XLIV. C. O BURGE. 



resistance. They are 11 feet wide and have end doors, the 

 total height over rail being 7 ft. 1 in. The seats, which 

 are about 4 feet over the bearing rail are arranged omnibus 

 fashion — two rows on each side. 



The motive power originates in a power house at War- 

 rington, which is midway. The current is to be generated 

 at 500 volts by three phase alternators, transformed up to 

 15,000 volts, and transmitted to five substations, where it 

 is reduced, by static transformers, in parallel, to 320 volts, 

 then transformed by two rotary converters connected on 

 their continuous current side, to continuous current at 

 500 volts on the three wire system. The feeders, as before 

 referred to, are two 100 fbs rail conductors placed one at 

 each side of each road, so that there will be a difference of 

 potential of 1,000 volts between these and the running rail, 

 forming the return, viz. 500 volts P.D. between terminals 

 of any motor. The current is collected by shoes, and feeds 

 the motors, which are each of 140 HP for the 35 ton car 

 and 187 HP for the 50 ton car, but capable of about double 

 that power for short periods. The armatures will work at 

 the same speed as the driving axle, viz 720 revolutions per 

 minute. 



The braking is to be effected in three ways — First, by 

 a high speed Westinghouse brake, which can exert a retard- 

 ing force of 4 ft. per second per second, and would stop the 

 car, at the maximum speed, in about 1,000 yards. Secondly, 

 electric braking by reversing motors and turning them into 

 dynamos exerting a retarding force of 3 ft. per second per 

 second. These two combined would stop the car in 33 

 seconds, in 900 yards. Third, a magnetic brake to be used 

 on great emergency only, acting on bearing rail. There 

 was much evidence before Sir Lewis Mclvor's Committee, 

 in the House of Commons, as to brake power for these high 

 speed single car lines, but it was generally agreed that the 



