current or from alternating current.
We have considered the possibility of four systems of distribution, namely:
(a) 600 Volts, Direct Current, Third Rail or Overhead Conductor.
(b) 1200 Volts, Direct Current, Overhead Conductor.
(c) 3000 Volts, 25 Cycles, Alternating Current, Overhead Conductor.
(d) 3000 Volts, 12.5 Cycles, Alternating Current, Overhead Conductor.
We are submitting seven designs of locomotives, which for convenience in reference we have numbered consecutively, and which may be identified by the following brief description:
No. | Voltage | Current Cycles Tons Type he, ene 1 600 Direct 97 Gearless 2-8-2
2 600 Direct 75 Gearless 2-8-2
3 1200 Direct 97 Gearless 2-8-2
4 1200 Direct 75 Gearless 2-8-2
5 3000 | Alternating 25 145 Geared 2—-6—6-2
6 3000 Alternating 12.5 145 Geared 2—6-6-2
7 3000 Alternating 12.5 120 Side rod 2—-4—-4-2
The 1200 volt direct current locomotives (Nos. 3 and 4) will be similar to the 600 volt locomotives (Nos. 1 and 2) and will be provided with a switch for changing the connections of the master controller for 1200 volt and 600 volt oper- ation. :
Specifications for Electric Locomotives 20
In case the 1200 volt D.C. system is chosen for the equipment of the permanent way between Woodlawn and New Haven, the switch would be thrown at Woodlawn for operation on 600 volts between Woodlawn and Grand Central Station.
MECHANICAL CONSTRUCTION :
Gearless Direct Current
Type
Geared Alternating Current Type
Side Rod Type
The direct current locomotives Nos. 1, 2, 3 and 4 will all be of the Gearless type, a design which we have developed for high speed heavy passenger work. This type of locomotive consists of a rigid truck with four driving axles and a two wheel guiding truck at each end. The motors are bipolar, one for each driving axle, the truck framing forming part of the magnetic circuits of the motors. The weight of the truck frame is carried on springs attached to spring saddles over the journal boxes, and the poles are so shaped that the armature is free to move between them with ample clearance on the sides as the poles move up and down with the riding of the truck on the frame.
The armature is mounted rigidly upon the axle. The dead weight per axle, however, is not greater than it is customary to use with steam locomotives, being 12,520 lb. for locomotive No. 1 and 10,670 lb. for locomotive No. 2. As there is no unbalanced weight on the drivers to produce vibration, the strains in the road bed will be materially reduced, with consequent reduction in cost of maintenance.
This type of locomotive has been given an exhaustive series of tests on the experimental tracks at Schenectady, in which its excellent riding qualities at speeds reaching 85 M.P.H. have been demonstrated, and its accelerating and service capacity under a wide range of service conditions determined.
Owing to limitations in electrical design, the alternating current motor is not adapted to direct mounting on the axle and it is consequently necessary to drive the axles through intermediate mechanism. The capacity called for requires the use of six motors for the geared type of locomotive (Nos. 5and 6). We propose to mount these motors on a six wheel articulated or hinged frame with a two wheel guiding truck of the radius bar type at each end. We consider the use of these guiding trucks necessary for safe running at the high operating speed required.
We are offering motors of two frequencies for this type of locomotive, namely, 25 cycles and 12.5 cycles per second, the lower frequency giving advantages in the way of better commutation, improved motor characteristics and service capacity.
As an alternative to the geared tvpe of alternating current locomotive, we are offering a locomotive (No. 7) in which power will be transmitted from the motor to the axle through a system of cranks and connecting rods. This locomotive will consist of a four axle articulated frame with a pony truck at each end. Each half of the articulated truck will carry a single-phase alternating current motor on a steel frame work bolted to the truck framing, and power will be transmitted from the armature of the motor to an intermediate shaft midway between two driving axles by means of a crank and connecting rod. These two axles will be coupled together with connecting rods on each side and driven by a crank and a rod connecting the intermediate shaft to one of the driving wheels.
ADVANTAGES OF THE GEARLESS DIRECT CURRENT TYPE:
The following advantages are claimed for the gearless design as submitted herewith :
1. Low maintenance charges, due to the absence of motor bearings and gears, accompanied by excellent commutation and low temperature. _
Specifications for Electric Locomotives 21
2. Facility in making repairs or renewals. The armature with its wheels and axles may be removed by lowering the complete element without disturbing the fields or any other part of the locomotive and a new element inserted in its place.
3. Ease of inspection.
4. Reliability in operation due to small number of parts subjected to
' wear or to heavy strains.
5. High efficiency under wide range of service conditions.
6. Superior riding and running qualities.
7. High accelerating capacity.
8. Large power per axle with minimum weight for given service.
DIRECT CURRENT AND ALTERNATING CURRENT OPERATION :
Any of the alternating current locomotives offered may be operated inter- changeably on either continuous current or single-phase alternating current of 3000 to 3300 volts supplied from an overhead conductor without change in the design of equipment proposed.
The capacity of the alternating current compensated motor when operating on direct current, will be considerably greater than when operating on alternating current. It should be noted, therefore, that for direct current service only, between Grand Central Station and Woodlawn, locomotives Nos. 5 and 6 would only be equipped with four motors each. The horse-power ratings of the alter- nating current locomotives Nos. 5, 6 and 7 on direct current only, and their weights are as follows:
Locomotive No. : D 6 7 Motor . GEA-607 GEA-608 GEA-609 No. of motors, direct current only ; 4 4 2 Total horse-power, direct current only 1300 1300 1500 Tons, direct current only : 118 120 110
The direct current service between Grand Central Station and Woodlawn will require a maximum speed not to exceed 50 m.p.h.
It may be of interest to note that if this were the only service to be handled, a 60 ton bogie truck locomotive, equipped with four 300 h.p. D.C. motors, either gearless or geared, with a maximum speed of 50 m.p.h. would be capable of satisfactorily handling the service.
ELECTRIC TENDER:
The Gearless type of locomotive (equipped with direct current motors) may be operated from single-phase alternating current of 3300 volts or higher, de- livered by an overhead trolley, by adding to the equipment of each locomotive a motor generator set for changing the 3300 volt single-phase alternating current into 600 volt direct current suitable for the operation of the motors. This motor generator set will be carried in a tender which may be coupled to one of the gearless locomotives, forming a combination which in the present instance will weigh less than a locomotive of equal capacity equipped with alter- nating current geared motors, and will at the same time retain all of the advan- tages of the direct current gearless locomotive. As shown later, the service efficiency of a gearless locomotive with tender when running on alternating current will be superior to that of the single-phase locomotive designed for 25 cycles and almost as good as that for 12.5 cycles. This combination possesses the further advantage that for your initial equipment required for the service between Grand Central Station and Woodlawn, a thoroughly delevoped and standard type of locomotive of high efficiency and minimum weight may be purchased. If future development should require the use of alternating current on other parts of your system, the addition of the electric tender will enable the locomotive to be operated at high efficiency and low maintenance at any practicable trolley voltage and at any convenient frequency.
MOTORS:
Running Time
Speed
Specifications for Electric Locomotives 22
The several types of locomotives which we are proposing have made neces- sary the production of a number of designs of motors, each of which is especially adapted to the type of locomotive with which it is to be used.
Characteristic curves are shown for each type of motor, and the rating and general dimensions are given in the motor specifications.
The electric motors, both alternating and direct current, will be designed and built in accordance with the best accepted practice in railway motor manu- facture. Both types will be series wound and will have similar speed and torque characteristics. The alternating current motor, however, will differ from the direct current type in certain particulars which may be briefly enumerated as follows:
The field will be built up of sheet iron laminations slotted uniformly through- out the periphery to receive the conductors. There will be two distinct windings, both connected in series with the armature. One of these windings will be so located as to produce the desired magnetic flux through the armature. The second or compensating winding will be magnetically displaced 90 degrees from the first field winding and will be so proportioned as to completely neutralize the cross magnetizing flux due to the current in the armature. By the use of this type of winding, the armature reaction is neutralized at all loads and good commutation is obtained without the use of high resistance leads between the armature winding and commutator. It possesses the further advantage that compensation is secured on either direct or alternating current so that the motor will operate on direct current with practically sparkless commutation.
The armature construction is similar to that of the ordinary railway motor, and the absence of high resistance leads is attended with increased efficiency and avoidance of excessive local temperatures.
SERVICE CAPACITY
From the official time table accompanying your specifications, the quickest run between New York and New Haven is made by train No 10 making no stops, the running time being one hour and 38 minutes. The, most severe local schedule is represented by train No. 278 making 28 intermediate stops between New York and New Haven, the running time being two hours and 41 minutes.
The speed limitations between 42d St. and Woodlawn, as fixed by the New
Limitations York Central © Hudson River Railroad, are:
Section . Length Maximum Speed G. C. S. Train shed . : ; . 570 ft. 6 M.P.H. G. C. S. Yard : ; : ; : ; 3062 ft. 25 M.P.H. 56th St. to 96th St... ; ; : ; , 10666 ft. 45 M.P.H. 96th St. to 132d St. . . : . a OC : 9451 ft. 45 M.P.H. 132d St. curve : . ‘ : ; : ; 500 ft. 25 M.P.H. Harlem River bridge. : ; ; ; 400 ft. 25 M.P.H. Bridge to 138th St... : ; 1257 ft. 45 M.P.H.
Mott Haven Jct. ; : : ; ; 855 ft. 25 M.P.H.
Specifications for Electric Locomotives 23
Between Woodlawn and New Haven, as given on your blue print, the speed limitations are:
Section Length Maximum Speed
Going East slow down to 8 m.p.h. at Woodlawn
Harlem River Branch Junction . : 400 ft. 30 M.P.H. Mianus Bridge . ; ; 3000 ft. 30 M.P.H. Norwalk Bridge : , . : 1500 ft. 30 M.P.H. Bridgeport Curve 700 ft. 35 M.P.H. Hequonnock Bridge . 500 ft. 25 M.P.H. Hequonnock Curve . : 400 ft. 35 M.P.H. New Haven Yards . . 1500 ft. 6 M.P.H.
EXPRESS TRAINS:
Based on the speed limitations as given above and braking at the rate of 14, miles per hour per second as authorized, the following table shows the performance and data required by your specifications for the various types of loco- motives upon which we are bidding, when running from New York to New Haven on fastest schedule without stops, as represented by express train No. 10.
LOCOMOTIVES
ae Ne No. 5 No. 6 | No. 7 600 Tons Trailing Load, Two Locomotives Required time, minutes 98 98 98 98 98 Maximum theoretical schedule, aiaates . 68 79.2 | 75 79.6 | 72.2 Ratio, required to theoretical schedule 69.4%} 81% | 76.5%! 77.2%) 73.7%
Estimated time including speed limitations | 83 91.6 | 88 86 85 Estimated temperature ise, continuous operation, including lay overs
Armature, degrees C.. ; . | 60 66 60 ol 50 Field, degrees C. . 40 4] 50 40 45 Square root of mean square current based on required schedule, amperes . . | 343 | 239 | 700 | 360 | 840 Effective volts. . . | 475 | 520 172 | 335 | 440 750 Tons Trailing Load, Two Lecomouves Estimated time, minutes. . : 85 95 91 91 88
Estimated temperature rise, one trip, suc- ceeding all day service with 600 ton trains, degrees C. 70 75 75 70 70 _ Weight heaviest train eueeaung all aay: 75 degrees C. rise, tons. . | 750 | 600 | 600 | 750 | 750
Digitized by Google
LOCAL TRAINS:
Specifications for Electric Locomotives 24
Based on the most severe local schedule, as represented by train No. 278, in which 28 stops are made between New York and New Haven, speed limitations being as given above and braking at the rate of 14 miles per hour per second as authorized, the estimated performances of the various types of locomotives
proposed are as follows:
LOCOMOTIVES
600 Tons Trailing Load, Two Locomotives
Required time, minutes Maximum theoretical schedule, minis: Ratio, required to theoretical schedule Estimated time including speed limitations Estimated temperature rise, continuous operation including lay overs Armature, degrees C. Field, degrees C. ; Estimated temperature rise after eight hour starting cold Armature, degrees C. Field, degrees C. ; , Square root of mean square current, based on required schedule, amperes Effective volts
400 Tons Trailing Load, Two acemotves.
Required time, minutes ’ Maximum theoretical schedule, anaes Ratio, required to theoretical schedule Estimated time including speed limitations Estimated temperature rise, continuous operation, including lay overs Armature, degrees C. Field, degrees C. Estimated temperature rise after sight hours, starting cold Armature, degrees C. Field, degrees C. Square root of mean square current, Based on required schedule, amperes Effective volts
Weight heaviest train suerte all day 75
degrees C. rise, tons
es 2 ae Z No. 5 No. 6 No. 7 161 161 161 161 161 134.2 142 157 146 149 83.5% 88.2% 97.5%| 90.6% 92.6% 143 149 165 153 157 70 85 85 75 75 15 90 65 60 60 58 70 81 71 71 62 75 62 58 58 460 352 1040 600 1300 300 410 154 250 300 161 161 161 161 161 126 | 434 «| :142.5 136 «| 139 78.2%: 83.3%) 88.6%! 84.5%! 86.3% 138 144 154 146 150 58 72 68 62 62 60 75 50 45 45 48 59 65 60 68 49 62 48 43 54 410 312 900 580 1200 310 425 168 275 325 600 400 480 600 600
Specifications for Electric Locomotives 26
FORCED VENTILATION :
The estimated temperature rises for alternating current motor locomotives Nos. 5, 6 and 7 are based on the use of forced ventilation, which is provided for in the equipment. The temperature rises for locomotives Nos. 1, 2,3 and 4 are based on natural ventilation, and if forced ventilation is used, it is estimated that these tem- peratures could be reduced 25 per cent. We consider the temperature rises shown for locomotives Nos. 1, 2, 3 and 4 without forced ventilation to be entirely safe even for such abnormal operation as 1s likely to occur in service.
In the above estimates, locomotives Nos. 1 and 2 are assumed to be operat- ing without electric tender. If tender is added the running time in local service would be increased 3 per cent. and the heating of the locomotives 15 per cent. In the express service, the time need not be increased as the D.C. voltage of the generator could be regulated according to the requirements.
ENERGY CONSUMPTION :
We direct attention to the relative service efficiencies of the several types of locomotives as shown by the speed time and energy curves prepared for repre- sentative run of 2.21 miles in 262 seconds, length of stop 45 seconds, schedule speed 26 miles per hour.
Total Watt- iKw. Hrs. Weight | Hrs. Per Per
Train Ton- Train
Tons Mile Mile
600 Ton Train, 2 Locomotives
Locomotive No. 1, D.C. , ‘ : ' : : 794 | 37.2 | 29.5 2, D.C. ; ; ; : : : , 750 | 35.2 | 26.4 1, A.C. (with tender). : . 934 | 35.6 | 33.2 2, A.C. (with tender). . | 860 | 37.3 | 32.1 5, A.C. . ; ; 890 | 48.7 | 45.2 6, A.C. ; : : : : 890 | 33.1 | 29.9 7, A.C. : : : : : : 840 | 38.2 | 32.1 400 Ton Train, 2 Locomotives Locomotive No. 1, D.C. : : : 594 | 36.1 | 21.4 2, D.C. : : ; : : , 550 | 33. 18.2 1, A.C. (with tender). : 734 | 34. 25.0 2, A.C. (with tender). , : : : 660 | 35.3 | 23.3 5, A.C. : . : ; a . 690 | 38.5 | 26.3 6, A.C. ; : : : ; : : 690 | 31.8 | 21.9 7, A.C. : P . 640 | 35.0 | 22.4
The energy consumption of locomotives Nos. 3 and 4 will be approximately the same as given for locomotives Nos. 1 and 2 operating on direct current.
The relative economy of the several types of locomotives is indicated by the kilowatt hours per train mile, as this term measures the total input to the train including the locomotive.
Attention is directed to the performance of locomotive No. 2, which it will be seen is capable of hauling 600 ton trailing load on express service, and 400 ton trailing load on local service on schedule time and with temperature rise not
Specifications for Electric Locomotives 26
exceeding 75 degrees C. This locomotive is also the most efficient under service operation, as shown by table above, and by reason of the absence of gearing pos- sesses advantages in the way of simplicity and low maintenance.
POWER AND TRACK FACILITIES FOR TESTING:
The General Electric Company has available at all times for testing heavy locomotives, a 2000 Kw. Curtis turbine, which is installed solelv for this purpose in the new power house at Schenectady. :
The track facilities consist of six miles of single track on the New York Cen- tral line between Schenectady and Hoffmans. This track is supplied with power from a sub-station containing a 1500 Kw. 650 volt rotary converter, receiving current at 11,000 volts from the above mentioned Curtis turbine.
In addition to the above, the General Electric Company has 6000 feet of track laid along the bank of the Erie Canal adjacent to the Schenectady Works. This track is supplied with power by the 2000 Kw. Curtis turbine above mentioned.
NOTE: All of our calculations are based on a service rate of braking of 1} miles per hour per second. If, for purposes of estimating, we are allowed to use a higher rate, there will be a material reduction shown in the running time, energy consumption and heating data, as given for the local service. Any comparison of possible performances of locomotives must be based on similar conditions as to braking.
Digitized by Google
SPECIFICATIONS
Specifications for Electric Locomotives 28
SPECIFICATIONS FOR ELECTRIC LOCOMOTIVES
GENERAL
CAB:
FRAMING:
GENERAL DESCRIPTION
The several types of locomotives which we are offering have been designed to successfully meet the service requirements and conditions of operation given in your preliminary specifications and data accompanying request for tender dated May 29th, 1905.
In the details of construction and of the equipment of the locomotives, every effort has been made to eliminate as far as possible all sources of weakness that might eventually interrupt the service.
The cabs have been designed with special reference to securing convenience in operation and adequate housing of the apparatus. Entrance may be gained through doors at the sides or ends, and there will be a central corridor running throughout the length of the cab so as to afford convenient communication between coupled locomotives, or between a locomotive and the rest of the train. The win- dows will be large and so placed as to give practically an unobstructed view of the track in front or rear. The wood used in the construction of doors and sashes will receive thorough fireproofing treatment.
The framing will be constructed of cast steel, the side and end frames being bolted together with body-bound bolts at machined surfaces, and stiffened by cast steel cross transoms. The sections of the frame will be designed to give the greatest strength consistent with the amount of material used. Journal boxes and axles will permit sufficient lateral play to enable the locomotive to pass easily around curves of 230 ft. radius; the track guage at such points being 4 ft. 94 in. The rigid wheel base will not exceed 13 ft.
PONY TRUCKS:
The pony trucks will be similar to the standard locomotive construction, namely a radial truck pivoted by means of radius bars to a point beneath the loco- motive. The truck will be free to swing about its center and will be self-centering on a straight track. Side springs and rubbing plates will be used to assist the guiding action and prevent any tendency to nosing.
EQUALIZATION :
Proper distribution and division of the weight of the locomotives amongst the axles will be accomplished by swinging the main frames from a system of half elliptic springs and equalized levers of forged steel or iron, the whole being so ar- ranged as to cross equalize the load and furnish three points of support.
WHEELS AND AXLES:
The wheels will have M.M. standard tread and flange. The distance between the backs of the flanges will be 4 ft. 53 in. The wheels will be of cast steel, spoke center pattern with steel tires 34 in. thick for driving wheels and 3} in. thick for pony truck wheels, held by retaining rings. All tires will be flanged.
Digitized by Google
Specifications for Electric Locomotives 29
All axles will be of sufficient size to give large factors of safety in proportion to the weight of the various types of locomotives.
JOURNALS AND JOURNAL BOXES:
The journals and journal boxes will be of approved standard construction.
SPRINGS:
The springs will be made of crucible steel. Their general arrangement is ‘shown on locomotive drawings.
BRAKES:
Each locomotive will be equipped with complete standard quick action, high speed, automatic air brake apparatus consisting of two engineer’s valves, two air guages, one plain triple valve, brake cylinders, and one auxiliary reservoir; all of ample capacity with necessary main reservoir, drip cups, strainers, etc.
