LXXXVIII. HIGH SPEED ELECTRIC RAILWAY TRIALS. 
to the motors. The rotors were fixed on hollow shafts 
encircling the axles and not rigidly attached tothem. Three 
pairs of radial laminated springs connected the hollow shaft 
of the rotor, in each case, to the periphery of the wheel, 
so that the vibration and jarring inseparable from a rigid 
connexion was avoided. The weight of the loaded car was 
about 80 tons. ' 
In the S. and H. car, the collectors were formed of two 
vertical Mannsmann masts 7% in. in diameter, fixed in 
sockets in the floor, near each end, and protruding through 
the roof to above the level of the overhead wires. 'To each 
of these three arms, collecting bows, allin the same vertical 
plane, were fixed, making the three contacts for each pole 
with the wires. They were not only provided with springs 
to maintain the contact, but had a special apparatus witha 
wind plate, so that the reaction of the air was made to 
assist in the same duty. 
The current was reduced by the two transformers placed 
in the centre, to the four three phase motors, the normal 
full speed voltage of which was1,150. Each motor weighed 
about 4 tons, and their rotors were rigidly fixed to the four 
driving axles. The weight, fully loaded, was 93% tons, of 
which 41 tons was accounted for by the electrical equip- 
ment. The average weight on each axle was therefore 
15°6 tons as against 13°33 in the rival car. No trouble 
appears to have arisen in either car in securing sufficient 
contact at the highest speeds. 
A brief description of the trials of 1901 is given in the 
paper, from which it may be noted that the maximum speed 
attained then was 99°40 miles per hour, by the 8. and H. 
car with voltage of 10,800 and 36 periods. The full accel- 
eration, for which a possible output of 3,000 HP. was 
provided, was not taken advantage of, owing, it is said, to 
the inability to meet this requirement at the power house 
