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AUGUST 9, 1889.]

NOTES.

ELECTRICAL REVIEW.

Leith Town Council and Electric Lighting Companies. At a meeting of the General Committee of Leith Town Council, held on Thursday last week, there came up for consideration a report on the notices served on the Town Council by several electric lighting companies. The Committee, on the motion of Bailie Archibald, seconded by Bailie Gauland, instructed the Town Clerk to at once intimate to each of the companies that the Corporation had determined not to give their consent to the intended applications for provisional orders, and that should the companies, nevertheless, persevere in their applications to the Board of Trade, the Town Council, either by itself or in conjunction with the Town Council of Edinburgh, would. oppose them. From this resolution Mr. Manclark, who moved an amendment which was not seconded, dissented.

Folkestone to be Lighted by Electricity.-A long discussion took place at a special meeting of the Folkestone Town Council on Wednesday morning upon the subject of fixing the corporate seal to the contract of Messrs. Crompton & Co. to light the west part of Folkestone by electricity. A great deal of opposition was displayed, notwithstanding that the contract was formally accepted some months ago, but the chief members who opposed the scheme turned out to be' gas directors and shareholders, and the Mayor ruled that they were entirely out of order, and declined to allow them to vote, so the eventual outcome of the discussion was that the seal was ordered to be affixed. It is very much regretted by the inhabitants, however, that the Lees, the most fashionable and important part of the town, is not included in the scheme. The reason of this is that certain gentlemen, "professing to represent the welfare of the town," and connected with the gas company, have-whether by due or undue influence it is hardly worth while to say-drawn up a petition against it. The petition was forwarded to the Lord of the Manor (Earl Radnor), and he has declined to allow the Lees to be lighted. The senseless action of leaving the Lees, above all other places, out of the scheme has made Folkestone quite a laughingstock in the neighbouring towns. From our knowledge of the Lees it is the only thing which is required to complete the place. At the same meeting no less than five companies gave notice of their intention to apply to Parliament for powers to supply the electric light to private consumers. No action was taken in this matter.

The Waterhouse System.-Messrs. Shippey Bros write to us as follows:-"Our attention has been called to your report respecting the Birmingham Exhibition which appeared in your last issue, wherein you state that patent complications have arisen between our firm and the Westinghouse Company, relative to the 'Waterhouse arc lighting system,' for which we act as European agents. Permit us to point out that what you state is not correct, as the facts are as follows:The Waterhouse arc light patents have recently been purchased, and are now controlled by the Westinghouse Electric Company, who are also about to purchase our European interests with a view to operate the system. in England on the same lines as they have so successfully done in America since Mr. Westinghouse has become owner of the system. The simple reason which prevented ns showing this new system at Birmingham has not arisen from patent complications, as stated by you, but because certain foreign patents for further improvements have not yet been granted, therefore it would be injudicious to exhibit just at present. However, we may say that the Westinghouse Electric Company is not in the habit of doing things by halves, and judging from the great strides which the Waterhouse system is making in America, we can safely predict that similar results will follow in this country as soon as the Westinghouse Company makes a start for business here, which they are shortly about to do."

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The Electric Light for Hawick.-At a meeting of Hawick Town Council on Tuesday night, a communication from the House-to-House Electric Supply Company was read, asking the Council to support them in an application for a provisional order authorising them to introduce the electric light into the town. Councillor Nelson said he intended to move at next meeting that the Council take the matter up with the view of arranging the best terms they could with the company. Councillor Laidlaw expressed the opinion that the Council ought to take the matter up and provide the appliances themselves.

Electric Lighting is Keswick.-The first meeting of the Keswick Electric Light Company, Limited, was held on Thursday last week, Mr. R. D. Marshall, J.P., presiding. Mr. J. Faucus, engineer, reported that the contract for the requisite plant had been placed with an eminent firm, who would bave the machinery ready for use by October 1st, and undertake liability during that month. The local works would be taken in hand at once, so that the customers of the company might expect to be provided with the light when October arrived.