The air compressor will be of the vertical cylinder direct coupled type with a piston displacement of 75 feet per minute. It will be capable of supplying air at 130 lb. pressure, sufficient for operating the brakes throughout the train with ample allowance for whistling and signaling. |
FOUNDATION BRAKES:
The foundation brakes will be of standard locomotive type, cross-equalized, applied to the driving wheels and so arranged that all of the brake shoes will press equally against the same side of the wheels, ensuring equal braking power at all times on each of the wheels.
MOTORS: , Description of motors and number required for each design of locomotive are given under ‘‘Motor”’ and ‘ Detail Locomotive”’ specifications. CONTROL: The Sprague-General Electric Multiple Unit Control Svstem will be used and 1s described under the ‘‘Control’’ specifications. THIRD RAIL SHOES:
On the sides at each end of the locomotive will be placed spring contact third rail shoes suitable for the collection of the necessary current, and these will be so spaced as to give considerable distance between them to allow for bridging the third rail at cross overs and special work. They will be carried at the ends of beams bolted to the framing. A shoe fuse will be placed upon each beam where it can be quickly inspected.
OVERHEAD CONTACTS:
The overhead shoes will be placed near the ends of the cabs on well insu- lated platforms. The cables will be led through suitably protected holes in the roof.
WHISTLE:
The whistle will be of the chime or other approved pattern, made of polished brass, and will be complete with all connections to air reservoir.
BELL:
A suitable bell with an approved form of air ringer with all connections will be provided.
Digitized by Google
Specifications for Electric Locomotives 30
HEAD LIGHT :
The locomotive will have at each end an electric headlight with 16 in. re- flector, and equipped with a light of suitable candle power.
SANDING DEVICE:
At each end of the locomotive and formed in the cab housing will be pro- vided sand boxes of ample size opening through the roof and having suitable covers. The sand boxes will be fitted with approved pneumatic sanding devices with air pipes arranged so that sand is delivered to the forward driving wheels of the locomotive while running in either direction. This device is controlled by means of electrically operated valves and may be operated at any master controller, sanding the wheels on either a single locomotive or on two or more simultaneously when coupled together.
A hand device will also be provided to furnish sand to the forward driving wheels of the single locomotive at the end from which the device is operated.
TRAIN SIGNAL:
Each locomotive will be equipped with standard pneumatic signal apparatus with proper connections.
DRAW BARS AND COUPLERS:
There will be provided at each end of the locomotive an M.C.B. vertical plane automatic coupler so arranged as to allow ample lateral movement for cross- ings of 230 ft. radius.
FOOT PLATES AND STEPS:
Running boards, foot plates and steps will be supplied where necessary to give access to all parts of the locomotive.
BUFFERS: Buffers will be provided at each end of the locomotive to conform with the Railroad Company’s practice, and of an approved form. PILOT: The pilot will be made of iron and of a design acceptable to the Railroad Company. TOOLS :
There will be furnished with each locomotive the following tools, all of ap- proved form and manufacture:
4-Arm rests. 1—Soft hammer.
1—Flat chisel. 1-Steel hammer.
1—Cape chisel. 1—Packing hook.
1-1-Gallon oil can. 1—Pinch bar.
1-—2-Gallon oil can. 1—Packing iron.
2—Padlocks. 1—Set wrenches, brake equip. 1-15” Monkey wrench. 5-Fin. Hex. #” to 14” wrenches. 1—Alligator wrench. 1-Fin. sq. $” and $” wrench. 2—Plain jack screws. 2—White flags.
2—Plain jack screw levers. 2—Green flags.
2-Buckets. 1—Red flag.
Specifications for Electric Locomotives 31
LOCOMOTIVE NO. 1 DETAIL SPECIFICATIONS Four GE-84 Gearless Direct Current Motors, with pony trucks (radius bar
type). Voltage . . : : : ; . 600 No. of driving sheele : . 8 Diameter of driving wheels. . . 44 in, Diameter of pony truck wheels _. ; ; . 86 1n. Total wheel base . ; ‘ . 27 ft. Rigid wheel base . , . 13 ft. Length over buffers . 37 ft. Length of steel cab - . : . 34 ft. Height of steel cab , . 13 ft. 9 in. Height to top of hood . os : : . 14 ft. 41n. Width overall , : : . 10 ft. Lin. Width of steel cab : . 10 ft. Diameter of driving axle : ; , : . 848 in. Size of driving axle journal . . tin. x 14in. Diameter of pony truck axle . ; : . 64 in, Size of pony truck journal . 2. wtwY—~‘( Ci isn. K-14 in. Weight of locomotive complete . 194,000 Ib. Weight of locomotive on drivers. . 136,000 Ib. Weight of locomotive per driving wheel 17,000 Ib. Weight of locomotive per driving wheel (dead weight) 6,260 lb. Weight of locomotive per pony truck . : . 29,000 Ib. Outline drawing. . T-120476
LIST OF APPARATUS:
4-GE-84 motors. 1—-Motor driven air compressor with air compressor governor. Necessary switches, fuses, etc. 1—Complete control equipment. 1—Flash boiler heating plant. 1-Bell. 1-Whistle. 2-100 C.P. incandescent headlights. 1-Complete air brake equipment for straight and automatic air with two engineers’ valves and two gauges. 1—Electro-pneumatic sanding device. 2—-Ammeters. 2—Draw bars with automatic i 1-Speed indicator. 1-Train signal. Foot plates and steps. Platform buffers.
Digitized by Google
Specifications for Electric Locomotives 32
LOCOMOTIVE NO. 2
DETAIL SPECIFICATIONS Four GE-94 Gearless Direct Current Motors, with pony trucks (radius bar
type). Voltage . : : : ‘ : : . 600 No. of driving eiiveels : i : : : . 8 Diameter of driving wheels . : : . 40 in. Diameter of pony truck wheels : ; . 33 in. Total wheel base . : ; : . 26 ft. Rigid wheel base . ; ; . ; a AZT Length over buffers : ; . 35 ft. Length of steel cab ; ; . 82 ft. 6in. Height of steel cab . , ’ : : . 12 ft. Lin. Height to top of hood . ; . 12 ft. 8 in. Width overall ; , ; . . 10 ft. Lin. Width of steel cab : , . 9 ft. 6 in. Diameter of driving axle , : . ¢k in, Size of driving axle journal . ; . 6in. x 12 in. Diameter of pony truck axle , ; . Gin. Size of pony truck journal . ; . 6in. x 12 1n. Weight of locomotive complete... : . 150,000 Ib. Weight of locomotive on drivers. ; . 110,000 Ib. Weight of locomotive per driving wheel 13,750 lb. Weight of locomotive per driving wheel (dead week) 5,335 Ib. Weight of locomotive per pony truck . . 20,000 Ib. Outline drawing. ’ o @ . Photo. No. 202948
LIST OF APPARATUS:
4-GE-94 motors.
1—Motor driven air compressor with air compressor governor.
Necessary switches, fuses, etc.
1—Complete control equipment.
1—Flash boiler heating plant.
1- Bell.
1-Whistle. -
2-100 C.P. incandescent headlights.
1-Complete air brake equipment for straight and automatic air with two engineers’ valves and two gauges.
1—Electro-pneumatic sanding device.
2—Ammeters.
2-Draw bars with automatic couplers.
1—-Speed indicator.
1-Train signal.
Foot plates and steps.
Platform buffers.
Digitized by Google
Specifications for Electric Locomotives 38
LOCOMOTIVE NO. 3 DETAIL SPECIFICATIONS
Four GE-84 Gearless Direct Current Motors, with pony trucks (radius bar type).
This locomotive will be indentical with locomotive No. 1 with the exception of modifications in the control equipment adapting it to operation on 1200 volts direct current as shown in the Control Specifications.
Digitized by Google
Specifications for Electric Locomotives 34
LOCOMOTIVE NO. 4 DETAIL SPECIFICATIONS
Four GE-94 Gearless Direct Current Motors, with pony trucks (radius bar type).
This locomotive will be identical with locomotive No. 2 with the exception of modifications in the control equipment adapting it to operation on 1200 volts direct current as shown in the Control Specifications.
Digitized by Google
_ Specifications for Electric Locomotives 36
LOCOMOTIVE NO. 5
DETAIL SPECIFICATIONS
Six GEA-607 Geared Alternating Current Motors with Articulated Frame. Voltage F ‘ : ; : ; : . 38300
- Cycles. : : : : : : . 25 No. of driving wheels : : ; ; : . 12 Diameter of driving wheels. : : : . 561n. No. of pony truck wheels ‘ : ‘ . 4 Diameter of pony truck wheels _. : ; . 36 1n. Total wheel base . . ; : . : . 43 ft. 11in. Rigid wheel base . . . . . . . 10 ft. 11 in. Length over buffers ; ; : . . 2 ft. Length of steel cab, each half : . 24 ft. Height of steel cab : : . . 18 ft. Height to top of hood . . 13 ft. 7 in. Width overall : : ; ; . 10 ft. Lin. Width of steel cab ; : ; . 10 ft. Diameter of driving axles : : : ; . 94 in. Size of driving axle journal . ; : . . Vin. x 141n. Diameter of pony truck axle . : . 61n. Size of pony truck journal. . 61n. x 12 in. Weight of locomotive complete. . 286,000 Ib. Weight of locomotive on drivers. ; . 226,000 lb. Weight of locomotive per driving wheel . 18,833 Ib. Weight of locomotives per driving wheel (dead
weight) ; : . 7,525 Ib.
Weight of locomotive per pony isack : . 930,000 Ib. Outline drawing. ; : . T-120593
LIST OF APPARATUS:
6—GEA-607, 25 cycle, single phase motors. (Omit 2 motors if not run A.C.)
2-330 Kw. 25 cycle air blast compensators. (Omit if not run A.C.)
2—Motor driven blower sets.
1—Motor driven air compressor with air compressor governor.
Necessary switches, fuses, etc.
1—Complete control equipment.
1—F lash boiler heating plant.
1—Bell.
1— Whistle.
2—100 C.P. incandescent head lights.
1—Complete air brake equipment for straight and automatic air with two engineers’ valves and two gauges.
-1—Electro-pneumatic sanding device.
2—Ammeters.
2—Voltmeters.
2—Draw bars with automatic couplers.
1—Speed indicator.
1—Train signal.
Foot plates and steps.
Platform buffers.
Digitized by Google
Specifications for Electric Locomotives 86
LOCOMOTIVE NO. 6 - DETAIL SPECIFICATIONS
Six GEA-608 Geared Alternating Current Motors with Articulated Frame.
Voltage ‘ z ‘ : : : ; . 38300 Cycles. : ; : : . 12:5 No. of driving alieels ; : s 42 Diameter of driving wheels. ; ; : . 6 1n. No. of pony truck wheels : ; . 4 Diameter of pony truck wheels , . 86 1n. Total wheel base . : : ; . 43 ft. 11 in. Rigid wheel base . . : , . 10 ft. 11 in. Length over buffers : : ; . Oo ft. Length of steel cab, each half ; ; ‘ . 24 ft. Height of steel cab : : ; : s. Lote Height to top of hood . : : : : . 13 ft. 7 in. Width overall oe hk Oe eC CO COTE Pin. Width of steel cab ‘ ‘ : : . 10 ft. Diameter of driving axles _.. : , . 94 1n. size of driving axle journal . : : . Tin. x 14 in. Diameter of pony truck axle : , . 61n. Size of pony truck journal . ; : . 6in. x 12 1n. Weight of locomotive complete _.. . 290,000 Ib. Weight of locomotive on drivers. . ; . 230,000 1b. Weight of locomotives per driving wheel : . 19,166 lb. Weight of locomotive per driving wheel (dead
weight) ; : ; . 7,525 Ib Weight of locomotive eee pony tuck : . 30,000 Ib. Outline drawing. : : . T-120593
LIST OF APPARATUS: 6—GEA-608, 12.5 cycle motors. (Omit 2 motors if not run A.C.) 2—320) Kw. air blast compensators. (Omit if not run A.C.) 2—Motor driven blower sets. 1—Motor driven air compressor with air compressor governor. Necessary switches, fuses, etc. 1—Complete control equipment. 1—F lash boiler heating plant. 1—Bell. 1— Whistle. 2—100 C.P. incandescent head lights. 1—Complete air brake equipment for straight and automatic air with two engineers’ valves and two gauges. 1—Electro-pneumatic sanding device. 2—Ammeters. 2—Draw bars with couplers. 1—Speed indicator. 1—Train signal. Foot plates and steps. Platform buffers.
Digitized by Google
Specifications for Electric Locomotives 37
LOCOMOTIVE NO. 7
DETAIL SPECIFICATIONS Two GEA-609 Direct Coupled Alternating Current Motors.
Voltage ; : é : : ; ; . 3300 Cycles. : : : : ‘ , » 1255 No. of driving eee : ; : ; : . 8 Diameter of driving wheels. : ; . 60in. No. of pony truck wheels : : : ; . 4 Diameter of pony truck wheels. : ; . 36 in. Total wheel base . ; ; . : : . 40 ft. 6 in. Rigid wheel base . ’ : : : . 8 ft. 6 in. Length over buffers ; . . 47 ft. Length of steel cab, each half : . 21 ft. 3 in. Height of steel cab ; : . 12 ft. din. Height to top of hood . - a . 13 ft. Width overall : ; . , . 10 ft. Lin. Width of steel cab , : : , . 10 ft. Diameter of driving axles : ; , , . 8in. Size of driving axle journal . : : . Sin. x 14i1n. Diameter of pony truck axle ; : : . 6in. Size of pony truck journal. : . 61in. x 12 in. Weight of locomotive complete : . 240,000 lb. Weight of locomotive on drivers . . : . 180,000 lb. Weight of locomotive per driving wheel ; 22,500 Ib. Weight of locomotive per aia wheel (dead
weight) : 2 , ; . 4,025 Ib. Weight of locomotive per pony fuck ; : . 30,000 Ib.
Outline drawing. : : s . T-120557
LIST OF APPARATUS:
2—GEA-609, 12.5 cycle motors.
3-320 Kw. air blast compensators. (Omit if not run A.C.)
2—Motor driven blower sets. (Omit if not run A.C.)
1—Motor driven air compressor with air compressor governor.
Necessary switch, fuses, etc.
1—Complete control equipment.
1—Flash boiler heating plant.
1— Bell.
1— Whistle.
2—100 C.P. incandescent headlights.
1—Complete air brake equipment for straight and automatic air with two engineers’ valves and two gauges.
1—Electro-pneumatic sanding device.
2—Ammeters.
2—Draw bars with automatic couplers.
1—Speed indicator.
1—Train signal.
Foot plates and steps.
Platform buffers.
Digitized by Google
Specifications for Electric Locomotives 38
SPECIFICATIONS FOR ELECTRIC TENDERS
These tenders are intended for use with the 600 volt direct current loco- motive, and their function will be to receive single-phase alternating current from an overhead trolley at a potential of 3300 volts and to convert same into direct current of 600 volts suitable for the operation of the direct current motors. Each tender is therefore practically a portable sub-station with an overhead col- lecting device and suitable couplings for making electrical connection to the loco- motives. The alternating current will be transformed into direct current by means of a motor generator set consisting of single-phase induction motor mounted on common base and driving a 600 volt direct current generator, the characteristics of the set as regards maximum output, commutation, and heating conforming to those of the motors which they will supply.
CAB AND PLATFORM:
The platform of the tender will consist of a frame work of structural steel for carrying the electrical apparatus with longitudinal members and cross mem- bers substantially braced and riveted together by means of suitable knees and gussets. The platform will be covered with a flooring of , in. steel.
The cab will be built up of sheet steel $ in. thick braced by angle and channel irons and fastened to the platform by means of bolts. Doors and window sashes of the cab to be of ash, glass to be of first quality, double thick, and so located as to give adequate illumination of the interior. The general dimensions of the cab are shown under “Detail Specifications for Steel Cab D.”’
TRUCKS: There will be two four-wheel swivel trucks, diamond frame pattern, with cast steel bolsters carried by double elliptic springs. In general design the truck will be similar to the swivel truck used under heavy steam locomotive tenders.
WHEELS AND AXLES:
The wheels will have MCB standard tread and flange, and will be of cast steel spoke center pattern with steel tires held by retaining rings.
The axles will be of sufficient size to give large factors of safety in proportion to the weight carried by them.
JOURNALS AND JOURNAL BOXES:
The journals and journal boxes will be of approved standard pattern.
SPRINGS: The springs will be of crucible steel. Their general arrangement is shown on tender drawings.
BRAKES: Each tender will be equipped with automatic air brake apparatus consisting of triple valves, brake cylinders, auxiliary reservoirs, brake shoes, and brake rig- ging, all of ample capacity. Hand brakes will be provided on each tender.
DRAW BARS AND COUPLERS:
At each end of the tender will be provided an MCB vertical plane auto- matic coupler so arranged as to permit ample lateral movement.
Specifications for Electric Locomotives 39
BUFFERS:
| Buffers will be provided at each end of the tender to conform with the Rail- road Company’s practice, and of a form approved by the engineers.
ELECTRICAL EQUIPMENT:
Each tender will be equipped with the following electrical apparatus:
1-two bearing motor generator set consisting of 3300 volt single-phase induction motor and 600 volt D.C. generator with direct connected exciter, mounted upon the ‘“‘I’’ beam frame work.
l-resistance-reactance starting device.
2-trolleys of the pantagraph type, pneumatically controlled, one at each end of the tender.
2—high tension fuses for protection of 3300 volt circuit.
1—3300 volt motor panel equipped with ammeter, voltmeter, S.P.S.T. oil switch, D.P.S.T. oi] switch, suitable current and potential transformers.
1-generator panel with circuit breaker, ammeter, voltmeter, field rheostat, S.P.S.T. field switch, $.P.S.T. main switch, S.P.S.T. 100 ampere lighting switch.
1-S.P. 4000 volt lightning arrester.
1-Sprague-General Electric multiple unit potential control equipment as per specifications.
Lighting wiring.
Main power wiring, ending in suitable couplers for coupling the power circuits of the tender to the main bus-line of the locomotive.
DIMENSIONS :
Specifications for Electric Locomotives
ELECTRIC TENDER For Locomotive No. 1
DETAIL SPECIFICATIONS
Two four-wheel swivel trucks. Diameter of wheels
Total wheel base
Bogie truck wheel base Distance between truck centers Length over buffers
Length of steel cab
Height of steel cab
Width overall
Width of steel cab
Diameter of axles
Size of axle journals
Weight of tender complete Weight per bogie truck . Outline drawing
CAPACITY AND RATING:
Rated capacity of motor-generator set Direct current voltage of generator
Alternating current voltage of motor Cycles.
Type of motor, single-phase induction.
36 in.
20 ft.—-8 in. 5 ft.-10 in. 14 ft.-10 in. 27 ft.—6 in. 25 ft.—6 in. 12 ft.—O in. 10 ft.—1 in. 10 ft.—O in. 6 in.
6 in. x 12 in. 140,000 lb. 70,000 lb. T-120603
900 Kw.
600 volts 3300 “
25
40
Digitized by Google
DIMENSIONS :
Specifications for Electric Locomotives
ELECTRIC TENDER For Locomotive No. 2
DETAIL SPECIFICATIONS
Two four-wheel swivel trucks. Diameter of wheels
Total wheel base
Bogie truck wheel base . Distance between truck centers Length over buffers
Length of steel cab
Height of steel cab
Width overall
Width of steel cab
Diameter of axles
Size of axle journals
Weight of tender complete Weight per bogie truck . Outline drawing
CAPACITY AND RATING:
Rated capacity of motor generator set Direct current voltage of generator Alternating current voltage of motor Cycles. ;
Type of motor, single-phase induction.
36 in.
20 ft.—8 in. 5 ft.-10 in. 14 ft.—10 in. 27 ft.—6 in. 25 ft.—6 in. 12 ft.—O in. 10 ft.—1 in. 10 ft.—O in. of in.
