includes a Hamilton-Corliss 300 h. p. engine, furnishing power for a capacity of about 200 American arc lights and an Edison machine used in lighting the fine residence of Mr. W. J. Thompson, more popularly known as the "Duke of Gloster." In addition, the Railway Company has a commodious car barn where it houses it rolling stock of 12 motor cars, with Westinghouse two 30 h. p. equipment each, 12 closed trailers and 18 open trailers. These are supplemented by a sprinkler and a snowplow. As already stated the road has been built by the Complete Electric Construction Co., of New York, of which Mr. John A. Seely is president, and under the supervision of Mr. J. J. De Kinder, as engineer, of Philadelphia. The investment amounts to about half a million dollars. THE WINKLER TWIN SERIES ELECTRIC MOTOR. THE most serious trouble which has been experienced with double motor equipments lies in the difficulty of dividing the load equally between the two motors under all conditions of service. While this is partly overcome by the use of series parallel controllers, the latter are not wholly satisfactory, for in passing from series to multiple, there are times when the whole of the load has to be borne by one machine, and after the other motor is cut in again it is some moments before the load is even approximately equalized. The United Columbian Electric Company, of New York, have just brought out their improved twin series Winkler motor for street railway purposes, which obviates this difficulty completely. The company own the motor patents of C. F. Winkler, and the improved motor while generally following the design of the earlier type, embodies several important improvements in the details of construction. In the Winkler motor, shown in Fig. 1, the desired result is obtained by using only one magnetic circuit, or one field for the two armatures, one of the armatures being geared to each axle. By this arrangement the load is equalized between the two arma FIG. 2.-WINKLER FLEXIBLE MOTOR JOINT. tures, and, as will be seen, the motor has the economical advantages of the single motor, together with the perfect connection of one armature to each axle of the car. The use of the single magnetic circuit makes practicable the ated in series. The efficiency of the equipment is also high, because, as is well known, two motors operated in series with each other are more efficient and can be operated more economically than otherwise, as the counter-electromotive force can be obtained with one-half the number of turns of wire on each armature, which means only about one-half the resistance. In order to avoid the strain on the truck, which would be caused by the rigid coupling of the two axles, an ingenious flexible joint, shown in Fig. 2, has been devised, which, while giving the necessary play between the axles, does not in any way interfere with the magnetic circuit. The twin motor being a bi-polar machine, can be run with two brushes only to each armature, without increasing the liability for trouble caused by cross connecting the armature coils, as in a multipolar machine. The controlling device, Fig. 3, is very simple in arrangement and is similar in action to the usual forms of resistance control. An easy start is insured by cutting out consecutively several slow starting coils on the first few points of the switch. After the car is under way the speed can be increased at will by changes in the field circuit. One of the strong points of the controller is that all the mechanism and contacts are on the platform encased in a compact metallic box thoroughly insulated and waterproof, The controller is made so compact that it does not take up any valuable passenger space, while it insures the perfect protection of all parts from the weather. Another feature is the angle at which the contact fingers are set to the contact plates which prevents arcing between plates when the current is thrown from one point to another. This is effected by engaging each point before leaving the preceding one. The reversing switch is very simple and is worked by an independent lever. When the motorman removes the switch handle to run the car from the other end, the controller is automatically locked, and cannot be tampered with. The slow starting coils are carefully insulated, fireproof and thoroughly ventilated. In this motor, while the armatures are usually run in series, either one may be cut out completely, or they may be coupled in multiple when high speeds are desired. In the improved motor the armature is entirely protected from water and dirt, and at the same time the brushes and all parts of the machine are easy of access. All the mechanical features have been worked out with the greatest care. The yokes and supports are made of bronze, and all bearings of phosphor bronze. The armatures are of the "iron clad " type, the wires being imbedded in the cores in such a way that the winding is carefully protected. Heavy moulded mica insulation is used. The field coils are wound on separate spools, and all parts of the motor are interchangeable and easily accessible. The gears and pinions are cut of cast steel and encased, and all bearings are of ample length. In those for the armature the bearing proper is a loose bushing revolving within the pillow block. It is claimed by practical engineers who have examined them, that by this arrangement the armature bearings will last at least twelve months without more attention than an occasional oiling. The weight of