The Lighting of Manchester by Electricity.—At the meeting of the Manchester City Council on Wednesday, Mr. Alderman Lamb, chairman of the gas committee, moved a resolution authorising application to be made. for a provisional order for the supply of electricity to the citizens. He pointed out that the town of Bradford, was completing preparations for the supply of electric light to the inhabitants of that town. Sir J. Harwoodseconded the resolution, and discussed some of the difficulties which surrounded the question. He said the question was one which could not be deferred. The order must be taken up by November next, either by the council or somebody else, and that when once the order was taken up they were bound to supply it to everybody within the area over which the order extended who desired it within three years. Mr. Alderman Thompson also supported the resolution, and after further discussion, the resolution was passed unanimously.

Salford and Electric Lighting,-The application of the Manchester House-to-House Electricity Company, Limited, to authorise the supply of electricity by the company for public and private purposes within the area of the borough of Salford, has been considered by the Parliamentary Sub-Committee of the Salford council. The committee have decided to recommend the council to oppose this scheme, and secondly, to apply, under the Electric Lighting Acts, for powers enabling the council to supply electricity for lighting purposes within the borough.

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ELECTRICAL REVIEW.

Electric Lighting Companies and the County Council. At the last meeting before the recess of the London County Council, held on Friday, August 2nd, at the offices, Spring Gardens (Lord Rosebery in the chair), Mr. Alderman A. H. Haggis submitted the report of the Highways Committee, of which he is the chairman. That Committee reported that they considered it would be desirable for the Council to authorise them to deal, during the coming vacation, with any matters within the scope of their reference which might require immediate action on the part of the Council. The Council was aware that extensive powers were proposed to be conferred upon it under the Electric Lighting Bills of this session, some of which might have to be exercised before the Council reassembled ; and other matters might arise requiring immediate attention. Should this authority be given, the Committee proposed to report to the Council, at the first meeting after the recess, what had been done under such authority. They recommended as follows: "That the Committee be authorised to deal, during the ensuing vacation, with any matter within the scope of their reference which may require immediate action on the part of the Council." Mr. Haggis, in reply to a councillor, stated that among the matters affecting the question of electric lighting which the committee had to consider was whether the companies should be allowed to open the streets and lay down their mains. The Council had power to object to the companies opening up thoroughfares if they (the Council) thought the proposed plan of opening was an unwise one. course it was clear that if the Highways Committee were defeated on the question they would not be able to stop any of the companies breaking up the streets and laying the mains in their own way. The recommendation of the Committee was approved by the Council.

Of

Edison's Phonograph.-Colonel Gouraud informs us that Mr. Edison's private secretary, Mr. Tate, has arrived in London for a conference with him on the policy to be adopted with reference to placing the phonograph on the market. He states that the factory at Orange, New Jersey, is now in full working order, employing over 500 men, with a pay roll of over £1,000 a week, and turning out finished machines at the rate of 15,000 per annum (300 per week). All the parts are machine-made, and interchangeable. Three systems of propulsion are applicable to the "Commercial Phonograph" (being the name given to the latest form of machine), viz., battery power, electric light circuit power, and foot-power. Over 2,000 machines have now been distributed in America, and are in daily commercial use in business offices exclusively, on rental at £8 per annum. The next thousand machines will be shipped to Europe, the first consignment having left last Saturday. These will be distributed to a thousand different agencies in Europe. Mr. Edison has now entirely recovered from the recent injury to his eyes.

How the Deptford Explosion was Caused.-The Board of Trade has issued a report, respecting the official inquiry into the circumstances attending an explosion at the works of the London Electric Supply Corporation, Deptford, on April 9th last. It will be remembered that one man was killed and others injured by the explosion, which was the result of a bend or elbow of copper pipe giving way. In his report, Mr. W. H. Woodthorpe says, that on being tested at the works of Messrs. Storey and Sons, Manchester, the pipe did not appear to exhibit any defect. "I am of opinion," he says, "that the presence of water in the range of piping was the immediate cause of the explosion. The workmanship in the copper elbow was, however, very defective, and although the bend was designed to possess a nominal factor of afety of about ten, it is extremely probable that it would soon have failed under steam at the working pressure. There is reason to think that the

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[AUGUST 9, 1889.

pipe would have stood had it been originally sound." Mr. Woodthorpe adds :-" It would appear that nothing suspicious was detected in the outward appearance of the finished bend, or the latter would not have been allowed to leave Messrs. Storey's works. Had it, however, been examined with care, I think some of the defects might have been discovered, although these may in some cases remain hidden. There is good reason to believe that more reliable work would be produced if the manner in which a pipe resists internal stress were better understood by coppersmiths generally." Mr. T. W. Traill, the engineer-surveyor-inchief to the Board of Trade, adds to the report :-" The whole subject of copper pipes requires careful investi gation. None of the methods which have been sug gested of strengthening copper pipes have been proved to give absolute security."