54 in. x 10 in. 110,000 Ib. 55,000 Ib. T-120656
650 Kw.
600 volts 3300 “
25
41
a
Specifications for Electric Locomotives 42 SPECIFICATIONS FOR,
LOCATION OF APPARATUS
GENERAL:
In the location of apparatus special effort will be made to secure the greatest simplicity and convenience in operation and inspection. To this end practically all of the auxiliary and controlling apparatus will be carried within the cab. At each end of the cab, in front and on the sides, will be large windows so arranged that the line of vision from the controlling point to the tracks in front and rear is practically unobstructed.
OPERATOR’S CONTROLLING DEVICES:
CONTROL
At opposite corners of the cab between the front and side windows, the chief controlling apparatus will be located and compactly arranged for easy and ready manipulation. The Engineer’s brake valve and the switches and valves for operating the sanding, whistling and bell ringing devices are placed by the side of the master controller. On the cab wall in full view of the operator, will be the air guage and the ammeter, with the control circuit switch within easy reach.
The lighting of the cab is so arranged that in running at night illumination may be limited to a small beam of light directed against the scales of the ammeter and air guage, and shielded from the operator’s eyes.
There will be a drop cushion seat for the operator, and from this seat the chief control apparatus may be easily manipulated while a practically unobstructed view to the front and rear may be obtained through the windows.
EQUIPMENT:
Arranged along the sides of the corridor at the ends of the cab will be the contactors, rheostats and reversers in long boxes of sheet steel sheathed where necessary on the inside with fireproof insulating material and opening on the front with removable covers to permit of convenient inspection. The boxes will be thoroughly ventilated to allow dissipation of heat. Air will enter through openings in the floor, circulate over the rheostats and then leave the cab through sheet- metal flues extending to the top of the cab and having openings on the side.
AUXILIARY APPARATUS:
The main switches, fuses and air compressor governor will be placed in easily accessible positions on the side of the cab. This apparatus will be suitably mounted and protected with fireproof insulating material so that arcs cannot spread to the metal housing.
The air compressor will be mounted on the floor of the cab and piped to air reservoirs located under the floor of the cab.
THIRD RAIL SHOES:
The third rail shoes will be located at the sides of the locomotive at both ends and will be so spaced as to give considerable distance between them to allow for bridging the third rail at cross-overs and special work.
A shoe fuse will be placed at each shoe where it can be quickly inspected.
Digitized by Google
Specifications for Electric Locomotive 43
OVERHEAD CONTACTS:
The overhead shoes will be placed near the ends of the cab on well insulated platforms. The cables will be led through suitably bushed holes in the roof.
WIRING :
The power and control cables will be run, where practicable, in non-com- bustible conduits and will be fastened to prevent chafing or loosening by strong cleats of non-combustible insulating material. Every precaution will be taken to guard against short circuits or grounding. In the construction of the cabs, special provision will be made for the wiring so that it may be done in a fireproof and workmanlike manner. Switches and fuses or circuit breakers of ample capacity to open the circuits and give proper protection in case of overloads or short circuits will be inserted as may be necessary in all main circuits.
LIGHTING:
The cab will be well lighted with incandescent lamps. Each headlight will be wired through a separate switch and fuse. Drop lights will be provided to assist in the inspection of apparatus.
PIPING: All pipes will be of ample size and conform to standard practice. The brake cvlinders will be carried on the truck frames. The whistle and bell will be placed on the roof of the cab over the end corridors.
Specifications for Electric Locomotives 44
SPECIFICATIONS
FOR>
STEEL CABS
GENERAL :
Each style of cab shown is provided with a central corridor running its full length with a door at each end, thus permitting quick communication between locomotives when coupled together.
The general dimensions of the cabs are shown in the detail specifications which follow: Cab ‘‘A’”’ to be used with locomotives Nos. 1, 2, 3 and 4, Cab B”’ with locomotives Nos. 5 and 6, Cab ‘‘C’’ with locomotive No. 7, and Cab ‘“D”’ with tender.
The main body of the cabs will be built of sheet steel plates } in. thick and mounted upon a platform of structural steel.
-
PLATFORMS:
Platforms will be constructed of deep side and end channels, with cross beams at intervais, all riveted together into a rigid structure. Gussets, angles and ‘‘I”’ beams will be introduced to provide stiffness and strength.
CAB HOUSING:
The plates will be riveted to steel angles. To stiffen the structure and support the roof and doors, studs and carlines of angle section properly curved to shape will be riveted on. At the ends the plates will be rounded to shape.
Small gutters will be placed over the side doors, side and end windows.
FLOOR:
The flooring will consist of in. steel plates fastened to the platform framing. Trap doors will be formed in the flooring for the inspection of the motors and under parts. Suitable rubber mats to be provided. |
DOORS AND WINDOWS:
The frames of the doors and windows will be made of fire-proofed wood. The doors to be paneled with the upper panel of glass and the doors swung on dura- ble hinges. Windows to be arranged for swinging or for sliding sidewise.
BOXES :
The boxes for the contactors and rheostats will be made in two tiers, the rheostats and reversers being placed on the lower tier and the contactors above. This apparatus will be mounted on a strong frame work of structural steel shapes and enclosed in sheet metal boxing with removable doors opening on the front. The boxes to be lined where necessary with fire-proof insulating material and ven- tilated through openings in the flooring and through broad flues of sheet steel riveted to the cab housing, the flues to open on the outside of the cab just below the roof.
SAND BOXES:
There will be four sheet steel sand boxes, located on each end of the rheostat and contactor boxes. Thesand boxes will extend from the floor to the roof, with an opening on the roof, with water-tight covers. With this location the sand will
Digitized by Google
Specifications of Electric Locomotives 46
be kept dry by heat from the rheostats. All apparatus will be securely fastened with bolts and irons of proper shape
MISCELLANEOUS :
On the ends of the platforms will be placed standard signal posts. Grab irons, uncoupling rods and marker brackets will be furnished of standard design and location.
STEEL CAB
Specifications of Electric Locomotives
a a
DETAIL SPECIFICATIONS
To be used with locomotives No. 1, No. 2, No. 3 and No. 4.
End Windows Number Size
Movement Side Windows Number Size Movement Doors Number Location Movement Size of front
Size of side . : : Outline drawing, Locomotive No. 1
6
4 large 203 in. x 234 in. 2 small 10 in. x 29 in. Hinged at bottom
4 31 in. x 244 in. Horizontal slide
4
2-end; 2-side Hinged
224 in. x 72 in. 224 in. x 64 in. T-120476
46
Specifications for Electric Locomotives 47
STEEL CAB “B”
DETAIL SPECIFICATIONS
To be used with locomotives No. 5 and No. 6 End Windows Number : . : ; . 4 Size. : : ; ; . 2O0§ in. x 234 in. Movement . ; ‘ : . Hinged at bottom Side Windows Number : : ‘ : . 8 Size. , : ; : . lin. x 244 in.
Movement . , ‘ . . Horizontal slide Doors Number ‘ : , ; . 6 Location. : ; : . End of cab and on middle platform Movement . : : ; . Hinged Size, , ; : ; . 24in. x 72 in
Outline drawing . : ‘ : . T-120593
Specifications for Electric Locomotives
STEEL CAB “C”
DETAIL SPECIFICATIONS
To be used with locomotive No. 7.
End Windows Number Size Movement Side Windows Number Size Movement Doors Number Location Movement Size Outline drawing
4 : 30 in. x 36 in. Drop
8 30 in. x 24 in. Slide
6
Ends
Hinged
24 in. x 72 in. T-120557
48
STEEL CAB “D”
DETAIL SPECIFICATIONS
To be used with electric tenders. End Windows Number Size Movement Side Windows Number Size Movement Doors Number Location Movement end doors Movement side doors Size of doors Outline drawing
Specifications for Electric Locomotives
4 24 in. x 36 in. Vertical slide
4 30 in. x 36 in. Horizontal slide
4
2-end, 2—side Hinged
Slide
24 in. x 78 in. P-120455 P-120456
49
Digitized by Google
_ WINDING:
Specifications for Electric Locomotives 650
SPECIFICATIONS
FOR; BIPOLAR GEARLESS DIRECT CURRENT MOTORS
MAGNET FRAME
These motors will have a very few number of parts, being exceedingly simple in construction and arrangement. The four motors will be arranged in tandem and the locomotive truck framing will form part of their magnetic sections.
GENERAL:
POLE PIECES: As shown on the drawings, pole pieces will be cast on the end frames, the
double pole pieces between the armatures being carried by bars which act as part of the magnetic circuit, also as cross braces of the truck.
The poles will be shaped so that the armature 1s free to move between them, with ample clearance on the sides, as the poles move up and down with the riding of the truck on the springs and will be so shaped that the armature will not strike when springs are broken.
FRAME : : To secure sufficient magnetic section, long rectangular bars of steel will be
run the entire length of the frame and bolted to the end frames and the cross bars carrying the poles. These bars will be placed in such position that a perfect mechanical balance in the locomotive will be obtained.
FIELD COILS: The fields will be wound upon metal spools bolted upon the pole pieces.
These spools will be thoroughly insulated with mica and wound with flat copper ribbon insulated with asbestos and mica. They will be covered with a special fabric, enclosed in a metal sheathing and treated with a compound which will make them fireproof and impervious to moisture and brake shoe dust. Heat will be effectively radiated and the coils will be well protected from mechanical injury.
CASING : The motors will be enclosed in a protective guard or casing.
ARMATURE
The armatures will be mounted directly on the driving wheel axles and will be centered between the poles by the journal boxes sliding within finished ways in the side frames. |
By the removal of the tie bars across the bottom of the frame pedestal jaws, the wheels with the armature may be lowered and removed from the locomotive.
MOUNTING :
CORE : The armature core will be of the ‘Iron clad’’ type, and will be made up of
soft iron laminations accurately punched to size and insulated from each other with coats of japan.
The laminations will be assembled upon a quill and pressed on the axle. The commutator and other parts of the armature will be supported on the quill.
The armature will be of the series drum barrel type. The conductors will be made of high grade copper and specially constructed to prevent undue loss and
Specifications for Electric Locomotives 61
heating from eddy currents. The use of connecting leads will be avoided by soldering the conductors directly into the commutator leads. At the back of the armature the top and bottom bars will be connected with thick copper clips riveted and soldered with a high melting point solder. It will be possible to remove the top bars without disturbing the bottom bars.
INSULATION: . . . . . . The bars will be insulated with wrappings of mica and assembled in sets of
five, each set as a whole having an outside covering of mica and specially prepared tape. Long experience with this type of insulation has shown it to be specially well adapted for railway motors, as it may be subjected to high temperatures without material electrical or mechanical deterioration.
BINDING WIRE: The conductors will be held in place by tinned steel bands imbedded beneath
the periphery of the core, the wires being soldered together and held by tinned clips. The binding wire bands will be designed with ample factors of safety to pro- vide against damage due to operating speed of the locomotives.
COMMUTATOR SEGMENTS:
The commutator segments will be of hard drawn copper, finished accurately to gauge and insulated throughout with the very best grade of mica.
The commutator ears will be formed integral with the segments, and the segment mica extended up between the ears, thus making a thoroughly insulated, strong and compact construction.
ASSEMBLY : The segments will be assembled between two strong cast steel commutator
shells tightly clamped, the shells being pressed together in a hydraulic press before tightening the retaining bolts.
BRUSH-HOLDERS INSULATING SUPPORT: The brush-holders will be made of cast bronze and mounted on suitably insulated supports attached to the frame. The brush-holders will be made adjustable so as to allow for wear of the commutator and journal bearings. The insulating material used will be of the best quality available.
BRUSHES : The brushes will be of carbon and will slide freely in finished ways broached
in the brush-holders. They will be pressed against the commutator by independent fingers which will give a practically uniform pressure throughout the working range of the brushes. The arrangement of the springs actuating the fingers will be such that there will be but slight pressure on the pins upon which the fingers pivot. This will prevent the finger from sticking on the pins and reduce the wear to a min- imum. There will be a“ pig tail’’ or shunt between the fingers and brush-holder body to prevent the current from passing through the springs or pivoting pins. There will be no ‘‘pig tail’’ attached directly to the carbon brushes.
Digitized by Google
Specifications for Electric Locomotives 652
DETAIL SPECIFICATIONS FOR GE-84 RAILWAY MOTOR
FOR LOCOMOTIVES NO. 1 AND NO. 3
Type, Direct Current, Gearless, 600 volts.
Horse power, 550 on 600 volts, direct current.
Poles, Number, 2.
Pole Pieces, Laminated.
Field Coils, Conductor copper ribbon wound on metal spools. Resistance at 75°C... : : ; : .0262 ohm. Section of conductor . : : : 4.062 in. x 11 in.
Insulation, mica, asbestos and specially prepared fabric.
Armature Winding, special series drum type.
Bars, pressed cable, stranded to reduce eddy currents. Insulation, mica.
Resistance at 75°C. . ; : 3 : .0307 ohm.
Section of cable . ; : : 1 in. x .16 in.
Diameter. ; : ; ; : 29 in.
Length of core. : ; 19 in.
Clearance between amaacnes and pales minimum .75 in. Commutator, Diameter... 242 in.
Length, brush surface 13} in.
Depth of segment, front end : 1} in. Brushes, number of brush-holders : 2
Number of brushes per holder . , 6
Size of brush : : : , : & in. x 24 in. Drawings, longitudinal section . : T-120468
Transverse section ‘ ; : T-120469
Characteristic Curves : : C-2967 Approximate weight, armature . :; 6,060 Ib.
Armature with wheels and journal boxes
(not supported by springs) : ; . 12,520 Ib.
Rating:
One hour rating, 600 volts, 75° C. rise 768 amperes.
Continuous rating, 600 volts, 75° C. rise. 300 amperes.
= ee ee me FP ee, ee — ee ele » et tt eee — ee
Specifications for Electric Locomotives 658
DETAIL SPECIFICATIONS FOR GE-94 RAILWAY MOTOR
FOR LOCOMOTIVES NO. 2 AND NO. 4
Type, Direct Current, Gearless, 600 volts.
Horse power, 450 on 600 volts direct current
Poles, number, 2.
Pole Pieces, Laminated.
Field coils, conductor copper ribbon wound on metal spools. Resistance at 75°C. . : .045 ohm. Section of conductor . : : 4 in. x .080 in.
Insulation, mica, asbestos and specially prepared fabric.
Armature Winding, special series drum type.
Bars, pressed cable, stranded to reduce eddy currents. Insulation, mica.
Resistance at 75°C. : : : : .050 ohm.
Section of cable . : : ’ ; .115 in. x 1.00 in.
Diameter. : ; : : : 26 in.
Length of core. : ‘ 22 in.
Clearance between armature and pales. minimum 4 in. Commutator, diameter ; : : : ; 21% in.
Length, brush surface : ; : 13 in.
Depth of segment, front end ; ; ; 1} in. Brushes, number of brush-holders : : 2
Number of brushes per holder. : ; 6
Size of brush : : : & 4 2 in. x 2 in. Characteristic Curves... : : ; f C-—2968 Approximate weight, armature ; 5,310 Ib.
Armature, with wheels and journal ee
(not supported by springs) , : : 10,670 lb.
Rating:
One hour rating, 600 volts, 75° C. rise : 648 amperes.
Continuous rating, 600 volts, 75° C. rise ; 240 amperes.
Specifications for Electric Locomotives 54
SPECIFICATIONS FOR
FOR>
ALTERNATING CURRENT GEARED MOTORS GENERAL:
In general design the motors will be similar to the G. E. box frame motors. The motors will be of the single-phase compensated type, and will consist of a distributed induction motor winding on a stationary field, connected in series with a multiple wound armature, having a commutator similar in construction to that of the direct current motor.
MAGNET FRAME CONSTRUCTION OF FRAME:
The main supporting frame will consist of two heavy steel castings between which the laminated magnetic field will be bolted. Caps for the axle bearings will be bolted to vertically planed surfaces on the frame. The armature shaft bearings will be carried in malleable iron heads which will be bolted to bored openings in the frame castings. The armature may be removed endwise through the openings for the bearing heads.
HAND HOLE COVERINGS AND OPENINGS:
A large opening will be provided over the commutator to permit the brush- holders and commutators to be easily reached. This opening will be closed by a malleable iron cover with a felt gasket, and the cover will be held in place by a quickly adjustable cam locking device.
There will also be openings below the commutator and in the sides of the frame at the pinion end. Any or all of the covers bolted over these openings may be left off for ventilation where the service conditions will permit.
OUTLET FOR LEADS:
The armature and field leads will be brought through rubber bushed holes at the commutator end of the motor.
FIELD CORE: ‘
The field core will be built up of soft iron laminations insulated from each other by coats of japan. The teeth of the laminations will be accurately punched and finished by hand after the core is assembled so as to make smooth and uniform slots into which the field coils will be placed.
The punchings will be assembled on keys set in skeleton frames, and will be firmly held when the bolts drawing the two frames together are tightened.
FIELD WINDING:
The field will have a multiple drum winding and will be made up of inter- changeably formed coils, thoroughly insulated to withstand a high voltage without injury.
The coils will be assembled in slots and connected together by tinned copper clips soldered with a high-melting-point solder. Joints will be insulated with wrappings of special fabric and tape.
The coils will be held in the slots by wedges and the end windings clamped in place by bronzed rings.
Specifications for Electric Locomotives 66
SUSPENSION :
The front side of the motor will be connected to the locomotive framing and supported through a flexible suspension, which will allow an easy lateral move- ment of the motor. The suspension will be formed of a supporting rod and a spacing sleeve. The rod will prevent the motor from falling and the sleeve will pre- vent it from rising. The attachment to the motor as well as to the locomotive frame will consist of a ball and socket joint, thus allowing the motor to move freely with the axle.
The motor may be mounted on or removed from the truck from below while the locomotive is over the pit.
BEARINGS FRAME HEADS:
The frame heads will be made of malleable iron cast in one piece. In order to secure large and long bearings without sacrificing other desirable features of construction the heads, in a cone shape, will be extended well under the commu- tator shell and pinion end armature core head. This construction will form a very strong and rigid support for the bearing linings.
OIL WELLS:
The frame head castings will have large oil wells into which will be packed oily wool waste, making contact with a large surface of the armature shaft through ‘an opening cut in the low pressure side of the bearing linings.
ARMATURE BEARINGS:
The linings will be made of the best bearing bronze lining with a thin layer ot babbitt metal soldered to the interior bearing surface. The babbitt will furnish an ideal bearing surface and will be made sufficiently thin to prevent the armature rubbing against the field in case it is melted out by overheating.
OIL DEFLECTORS:
Waste oil will be prevented from entering the interior of the motor by a series of oil deflectors which will throw it into large grooves cast in the heads, from which it will be conducted away.
ADVANTAGES OF THIS DESIGN:
This form of bearing will be fully equal in simplicity and reliability to the standard car box journal bearing. The method of lubrication and treatment will be practically the same and the box will be reached through large hand holes protected by swing covers held in place by a spring. The amount of oil required for the bearings is exceedingly small.
Records show that these armature shaft bearings have run about 150,000 miles without renewal of the linings. Wide experience indicates that no other type of bearing equal to this has ever been placed on railway motors.
AXLE BEARINGS:
The axle linings will be held in place by cast steel caps tongued and bolted to planed and grooved vertical surfaces on the frame. Large oil wells will be cast in the caps and will be packed with oily waste, bearing against a large surface of the axle through openings cut in the bearing linings. As with the armature shaft bearings, the method of lubrication will be similar to that used for standard car box journals.
CORE:
WINDING:
Specifications for Electric Locomotives 66 ARMATURE
The armature core will be of the iron clad type and will be made of soft iron laminations accurately punched to size and insulated from each other with coats of japan. The teeth will be strong and large and not easily displaced with resultant injury to the winding.