the motor is all carried on the heavy part at the middle of the axle instead of on the journals, and the rigid connection between the motors prevents all tendency to oscillate. The hammering effect upon the track due to the motion of suspended motors is thus also avoided. The motors are made of both fifty and sixty horse power for a car equipment, and are guaranteed by the manufacturers to work up to their full capacity in continuous service. All the details of the car equipment have been carefully planned, and the very best workmanship and material is used. The factory at Kingston is under the personal supervision of Mr. Winkler, and Mr. H. W. Weller, the new general manager of the company has gained valuable experience during his long connection with electric railway work, with the Sprague, Edison and General Electric Companies. It is interesting to note that four of these motors are already running so satisfactory at Mobile, Ala., that a fifth has been ordered, and six cars similarly equipped are in operation on the Colonial City Electric Railway at Kingston, N. Y. An underground road for BOSTON. By the concurrent action of the Boston Common Council with the action of the Board of Aldermen, the city has finally made a beginning in the solution of its problem of rapid transit. The city has now accept the act of the last Legislature for a subway under Tremont street, and the Mayor has approved the action of the legislative branch of the city government. The beginning, when finished, will be only a step towards the settlement of the broader question, but it will relieve Tremont street for nearly a mile of its most crowded part, and will also give some improvement to Washington street, the main line of travel and business. Under the act of the Legislature the mayor must appoint a board of three subway commissioners (confirmation to be by the aldermen), who must lay out and construct a subway for street-railway purposes, with two or more parallel tracks, under Tremont street from Pleasant street on the south to Scollay square on the north, with suitable approaches, stations, exits, and entrances. The act forbids the construction of any part of the way under Boston Common. All needed power is given as to means of construction, as regards the right of taking property, and as to the employment of professional assistance. The city is authorized to issue $2,000,000 in fifty-year 4 per cent. bonds. The commissioners shall have the power to compel any line of street railway in the city to make use of the subway on terms prescribed by the railroad commissioners as just and reasonable. The commissioners can also grant to any private corporation the right to put pipes, wires, or conduits through the tunnel upon such compensation as the commissioners shall decide to be proper. The plan has been to make a light and cheery tunnel, perhaps lined throughout with light brick and lighted with electricity, as agreeable to passengers as the upper air itself. It is probable that the Subway Commission will not be appointed till the beginning of 1894. Amendments may be asked for the Act at the hands of the Legislature, but the city is now fully committed to the scheme. At best, it will be a purely local relief for a small part of the crowded streets. No other subway is proposed for connection with it, nor will it form a part of any general system. It is merely a dive for a mile underground past a section of Beacon Hill, aiding in no way a comprehensive rapid transit plan. NEW TROLLEY ROADS. THE BOSTON NEWS BUREAU says: "The American Railroad Improvement Company of Boston, has recently closed a number of large contracts for the construction of trolley roads as follows: A line 14 miles long connecting Sterling, Ill., with the city of Rock Falls, Ill., at a cost of $160,000; a line 28 miles in length running from Red Bank, N. J., to Long Branch, via the Shrewsbury river at a cost of $400,000; a line from Westchester, Pa., to Philadelphia, 38 miles, with stations at intervals of every half mile, standard steam gauge. Cars will be equipped with 250 h. p. motors, and trail cars will be used as far as Philadelphia city limits. This line when completed will be a competitor to the Pennsylvania road, as it is many miles shorter between Westchester and Philadelphia, and considerably better time is expected to be made by the trolley system than by steam. It will cost to construct $1,200,000. A representative of the company is now in Parkersburg, W. Va., closing a contract for the construction of a trolley line at Parkersburg to cost $200,000. This company is also constructing the trolley line between Randolph, Holbrook and Quincy, Mass., which has been completed between Holbrook and South Braintree. Work will be started on all the above lines early in the spring, as soon as the frost leaves the ground. The company has also bid for a num er of other roads to be constructed next year, but contracts have not as yet been closed. MISCELLANEOUS. THE POOLE & WHITE ELECTRIC TRAIN LIGHting SYSTEM. man THIS system, operated in England, embraces a dynamo and accumulators, which for the sake of convenience, are generally placed in the baggage car, although in some cases, such as Pulland Wagner cars, it has been found more convenient to place a small set of accumulators under each car, so that in the event of such car being detached from the main portion of the train for any length of time, the lamps in that car may be supplied from their own set of cells. The dynamo