The Proposed New Atlantic Cable.-The New York Herald says that "application has been made to the Dominion Government to guarantee the bonds of the Canadian Cable Company to the extent of £100,000. Sir John Macdonald and Sir Hector Langevin have expressed themselves as favourable to the plan. The eastern land connection of the proposed cable is Westport, Ireland, and the Canadian terminus is Greenly Island, the intervening distance being 1,900 miles." On the other hand, the Marquis of Tweeddale, chairman of the Anglo-American Telegraph Company, stated at the annual meeting on Tuesday that there was little probability of the truth of the report that the Canadian Government were about to subsidise a company in laying down a cable from this country to Canada, and he could attach no credence to it.

The County Council Condescending.-The Highways Committee of the London County Council, at their meeting last Friday, reported as follows :-" Your committee have acceded to a request made by the Superintending Engineer, Post Office Telegraphs Department, for permission to lead a wire from the underground telegraph system in Cranbourne Street into and along the subway in Charing Cross Road, and, by means of the side entrance or by piercing the wall of the subway, to the new section house now in course of erection for the Metropolitan Police near Cambridge Circus. The permission has been granted upon condition that the work shall be carried out, and that any damage that may be done in its execution shall be made good, under the supervision and to the satisfaction of the proper officers of the Council, and at the sole cost of the Post Office Telegraphs Department."

Metropolitan Electric Lighting.-Since our leading columns went to press we notice the following announcement :-" At the sitting of Lord Limerick's Committee to-day (Thursday) Mr. Freeman stated it had been agreed between the promoters of the Westminster Company's order and the County Council to exclude the Westminster, Lambeth, Vauxhall, and Chelsea Bridges from the area of supply."

Railway Companies and the Post Office.-Judgment was given in the Court of Appeal recently setting aside an order of the Queen's Bench Division. The order was originally made that the Postmaster-General, on the strength of an agreement previously entered into with the Great Western Railway Company, was not liable to incur any share of the expenses if it became necessary for the company's business that telegraph poles containing the respective wires of the two litigants should be shifted. The appeal upset this order and made the Postmaster-General liable, and upon going to the House of Lords the appeal decision was upheld, and judgment is therefore substantially for the company.

ELECTRICAL REVIEW.

The Institution of Electrical Engineers.-A circular has been issued to members and associates of this Institution, inviting them to decide whether the method now adopted for electing the council, or the original form of ballot list, is best. We are told that many voting papers have at times been sent in filled up in such a way as to suggest that the voter's exercise of the right of selection, which is now in vogue, has been more nominal than real; but the proportion of these votes to the whole is not given. We trust that all members will hasten to respond to Mr. Webb's circular, for the administration of the Institution of Electrical Engineers should be settled once and for all in a manner which will not leave open a loophole for comment.

The Scarcity of Gutta-Percha.-A party of thirty dyaks, of Saribas, left Sarawak on the 1st June for Sumatra. There they intend to hunt for gutta-percha. If they meet with success some thousands of their tribesmen are ready to follow. This tribe of dyaks has been almost round the Island of Borneo, and has nearly worked out the produce of the jungles as far as they were able to penetrate.

Aristocratic Technical Advisers.-Since penning our comments upon the Duke of Marlborough's article in the New Review we observe that our enterprising and energetic contemporary, the Financial News, has taken up the same subject in its usual forcible manner. Speaking of investors, it says: "Are they to be led by the Duke of Marlborough and to withhold their faith from the professional electrician, or vice versa."

Birmingham Exhibition.-The attractions of this exhibition drew a considerable number of visitors on the Bank Holiday, though what would probably have proved the most popular features of the entertainment, such as the model coal mine and the telpherage switchback, were not in operation. On Wednesday evening, about 7 o'clock, a slight outbreak of fire occurred, which served to prove the efficiency of the electric fire alarm arrangements in the building. The fireman on duty in the exhibition having received a call, indicating the portion of the building in which the fire had occurred, at once proceeded to the spot with a handpump, and in about five minutes succeeded in putting out the flames, which in the meantime had completely destroyed the "Egyptian Mystery."