The armature winding will be of the multiple drum type. The conductor will consist of copper bars specially constructed to prevent undue loss and heating from eddy currents. The bars will be soldered directly into ears forming an integral part of the commutator segments, thus avoiding entirely the use of connecting leads. At the back of the armature the top and bottom bars will be connected together with thick copper clips, riveted and soldered with high-melting-point solder, but easily taken off in case it is desired to remove the top bars without dis- turbing the bottom ones. The windings will be especially well protected from car- bon dust, oil or mechanical injury. The pinion end core head will extend out under the end windings with a flange extending up past the ends of the coils. The windings at both ends will be covered with a strong canvas dressing securely bound in place.
INSULATION :
BINDING
The bars will be separately insulated with wrappings of mica and will be assembled in sets of five, each set as a whole having an outside covering of mica protected from mechanical injury by specially prepared tape. Conductors insu- lated in this way will withstand a high temperature without material injury to the insulation.
WIRE :
The conductors will be held in the slots by tinned steel wire bands imbedded beneath the periphery of the core, the wires being soldered together and held by tinned clips.
COMMUTATOR
The commutator segments will be made of hard drawn copper finished accu- rately to gauge and insulated throughout with the best grade of mica. The com- mutator ears into which the armature conductors are soldered will be formed integral with the segments, and the segment mica will extend up between the ears, thus making a thoroughly strong and compact construction.
ASSEMBLY:
The commutator shells and caps will be made of cast steel, the parts being made especially strong. The segments will be tightly clamped together, the caps being pressed home in a hydraulic press before tightening the commutator bolts.
BRUSH-HOLDERS
MOUNTING:
The brush-holders will be mounted on a revolving yoke which may be ro- tated on rollers into convenient position for inspection and renewal of brushes. Means will be provided for adjusting position of the yoke and clamping it firmly in place.
Specifications for Electric Locomotives 657
The brush-holders will be made of cast bronze, and may be adjusted to allow for the wear of the commutator. They will be supported on mica insulated studs bolted to the yoke.
BRUSHES :
GEAR :
PINION :
The brushes will slide within finished ways in the holders, and will be pressed against the commutator by independent fingers which will give a firm pressure throughout the working range of the brushes. The arrangement of the springs actuating the fingers will be such that there will be a slight pressure on the pins on which the fingers pivot. This will prevent the fingers from sticking on the pin and thus reduce the wear to a minimum.
There will be a ‘pig tail’’ or shunt between the fingers and brush-holder body to prevent current passing through the spring or pivot pin.
GEAR, PINION AND GEAR CASE
The gear will be made of a superior grade of cast steel, and the pinion of forged steel extra hammered to improve the quality of the metal.
The pinion will have a taper fit on the armature shaft of § in. to the foot, measured radially.
GEAR CASE:
The gear case will be made of malleable iron with a substantial form of sup- port, and will be made especially strong so as to withstand excessive vibration. Both the top and bottom halves of the case will be bolted to the motor frame.
Specifications for Electric Locomotives 658
DETAIL SPECIFICATIONS FOR GEA-607 RAILWAY MOTOR
FOR LOCOMOTIVE NO. 5
Type, Alternating Current, Geared, Skeleton Frame.
Horse Power, 200 on 200 volts alternating current.
Horse Power, 325 on 300 volts direct current, 2 motors in series.
Cycles, 25.
Poles, Number, 8.
Fields, Laminated.
Field Coils, distributed winding, interchangeable formed coils. Conductor, copper bar. Resistance at 75°C... . : ; : .0056 ohm. Size of conductor . : . .O7 in. x .9 in. Insulation, special fabric and tape varnished and baked.
Armature Winding, multiple drum type.
Insulation, mica.
Resistance at 75°C. . ; ; ; .0048 ohm.
Section of bar ; : : . 08 in. x .9 in.
Number of ventilating arts e. 2
Diameter : ; : , : . 38 in.
Length of core ; . 12.5 in.
Clearance between aeaaare and nates . .150 in. Commutator, Diameter . : ; . 32in.
Length, brush surface. : . 13in.
Depth of segment, front end . ; : . gin. Brushes, number of studs : . 8
Number per holder ; ; ; . 6
Size of brush . : ; . gin. x 21n. Bearings, Armature shaft, pinion ead size, . Gin. x 121n.
Armature shaft, commutator end, size . . 61in. x 10 in.
Axle, size . 9OF1in. x 141n.
Material in linings, Geonce tiie eth Babbitt: Lubrication, oil and waste.
Gear and Pinion, width of face __.. . . . 64 in. Diametral pitch ; ; . din. Ratio of reduction : : . 1.61 Drawings, Outline . : ; . T-120478 Characteristic Curves, A. fe : ‘ . C-2969 Characteristic Curves, D.C. . ; . C-2970 Approximate weights, motor complete, including gear and gear case : : : : . 15,000 lb. Armature : ; : ' : ; . 9§,800 Ib. Rating: One hour rating, 200 volts, 75° C. rise. . 1200 amperes.
Continuous rating, 200 volts, 75° C. rise . 650 amperes.
Digitized by Google
Specifications for Electric Locomotives 69
DETAIL SPECIFICATIONS FOR GEA-608 RAILWAY MOTOR
FOR LOCOMOTIVE NO. 6
Type, Alternating Current, Geared, Skeleton Frame.
Horse power, 250 on 350 volts, alternating current.
Horse power, 325 on 300 volts direct current, 2 motors in series.
Cycles, 12.5.
Poles, Number, 6.
Fields, Laminated.
Field Coils, distributed winding, interchangeable formed coils. Conductor, copper bar. Resistance at 75° C.. ’ ; , ; .0118 ohm. Size of conductor . ; ; . 07 in. x .8 in. Insulation, special fabric and ie sacha and baked.
Armature Winding, multiple drum type. Insulation, mica.
Resistance at 75°C. . : : ‘ : .009 ohm.
Section of bar : ; . . . .O8 in. x .8 in.
Number of ventilating aes ; ; : i 2
Diameter ‘ . : : : . . 34.5 in.
Length of core . 13.5 in,
Clearance between Sener and pales : . .150 in. Commutator, Diameter . ; : : ; . 28 in.
Length, brush surface. : : : . 11.5 1n.
Depth of segment, front end . : : . Lgin. Brushes, Number of studs . : : ; . 6
Number per holder : ; . 6
Size of brush . : : : . $in, x 1} in. Bearings, Armature shaft, pinion end, size. . Ofin. x 12 1n.
Armature shaft, commutator end, size . . Ofin. x 10 in.
Axle, size : Qin. x 14 1n.
Material in linings, erodes aed with Babbitt. Lubrication, oil and waste. Gear and pinion, width of face. : . 641n.
Diametral pitch 1 in. Ratio of reduction 1.75 Drawings, Outline . : . T-120478
Characteristic Curves, A. Cc. : . C-2971
Characteristic Curves, D.C. . ; C-2972 Approximate weights, motor complete, ‘acuaine
gear and gear case : ; : . . 15,000 Ib.
Armature : : ; : ; . ° . 98,000 Ib. Rating:
One hour rating, 350 volts, 75° C. rise. . 700 amperes.
Continuous rating, 350 volts, 75° C. rise . 340 amperes.
Specifications for Electric Locomotives 60
SPECIFICATIONS
FOR>
ALTERNATING CURRENT DIRECT CONNECTED MOTORS GENERAL:
These motors will be of the single-phase compensated type, and so far as their electrical design and construction is concerned will be similar to the geared tvpe of motor described above. Instead of being mounted on the axle, however, each motor will be supported on a steel framework bolted to the truck framing and will deliver power to two of the driving axles through a system of cranks and connecting rods.
The upper part of the motor will project through the floor of the cab allowing easy access to the commutator.
MAGNET FRAME CONSTRUCTION OF FRAME:
The frame for supporting the field laminations will be of the open type and in general construction similar to the standard General Electric induction motor.
The bearings will be supported by pedestals which will be bolted to the locomotive and field or stator frames. The arrangement of bolts and joints will be such that the frame may be easily removed and the armature taken out for examination or repairs. The end frame will not interfere with the free exami- nation of the air gap.
FIELD CORE:
The field core will be built up of soft iron laminations provided with slots on the inner circumference to receive the windings. The teeth of the laminations will be accurately punched and finished by hand after the core is assembled so as to make smooth and uniform slots for the reception of the field coils. Eddy currents will be prevented by coating the laminations with japan and also by inserting sheets of paper at frequent intervals.
FIELD WINDING:
The field will have a multiple drum winding and will be made up of inter- changeably formed coils thoroughly insulated to withstand a high voltage without injury. The coils will be assembled in slots and connected together by tinned copper clips soldered with high-melting-point solder. The joints will be insulated with wrappings of special fabric and tape. The coils will be held in the slots by wedges and the end windings clamped in place by bronze rings.
Specifications for Electric Locomotives 61
BEARINGS
The bearings will be self-oiling’-and will have ample surface to ensure cool running. The oil reservoirs will be capable of holding a liberal supply of oil and convenient gauges for indicating the height of oil and outlets for drawing it off will be provided. The oiling device may be readily examined while the motor is in operation.
ARMATURE, COMMUTATOR AND BRUSH-HOLDERS
The general features and design of the armature, commutator and brush- holders will be as described above for the geared type of motor.
Specifications for Electric Locomotives 62
DETAIL SPECIFICATIONS FOR GA-609 RAILWAY MOTORS
FOR LOCOMOTIVE NO. 7
Type, Alternating Current, Direct Coupled, Skeleton Frame.
Horse power, 700 on 430 volts alternating current.
Horse power, 750 on 300 volts direct current, 2 motors in series.
Cycles, 12.5. Poles, number, 12. Field, laminated.
Field coils, distributed winding, interchangeable formed coils.
Conductor, copper bar. Resistance at 75° C. Size of conductor
Insulation, special fabric ar tape varnished
and baked.
Armature winding, multiple drum type.
Insulation, mica.
Resistance at 75° C.
Section of bar
Number of ventilating ce
Diameter
Length of core
Clearance between scnature “a woles Commutator, diameter
Length, brush surface
Depth of segment, front end Brushes, number of studs
Number per holder
Size of brush
Bearings, armature shaft, eeanectne rod aids size .
Armature shaft, commutator end, size
Material in linings, bronze lined with babbitt.
Lubrication, oil and waste. Characteristic curves, A. C. Characteristic curves, D. C. Approximate weights, motor complete . Armature Rating: One hour rating. 430 volts, 75° C. rise Continuous rating, 430 volts, 75° C. rise
.0066 ohm. .075 in. x .875 in.
.0048 ohm. .06 in. x .875 in. 2
60 in.
14.5 in.
.200 in.
55 in.
12 in.
1} in.
12
6
4 in. x 1? in. 10 in. x 15 in. 10 in. x 15 in.
C-2973 C-2974 30,000 Ib. 10,000 Ib.
1700 amperes. 840 amperes.
Specifications for Electric Locomotives 63
GENERAL SPECIFICATIONS
FOR>
AIR BLAST COMPENSATORS
GENERAL CONSTRUCTION:
Each compensator will consist of a set of flat coils placed vertically and surrounded by a built-up steel core. The compensator will be provided with a substantial iron base, a cast iron cover, and a sheet iron casing. One side of the casing will form a chamber for the supply of air to the compensator and the opposite side will be perforated to allow the escape of the heated air.
Register gates at the top and on one side of the compensator will provide for the control of the air supply to the coils and to the core.
CORE:
The core will be built up of steel laminations of high permeability, and low hysteresis loss. The laminations will also be carefully annealed and insulated from each other to reduce eddy current losses.
AIR CIRCULATION:
The coils will be separated from each other by air spaces, and frequent open spaces or ducts will be provided in the core so that air can be forced through the entire structure to maintain the low temperature necessary to avoid deteriora- tion.
WINDINGS:
The windings will be sub-divided into several coils, each built up of flat conductors wound with but one turn per layer so as to form thin high coils which will present a large radiating surface to the air. The conductors will be cemented together by a special insulating compound, after which exterior wrappings will be applied and separately treated with an insulating varnish, making a very durable and moisture-proof insulation capable of resisting a potential stress much greater than that for which the compensator will be wound.
TERMINALS:
The terminals will be situated in the base of the compensator and openings in the side of the base will give access to them when not readily accessible from the air duct under the compensator.
PERFORMANCE:
After a run of twenty-four hours at rated load, voltage and frequency, the rise in temperature of any part of the compensator, as measured by ther- mometer, will not exceed 35 degrees Centigrade, and the rise in temperature of the coils, as measured by the increase in resistance, will not exceed 35 degrees, pro- vided the temperature of the surrounding air be not greater than 25 degrees Centi- grade and the conditions of ventilation normal. Should the temperature of the surrounding air differ from 25 degrees, the observed rise should be corrected by one half per cent. for each degree.
The compensator will carry an overload of 50 per cent. for 24 hours without the temperature rise exceeding 55 degrees.
The insulation between the coils and the core will stand a test of 6600 volts alternating current for one minute.
Digitized by Google
Specifications jor Electric Locomotives 64
DETAIL SPECIFICATIONS FOR AIR BLAST COMPENSATORS
FOR LOCOMOTIVE NO. 5
Number per locomotive 2 Rated Kw. 330 Cycles per second 25 Primary voltage 3300 Amperes : : : 121 Secondary voltage, maximum . 600 Voltage, minimum 300 No. taps 10 Amperes a : : 666 Air required, cubic feet per minute 1200 Pressure, ounce 7 Efficiency, 14 Load 97.6% Full load 97.5% ? Load 97.1% 4 Load 96.2% + Load 93.1% Height overall 77 in. Floor space 47 in. x 38 in. Total weight 8,500 Ib. |
Specifications for Electric Locomotives 66
FOR LOCOMOTIVE NO. 6
Number per locomotive Rated Kw. Cycles per second Primary voltage Amperes Secondary voltage, maximum Voltage, minimum No. taps Amperes :
Air required, cubic feet per minute
Pressure, ounce Efficiency, 14 load Full load # Load 4 Load 4 Load Height overall Floor space Total weight
DETAIL SPECIFICATIONS FOR AIR BLAST COMPENSATORS
50 in. x 46 in. 10,500 Ib.
Digitized by Google
Specifications for Electric Locomotives 66
FOR LOCOMOTIVE NO. 7
Number per locomotive Rated Kw. Cycles per second Primary voltage
Amperes : ; : Secondary voltage, maximum
Voltage, minimum
No taps
_ Amperes : ;
Air required, cubic feet per minute
Pressure, ounce Efficiency, 14 load Full load 7 Load 4 Load 1 Load Height overall Floor space Total weight
DETAIL SPECIFICATIONS FOR AIR BLAST COMPENSATORS
430
10
500 12,000
$
97.3% 97.2% 96.8% 95.7%, 92.0% 80 in.
50 in. x 46 in. 10,500 Ib.
Digitized by Google
Specifications jor Electric Locomotives 67
SPECIFICATIONS FOR SPRAGUE-GENERAL ELECTRIC
MULTIPLE UNIT CONTROL EQUIPMENT
LOCOMOTIVE NO. 1 WITH FOUR DIRECT CURRENT MOTORS, 600 VOLTS
GENERAL DESCRIPTION
Multiple The tvpe of motor control herein described is adapted for the control of
Unit electric locomotives in a service which requires that they be operated singly, or
System that several of them be coupled together and operated as a unit. The circuit connections will be so arranged that when a number of locomotives are coupled together the motors on all of the locomotives may be controlled from either end of any locomotive. The locomotives may be coupled in any desired relation and with e:ther end of any locomotive connected to any other locomotive.
Main or The multiple unit system of control may be divided into two parts, the
Motor rst consisting of a series parallel motor controller composed of a number of elec-
Controller trically operated switches called ‘‘contactors,’’ and an electrically operated reverse switch for the motors, called the ‘“‘reverser.’’ The contactors will make the various electrical combinations of the motors, and regulate the starting resistance in circuit with them.
Master or The second part will comprise the master controllers, which operate the
Secondary motor controlling contactors and reversers, relavs for automatically checking the
Controller acceleration and a multiple cable extending the length of the locomotives and provided with couplers between locomotives.
‘Automatic The control will be semi-automatic in its action, as it will limit the maximum
Action current per motor during acceleration to a predetermined amount (which the motorman cannot exceed), without preventing operation at less than the pre- determined current, if desired.
OPERATION Operation of All current for the operation of the contactors and reverser of the motor
Contactors controller will be controlled by the single master controller in use. When the
Current
master controller is thrown off, all connections to the operating coils will be cut off and none of the wires in the train control cable will be alive. The supply circuits of the master controllers will be further protected bv enclosed fuses.
The various circuits from the master controller and the corresponding train line wires will connect to the contactor coils which will be properly grouped to produce the desired motor connections, and each position of the master con- troller will correspond to the definite step indicated.
The current limiting device will consist of a magnetic relay in series with
Limit Relay One motor and controlling a magnetic friction clutch in the master controller.
At a predetermined current, for which the relay is adjustable, the armature will make connection for energizing the clutch in the master controller in use. This clutch will lock the cylinder of the master controller so that the operating lever cannot be further advanced by the motorman until the current has fallen sufficiently to permit the relay contact to open.
The motorman in notching up will control the locomotive in exactly the same manner as with the ordinary manually operated master controller, the auto-
ee
Reverser
Specifications for Electric Locomotives 68
matic feature coming into operation only when the rate at which the operating handle is moved would allow more than the desired amount of current to pass through the motors if not limited.
The clutch magnet in the master controller in use will be the only one connected into circuit and a wire in the control cable will make connection between it and all of the current relays on the locomotives. By this connection the operation of the locomotives will be made more uniform, and the shpping of the wheels on one locomotive will not affect the turning on of the master con- troller as the remaining locomotives will actuate the magnetic clutch and regulate the movement of the controller cylinders.
All current for the operation of the contactors will be controlled by the single master controller in use. A magnetic blow-out will be provided to insure prompt and effective opening of the control circuits.
When the master controller is moved to its first forward point, the proper
Connections direction wire will be energized and will throw the reverser to its forward position,
Running Points Bridge Connection
Rheostat
if it is not already so thrown.
The reverser will be electrically interlocked so that it cannot be thrown when the motors are taking current.
The connections for the operating current will be so arranged that unless the reverser is thrown for the direction of train movement indicated by the master controller handle, the contactors and motors on that particular locomotive will be inoperative.
When the reverser has moved to the proper position, connections will be made by it from the direction wire through the forward reverser operating coil and the coils of the contactors which control the main or trolley leads to the motors.
The controller will have three running points; (1) all motors in series; (2) two motors in series and the two groups in parallel; (3) all motors in parallel.
The series parallel connection of the motors will be made by the ‘‘ Bridge”’ method, in which the connections will be so arranged that the circuit through the motors will not be opened during the transition from series to parallel and substantially the full torque of the motors will be preserved at all times.
The rheostats will be grouped in series and parallel combinations similar
Connections to those of the motors, by this means producing the best possible proportioning
Control Cut-out Switch Safety Features
of resistance sections and at the same time giving uniform distribution of current per contactor.
A control cut-out switch will be provided in each locomotive so that in an emergency the operating coils of the contactors, reverser and circuit breaker on a particular locomotive may be disconnected from the control circuit.
It will be necessary to positively energize two distinct train wires in order to operate the contactors required for starting the motors.
Three separate contactors with their main contacts in series will be used for closing and opening each motor circuit.
Several small fuses will be provided in the control circuit for effectively protecting the control apparatus.
Should the train break in two, the control current will be automatically and instantly cut off from the detached rear portion without affecting the ability of the motorman to control the forward part of the coupled locomotives.
Specifications for Electric Locomotives 69
PERFORMANCE AND TESTS
Capacity The control apparatus will be of capacity and design suitable for con- trolling the direction and speed of four 550 H.P. motors per locomotive, and to control three of these locomotives coupled together.
Resistance There will be ten steps in series, seven in series-parallel and seven in parallel
Steps connection, and the relative resistance for each step will be such as to secure smooth acceleration on resistance and a smooth transition from series to parallel combina- tion of the motors.
Motor The copper ribbon fuse provided for the motor circuit will successfully open Circuit Fuse any short circuit to which it may be subjected in service.