being placed in the baggage car, enables the working part of the plant to be easily accessible and examined if required, although it has been found, after working this system on several trains for the past few years, that the automatic arrangements, explained below, are such, that very little attention is ever required. The dynamo which is sufficiently large to both run the lamps and charge the accumulators, is driven from one axle of the baggage car by means of a belt which passes round an idle pulley and can easily be adjusted to meet the requirements of the belt, should it become too slack. The ac From the dynamo shaft is driven by means of a small belt, the governor which is fixed either independently or on the frame work above the dynamo. Upon the train reaching a prearranged speed of about 6 miles an hour, a contact upon the governor joins up a circuit of an electromagnet, which in turn connects the main circuit from the dynamo to the accumulators. cumulators are therefore "charging" until the train speed is reduced to that speed at which it was traveling when the accumulators were put in circuit automatically. At this point, the contact made by the governor altering its position on account of the speed, breaks the circuit round the electromagnet, and allows a spring to switch off the dynamo from the cells. The electromotive force of the dynamo naturally rises, as the speed of the train increases, and at the same time the position of the dynamo brushes on the commutator is varied by means of the brush cradle being connected with the governor above mentioned, by means of a chain. This prevents sparking and consequently undue heating. The cradle referred to, changes over its position to the opposite side of the commutator upon the train reversing its direction. To obviate any fluctuation in the lamps, which would naturally occur, when the circuit is broken between the dynamo and accumulators without a proper regulator, on account of the E. M. F. of the dynamo being greater than that of the accumulators, a variable resistance is placed in the lamp circuit from the dynamo and is automatically regulated according to the output of the machine. It will thus be seen that the working of the whole plant is entirely automatic. The superiority of the incandescent electric lamp over gas or oil lamps is universally acknowledged, especially in traveling, where the best reading light is naturally required by passengers. The advantages are also easily seen in the saving of labor over gas, the reflectors of which continually require cleaning, and the carriages fitted with the same have to be taken to charging stations causing delay and consequently extra stock, besides the danger which gas presents in case of accidents; and over oil lamps, which require a special staff kept at all the principal stations to change the lamps, clean and trim them. The proportionate weight, for the same amount of light generated, is also in favor of this plant over gas, and therefore makes a material difference in the gross weight of the train. At the present time twenty-three trains are lighted by this system on the London, Brighton and South Coast Railway. Four of these trains are expresses and nineteen are used for suburban traffic. An order has also been given to increase this number. It may also be of interest to quote part of a report on the trains equipped on the Poole & White system on one of the English railways: "The further experience we have had with our electrically lighted trains shows that they are more serviceable to us than gas lighted trains, principally because we save the extra haulage necessary to run the latter to the charging stations. The former are always ready to go anywhere and there is no need to inquire and calculate if the gas reserve is sufficient for the journey, etc. "It is estimated that the electrically lighted trains render about 15 per cent. more service than gas trains which, taking the cost of building a train of 10 coaches at only £3,000 means a saving of something like £45,000 in the construction of 100 trains. "The cost of the maintenance and renewals of the electric light in the 30 trains we had running at the end of June last was £1,462 78. 8d. for the 12 months, say, £48 14s. 10d. per train; but as two or three of the trains were not brought into work until during the second half of the period the average cost per train would come out somewhat higher. The cost appears to depend very much on the number of trains; when we had only a few, the price was about double what it is now. The more trains we have, the lower the average cost for maintenance, the saving being in labor. "We are now about to fit up 10 more trains, making 40 trains in all, and then we anticipate the cost for maintenance will be less than at present as the incandescent lamp patent expires this year and the accumulator patent runs out next year, I believe." FIRST COST, PER TRAIN OF TEN COACHES. 1. Gas. In all, including traveling cylinders, buildings, engines, etc., about £650 to £700 per train. 2. Oil.-About £120 per train. This does not include cost of buildings, etc., for cleaning and repairing lamps. 3. Electric Light.-£400. This price is inclusive of undergear, and, when once equipped, the train is independent and carries its own lighting plant with it and can be sent anywhere at any time. WEIGHT. 1. Gas, 8 tons, 7 cwt. 2. Oil, 7 cwt. 3. Electric Light, 2 tons, 15 cwt. MAINTENANCE. 1. Gas.