Proposed Electric Tramline for Eastbourne.—The Mayor of Eastbourne, Alderman G. Boulton, has just received a requisition signed by numbers of the leading business men of the town, requesting that a meeting may be called at an early date at the Town Hall to allow of the preliminary consideration of the proposed electric railway along the sea front from the Wish Tower to Beachy Head, by way of Hollywell Rocks. The Mayor has informed our Eastbourne representative that as the requisition is signed by so many well known residents he will, possibly next week, convene the meeting desired, so that the question may be fairly looked at, and its advantages and disadvantages discussed.

Airdrie and Provisional Orders. The monthly meeting of this council was held on Thursday night, last week, Provost Motherwell presiding. The council unanimously adopted a recommendation by the lighting committee to the effect that the council should apply for a provisional order empowering them to light the burgh with electricity on their own occount, instead of by the House-to-House Electric Lighting Committee.

A. H. Bateman and Company, East Greenwich.-The business of A. H. Bateman and Company, Limited, in liquidation, with the right to trade under the name of A. H. Bateman & Co., has been disposed of by the liquidator to Mr. W. O. Rooper, of Stafford, and Mr. Frank Harris, of Abingdon, who will carry in on for the future.

$

.

Theatrical. The following is a translation from the Petit Journal of a few days since :-"A correspondent writes from Perpignan: Last night an accident happened at the Alcazar.' During the pantomime one of the electric light leads parted, and plunged the house into complete darkness. Whilst in this condition peculiar tremblings took place, electric discharges were communicated to the audience, who uttered fearful shrieks. Everything was overturned; tables, chairs, and glasses were reduced to atoms. A few of the spectators were struck down by the electricity. Many remained insensible for long afterwards. Several were seriously bruised." This is about the finest thing of the kind we have yet seen.

Priestman's Petroleum Engine. The Northern Lighthouse Board has adopted Priestman's oil engines for blowing fog signals in preference to steam or gas engines, effecting a great saving in first cost, no chimney being required, as in the case of a steam engine, or gas works, which would be needful if a gas engine were adopted.

Blowing Hot and Cold with the same Breath!With feelings of admiration we recently pointed out the spirited way in which the Evening News and Post had denounced the public: performance of a prominent "medical electrician." They attacked him in no unmeasured terms on two occasions, and it might have been supposed that we had at last arrived at an era when the daily press had become convinced of the necessity of showing up injurious quacks. Yet our evening contemporary, after all this, has published long advertisements for the individual in question. It is difficult to say whether most astonishment is to be expressed at the man advertising in an organ where, if his demonstrations were really genuine, he had been ridiculed, or at the paper taking in an advertisement from a person whom it had denounced. It is, of course, possible that the advertisement may have slipped in by inadvertence, but we should like our contemporary to explain itself.

OFFICIAL RETURNS OF ELECTRICAL

COMPANIES.

Chas. L. Baker and Company, Limited.-The first return made by this company since its registration in March, 1888, was filed on the 1st inst. It is made up to the 16th July, 1888, the 14th day after the statutory meeting. The nominal capital is £25,000, divided into 3,000 ordinary and 2,000 deferred shares. The shares taken up are 2,000 deferred and 1,857 ordinary, the former being considered as fully paid, and upon the latter the sum of £3 per share has been called. The calls paid amount to £5,496, and unpaid to £75.

NEW COMPANY REGISTERED.

Column Printing Telegraph Syndicate, Limited.— Capital £10,000 in £50 shares. Objects: To acquire certain patents relating to printing telegraph machine upon terms of an agreement of 1st inst. between John Moore and J. E. Wright of one part and J. E. Cockett of the other part. Signatories: John Moore, 5, New Bridge Street, 10 shares; Thos. Lunt, 4, Fenchurch Avenue, 1 share; J. H. Harris, 128, Coldharbour Lane, S.E., 2 shares; W. H. Ashenden, 14, Philbrick Terrace, S.E., 2 shares; T. J. Balling, 47, Penshurst Road, S.E., 4 shares; W. P. J. Forbes, Wanstead, 2 shares; J. Genning, 118, Drakefell Road, Nunhead, 2 shares. The first directors will be appointed at the first general meeting. Registered 3rd inst. by Rollit and Sons, 12, Mark Lane. Registered office, 5, New Bridge Street.