Control The control current will be approximately 10 amperes per locomotive at Current 600 volts line potential after the coils have reached maximum temperature. To
insure prompt action of the reverser, the current for an instant at reversing will be about 16 amperes per locomotive.
Operating The operating coils of the contactors and reverser will be wound for a working
Voltage patential of 625 volts without undue heating, and the entire control will success- fully operate at a minimum of 300 and a maximum of 750 volts.
Insulation The operating coils will be tested at 5000 volts alternating between winding and shell, and the insulation of the complete apparatus will be tested at 2500 volts alternating. The control system after installation will withstand an insula- tion test to ground of 2000 volts alternating.
DETAILED DESCRIPTION OF APPARATUS MASTER CONTROLLER:
The master controller will be similar in appearance to an ordinary street car controller. The operating lever, however, will be about 24 in. long with a horizontal grip portion and will move through an angle of about 90 degrees. A separate lever will be provided for operating the reverse switch.
The controller will be of the drum type and will contain two cylinders connected by gearing to the operating lever. The friction clutch will be geared to these cylinders and will consist of a centrifugal governor with a friction wheel and a magnet coil so placed as to magnetically lock the clutch when the coil 1s energized.
MOTOR CONTROLLER:
Contactors The contactors will consist of electro-magnet switches controlled by the master controller and will make the various power circuit connections for the control of the motors. Each contactor will consist of a movable arm, carrying a removable copper tip which will make contact with a similar tip, and a coil for actuating the arm, which coil will be supplied with current from the master controller in use. The construction of the arm will be such that a powerful spring action, combined with gravity, will cause the arm to drop and open the power circuit when the master controller circuit is interrupted. The contactor will have an efficient and powerful magnetic blow-out capable of opening the power circuit under con- ditions far exceeding normal operation.
Reverser The motor circuit connections of the reverser will be similar to those of the ordinary motor reversing switch, but the switch will be actuated by electro-magnets moving it to either forward or reverse position. The operating circuit of the reverser will be arranged to momentarily connect the coils across full potential
Specifications for Electric Locomotives 70
to insure movement of the reverser. Contactor coils will be introduced in series with the coil by movement of the reverser, thereby reducing the current and
insuring the reverser being held firmly in place.
CURRENT LIMIT RELAY:
CONTROL
CONTROL
This relay will have a heavy sawed copper coil and an iron plunger mounted on a hard bronze stem. The stem will carry a light insulated disk which will make contact with stationary studs when the relay is energized.
The position of the plunger will be adjustable to alter the value of current at which the relav will operate. The contact portions of the disks and studs will be of pure silver.
CUT-OUT SWITCH:
This will be a small cvlindrical switch provided with contacts corresponding to the contactor circuits and its function will be to cut out the contactors and reverser on anv particular locomotive in an emergency. This switch will be mounted on the back of one of the master controllers on a panel which will also form the control connection board for connecting the several circuits of the control cables.
FUSES
As an automatic cut-out protection several small enclosed fuses will be con- nected in circuit between the cut-out switch and the contactors and reversers. These fuses will be contained on the same panei with the control cut-out switch.
MAIN SWITCH FOR MASTER CONTROLLER:
CONTROL
CONTROL
A small enclosed switch and fuse will be provided in the main supply circuit of each master controller.
The switch and fuse will control and protect the entire control system through its particular master controller.
COUPLER AND SOCKET:
These will be used for connecting together the control cables on adjacent locomotives and will consist of a socket attached to each car and a removable coupler composed of a suitable length of flexible cable having a plug at each end adapted to fit into the sockets.
The socket will contain twenty separately insulated contacts to which will be connected the wires of the control cable. The insulation in the socket will con- sist of a molded compound block and it will be firmly held in a substantial iron shell provided with suitable feet for attaching to the locomotive end. The socket will be tapped to take a standard iron conduit for carrying the train line cable enter- ing it.
The coupler socket will be fitted with a spring cover having the dual func- tions of protecting the interior when not in use and holding in the coupler in ser- vice.
The catch on the lid will be designed to hold the coupler in under normal conditions, but will allow it to pull out in case the train breaks in two.
CIRCUIT RHEOSTAT:
For the purpose of regulating the operating circuit of the contactors through the several control positions, a special high resistance rheostat is required. The coils of this rheostat will be insulated with mica and mounted in a substantial iron frame.
Digitized by Google
Specifications for Electric Locomotives 71
LIGHTNING ARRESTER:
Two lightning arresters will be furnished, one connected to the main wiring and one to the control wiring, and each having a suitable induction or ‘“ kicking”’ coil between the point of connection and the apparatus it protects.
These arresters will be of the standard type for railway use with short air gap for lightning discharge and magnetic blow-out to rupture line current.
MOTOR CIRCUIT SWITCH:
For the purpose of disconnecting the motors when testing the control or at other times, a quick-break knife blade switch will be provided for opening the main circuit between the line and the contactors.
RHEOSTAT:
The rheostats used in series with the motors in starting will have a resistance composed of cast iron grids mounted together in a frame and insulated with mica. The use of cast iron for the resistance 1s especially advantageous due to its relatively low temperature coefficient, insuring greater uniformity of control regardless of the temperature of the resistance.
MOTOR CIRCUIT AND SHOE FUSE BOXES:
A separate fuse will be provided for each motor in order to effectively pro- tect the motor and other apparatus.
In addition to these individual fuses a larger one for the shoe circuit will be used. | Each box will be made of pieces of sheet hard fibre, securely fastened to- gether, and will contain terminals placed 8 in. apart. These will be so constructed that the fuse will be securely clamped by wedges which will be drawn into the ter- minals by screws, the insulated handles of which will extend through the ends of the box so as to be readily manipulated from the outside. The leads to the fuse box will be soldered into taper plugs which will be drawn into the terminals and held by nuts and lock washers.
Magnetic The box will be provided with a very effective magnetic blow-out which Blow-out will be energized by the current passing through the fuse without any additional coll. Copper The fuse will consist of a thin copper ribbon having a hole in the center to . Fuse localize the heating. It will have ample capacity for the normal current but will
quickly melt and open the circuit when carrying an excessive load.
Owing to its small cross section there will be no large particles of hot copper ejected when the fuse blows, and the magnetic field will bend the two ends of the thin fuse at right angles to their normal position, thereby materially increasing the length of the arc without melting additional metal.
The fuse may be readilv placed in position without the use of tools and with- out opening the box.
MOTOR CUT-OUT SWITCHES:
Cut-out switches of knife blade type will be provided for disconnecting one or more motors from the circuit and permitting the operation of the remaining motors.
The switches will be mounted in pairs (for two motors) on a substantial slate base. Auxiliary contacts for interlocking with the control apparatus will be contained on the same base and operated by the cut-out switches.
Digitized by Google
Specifications for Electric Locomotives 72
THIRD RAIL SHOES:
These shoes will be of the hinged type, and will be designed for use with a protected third rail, either over or under running as desired.
A suitable spring will be provided for producing the requisite pressure be- tween the shoe and rail, thereby eliminating so far as possible any jumping due to irregularity of third rail.
The shoe itself will be made of cast iron, which has proven to be the best metal for the purpose. It will be so designed that should it catch in an obstruction it will break before injuring the support.
The supporting frame will consist of two malleable iron castings with means for obtaining different vertical adjustments in relation to the third rail.
OVERHEAD COLLECTOR:
The overhead collectors will be of the pantograph type arranged to be raised pneumatically and brought to the low position by powerful springs; these opera- tions to be under the control of the engineer by the manipulation of suitable valves in the locomotive cab. The construction proper will consist of a cast steel base thoroughly insulated from the metal portions of the cap, and acting in the dual capacity of a support for the pantograph arms and of a cylinder for the operating piston.
The shoe or contact piece will be gun metal and will be provided with ex- tension horns at either side.
As an auxiliary to the valve controlled by the engineer, an additional valve will be located on the base castings of the trolley and will be operated by a dip in the overhead conductor, located at tunnel entrances, or where desired, and which will automatically cause the shoe to be depressed to its low position, in case the engineer neglects to do so.
POWER FUSE LINE:
Coupler
Socket
Fuse Box
This will include the necessary couplers and sockets, connection boxes and protecting fuses.
The coupler will consist of two plugs each with three contacts in multiple and connected by an extra flexible cable.
The plug will have a malleable iron case with a removable molded insulation block which contains the contact. e@
The outside of the cable will be clamped in a water tight gasket where it enters the plug casing.
The socket will have a molded insulation body with a back frame of mallea- ble iron tapped to receive iron pipe and provided with feet for bolting to the loco- motive end. There will also be a separate front frame attached to the insulation body supporting the spring closed cover. The front frame will thus be thoroughly insulated so as to effectually prevent any short circuit from the contact to the grounded frame.
The coupler will be held in the socket by the cover in a manner similar to the control coupler.
The bus line fuse boxes will be similar to the motor circuit fuse box.
CONTROL CABLE:
Multiple
This is special flexible cable made up of twenty individual insulated conduc-
Conductor tors. Seventeen conductors of this cable will be used for the control circuits be-
Digitized by Google
Coupler Cable
Single
Conductor
Cable
Specifications for Electric Locomotives 73
tween couplers, connection boards, master controllers, cut-out switches and con- tactors. The other conductors will be extra and may be used for air compressor governors or other purposes.
The cable will be made up of twenty DRC cables each composed of 19 strands of No. 25 B. & S. wire with single cotton braid, the complete cable being covered with varnished cambric, and one cotton braid, weather proofed.
A similar cable, especially insulated with an outside rubber covering, will be used for the connection between the coupler plugs. It will be covered with two braids of cotton with an outside braid of linen, the whole being weather proofed.
Single conductor 19 No. 25 B. & S. DRC cable will be used for control circuit connections to main switch for master controller. This cable will have gy in. rubber and one cotton braid, weather proofed, and one asbestos braid filled with grey paint.
All cables made of No. 25 B. & S. wire will have a cotton separator between the copper and rubber for preventing the wires from adhering to the rubber, and rendering the cable easier to clean when soldering on terminal.
RHEOSTAT RESISTANCE STEPS:
The values of the starting resistances for the four motors at each point are as follows:
PULL SERIES CONNECTION SERIES PARALLEL CONNECTION PARALLEL CONNECTION Pt. Ohms Pt, Ohms Pt. Ohms 1 1.60 ] .20 1 .10 2 1.20 2 .14 2 .07 3 .80 3 .097 3 .048 4 .40 4 .07 4 .035 5) .28 5) .045 9) 022 6 .195 6 .022 6 .O11 7 .14 7 .00 7 .00 8 .09 9 .044 10 .00
Digitized by Google
Specifications for Electric Locomotives 74
LIST OF APPARATUS AND MATERIAL CONSTITUTING CONTROL EQUIPMENT FOR LOCOMOTIVE NO. 1
2—Master controllers. 43—Contactors. 2— Reversers. 1—Current limit relay. 1—Cut-out switch and connection box. 1—Set control fuses. 2—Master controller main switches. 4—Control coupler sockets. 1—Control coupler. 2—Control circuit rheostats. 2—Lightning arresters. 2—Lightning arrester switches. 1—Motor circuit switch. 20—Cast grid rheostats. 4—-Motor circuit fuse boxes. 2—Sets motor cut-out switches. 6—Sets shoe fuse boxes. 4—Third rail shoes. 2—Overhead collectors. 4—Bus line coupler sockets. 2—Bus line couplers. 2—Bus line fuse boxes. 1000 ft. single conductor control cable. 150 ft. multiple conductor control cable.
Digitized by Google
Specifications jor Electric Locomotives 76
SPECIFICATIONS FOR CONTROL EQUIPMENT FOR LOCO- MOTIVE NO. 2 WITH FOUR 600-VOLT DIRECT CURRENT MOTORS
The control equipment for this locomotive will conform to the foregoing specifications for locomotive No. 1, with the following modifications:
PERFORMANCE AND TEST
Capacity The control apparatus will be of capacity and design suitable for controlling the direction and speed of four 450 H.P. motors per locomotive, and will control three of these locomotives coupled together.
Resistance There will be nine steps in series, six in series-parallel and six in parallel
Steps connection, and the relative resistance for each step will be such as to insure smooth acceleration on resistance and a smooth transition from series to parallel combi- nation of the motors. The values of the starting resistances at each step will be in the same ratio as given for locomotive No. 1.
Digitized by Google
Specifications for Electric Locomotives 76
LIST OF APPARATUS AND MATERIAL CONSTITUTING CONTROL EQUIPMENT FOR LOCOMOTIVE NO. 2
9——-Master controllers. 39—Contactors. 2—Reversers. : 1—Current limit relay. 1—Cut-out switch and connection box. 1—Set control fuses. 2—-Master controller main switches. 4—Control coupler sockets. 1—Control coupler. 2—Control circuit rheostats. 2—Lightning arresters. 2—Lightning arresters switches. 1—Motor circuit switch. 16—Cast grid rheostats. 4—Motor circuit fuse boxes. 2—Sets motor cut-out switches. 6—Sets shoe fuse boxes. 4—Third rail shoes. 2—Overhead collectors. 4—Bus line coupler sockets. 2—Bus line couplers. 2—Bus line fuse boxes. 1000 ft. single conductor control cable. 150 ft. multiple conductor control cable.
Specifications for Electric Locomotives 77
SPECIFICATIONS FOR CONTROL EQUIPMENT FOR 1200 VOLT LOCOMOTIVES NOS. 3 AND 4
The control equipment for these locomotives will conform to the foregoing specifications for the 600 volt locomotives with the following modifications:
GENERAL DESCRIPTION
. The general arrangement and connections of the control will be the same as for the 600 volt locomotive except that there will be but two combinations of the motors.
When operating on 1200 volts these will be: (1) all motors in series, and (2) two parallel groups of two motors in series.
When operating on 600 volts the combinations will be: (1) two parallel groups of two motors in series, and (2) all motors in parallel.
A small commutating switch will be provided to change the connections from the master controller so that the same movement of the master controller handle will produce the proper combinations of motors for 1200 and 600 volt running.
RESISTANCE STEPS:
For 1200 volt operation there will be twelve accelerating steps with all motors series and eleven steps with two motors series. For 600 volt operation there will be eleven steps with two motors series and ten steps with all motors parallel. The resistance values will be in the same proportion as given for loco- motives Nos. 1 and 2.
OPERATING VOLTAGE :
The operating coils of the contactors will be wound for the same voltage as for the 600 volt locomotives. When operating on 1200 volts a suitable resist- ance will be inserted in circuit with the control circuits so that the working voltage on the coils will be the same as on 600 volt operation.
INSULATION Special attention will be given to the insulation of all parts of the control apparatus, which will be made ample for the voltage to which the apparatus will be subjected.
DETAILED DESCRIPTION OF APPARATUS COMMUTATING SWITCH: In addition to the apparatus described in the foregoing specifications for the 600 volt locomotives, there will be a commutating switch for changing the con- nections from the master controller for 1200 volt and 600 volt operation. This will be a small cylinder tvpe switch with two positions arranged to be moved by hand when changing from one voltage supply to the other.
LIST OF MATERIAL:
The list of material for Locomotives Nos. 3 and 4 will be the same as for Locomotives Nos. 1 and 2 respectively with the addition of one commutating switch.
Digitized by Google
Specifications for Electric Locomottves 78
SPECIFICATIONS FOR SPRAGUE-GENERAL ELECTRIC
MULTIPLE UNIT CONTROL SYSTEM
LOCOMOTIVES NOS. 5 AND 6, WITH SIX MOTORS FOR ALTERNATING
General
Capacity
AND DIRECT CURRENT
GENERAL DESCRIPTION
This system of control will be essentially similar to the direct current system in that electrically operated switches, or contactors, are used for completing the various motor circuits, and it will also possess the same flexibility of operation, as a number of locomotives may be coupled together in any relation to each other and all controlled from either end of anv one of the locomotives.
The control apparatus will consist of a compensator provided with a number of taps to give suitable voltage regulation for alternating current, and of resistances for direct current, with a master controller, located at each end af each locomotive, actuating electrically operated switches or contactors which will be arranged to make the required connections.
The contactors will be connected through a commutating switch in their ‘“A.C.”’ position to the voltage taps from the compensator for alternating current running, and in their ‘‘D.C.”’ position to the resistance leads for direct current running.
The commutating switch is to be thrown by hand to its proper position when changing from A.C. to D.C. or vice versa.
For A.C. operation the motors will be connected in two separate groups of three motors in series, and each group of three is operated from one compensator.
For D.C. operation the motors will be operated in series and parallel relation with ten accelerating steps when all motors are connected in series and seven steps when the motors are connected in two groups of three in series with three additional steps for short circuiting one motor in each group. The resistances will be connected in series and parallel and the change from series to parallel con- nection will be made by the ‘“‘Bridge’’ method. The resistance values will be in the same ratio as given for locomotive No. 1.
For direct current operation the contactor operating coils will be supplied with alternating current from a small rotary converter which will be automatically started and cut in to circuit when the commutating switch is thrown to its D.C. position.
Control circuit couplers similar to those for the direct current locomotives will be provided for connecting between locomotives.
PERFORMANCE AND TESTS
The control apparatus will be of capacity and design suitable for controlling the direction and speed of six 250 H.P. motors per locomotive and to control three of these locomotives coupled together.
DETAIL DESCRIPTION OF APPARATUS
MASTER CONTROLLER:
The master controller-will resemble very closely that used for direct current, as the functions and method of operating are similar.
Specifications for Electric Locomotives 79
All current for the operation of the electrically controlled switches, or con- tactors, will be taken from a low voltage tap on the compensator, or from the rotary converter, and will pass through the master controller in use.
CONTACTOR:
Each contactor will be operated by means of a low voltage shunt coil, and is similar in action to a direct current contactor, except that it will be adapted to alternating current. All iron in the magnetic circuit will be finely laminated, and other precautions are taken to eliminate unnecessary heating. The contacts will be provided with a blow-out magnet.
Electrical interlocking switches will be provided on the direction and series parallel contactors so that only the desired operation can occur.
REVERSER:
The reversers for making proper connections of field leads in changing the direction of movement of the locomotive will be similar in construction and opera- tion to the direct current reversers, except that they will be designed for alternating current operation.
COMPENSATOR:
The compensator will be of the ordinary transformer construction, provided with a simple continuous winding having a suitable number of taps for giving the requisite voltage variations.
COMMUTATING SWITCH:
The commutating switch for changing from A.C. to D.C. operation and vice versa will be a cylindrical switch similar in appearance to an ordinary con- troller. It will be suitably interlocked with the main switches for A.C. and D.C. current so that the commutating switch must be in its proper position, corres- ponding with the main switch that is closed,in order to obtain any current on the control system.
ROTARY CONVERTER:
This will be self-contained and automatically started when the switches are in position for direct current operation. It will not be in use when the loco- motive is operating on A.C. current.
MISCELLANEOUS:
The various switches, fuses, cables and other details differ from those used on the direct current locomotive only in being adapted to alternating current operation.
Eg = re ee =
Specifications for Electric Locomotives 80
LIST OF APPARATUS AND MATERIAL CONSTITUTING CONTROL EQUIPMENT FOR LOCOMOTIVES NOS. 5 AND 6
2—Master controllers. 1—Commutating switch. 29—Contactors. 2—Reversers. 1—Current limit relay. 1—Cut-out switch and connection box. 1—Set control fuses. 2—-Master controller main switches. 4—-Control coupler sockets. 1—Control coupler. 2—Lightning arresters. 2—Lightning arrester switches. 1— Motor circuit switch. 20—Cast grid rheostats. 2—Sets motor circuit fuse boxes. 2—Motor cut-out switches. 6—Sets shoe fuse boxes. 4—Third rail shoes. 2—Overhead collectors. 4—Bus line coupler sockets. 2—Bus line couplers. 2—Bus line fuse boxes. 1000 ft. single conductor control cable. 150 ft. multiple conductor control cable. 1—Rotary converter for control.