-The cost of gas cannot be definitely obtained per train mile, but costs d. per hour per compartment = £120 per train of ten coaches per annum. This is for a readable light; but the cost depends almost entirely upon the light supplied, Two burners would give a more satisfactory light but at double the cost. 2. Oil.-Varies from £70 to £130 according to the quality of oil and amount of labor used. 3. Electric Light.-The actual cost for the last year's maintenance of 30 trains on London, Brighton and South Coast Railway was £48 14s. 10d. THOUGHTS ON COSMICAL ELECTRICITY.1 BY PROF. ELIHU THOMSON. PROF. THOMSON prefaced his remarks by stating that it was not his intention to give an illustrated popular lecture, but rather to present to the Electrical Section of the Institute a number of thoughts which had come to him, and which must be regarded as in the nature of speculations or guesses. He had attempted to apply known principles to conditions of the heavenly bodies, and he thought there was much to learn in this field. Beginning with the consideration that as we rise from the earth's surface to different altidudes there appears to be a gradual increase of potential with respect to the ground, such that at a thousand feet, as at the top of the Eiffel tower, there may be 10,000 volts difference between the air at the top and the surface, he assumed that this difference might increase as we reach high altitudes, and that at 20 or 30 miles the potential difference might amount to a million volts more or less. This would seem to indicate the possession of a positive charge by the higher layers of the atmosphere. He stated, however, that it had not yet been proved that a pure gas could carry a charge of electricity, and instanced the case of a drop of water suspended in the air and charged to a certain potential; if the air were dry and the drop evaporated, the potential would rise gradually until, when it was entirely evapor 1. Abstract of a lecture delivered before the Electrical Section of the Franklin Institute, Tuesday, December 12, 1893. ated, the potential would be infinite. This consideration would be based on the fact, if it be a fact, that liquids in evaporating do not part with their electricity. The increased potential of the drop, however, might have other effects, such as the repulsion of its particles and its division into an extremely comminuted state. Still, on evaporation to pure vapor the electricity must go somewhere. After stating the nature of the electrical charge as dependent upon capacity and potential, he showed that whenever the capacity is diminished, the potential with a given amount of electricity rises, and vice versa; but went on to state that attraction and repulsion, and other phenomena could be explained by the general tendency of all bodies to increased capacity. He adduced considerations going to show that there was a relative repulsion between liquid charges of electricity besides the attraction between opposite charges, and that therefore, the lines of electrostatic stress would agree with those of magnetism in their tendency to shorten and also to spread laterally. He then took up the question as to whether a perfect vacuum is, or is not, a conductor of electricity and brought forward the results of recent investigations as showing that an excellent vacuum is not a conductor, but on the other hand is the most perfect insulator. Taking this in connection with the fact that dense air is a good insulator, that rarefied gas is a fair conductr, and that the solid body of the earth is a conductor, he compared the earth to a huge condenser possessing a positive charge in the outer layers, while the earth itself might be less positive or negative. Using the results of Prof. Rowland's works on the movement of a charged body giving rise to magnetism, and the principle of an air condenser, he put forward the idea that the earth, being a huge rotating condenser with a positive charge in the upper layers of the atmosphere and negative charge at the ground, it would necessarily follow that the magnetism could be developed in the region between this upper layer and the earth by the rotation of these charges. He then traced the actual direction of the magnetism which would be produced, finding that the direction was the proper one to accord with facts and that the compass needle indicates the direction. He reverted to the idea which had come to him that possibly thunder storms were in a measure due to flaws in the dense air as a dielectric and explained in detail, somewhat, his thoughts on this subject. He drew attention to the consequences which would follow the possession by a mass of nebulous gas of a charge of electricity; this, if insulated in space, would, as its volumes diminished by the radiation of heat and condensation, gradually increase in potential, however small the charge originally possessed. The sun might, therefore, be a charged body having a relatively high potential, which potential would undergo elevation on further condensation. He put forward, as a thought on this subject, a possible explanation of the solar periods as due to electrical states, the sun reaching a certain potential and then by the repulsion of small electrified particles losing that potential by the passing of the coronal stream, and not only a part of the charge which it possessed, but also a considerable amount of the charged material which might be encountered by the earth in its movement around the sun, and so gave rise to an auroral display. He showed