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160

ELECTRICAL REVIEW.

SOME RECENT ELECTRICAL WORK ON THE ELEVATED ROADS AND ITS BEARING ON THE RAPID TRANSIT PROBLEM.*

By LEO DAFT.

(Concluded from page 139.)

Referring to the methods adopted in making the measurement which are plotted in the diagrams, it should be noted that wherever any doubt existed as to the effect of the personal equa tion in the observations, changes were made in the observers, and the experiments repeated so as to leave scarcely a possibility of any material error; and in order that the always objectionable average statement should not contribute to confuse the result, the diagrams were taken from a number of similar ones, which, after careful examination, were found to most fairly represent the mean effects. They are therefore, within the limits of error in observation, the exact results of actual performance.

[AUGUST 9, 1889.

in observing the effects of accelerations and gradients. The dyna mometer used was a very fine specimen of the liquid type owned by the Manhattan Railway, and made by Mr. Shaw, of Philadelphia, and after careful calibration by Mr. Shaw and Mr. Idell was found to be accurate within an inappreciable amount. The dynamometric readings I have omitted from these observations, for the reason that they were found to throw so much light upon the ordinarily accepted coefficients of train resistance, under many of the conditions which the text books have not yet considered, and especially the formulæ relating to the subject of acceleration, that time would not permit a thorough digest of the results; hence it was deemed better to leave this part of the subject for later consideration; and I trust you will shortly hear from Mr. Idell on this subject in his usually able and thorough manner.

Referring to the diagram, fig. 1, representing the run of a twocar express train having a total weight of 40 tons, it will be seen that the initial indicator card is exceedingly high as com pared with the apparent effort required. The reason for this is that our plan in taking the cards was to make the first one at the instant of closing the circuit, thus giving a card due to the simple dead resistance of the motor which, with a ratio of periphera.

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Profile of Road.

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Time 6 min. 6 sec

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In order to measure the speeds with sufficient accuracy for all practical purposes, I divided the track into nineteen sections of 500 feet, each section being provided with a thin copper plate attached to the guard rail at the side of the track and connected with a copper rod or insulated side of the conductive system. This plate was made as short as possible to insure a complete contact without occupying an appreciable interval. A copper brush attached to the motor in such a manner as to travel on the top of the guard rail was connected with one terminal of a chronograph of the well-known type, which we made for this purpose, consisting of a paper-covered cylinder rotated at a uniform speed by clockwork, and a stylus actuated by an electro-magnet so as to penetrate the paper at every closure of the circuit. This instrument was carefully tested and the results verified by experiments before the readings were accepted. The indicator cards were taken at the central station by Mr. Idell and his assistants, after a careful comparison of watches so as to insure synchronism

*Read before the American Institute of Electrical Engineers New York, June 25th, 1889.

Time 4 min. 51 sec.

velocities necessary for this work and a speed of 30 miles per hour, would necessarily be low and occupy at least a few seconds in developing an economic working resistance, unless a somewhat complicated arrangement was resorted to. But this point will be later referred to.

Following the speed line it will be seen, as might be expected, since we see that the accelerative effort is rapidly diminishing towards the foot of the gradient, that the indicator cards become a minimum at the maximum velocity of the train, but quickly rise beyond Twenty-seventh Street, where the gradient is 987 feet per mile. The effect, however, of acquired momentum is here very evident, since neither the indicating cards nor the declining velocity are at all proportional to the resistance imposed by the gradient, and the speed of the train varies but little from this point to Forty-Sixth Street, being only slightly increased on the down grade between Thirty-fourth and Forty-second Streets, due to a change in the combination for the purpose of checking what would otherwise have been too great speed for safety. The dip in the indicator line between Thirty-sixth and Thirty-seventh Streets is occasioned by the cards having been taken at the instant of the change in combination; at Forty-sixth Street

Speed in teet

per second.

Indicated H.P.

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AUGUST 9, 1889.]

ELECTRICAL REVIEW.

the decrease of speed is the result of encountering the gradient, 76-1 feet per mile, and between Forty-eighth and Forty-ninth streets the circuit was opened for the stop at Fiftieth Street, when, as will be seen, the indicator line quickly drops to the friction card only. This run of 1846 miles was made in 4 minutes and 51 seconds, as recorded by the chronograph. This is at the mean speed of 22.84 miles per hour, with a maximum of 284 miles per hour indicated on the up-grade between Forty-fourth and Fortysixth Streets. The speed in passing Twenty-third Street, the end of the level stretch, was 28 miles per hour.