Digitized by Google
Specificaticns for Electric Locomotives 81
SPECIFICATIONS FOR CONTROL EQUIPMENT FOR LOCOMOTIVE NO. 7
The control equipment for this locomotive will conform to the foregoing specifications for alternating and direct current with the following modifications:
GENERAL:
For both alternating and direct current operation the motors will be con- nected in series and will have twenty accelerating steps.
CAPACITY:
The control apparatus will be of capacity and design suitable for controlling the direction and speed of two 700 H.P. motors per locomotive and to control three of these locomotives coupled together.
LIST OF MATERIAL:
To be identical with list given for locomotives Nos. 5 and 6.
Specifications for Electric Locomotives 82
SPECIFICATIONS FOR SPRAGUE-GENERAL ELECTRIC MULTIPLE UNIT CONTROL EQUIPMENT FOR USE WITH MOTOR-GENERATOR SET CARRIED ON TENDER
GENERAL DESCRIPTION
This control system is intended for use in conjunction with a portion of the control apparatus on the locomotive to be furnished for direct current operation and will therefore, by itself, comprise merely an auxiliary form of control.
The method of control will consist in varying the potential of the direct current taken from the generator carried on the tender.
The generator will be driven by an alternating current motor at a substan- tially uniform speed. The generator field will be energized by current supplied from a separate exciter mounted on an extension of the shaft, and a series resistance with suitable taps will provide means for varying the field strength. Small con- tactors on the tender will be used for cutting in and out these field resistance taps step by step as required.
The large contactors on the locomotive will be used for completing the motor circuits and giving the first, or switching point. The reverser on the locomotive will also be used for giving the proper direction of movement.
A separate master controller will be provided which is to be attached to the regular master controller and interlocked therewith for operating the reverser and motor circuit contactors on the locomotive, and generator field contactors on the tender.
A commutating switch will be provided as a part of this auxiliary master controller which will make the proper control circuit connections for direct current operation without tender and for alternating current operation with tender.
This commutating switch will also operate electrically controlled switches on the locomotive for connecting and disconnecting from the main circuit the third rail shoes and the bus line from the motor-generator.
The motors will be permanently connected in parallel when operating from the motor-generator set and the potential may be varied sufficiently to permit a smooth acceleration without the use of series resistance.
In order to ensure promptness in breaking the circuit when cutting off power quickly, three practically simultaneous steps of resistance are introduced in the motor circuit, contactors which are required for straight D. C. operation being used for the purpose.
The bus line coupler and cable on the direct current locomotive will be used for carrying the current from the generator on the tender to the locomotive.
The exciter for the motor-generator field will supply current for the operation of lights, air compressor and control through a separate coupler.
No additional control coupler will be required as the two necessary wires are to be placed in the control coupler used for straight D. C. operation.
This control will be automatic in action, being so arranged that the operator merely moves the master controller handle to either the forward or reverse direction, as desired when accelerating. The small contactors controlling the generator field excitation will be closed automatically in succession, governed by a current limit relay placed in the motor circuit. This arrangement will provide means for keeping the current uniform during acceleration.
Specifications for Electric Locomotives 88
PERFORMANCE AND TESTS
The control apparatus will be of capacity and design suitable, when used in conjunction with that required for straight direct current operation, for controlling the direction and speed of four direct current motors on the locomotive with which it will be used. It will also be of sufficient capacity to control three of these loco- motives coupled together. |
DETAILED DESCRIPTION MASTER CONTROLLER AND COMMUTATING SWITCH:
The master controller will be very much smaller than the one for straight D. C. operation and will be designed for attaching to it. There will be a single handle for forward and reverse positions, two points being indicated for each. The first will be low speed or switching point on which the complete motor circuit will be established by the main contactors with all motors in parallel without series resistance but with the minimum voltage from motor-generator. The second point will connect in the small contactors for producing the automatic acceleration. If at any time it is desired to arrest the acceleration it will be necessary only to move the operating handle back to the first point.
The commutating switch will be incorporated in the master controller and provided with a separate handle, an interlock being included which will prevent improper manipulation of either of the master controller handles.
CONTACTORS:
The contactors used for varying the field strength of the motor-generator will be similar in appearance and design to the motor circuit contactors on the locomotive, but considerably smaller.
These contactors will be provided with interlocking switches for making suitable control circuit connections for producing automatic operation.
COUPLER FOR EXCITER CIRCUIT :
This coupler is for the purpose of connecting the exciter on the tender to the main cable supplying lights, air compressor and control on the locomotive. It will be quite similar in design but somewhat smaller than the bus line coupler which will be supplied with the direct current locomotives.
ELECTRICALLY OPERATED MAIN CIRCUIT SWITCH:
This switch will be used for transferring the main connections from third rail shoes to motor-generator and exciter circuits.
It will be somewhat similar in design to the reverser, having two positions and two corresponding coils for operating it. As it will be interlocked electrically with the master controllers it cannot be thrown when the motors are taking current.
FIELD RHEOSTAT : This rheostat will be of standard design suitable for operation in series with the field of the generator. CURRENT LIMIT RELAY: This relay will be similar to the relay used on the direct current locomotive. MISCELLANEOUS :
The various switches, fuses, cables and other details will vary little from those used on the direct current locomotive.
Specifications for Electric Locomotives 84
LIST OF APPARATUS AND MATERIAL CONSTITUTING EQUIPMENT FOR AUXILIARY CONTROL FOR USE WITH TENDER
2—Auxiliary master controllers with commutating switches. 1—Set of contactors for varying field strength of generator. 1— Electrically operated main circuit transfer switch. 1—Rheostat for generator field.
S—Coupler sockets for exciter circuit.
1—Coupler for same.
4—Coupler sockets for control.
1—Coupler for same.
4—Coupler sockets for main circuit.
1—Coupler for same.
1—T rheostat for control.
1—Current limit relay.
1—Main switch and fuse for generator on tender.
1—Main switch and fuse for exciter generator.
— et eee
Specifications for Electric Locomotives -85
SPECIFICATIONS ‘
FOR; DIRECT CURRENT MOTOR DRIVEN AIR COMPRESSOR
GENERAL: This compressor will be of the direct coupled type and has been designed
especially for use with heavy electric locomotives.
The set will consist of a duplex single acting vertical air compressor, mounted on common base, and direct connected to two eight-pole series wound direct current motors. The compressor will be mounted between the motors, and the arrange- ment will be such that the combined construction will form a compact, simple, self-contained and easily accessible mechanism. The motors will be bolted one to each end of the compressor frame. While economical in space occupied, the parts have been so liberally proportioned that although intended to be operated intermittently, the set will not be injured by continuous operation.
MOTOR FRAMES:
The motor frames will be of cast steel of high permeability. The side of each frame next to the compressor will form a shield of conical shape carried well under the armature so as to utilize all available space for the accommodation of a long bearing and a large oil pocket. This end of the frame will also be provided with a cylindrical flange, the surface of which will be accurately turned so as to center the motor in the compressor frame, to which it will be bolted.
The outside end of the frame will have a narrow inwardly projecting flange which will support the brush-holders and to which a perforated end cover will be attached. This cover is intended to prevent dangerous contact with the rotating parts, and the perforations will be sufficiently large to permit inspection and adjustment of the brushes.
The poles and pole pieces will be made of soft iron laminations riveted together and bolted to a finished surface on the magnet frame. The field coils will be wound and insulated in accordance with General Electric standard practice for railway motors.
COMPRESSOR FRAME:
The compressor frame, primarily the crank chamber, will form a pedestal for the support of the compressor and motors, having lugs at the base for bolting to the floor of the locomotive cab. The top of the frame will be finished to receive the base of the twin cylinders and the sides faced and bored to center and support the motors. At each side of the crank chamber will be a large round opening with an air tight door, which may be easily removed for the inspection of cranks and bearings.
CYLINDERS AND VALVES:
The two cylinders will be cast in a single piece and will be well ribbed to radiate the heat of compression. They will be accurately centered and securely bolted to the top of the compressor frame, and will be supplied with independent sets of intake and exhaust valves of the tubular type which will work in a vertical position on the top of the cylinders. All air passages will be liberal and the intake will be protected from dust by a hollow screen.
Digitized by Google
Specifications for Electric Locomotives 86
SHAFT AND BEARINGS:
The shaft will be turned from a steel forging. Each end will be tapered for the reception of the armature spider, and will be provided with a key and clamping nut for rigidly holding the armature. The middle portion of the shaft will consist of two cranks, 180 degrees apart.
CONNECTING RODS AND PISTONS:
The connecting rod will be of malleable iron of an ‘‘I’’ section, so as to secure rigidity with lightness. The wrists will be lined with bronze and will swing on large hollow steel pins securely fastened in the pistons. The bearing linings of the cranks will be of split bronze held in place by caps bolted to the lower ends of the connecting rods. Attached to these caps will be provided an oiling device which will take oil from the crank chamber and force it up to the wrist pins.
ARMATURES:
The armature coils will be wound on forms and will be securely insulated with fabric of high insulating and durable qualities. The commutator segments will be of the best hard drawn copper insulated with mica and firmly clamped together. The armature cores will consist of soft iron laminations securely clamped together and keyed to the armature spider. The hoods of the spider will be tapered, bored and reamed so as to accurately center on the shaft.
BRUSH-HOLDERS :
There will be four brush-holders for each motor, each supported from the frame and well insulated therefrom. They will be adjustable to the wear of the commutator.
Digitized by Google
Specifications for Electric Locomotives 87
DETAIL SPECIFICATIONS FOR CP-19-B DIRECT CURRENT MOTOR DRIVEN AIR COMPRESSOR
Piston displacement, 75 cu. ft. of free air per minute. Revolutions per minute at 130 lb. tank pressure . 172
Number of single acting pistons. ne Stroke ; , . Sin. Diameter of piston . ¢P in. Amperes input at 130 Ib. sressuse 600 goles . 26 Main bearings, number , ete Diameter : : ’ . 41n. Length . : ; . Sf in. Crank bearings, diameter ; , ; . . 3.5 in. Length ... ; . 475 1n. Wrist pin bearing, siamese : . 2.5 1n., Length . ; ; 25 . 4.5 1n. Height overall : ; : . 4ft. 13 in. Width overall ‘ : , ; : : . 2 ft. 7$ in. Length overall : ; . 4 ft. 3h in. Discharge passage, iron pipe, aininetes . 21M. Weight of set, complete ’ ; . 3600 lb. Drawings, outline : . T-120444
Section . : ; : ; : : . T-120345
Digitized by Google
Specifications for Electric Locomotives 88
SPECIFICATIONS
FOR>
ALTERNATING CURRENT MOTOR DRIVEN AIR COMPRESSOR
GENERAL: . . This compressor may be operated either on single-phase alternating current
or direct current, and will consist of a duplex single acting vertical air pump located above and geared to an electric motor through herring-bone gears.
MOTOR FRAME:
The magnet frame for this motor will be rectangular in shape. The magnetic circuit will consist of soft iron lamin&tions slotted to receive the field winding and bolted to the end castings and to the underside of the compressor frame in such manner as to permit removal without interference with the compressor.
COMPRESSOR FRAME:
The compressor frame will have a rectangular base and will carry the weight of both compressor and motor, the cylinders being bolted to the top and the under- side finished to receive the motor frame. The sides of the frame will be of a shape suitable to carry the bearings and will be provided at the base with lugs for bolting to the floor of the locomotive. An oil tight door will be placed on each side of the frame for inspection of the connecting rods and bearings.
GEARING AND GEAR CASE:
The gearing will consist of gear and pinion having accurately cut herring- bone teeth. The gear case will be split vertically, the two parts being bolted together and supported on the compressor frame. The gears will be supplied with lubrication from an oil basin beneath the pinion, and the whole will be made oil tight.
CYLINDERS, ARMATURE, ETC.: The cvlinders, valves, shaft, bearings, connecting rod, armature and brush rigging will be of general construction substantially as described for the direct cur- rent compressor.
Digitized by Google
Specifications for Electric Locomotives 89
DETAIL SPECIFICATIONS FOR CPA-53 ALTERNATING CURRENT MOTOR DRIVEN AIR COMPRESSOR
Piston displacement, 75 cu. ft. of free air per minute.
Revolutions per minute at 130 lb. tank pressure . 172 No. of single acting pistons 2 Stroke : 8 in. Diameter of piston : 73 in. Revolutions of motor, per minute 1200 Volt-amperes input 15600 Motor bearing, commutator end, dacs 24 in. Length 62 in. Motor bearing, gear eu. aimee: 24 in. Length 7 in. Compressor main Bedtines: Sumber 2 Diameter 4 in. Length 8 in. Crank bearings, iacietet 3.5 in. Length 4 7; in. Wrist pin bearing, amnctes 2.5 in. Length 4.5 in. Height overall o ft. O in. Width overall 2 ft. 10 in. Length overall 3 ft. 7 in. Discharge passage, iron pipe, diamers: 2 in. Weight of set, complete 3600 Ib.
Digitized by Google
Specifications for Electric Locomotives 90
SPECIFICATIONS
FOR;
AIR COMPRESSOR GOVERNOR CONSTRUCTION:
The governor will consist of a piston acted upon on one side by a diaphragm subjected to reservoir pressure and on the other side by an adjustable regulating spring. The movement of this piston will actuate the operating levers, one of which will carry the contact fingers by means of which the circuit will be made and broken. The construction of these levers will be such that the contacts will be held under pressure, and the pressure will be maintained at a constant maximum value, until at the instant of breaking the circuit, when the contacts will be separated with a quick snap action.
MAGNETIC BLOW-OUT:
The construction of the contacts and arc chutes will be similar to that of the Sprague-General Electric Train Control Contactors, a powerful magnetic blow- out being provided to disrupt the arc when the circuit is opened.
REGULATION :
Adjusting screws will be provided to regulate the governor for any pressure within the range of the spring used. The difference between the opening and closing pressures (one hundred and thirty-five (135) pounds to one hundred and twenty- five (125) pounds) may be slightly varied, the usual practice of allowing ten (10) pounds difference being thus followed. A reduction in air pressure actuating any governor will simultaneously start up all other air compressors connected in the train system; and likewise, when the air pressure has been raised, and any one air compressor is closed down, all others will be cut out of service. The parts will be made of sufficient size to insure great durability and long life. The current carry- ing parts will be designed to enable the governor to carry its full load continuously.
Specifications for Electric Locomotives 91
SPECIFICATIONS
FOR>
FLASH BOILER HEATING PLANT
GENERAL:
BOILERS:
The heating system described herewith will be installed in the center of the locomotive cab and will be designed for supplving steam to the heating systems of passenger trains having standard steam heating equipments as supplied from boilers of steam locomotives. The plant will consist of a boiler, burners, starting atomizers, electric motor driven water and oil pumps, water tank, oil tank, pressure regulator and necessary piping, indicating gauges and reducing valve for connecting between the flash boiler and train steam pipe.
A boiler may supply steam to a train singly or may be operated in parallel with the boilers of other locomotives to which it may be connected.
OPERATION
The plant will be automatic in regulation, maintaining the steam pressure from no output up to full output of the boiler. There will be no smoke emitted from the stack either when running or starting, and the burners may be started without difficulty when the locomotive is in motion. The boilers are started in the following manner:
Ist. The oil travs of the atomizers will be filled with kerosene.
2nd. When ready to start the wicks in the oil trays will be hghted.
3rd. Air pressure of about 20 lb. will be applied to the atomizers and they will be allowed to heat the main burner vaporizers and nozzle for not less than three minutes.
4th. The valve connecting the pressure tank to the main boilers will be open, supplying oil at about 5 Ib. pressure. The plant will be allowed to operate in this manner for two minutes.
5th. The pumps will then be started and the valve from the oil pressure tank closed. The plant will then be under way.
6th. The air valve to the atomizer will then be turned off.
The usual time required to bring the boiler up to its full generating capacity, starting cold, is 6 to 7 minutes.
CAPACITY
The heating plant will have an evaporating capacity sufficient to generate 1000 lb. of saturated steam per hour at approximately 100 Ib. gauge pressure.
Each heater is designed to run in two independent sections so that at light load the efficiency may be increased by the use of only half the plant. The capacity of the water tank will be 2500 lb. and of the oil tank 60 gallons, these capacities being sufficient to operate the boiler at its maximum output continuously for two hours. On the basis of 80 lb. of steam per car per hour at 5 lb. pressure, a 15 car train may be supplied with heat for four hours, the two boilers of the double loco- motive being connected in parallel for this purpose.
DETAILS OF EQUIPMENT
The boiler will consist of a nest of steel tubing containing water and generated steam, and a suitable burner compartment for the burners, atomizers, etc.
FRAME:
STACK:
TUBING:
Specifications for Electric Locomotives 92
The boiler will be rectangular in shape, the heating tubes and fire chamber being ‘contained in a box of sheet steel with a non-conducting lining. The stack will rise from the center of the boiler and pass through a hole in the roof of the locomotive which will be covered bv a hood for shedding the water, all being sup- ported by a suitable steel frame work. The general arrangement is shown on photograph 202,925.
The frame will be of cast steel and will be provided with legs to bolt to the locomotive frame, wavs upon which the journal plates rest and lugs for connecting to the braces which hold the boiler in place.
A sheet iron stack made of two concentric pipes will pass from the center of the boiler through the roof, as described above.
The boiler tubing will consist of a set of 4 in. steel grids electrically welded together to form a continuous pipe. The construction is shown on photograph 0757. The boiler will be made in two sections supported by a non-conducting partition so that either section may be operated independently of the other.
BURNERS:
The general design of the burner is shown on photograph 0750.
ATOMIZERS :
These devices, used for quick starting of the burners, will consist of a cast iron oil tray of a capacity sufficient to operate the boiler for about six minutes. The air for atomizing is carried through a steel forging passing through the oil tray and forming a nozzle for both air and oil.
Asbestos wicks will be placed in the oil tray immediately in front of the atomizer nozzles and will be lighted when the atomizers are started, serving then to prevent the atomizers from being accidentally extinguished. A steel plate fastened in front of the nozzle will divide the flame in such manner that one portion of the flame will heat the burner nozzle and the other portion the top of the main reservoir vaporizers.
~ PUMPS
The oi! and water pumps will be mounted on a common bed-plate and will be driven through a worm gear by a 1 H.P. 600 volt compound wound direct current motor for D.C., and single-phase motor for A.C. Each pump will consist of two single acting elements which may be operated in independent pairs.
The ratios of the plunger displacement will be approximately the same as the ratio between oil and water required. If it is desired to change the quality of the steam, an additional adjustment may be obtained by changing the stroke of the oil pump.
REGULATOR :
The motor driving the pumps will be controlled by a standard MB Form C air compressor governor which will close and open the motor circuit through a pressure range of 10 1b. This regulator is shown on photograph 300,750.
Specifications for Electric Locomotives 93
TANKS
The water tank will be made of galvanized sheet steel and will have a capacity of 2500 Ib. (300 gallons).
The main oil tank will also be of galvanized sheet steel and will have a capacity of 60 gallons. The pressure tank will be cylindrical in form, capacity 8 gallons.
PIPING, GAUGES, ETC.
The plant will be equipped with all necessary piping for water and oil con- nections and for steam connections from the boiler to the train steam pipe. Suitable gauges will be furnished for indicating oil pressure in the burners, air pressure on the atomizers, air pressure on the oil pressure tanks, and steam pressure in the main steam pipe. A standard reducing valve will be furnished for regulating the steam pressure in the train steam pipe.
APPROXIMATE DIMENSIONS
Boiler frame, floor space ; . 4 ft. 6in. by 2 ft. 4 in. Height , ; . oft. Sin.
Water tank, floor space : : . 8 ft. 6 in. by 2 ft. 6 in. Height ; P : ; . 6 ft. O in.
Oil tank, floor space. . } . 86in. by 10 in. Height ; : ‘ . 2 ft. 10.5 in.
Pumping set. floor spac . . 3 ft. 2in. by 1 ft. 7 in.
Height : ; . 1 ft. 4in. Total weight of plant exclusive of oil and
water approximate . : . 2800 Ib.