that the action would necessarily be the periodic one. He showed the tendency of electrified bodies to lose their charge, especially in the presence of rays of light and the higher rays of the spectrum, and thought that this action might possibly have some relation to the possession of and disposition of charges by the heavenly bodies. He concluded the lecture by stating that it was possible, in his opinion, that temporary stars, that is, stars becoming visible and then fading away, might therefore be explained on an electrical hypothesis, viz., that charged bodies possessing a difference of electrical potential when they approach near enough might exchange electricity between themselves on the grandest scale, giving rise to a uniformity of charge on their leaving each other; that this would naturally be done in a vast display which would only last for a moment of time. He stated in conclusion that these were only thoughts after all, but such as he believed would be of interest to the members of the Section. SOCIETY AND CLUB NOTES. FRANKLYN INSTITUTE MEDALS. THE FRANKLIN INSTITUTE, of Philadelphia, calls attention to its special rewards for meritorious discoveries and inventions in the shape of the Elliott Cresson gold medal, the John Scott legacy premium and bronze medal, and the Edward Longstreth silver medal of merit. Full information as to the manner in which these medals are awarded can be obtained from Dr. W. H. Wahl, the secretary of the institute. AT the annual meeting of the Institution of Electrical Engineers, Mr. Alexander Siemens was elected president. ROM time to time we have quoted the opinions of insurance experts as to the dangers resulting to property from the use of electricity, but we have seldom struck anything more terse and vigorous than the utter- ances of Mr. Francis W. Whiting, manager of the New York Tariff Association, while in Boston a few days ago. That gentleman says of electricity: "Before its almost universal use, insurance companies made money, leaving out the years of the Chicago and Boston fires. The insurance business prior to the extensive use of electricity had been conducted at a profit. You will notice that the people who burn are not the bad element. They are people who don't want to burn, so that the moral hazard feature is not a very important factor in the fire loss. We are losing by fire the very choicest risks, risks we made money upon at one time. What burns them? In- vestigate, and you will find in almost every important case it is the concealed wire. One thing to be observed in support of this is that the fires which start from 'unknown' causes are becoming remarkably common, and not in property which underwriters would class as bad risks. The evidence of the distrust placed upon concealed electric wires is demonstrated by the charge made in the universal mercantile schedule against the use of electric We need not wonder that after such a deliverance, Mr. Whiting should declare that he knew of no remedy but to abolish the use of electricity. It is a great pity he can- not be accommodated. It would be much easier to abolish But the matter is one to be taken altogether seriously, and since our insurance friends insist that the increase in rates is wholly due to the growing use of electricity, we will state one simple case which shows the absurdity and hollowness of their contention. One of the editors of THE ELECTRICAL ENGINEER lives in a large apartment house uptown in New York. It is wholly residential property, has no stores under it or near it, and faces two sides on open park. It has never had a single electric light in it, and the nearest street electric light circuit is a full block away. Last year, the insurance on furniture, etc., secured by this member of our staff was at the rate of 15 cents per $100, through a broker. This year, the rate demanded and paid is 70 cents per $100, although a slight saving of 15 per cent. discount has been effected by dealing direct with the insuring company. Such a case as this, of which all the documentary evidence is in our possession, shows that while it may have been necessary for the companies to get better rates, electricity has nothing to do with it. We suggest to Mr. Whiting that if he values his reputation as a shrewd and conservative man, it is time he drew in with an apology the absurd remarks he made as quoted above, gave electricians the benefit of his advice and assist- ance in rendering absolutely safe the best light and power Lundell Direct Current Dynamos and Motors (illustr.) 17 Electric Lighting Combination for the Southern Hotel, the production of a single-phase motor designed to operate on the ordinary two-wire circuits, and, indeed, a number of such are already in operation abroad on quite heavy work. For those who are working at this problem, the work of Mr. Tesla in this field, illustrated in the present issue, will prove of interest. This far-seeing inventor early recognized the demand which would arise for a motor adapted to be run on two wires, and hence turned his attention to the methods for creating a local difference of phase by the introduction of inductive, as well as noninductive, devices. The wonderful flexibility of the alternating current is nowhere better shown than in the variety of methods here employed for accomplishing the same common object. THE BERLINER PATENT. THE suit of the Government for the annulment of the Berliner telephone patent is again receiving attention in the electrical