The mean power exerted at the central station for propulsion during the trip was 103 horse-power, which will compare not unfavourably with steam practice.

Turning to diagram fig. 2, representing a four-car express train, having a total weight of 70 tons, or about the average weight of a four-car loaded Ninth Avenue train, we are confronted with the curious fact that the initial indicator card is lower than that shown with the two-car train; but a careful examination of the two diagrams will show that the card was taken a few seconds after the start, and not, as in the case of the two-car train, at the instant

161

of equal weights over the same distance, and may be repeated at any time.

Comparing the two former with diagram, fig. 3, representing a four-car "stop run," several of which were made chiefly for the purpose of demonstrating the ability of so light a motor to stop at the foot of a gradient of 98-7 feet per mile, as at Thirtieth Street, with a train of 70 tons, and ascend the gradient from a position of absolute rest with ease. These "stop runs" with this train were made many times without encountering any difficulty whatever, and at no time during the whole tests has the motor shown indications of over load. That the four-car "stop-runs" were not made in schedule time will be seen by the diagram, but a careful inspection of the same will show the exceedingly prejudicial effect of the absence of an efficient brake system, compelling the opening of the circuit two or three blocks before the station is reached in order to insure a proper stop at the platform. This is graphically shown on the indicator line of the diagram where the circuit is seen to be open at Nineteenth Street for the stop at Twenty-third, thus considerably lowering the speed, and, of course, stopping the rapid acceleration shown on the speed line at the third chronograph

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Large circles-Trains under 4 min. headway. Small circle-Trains under 6 min. headway. Dot-Trains under 3 min. headway. FIG. 4.-DIAGRAM SHOWING THE EFFECT ON H.P. REQUIRED, DUE TO LOCATION OF GRADES WITH TRAINS UNDER VARYING HEADWAYS.

of closing the circuit. The effect, therefore, of the rapid development of working resistance is very clearly shown, and is a most important factor in considering the high initial cards, since they are of only an instant's duration, and hence comparatively unimportant in their effect upon the total power required to run a considerable number of trains at one time. In this run the characteristics of the two-car run are very nearly reproduced, though it is particularly noticeable that the indicator line does not show so large an increase as one might at first thought expect from doubling the number of cars; but this is accounted for by the greater ratio which the friction and load of the moter presents to the two-car train.

The total time of the trip with this train, consisting of four Sixth Avenue cars, each weighing 15 tons, plus the motor, weighing 10 tons, was six minutes and six seconds, with a mean speed of 18.15 miles per hour, and with a maximum speed of 25.24 miles per hour between Forty-second and Forty-third Streets, which is, however, almost equal between Twenty-fourth and Twenty-fifth Streets, when, as above noted, acceleration was still in progress. The mean power exerted at the central station on this run was 129-3, resulting from 91 ordinate readings. The result was almost exactly the same as the running time of the express steam trains

station. This disadvantage was so marked that I do not present the four-car "stop-run " as evidence of anything but the ability of the motor heavily loaded to ascend the gradients under the exacting conditions of an exceedingly difficult piece of track.

That there is not a marked difference between the 10-ton motor and the 18-ton locomotive in the initial effort on the level may be seen by comparing a run observed by a Manhattan railroad official, on March 9th last, with a steam motor and three-car train, with 75 passengers, or a total of about 57 tons. We see that while the steam motor required 1 minute and 39 seconds to make the distance from Fourteenth to Twenty-third Streets, the electric motor in diagram No. 3 accomplished the trip, with a train weighing 14 tons more, in 1 minute and 50 seconds, or only 11 seconds added for the increased 14 tons; surely not a discouraging exhibit, when the fact that while the absence of powerful brakes compelled the opening of the circuit at Nineteenth Street, the throttle of the steam motor was probably open up to Twenty-second Street -although on this point I have no direct evidence, but that is the usual practice.

Before dismissing this diagram, I will again remark that while the mean speed was not equal to the ordinary schedule of the Ninth Avenue Road, it is nearly equal to that of the

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Indicated H.P.

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