Speen” ca on ee Wee 4 ee eet ee a ef ee
» = — 7 ee Eee os eee . 7!) “ee —-7 2S TEE or - -
¥ ¥ 5 S ‘< x : 7. 9° ; : » reli: id ae _y =e e=|<5 Cay Th rexel! emt |! [ [i a 7 — — it)! . aN Th A | . > Stine : HF W an iY 4 9 i by inns TY ¢ =i \0 ATED Gg SW }S t 3 'f » & 7qre 2 i Afi als | | ;
202955
A. a oR ) pa pind leet
Diszes by GOO
4 Uh-84 MOTORS, -
nicy py
OUTLINE,
LOCOMOTIVE NO.1 EQUIPPRD WI
— ee A
Rec — ee ea ee A
——— 7.
Ce Eee Se
2
SUB.ELT TO CHANGE. NOT FOR CONSTRUCTION UNLESS SPECIALLY APPROVED
YWORS.
\
H]
LOCOMOTIVE NO.1, ROUIPPRD WITH 4 GH-84 } Exp RLEVATION,
202956
— - ———— ae $$ ee . — re — — ee ee
O97
270 rh {
‘ » ]
“WTVETL TDNOMTL
NOTLOYS TYNIGNSIONOT GYV YNYTINYG - 2°ON WATLOWOOOT 8Vv6cOe ee SLAL IND IANO Of ———————-—-—-—-——— ——————-—» pee eh ee ens 5 ila al haa ak ea a i ae —?] | | ae RT othe cane a | |
jag OE PO oe
— => &
!
ee se
9
-. — oe — ——— i i 7,/ ——-= = Eo
| aed ian? =a 9g —+ od jonuaoe* ;
SS
4, ‘ . NJ
VIMLLULLLLLLLLLL LLL Ld
~
mee ee eee
98
“ONT TINO *SYOLOM LNSYYNO ONT LVNYUITV "d°H 002 “9 HIINA G¥ddInby 9 UNV G°ON YATLONOOOT 996202
C3A0UddY ATIVIIGdS SSTTNN NOLLINULSNOD UOJ LON “3ENVHO OL LIGrens
—,0 44§ ——_e4e SS
sor
: pa! ee, il > a0 SY AT gts : SSIS 3 <4!
Ss © eal ae ao SS Yam Naa I Ty Pe > >] L<k » sel) Wea J oe >T << ale : l " -S ‘ .
mem ee ere ee eee eee -- + --- py -----n- J---- Powe geewccscasce
“evra
—_—_- wa © ey, 2, ee _—
ae Slins hh
*
99
> ant Ce
zim
Ste r.. 9a
*SNTTINO *SYOLOW AVATIVY GNSYYNO ONT IVNYYTIV 609-WHD “2 HIIM CY¥ddINby L°ON PYALLOAOOOT
CQA0UddY ATIVIIGdS SET INN NOLLINULSNOD UOJ LON JENVHO O1 LIarENs
\
s a 7 aa ~ q Kir yy | as * 3 ; we ——. . ¥ Hi ane ‘/ A tis www age apne + = De eg gp nnn = oe ane + +--+ +
+ .
MA La
"wers----<--8
496208
100
Bea ji) Dineen —=
i azz 4)
ie —f rT “aH Drie 1h pee w
; “ONT TINO “T°ON WATLOTOSOT YOT YYONYL YOLVYYN YOLOM “MS 006
C3A0UddY ATIVIS3dS SSIINN NOILONULSNOD WO4 LON SENVHO OL L339reans
i Seas et ees 5
’ \! - SW anws 8 sre (OL Ow) | A&reenerae ‘
ee | ee ee ees a
696c0e
we we ow Bo wo hk sw oo Bh a ae a he ee en eww ste eee de eo _ —o tivo. > — —_—_—__— —_—_—— — IS De On DEE 9 11 EZ — ~~ ae ; : — - Serene e240 D9 iv ke eevee s FO. ——~ aa — ——— Of 4464 — —
i -} Ss = } -
t a * ‘ s
a . i
ae
ett Se ey 2S)? ees ll a, a) 8 , a ' . ” ‘ ‘ —— = i = - + = — fq .
oi
1) (k ee Na
-— <= tT ea’. = «
jug@eali
ma... -y
pie Google
\ $ \ |
a
—o
Digitized by Google
101
“ONTT TNO "COON GAT COUOSOL YOY MNONI MOGVYST UOROW tect ogg
J te —<é
G3A0UddV ATTIVII3dS SSIINN NOILINYLSNOD HOJ LON “3ENVHO OL 193Fans
’ " “ it ' ' i t ' \wowee SUS 7¥(oninw ws s) Kew ' ‘ 7 sa ' ' Ses ee ee oe oh
ales ete,
a
' 20 ee
- wwe renweTg to ee)
BIECOS
= aes LET Ih }e os wil \) \\
Digitized by Google
102
*NOTLOWS TVNIGQALIONOT “YOLON INYYYND LOWYIT SSHLUYVEN YVIOdId- very S¥ECOe
C3IA0UddV ATIVII3dS SSIINN NOLLONULSNOD WO4 LON “38NVHO OL LOarens
; Se -----d22d., one wi es ‘ oe } auss * ee ' ' ' Pm) ' co™ — en ed ok S
rt 2 ea
coe coee poecoososer=4-9,
ot a as Sheu ‘ St , ' + ‘ { je ’
(7 A: 4 AABBBAABAVVALN AS ASS SSASAAAANY
7 — -_ ' ee ee ee ee ee ee =
2 ee ee ee eee aS ee ee ee ea 5) : see S888 ee et ASS SSSSSSS Sc st str 2 thsesstsssssssssstshsssststshihe s - ‘ee | — 4 f, C44 CA ect LEPTEPEMPEDEMEEEEIPETIPPL EE ‘Zh, LESS. , Sia AER ae IRR CEIe sshtsas WY i Sao Pil Mf if G N Yy Yo ~~ NX y -- - SOON Yf eed WY Wi [0 AH = : Sy \ ¢ »
LLL 44a
PENS NRNNR NUN ‘ ‘ ) es °
ZA, eer gee
‘ |
LE
11 Lh
r
' i ____ ue 4 a | ; |e - A ' Css
aed YZ ee | SSSI SSS
fae
CORRUGATED PILATE.
TSISSSEIIEMDA: VAMILLLLLL LLL 2
ete eee ee ee eee ee =
: “0, eines ceo
=e ee Se = ee SS
Ly, = ome
4°" 4"
SUBJECT TO CHANGE. NOT FOR CONSTRUCTION UNLESS SPECIALLY APPROVED
202957
103
GH-84 BIPOLAR GEHARLEASS DIRECT CURRENT MOTOR. TRANS VERSE SECTION,
104
°0O °E°¥ oO 5° 8 WO Wt SAT
SENZONIN SD GUOSO Ud CL GEV FIXY
JOMODOT
Digitized by Google
105
* ONTTLNO
“HOLON AVATIVYE LNYYYNO ONTLVNYYLIV VW-LO9° VHD.
G3A0UddY ATIVIISdS SSIINN NOILINWLSNOD HO4 LON “SSNVHO OL LI3r
ans |
66202
a
aa
KK
Wl:
’ = 4 ) i ’ -
| ’
; . s
°
the
———E
_fse——_—
see Google
a ee:
# a % ‘
1 9
coat!
— ow ae
4 wets mou Y
a eo
he Aid
oie rf a th
eT
106
: "UNITING HOOT AVATIVY LNYYUNY ONYIVNYYLTVY V-809-Vvin
‘ei .@
hops YyeILIWwe/CO
aan INSINGS NIIMLIG i
me > 15)
424+—_ Fre —— 113-0 ——+-—_— $8
yv6cO?
_ Ling
rm =o
Digitized by Google
reery
"UNY TINO - *YOLOW AVATLIVY ONYYYNO ONILVNYULTV 609-Wiad G9620S
C3A0UddY ATIVII3dS SS3IINN NOILINULSNOD HOI LON “SENVHO OL LOarens
woe 0 SR re ee ee aa aa i ei, Ce I ee ae a A ra A
eg re caer
al a
~+ ’
coosceuuat
HE
SHE
ee. .
eee
T+ + to > & oe oo + > eet ’ ‘
Ena aa He A ttt TTT 1. HH -- >? . a ~- + aaesteas. ies Sass: jeeec sass Sees assas tereststsatsssss t TTT rT
ar + sett “2° eee *Sioseesssesses K sossssceee see Bais Rea ce sess Sant aR EE a Hy Seen s ent Seeee bones se. H ity See ietS3 55, Wasscss
ae a _*--+ +
++ *
os + aeat «> “+o re + + +--+ + tit , +++ TTTy +44 +444 44444 een +? 22 + rrtt eeue ++ + Trt + tT + jaar +e +r + HH Secie
a oo +
epesi ; ;
are
9 ey A en.
oe Seiten
HEHE
++? + ae TETEH EUGEETERTHEEG SE ESHE STU STAMES
Hae nee! Fea : i an stzsss sbessszis jes ssesssse
ss Hes NETH ELE ais
sscesszssss HEE HE
SE88 Se aes Sllsae os PRG TIOAE pS Ssdde OME seebent vs ese ttes « sees tit stegz3s" >, = seat + SY
\s pasaease : Sele sezessesise a a oe
TSH ai eseseae
ae°- .ceeseesas
nd + +++ on iti bert aout HH r toh +H t+ teeny ze {34 t+ + © wb @ & ; ne ++ Mt + ss een! rot + sbi? £3 the see: Ht of - | Suse. ++ seee Ht HH HY Ht a I -saitiat joes en er aitesatir essa seeecess’,dsceest: fi: Trrritttt aut
HATH ee ae i i | Hu
t
SSiee v/ fa eee HERE wee sata : a0 ee
+ ‘4
siti “een A Ep es Sea SH HSH! See
st EE ESE ESSE
Saae aaoan sence caese seeee
sae
sassaszSeesee
108
109
2 0eeesseeeea @)_eeee6seses
SEH Hilt
ss RH
t it £.
fs) 3338
foes
Ssfaitt Ht
YA
/ 6 3
se*e, $2088 SESE EEE Shite
i
iH iL HE tte HM ANAT SHE
8 ae Sey '(* 2am
aif] aittint
7 a ee asta
sease CoN
ee
siisteitits ssscies zest
EEE Sa a aaa a EERE ee Reais
a? a’
++ + + ++
Seecs
ae
al
+ +
333 oe segesssees
i TEE
. cana
he
ee
seeseee ceeeeees eesti cet
Me
& ae
=
as
EE
sEsEees sesets it RGR ER ER ageataseafotsaiensssedt TSE REPORT 33 om $3 rt yt TTT HH see ageee cee a auane ae ee eet) Aes e552 0esu8 we s sea: 1 4 eaeeea st : e i] a 3333 seeecse osssss Tri tity neces 33 @ ee Wn pe HHH ee ses ssccees ses = Saas ai aan 2 oe _ ® Ty sepsss a 7 EE EE eccene one id a ieee iff shagesctaiis ast ie $35: ; ttt HH rataa - “ans - aa eae? 7 amar 404 v-8e s is a os bse HEE Sosssssssssees tessssssss seaadidasacate $Siet S6Sud fuses So ccs acta ciges sss: tages ea eae Scescesse tt Ae FY FLL .° WO? PEnELE £2 sasseee senscsacss sess esses taaatia’ HEHE be TE Arar WUT Ly Re i aa HE Pree EEE PUES GAL EA EUAEE A CT Fe ATS Lf SESHEEE : seiiitiisini: seatsssteeey’,-) 9eF ee at + ie MOLE PhO. : ts z PETE SSHTHEE THEI: CHOSE Av £3 6 ae 65m ® ‘TT 338 | eeasses H Ssiss Seucssaeuce guses ueecenetue na ® sess ttt Cgagsssasssssadsesad iezesis eal are i : 3 e \esess teas Lada oe Cyr. ‘ i sates THE EEEtEE HER NG ESTES seessscees Seaaitpirire serra sessseseg sees gagassess saseccse seneussssssees <02.3 A-08.6¢.0 2 he @tla
aae2o e ss seus Sessesccsescs cones caueeee
ie e + BiH a Hit ory Secccee NE HEE sussesace Sane’ +e <9 9-8)
ssesissei: He Sa teiaa tanita puceees teebs Cotes teses estes SeSCEtetSs t286. 6ons4 6050. cunts uss HH ia'Ms
attrtt ttt esee Sscessses s 47 tae tet pee ee eae eA ET +++ + i ites SELEY 3s REHEE sessscess EMI ESE EEE HH er feel EE EE ag EE EE EEE EE teen EEE ee Ee EEE, Eh ‘deese pemecae HH HH ceece Seacsccecs Seeceee as geuaascanssuses ees tessscess eucecss seeee seueusecssseccs seacaces Saaseeas
S @ te es aan ea att ae Sadi veSsses coassessessse=?-seessessssesesssss Seeitat HENCE ee. .2eee eat T vt ae ttre ta.% eseene seas se 4 He =e HE sess: ae t+ tt 3 pect oe sites sssssis age 7.8. 88 t Is." cose seeeccea T itt jen esee yeeaasacee Ssecsuscecscceescsccctees. 5. ces + 4 +++ ++ ae H e +? > = SE net aa be CET SEE se ee hy Tr f ry eecose ses I i ttt ‘as Sessese Senee - emeetasee . SSSSee Sass as Seacase 6 y+ uae ut magi oe eee | EGE ae ate estas ctat aut teeceeeetueatee Seen ita a a + —s aacucena } _—= t aa esnaca jen ceuee ceececsce sacucsecs ae sabe ESE USES HESS ESE aa icaeeateceaions ueeesteast i
,
TI TI ATIF =*«se veseeess ceasgece! Seeccces egcaea eGeeceacneeass. & as Seneeaenrcun Siagittait SEES Se ree teas
fot oe ssesscueeas @8e0ec ..—-~“4aeen08 sa0ea See i , s.
Phd US Le meee aut + tt wt ss eesce S8eee ceeus cece sane. _--c0E8 ae EEE eee a} fe sata ti et Sdsdsesescss Sessseon---csesses ee secs
@seeo.. oe H +++ J 4 ’ T ale SS segaessss | ¢ +++ ++ ean -—— ars: +++ +++ HHH + +++ ” 4 : —+ + +e + > + ; ‘ . ee fea Ss eee aor SSE goes sees LL Seas*taase: Pa 2 sisesutatais SEH tial Ee nite ett Ram +H - r eat tt jeeat + ++ Hs tis ® EEE try $3 esty peatienstitas —_. Sai a8 ee . > TT De a « eer ene : RTE Saasescas be -eeces ine
es +++ Ht > ttt + ae ea ‘e@e-e gezane wets "HHH poet Pee es PP AR wee é- see e -?* > * 4 HH : sted ttSee striii -¢ ae SESH aiss: egusseucessey ot ES eee anise ESE o. Ssees 7s easeusesesss ss ++ 4-4 ++ + ++ >, >
Sanane se se
tit ageceecses Ser.r.eas
55323 eseesssen-—seese 1 w soars a nr - 3 ‘sage
seas Seat s
tr
~~) Re se Ree Free REE sseccseseace ~*~ Seasbe<sseeee s emu /: +++ sons +444 seeee weccscscucna. <a Sth oo Scaseae. ~ see seecs sess: gee Hint itis si Baa st: caeenaeits He PSS iss cased Sueeseesel ssstassst SSHEaH ct SHEHEES S HH Hi seses seacecses! Ht tt a Secscsece. ager Seastiee seese cy +t jess aE Ht | ESEEEES no? <Seesecee ese. senaee Seeeenegcaseaesao 4- Staesgae Ben ‘aa. . ee Se Gee EET TP it alt > + Cn on aes ; > ae on 2 > I + TI ; cescueseas saecece es Seceeaa. i" T i TTT : ses eeesceneeccas SESSES SSSR ESET tas tt seus Se’ sé seseesenes cesea "a -aesseescuses HHH H Soo jodecenccccunssccccs-e. veguessccss oF ) tt OGr .S2ESCSCECESCESESESSCEGESESESGGSE.*8S & <Be eouan ace i ses a Sesecseees seucsseene wea conass pede becttifar ae oe go, cddsussssststeasseescssetienes cen,séz we at +4 -—-. “"eeE8 ss as * — pate ease . eseae a sess quo asases=- — = s
a aan e ESSE Ha ees
ae BL A te
BSSEGRSSGEeOGHPSRHesovasseca be ed sea
poe See eee tease ieetasssecees
o za Séeet stees soseatetel seeeess Sees tesseesteses sebsstecssessssisszs
, jeeea sse=- tit } segues seces ceecsess 68508 seueeeuaece seaee. eo tT Tt eueanss +H cedfaft siesiastessistitais Ht . a codes : Sacssececccccssssscccce o bias jeuseent £ AH eescececeucsscas tit jeaseen: H voce HH acun + { jsecaes' eucane a . ane seeca +t Sacceace essa Sccsccsecs ses s °
* + : eee eeteetehet ie atl LL Beane cute eersceee i att: 54 $5995 5832) Soacssecee sesessseze ces sit HH sesea as pete 8 08 OT Sescusesece es sese)/’/'an geass s a HEE 1B Oi Sees STHSHTEES HEHEHE HEE: coves ee TY iit fite pagasa
e @ s evsoa Resasat Ht 8 Hitt os s ssoes tases peas: oe HE cae ifita SHEERS: rT jaeaeean se 3 e ee s . geaeeseces esceccesesa Sessa a / WV ttt iey - he AT att tthe *F.Va Vises Tega aH ae ',5e8e8'1) couse ‘A! Here eee ke ss @8°)'.4*° aeuear.s 28 Hitsla Ji , s 4 ecess aasga eosea ttt ttt ttt ss 2OR 2H F6SRRI9G0GR . Guseceeusscaeessaeuesw’ s')- couss cases cease s Sesessccsssuccsscasaes ; sees saeeorseus se Sees sseessaose s s eane SSSeeseenn conse Ssece Becarnvaga couse cseus seesesces 9HSO8 2828S C897H4 CABATsEH AAO HAHTOHTARABABBSAHeOe 82065 20GS8 taau8 seeouveseorreecnace sence ceeus canes sees SAVAGGHOCUT FGF RRAAHROOKHS OBBeHGHRaAG s eeece sess ema CCS SS CCOSE SSSSESSCCSCSSAESS «. OEEBEE /SSGes sensssee- ‘cause sovenesese Sener seen, Suaes' aEBZOReS ee sese fIwitiiitiiiiiil se Ze-=.- evar: sen: se: * « SSGEGEF. ‘SSE. & 0°88". 18° lee eeeee ererri iat « rises oct sae Of . Gene’. tes ene ¢ 46 48. ——. . (e8esee S664 884 2408 4)@8C. % *30Ce8 ok © 428 sb 208835 05-82 2082- 208eEs H euscene SSSe cess Sass eeonoan TTTTIOTISIGTIT IAI IISiiliIgtiiitiiiiy | esse s senceses cece erase ee ssees cee eas
* a eet 1)
110
111
lh as , : ea Gd TRE opees {4 W} cis. Hf ry rt / S ae CETTE EET maa enti iidtinaile HEHE uit ee sfdie deiritiie ; cay hy yp pease! Hf vara sts sesesesel ¢' HE eid au : af : ees *? an jaan ae mA Cue as iseaecssces aint re eae GEA TES ab ae ee 5553 fas: HTT 77;
H fit STE ET Te TE seat Hts Seats Ha eae sage sagas rribhigtt ees H os SHH ee aunts HE
Sia feesl et poe
+
+ H t aa rH a eiaeiizzae Sseese t ssaftns Te ++ sessees oc et HH TT T TT sececes
ss sSieesttzs seags eeestas SR nt Sinisa See. of FA
oT if 7 ean :
essai — te ee
pillip, Seige :
Te HSIN LS HL
a BUR eet ha ce HHH aut
= Hy, scifiet ase
Shaky Pv SHH
i ae ee8
> ;
te 4+
and a
+? > + to > + $e ee
+ * r
5 i ine > + . + ca
eee ++ +e +
>
+7 + +++ tne
> +--+ +e ee
_ TT?