press and in the daily newspapers. Reports are alleged that the case against the Bell Company has made but little progress, and apprehensions are expressed that this suit may be protracted over a period of many years, like the old suit against the Bell patent. We have good reason to say that both the reports and apprehensions are unfounded. The taking of testimony in the case has gone forward with reasonable diligence and there seems to be no reason to doubt that the case will be ready for argument in May next. We are advised that the defendant, the Bell Telephone Company, is even pressing the other side for dispatch in furthering the completion of the proofs. The Bell Company may well be desirous of bringing the suit to an issue as early as possible. In the suit to annul the Bell patent its interests were all for delay, the patent having been adjudicated and infringers enjoined. In the Berliner case the interests of the Bell Company are obviously for an early decision. The Berliner patent has not only never been adjudicated, but the circumstances of its issue after fourteen years delay in the Patent Office afford an additional presumption against the likelihood of injunctions under it pending the final determination of the Government suit. TAXATION BY FREE PASSES. TROLLEY roads that are feeling the pressure of the times might do worse than imitate the example set by the Consolidated Traction Company of Newark and the South Orange and Newark Railroad Company, which are to withdraw all free passes in Newark on and after January 1, so that only policemen and firemen in uniform will be able to take free rides. It appears that these companies have out at least 1,000 passes. If used but once a day, these passes represent a loss to the companies of $18,250 per annum in fares. The probability is that such use as that would be rather the minimum than the maximum; but even if the companies netted only half the amount it would be a substantial addition to their incomes. They could appropriate it in extra dividends, or if philanthropic, raise salaries and give the public a few extra facilities. As a matter of fact, the free pass granted so indiscriminately as to show a list of 1,000 "deadhead" street car travelers on two trolley roads in a city like Newark, would indicate that a similarly judicious reform could be instituted elsewhere. THE QUESTION OF CAR BRAKES. THE recent animated discussion in our pages on the desirability of some better method of car control has received a noteworthy contribution in an accident that occurred at Troy, N. Y., on December 28. It appears that a car on the Troy City line got away from the motorman. Brakes were applied, but although the wheels ceased their revolution they skidded and the car went on with increasing momentum. The sand box was freely used and other sand thrown on the track, but to no avail. There was nothing left for the passengers but to jump out. One lady in doing so broke her leg. The motorman stuck bravely to his post on the car, which, after knocking over a fire alarm pole and breaking off at its base a telephone pole, plunged headlong against a building which it shook violently and with a great noise. The car was smashed to pieces, and the motorman was so badly injured that he may not recover. Had not the car butted the building at the foot of the hill, it would have committed suicide in the Hudson just beyond. It would seem that this was a casualty that might have been avoided. It should have been possible to reverse the motor instantly, and run up hill. This was not done, probably because it could not be done with the brakes jammed. As a rule, the brakes on street cars are none too good; but even when they are at their best, such accidents happen. That better, or additional, means of control are needed is obvious. Electrical Canal Propulsion. E We have received from the New York Produce Exchange a copy of the report made recently by its Committee on Canals, of which Mr. G. W. Balch is chairman. It is an able document and proves once more how great is the value of the Erie Canal to the State of New York. A ready explanation of the desire to improve the Erie Canal facilities is furnished by the statement that in handling a cargo of 90,000 bushels of wheat, a Lake vessel from Duluth to Buffalo, would earn $2,025, while the canal boats from Buffalo to New York-half the mileage-would receive $4,275. The committee approves the deepening of the canal, and speaks most favorably of efforts to apply electrical propulsion. Steam, it says, has been far more economical than the mule, but "it is doubtful if its use can be economized to an extent sufficient to fully meet the requirements." The committee wisely urges the canal boat owners to lend their support to all methods aiming at improvement, and plainly informs them that their prosperity can only come with improved conditions of propulsion. The Work of Joseph Henry. Two years ago we had the pleasure of laying before our readers a very interesting series of articles by Miss Mary Henry on the work of her father, Joseph Henry. Since that time, the name of our great countryman has been adopted for one of the new units, thanks, in some degree, to this filial work. Encouraged by the reception of her first series, Miss Henry begins in our present issue a second series devoted especially to her father's work on the electromagnet and the electro-magnetic telegraph. Prof. John Trowbridge, of Harvard, has kindly written a brief introduction. |