++ ea p++ ++
. + > , ++ + " + eee es + + +++ .
+-¢
++? HT Ht te rere +++ +toeoe t ssa: tt t+++r+ + hee 4 + $+ +44 + +++ rtf + t+ +++ +++ ++ os see pred
tee
+++ rT rT?
aoe Ee | HH
SEHR
ie 74a e}
33-588
| \ 1 i “day bad aba tbabdde BS) baeheb ts @tPprrragds i ce Se es a Sc Se ee Sr ec ce Se ae ee Or le Soe oe Se Be taf tb -- BY 2. 4 + AT Lf ted tt AR £ fF kv TK . J Be SF 4+ BA he AR FF FFs se eset se FS HM SS ££. SSB SO SE BS Oe EES ee
a ~ oe“ SE Cn A cee ea re a Le TG
eae] eee ae ee eee: TINS CURRENT | sg ali
++ +++ > --<o- or
~ peed
lL eeanbaae mela 7 aa EE hs ATER oe ie sleatee ae iets
es
aggezsfnatedfsis ssaicie re, SSses tRSSE#8
sisi Stare 2 ae
er saat WILY sereladtis dgestitaitis
. rit Sossisser ses sesceues E seer Matt | i ae se +++-4 cease SN it Seeee
»
+e
LLL HEH EEG Kobe Sneaks , at peer tt snees eaeces . Ht H At a
oe
i2achece-. ene
AH ie
Se Ses vest
oe —
Henn SHH itassstea ais
2s AS Fadsacesssscs see Gu ates +++ 2. a oh fytt bes os 4-4 4- TH ee s8azi BSH ads: by
ae ee ers de. st ie ee i sak: 333) af sen Saeed S553°-asse"s "575s + ¥+ ast addi ees Seene ai TL sesso. HH Firat tals ttt rttt ttt ii } HH I oS Bae Soeeese
eats + 4.4 HT HinHBH fe > + aan i +
, + t > toe phone rrty +44 +4 b+ suessenes ++ ++ $444 ++} ++ +++ r } + +e +-- Seeee 53 26a at 2oan cece gecesenass - ae =Ealw!,/saue aoe seaee as fat SHEET: as if
Fete @esaaene seess Tee oe SHE ELSES
— -<22= EEE Seceat SHI
ie igen
Sate ~o
ii ESE
sone s ——9-+ ee 6 sosesseee! a pean sea eea +4 +++ es Tt jeune aan ae +t sees ees Berit ss a sessece: penta HEE eee Sawg eae ee eee! ‘ +++ ‘
Ha a eee a t Ht aes Sassi deacetezseasee’ pele HS sens eaee ee eee 4 a a fe +++ + Trt ae + + tr que ema + ss HH B 44 Lo ++ "a
eat he soa cate jsfeassssteitisdesiitis
112
Eee
ee ; i
ee i
gin E
ai f @'6N.".
a? mie cr ee 4 33 drsgeyansgé
“er
ies brad i is Fe REE
CUPPA Een teal ast prieciiae Hie AE esaseats
"9 egusepuors re © = esens eS pee eat eee eet ed
HEH ues SHR EEE PHY
a5ss tseaetess: i i
At : dee fee zl Tsgsaitts Stig ett segsasce reer tess esi ues eae Eee ceeeta i SHE fee ee SESE : re ai
eesece rier Pte a’ "asesee” °@
hile aa ae ss ss age
ese canees ogg
tae aaa — Bee ae
|
b oe H+] oe Ts
eeee sees ae. ease =°e +44 ee PA od esses eo oe? . ra Sd ae? o> * Gea. 706 - answers Pat pt oeeee ae eage tian” a
saeco
eeesa:. Serenata
B rine ane st eeu’ Att Hidtimse ret HEPES
=ee H aoe 44 Hibs Re a ee ad —- state a9 tH ass sae lia ee68 aeaaese
radi S8Ge8 8eece eves A ee eee Gide HT fami: ate t sesenned sence a3 82asasecse SEER SE ET SE
ae 8
LL
Sees ss0e9 Canes Sows peed sess 332 Bas oe a aes. Sth Ht +++ aos gases seas geees 4 seeee
sa Here esis
oe
3 Be: etsietie: Biss init : Pitt wy) anh eonse oa i ES Cees cae EE aden ae Hn ee ine a sles a eg eee ea oe seasies
Ee batt aE EES
778 | ++ pet re tt eeuas oeseseee 3ees 7 s 6 eeeeety i: .0008 “ae “a ee
AS
s dorevcasrcandacscce-c 6 69080 6 8SSSCS SES0C COERE SE
OS 60088 CS ee : ree csnen asses eeae eeeeseees 800 oere a8 9ee eS eases seeee eae
= _
113
ee ee cree |
ae ie ees
BE Sp HEL
{LEER eH
tl atten eR ea Bit aig HIE Eilean TE ee Hdtcet le aoe ee sf ibis bardhi eri telesales
+o
esses genes 686 Gaasasancee
0-*se S80 66006 saeeea 6608
Raped TB
+o
| A le el A A A a AV AAA oesegrenn
ae a
Hae a
oor
eevee sear 74°@ eeeas seses
oennacesse ‘,998 cone
ae E ac
sess oe if
4 mL ore
ga, dash
a edenee Bee seeuesuese
ea 4°74 Seuseseaaeeaeeanar'’.’.’..
TE ssaatessegtsaget 7, Scseabean: S3=0r soPts caccs
+ ’ 09 25 senes ena f eqoEe
peti recto pattem fee reir es aie sese sees
ro aga gees Srvy, SESEUAPEM SEES nb aagaa canes etous ée> teens PRT tid De cgs eaeg nae
(el Basa cao S0fH EBB ceseacesets ele Bll cetin eg ee
die ee (NO ae DOA LA PRR AY Ste PETE Sblesartiise path == -adaee ad e
ieee eatin SETH RUN HHT TE HSH A Ee B gts" soaneeceseseeesengeeret #395 55553 35083 o0500 088 Hie TT hh ie ssaaiaa’, asters cedbtracfaeed iateniesz ace 2222
ce ee a SONS ew z TRE Ht ie dir: tela gee ga RE ae . Le Scag dis FE Loe eee all te citi aee ti “4 aii erat Fie
Sein cre
Osouene ? bate tty eae eee
-% +¥e88®@ , Val se Pt Pa tt en o eeeen eu@
2 ae UNI ed eeite Eee eetine eee aha ara Pe
a i
Sey
Se -
(Bi e t .
ee £8660 ee0ee ..0. 308
114
ll aaa oe rT a nities), A Ae thi sSvas S) a) hs th Va’ bs CLL: i. 5 ¢ SHIRT TH Seasen Hf
ERMINE COMP HEWT: LPS PALS tiptoe taste x SHB eed ees ae deush sheieztsit tl eek ce eee Sars au
ei Abe. ide, At LT H out sies aesatil caetetsgssseess
i. el
1 AT fy oye of e Seoamsa ERR sh panera ee ED sit ‘ ttt a3 Seace edna nduné Gdcan ndbae seaen canes sesaacases sansa cesses seeeall dseleaesceces co ae 7 a ee ue 1} Thre p 2 ~ eas secesans s HUET EEL eee ee Soars a Hig Weald st A HTH Sats fuseatanssfssesiss +H gh SHES EEE: | egal H if SEs HESRSERS CASH ia3 a Senta sashs SSSsSscess tara (P 6s36 ssusisies iiseitice: Highs HEE ae He H siete SuGegceuesaucuascucser 4 to ,Gscsssescsescstsascscses ete tt ttt HEH Hot aiitig H 7 jseaeseee Seccscccutesucsuces atest ite HEA i HE Hi HEHE SEES HEE
+ 10 ws _ ese! e388, gs. oe? ane bas aa Pree ee sii seua ey 8s", Ce S533 3583308305 :2505; <2 SAL ORD 1e @ +H H+t+ eiisis om ese | seues yooas os DS eR Se I Ht HH ea Seeses a H+ ++ fhe asd dsass seed 132 es HEH ASHES BS BS BS HE 2 | eaone asonoe x oo a oo. eees canes teas. Gee Attt a Sy desasccsceaeceseccansssesesaces vese i : “ae eae. HS ae te HHH iz } ie sis rT a a s ett jases esses tT —5p- Anniv tT H I eas ccees a5 9 eeeseses > ’ *-r fr
++ Dhaai
t+ ee
~-
+ rt as +t
+++
eat 7+? +++
Say ceceaee Sonsaceees canecccens sosnsancas
iP au ee
eat t +t 4. sesece y 4 HEE oH saeas ee rept tte +++
s3288593, Ht +t i jee } 1 seuses J 4 ase ‘ate 74 a7 eucenea teesusueas
_—=< oe pes HH seenes + sae = pay Ceex ne taoMagseneva
oe : oe eae
233 Sane sees 7 sese = bas seues ddeeecees. eae eeaes
StH bnreet atebsn ignite Eesti egseat (7, fettatssad eensasiaa gagas- aa % zeae ese eeee: | 23 is SSasase
> gf = - ~~ See eB s
pete. Ate feadd nad tia PE ee Saaeseees e ‘eee sees SE. Sitdite: saser ésa0ns—->-=50-2 aa een i s —e ta f 1” sa eee iti sreasseaaEadGae Hag HER Etta Hilliiee Pia TAR. a SY seen-.. sess F 66s o c8Btian tet
- ~-- a - re 8 i .
t+ ++
-
_--- _,r? oo *???
¢ siti ssitiits see He 7 Et a Nee a Sta itdiitariiicese a, ctf ca fetter feetaee sad n053 £0808 S208) sceet S280) cees3 iy, SSrHcaseasstadie’sd9-acunsssasessstetannge sto ++ ttt $P caes
+h
* M HH fF pte bet M4 cece eee Sccscccgscna seacss Tena Hy Hy { HH settee rT ee GHEE HEH setiiss saese jase 3 Sess Hii ef peepee sacseas Seeesseunscusee HE Hine $597, eadda aera (eee tees feeeteeeer eee oe oh “a5 see” o- Saeaae a eneeeeupen sem. ’1’an mae mana + +++ A s ee Pol eeoe aa TTT ginsziiitiiiit se Spin p ++ ++ ' ——" HH eee: eee seeat HH see eee sees caseese Soseee eat ttt 4 rab as sees atssstss = ee Snecescsecsnne + + +
7 +e in aed
Het i HH 3° Has: S5Ga005eses seuss asses ses eee (28 , HEE Hite iF Se aa oS HEH ssiinniiie abstzss passetes HH : ieee t Ht tt ae Bee HH Bae Scccceseesess eee cae feo
ies eeemei) Aude ie au atelier eh P
++ He oi sare HERE inteass 5 H Sees Ges catsssssccsceszases
aseat oA sual EES ts EE HEE gbstesceessssezsszes tossezenet tossaceces
i i ee sass SuSE HSE: ses canes banaesneee creas seee
\j Hf saRAReasaT eee eas Ay “a SSSSSSRESSCECESGEEESSEeeaa - § =. 18 De i jeenepeat JIE 4 sesceaces So eeece neces case seses seccdnunans De tt HH » Quseeueuacseaneuaue 1 6 SHIEH sone@ s TTTTIIISIIIITII I IelIiiiitttiy i 3 Sa Pe Ss Sanwognog eH penns $e 7s pms ne Litt HH BURSEHTSGTESOHaD a mesecocese se secnsue sese seus Seana ceueteusecsa S500 RRAZARS se Cras ge SS cones Saene sence seeccccs suse TITTITII TIVITY +t tee Ho SHSHPFRETAAD seca es Ss Seagan seaeeue. /.'.28 1geas rt TY at se Seecs gos sascesess a ® 3 +--+ tT a + rT + 5 “4 4 HE HH e 1 ace } an 23 i = HH H eas a TE : +e tt 33383 a Sau sgeectuece sasectse 3 t oe saieiss e ee e i gag Hes os seas oe @ oh fs eo fii Hi pope oo oe HHH s saenees s seecae eceuses esease eenoe ee
ae HSHEEEUEE? sHetritsit guadees? saatii ee s eece geen /,},@gnee' @-7 AL D i, sal, BBB iy ADR <4/i/ eee+1/|eeees*i/: (sence suits 44/000 S44 “ue e+ CEO 22 G- 1’! @eeeeus Geucevececeas neues seeds oduesssueccodseces eos ee $e606 veces seaes cuaes nusue Seeesseeuscéheusacues oes eceasces scccceccseccscsesse= Sosescssesescusessesccccanesce S0eeee sencesenss ses TTTTIITIIIITII IIIT iIsiii To TIT TIT III TI IIIT ti Iiet iti) il) i) (a ee 2 aTTTITIIJ III iitiit TTITIIIIIIIIITIIIIIITIT Tit titii titi itis iit oBecn 18800 agoatesssavgn Seusssecucseuaer. 7s: (fad i ovate bees Secee cones cases ceens ceececeees cocesceens caececesuscaccacaess ogenD PITITETTIIOSIIIOI III II ISIS ISCIS SITIOS IIIs isiri sist isi iiierisri itis isi iiIyitsiertrisi ii ietilirtitieiy iris ist) +3520 geses coucces So ceceesccsccacccsces oSceccnccaccuccsccuae G00 88068 cenaseceesnnecesaues ao s eeccsuse easesss s2aan oe See ees aseancaeanesneag SEDER R BVOIPONBSES GOCHHOTCEBERVAMOHOOGAGROSHeAADaAD eseon Qu easegd VSBeUtrvegen s es Sacacccucs socncccses sesccccces ceccsscces socceseuasscuncccecsseccccsusssscesseces Sas StTe®SVCeTseH HD w®e aeaoOFeeFasGe sEMe@asara ae a SORHOTDAIGeHNGRAAAAHAH see avaeseoe ARADAAIASRS SUSVTABTAEsIsURBAaeedtHoeeA sooce suses cones seeas S00ce rITTITISCSISICITIII IIIT eeu cseecucsccaes se Seuecceccusecsceuccecucce G0 Geuennsees cuccccacar ssece ceces cesses scene se eenesseae™ S60 0800c e000 cuGntG8 QaeeusTFOPORRD uannescecsa euseeneeaceas CeGe8 68eee eeeceus eeececesr . @eeeer +e a -: BSOGogsgtseraaeagaa BReeaecavgs Scacsencsscccssccessuscccacse emogeses pana . vaean tanar anaes SSS CSSt . S6ASS SF SES000 CESS Sees ceuecgsesec ceuecgsgaa BRTZTAFMAReaaD an S0f £8 “S295 SFE 6 Se) a5 ‘s> ese 40, see 80 eITiliAlll Meee IPT ITisiiiisiity | Sore 14 1a. @ 2200888!) ) 28'S * 1888+ Sar Ee Svan =” Ne: 45 Se -60es seuse scons sess SSvey se ous 40-8- 8008. 6 :86>-~ BR IFELIFUIFEENva> .a~ of “GATE THESE S80R6 Gens See ceeee couaeece ea eeaa SéesSccsccncucccaccccses ceasccscucsenss SGgsy aan esuoe seen seneeeseeeseanece SwVATSan ptt te bt et pter tbe ete te te tdi eretere dts we TTI TIFVI SII SIIIISIIT ISI IIIT IT IsIiiitiit ig e ace eevee seeee benenssuasce Soe ceeeseseacses 6=5> te2e8 sous e808 Senne 87807 Se © epesses- 1e8 oar w WoW 3 err F' Se! 848 687 @. os) 60. EGE: Gree’ ad : sees ssedeek Sudeseoae H Tre rier ets ate . . Svensecesraacaas seeesesess H HTH és Stas ese aeseeesseuusces se Seseee te see aa eee see eesesecesee 80596 C2886 OBES eETEE Ce @600 ceeccecesas Sssecesceseecases
Digitized by Google
115
116
sisedessSts
Hit 33 saat
333 S338 33
# y
aie
ssessseess
ot AG EET FEE EERE REE EEE a
f a TERING HUET Tita 2 SENSES TET TT HE HE ee a HP ER E EE Ee EEEEEE EE ERE EEESEE
kote wbabd spr ota
Digitized by Google
tt
? . +
Ree rae
Hu
HE EE HAL HES AUTEN
at a lh 4 + oe .
Ht ui
HEE TE rT
‘Ses gaesas
.
Haar ; as eee S53 o ?
cB HUI EHEHE ear
sessceccccccs assesstcaaas SoEeS HESEIEES HEE HEEEEE sess
Hie EERE
Hf
: zit
+ tH Sccccese
sabia tenes essesees
i
ease
wal
Tae | a a
eS ees Tt b+
ate ee si s
26. 6s > | ,
ss
4
ser Freee "asl Sea an
He tse
Seetteee eertete FeSHtE sees
seeseee Sees
sasceest i Sees
ne
aSsssesse
117
hd ded Sek: AL she
‘ = °
eboel s : eater tee aie
caoee a, ak
- * thea
| - 44444
e Biiiiihy,
an
, e ‘ + 6 4-4-9 e+ ’ 2 ++ | nd oo es . +++ + oad
ry
tt fe
a;
vesessnensa”
O74 wltaa SERB TeTeOea Sees OG" 8884s)
7 ‘ae
201 st
— aa - . one
il t san He tf siti: saat
ery asl ae ry A aLD G. -EF
on
ie
Se f “ a a ce A
ne
Ng oe iu eee BRT pantie saz:
s5577 | te ae HE a its siti
Ett EHHE eceet
Sd 7 + + ++ +e oi as t tH HH asses ee. EH HH $33 + +++ ti} EH t HH > jan eoue ‘ > ++ ‘-
i 4 44.4477
| ; 7
4/4 , ols a
ee
if
,
rr 40 A+ 4?
sa o/
ear , sis 3 eaia*
*’ Ss awe
basen Suses
AMY J
Fats Ah V8.
447 MOE i~ site
‘++ - vere
rr «= +. +e
, an ai » 2 & |
. ae unt at TH BH EH THT Hepes Se fiat aeti
al
ae ttt EEE Brae aH
nes eee astiisi
a
eee a
I ae sees at 4 i —+— aan eae = t ++ at 4-4 ee
Hae asses HH
} } tt ‘és } aae Perret righted tart eriiit: os Pett toh 1 tht rit Ht ene! ae ian t riy sess J the seses b 5 eae Bi 4 a +4 +44 + eee F ‘ + TAR ya stittii HH stees: Ht rt H + oy aicgs 19seauseee:
bebe ae
| ' Bae \ i a
Pocr pees ct : 3 - a
Ts ei,
ee il ca Rae +H HE 3s ; t seagee seeae segescsesess Seueuss”csuseses
e"~ae
oo
ee | +++ TT +H + @| 4 nytt ai tH + +> a eet TT + aH eae +++
++ ae as 4 it sat Ries sisess aes Ht Eitiewessits saat LB AA tee waa HHT 4 ie ' eases cease cone Ht HH i esas seeseiesd : 3 ane st i stitd: astute e Hite = assesses 333 seasees s eee SHE ms H iH se CT
118
119
we ae | HLH Eee eee a eu ae te Hea
at Hi HAART SSELEEEEEFEEEUERCSTEE HH. ft os HERESEETHEEE : S35 's G5: < 4 BSSSEERSES GdESECESES SEsESCES-sea-<S1><8s -ses esses Seusstes
Sat aa
oe Heed? Bei: Seese
&
& res 20 =2a@ ueeage
gHESIIHEEEEHEEEEHEE:
4.9 ~306 iy
a
aa
sutts SERIA EE see
ssaee. <egence S2SSee as . oo SH sec_as
Be
Sas csces eases
sbi icetin tt rH
—pagest its.
see
Sa. Stes | AOS SeerAaen. Ge. ~ s. Sees
35 . ss = i +H ss ae 3
740 «la Va) ‘“4seGaerse aA - 20e0e8 *
7 . <