Chapter 4

It must be noted that L is here measured in electrical measure, or, adopting the unit given by Dr. Siemens in the British Association Address, in joules. One joule equals approximately 0.74 foot pound. Equation 3 gives at once an analytical proof of the second principle stated above, that for a given motor the current depends upon the couple, and upon it alone. Equation 2 shows that with a given load the speed depends upon E, the electromotive force of the main, and R the resistance in circuit. It shows also the effect of putting into the circuit the resistance frames placed beneath the car. If R be increased, until CR is equal to E, then _w_ vanishes, and the car remains at rest. If R be still further increased, Ohm's law applies, and the current diminishes. Hence suitable resistances are, first, a high resistance for diminishing the current, and consequently, the sparking at making and breaking of of the circuit; and, secondly, one or more low resistances for varying the speed of the car. If the form of _f_(C) be known, as is the case with a Siemens machine, equations 2 and 3 can be completely solved for _w_ and C, giving the current and speed in terms of L, E, and R. The expressions so obtained are not without interest, and agree with the results of experiment.

It may be observed that an arc light presents the converse case to a motor. The E.M.F. of the arc is approximately constant, whatever the intensity of the current passing between the carbons; and the current depends entirely on the resistance in circuit. Hence the instability of an arc produced by machines of low internal resistance, unless compensated by considerable resistance in the leads.

The following experiment shows in a striking form the principles just considered: An Edison lamp is placed in parallel circuit with a small dynamo machine, used as a motor. The Prony brake on the pulley of the dynamo is quite slack, allowing it to revolve freely. Now let the lamp and dynamo be coupled to the generator running at full speed. First, the lamp glows, in a moment it again becomes dark, then, as the dynamo gets up speed, glows again. If the brake be screwed up tight, the lamp once more becomes dark. The explanation is simple. Owing to the coefficient of self-induction of the dynamo machine being considerable, it takes a finite time for the current to obtain an appreciable intensity, but the lamp having no self-induction, the current at once passes through it, and causes it to glow. Secondly, the electrical inertia of the dynamo being overcome, it must draw a large current to produce the kinetic energy of rotation, i.e., to overcome its mechanical inertia; the lamp is therefore practically short-circuited, and ceases to glow. When once the rotation has been established, the current through the dynamo becomes very small, having no work to do except to overcome the friction of the bearings, hence the lamp again glows. Finally, by screwing up the brake, the current through the dynamo is increased, and the lamp again short-circuited.

It has often been pointed out that reversal of the motor on the car would be a most effective brake. This is certainly true; but, at the same time, it is a brake that should not be used except in cases of emergency. For this reason, the dynamo revolving at a high speed, the momentum of the current is very considerable; hence, owing to the self-induction of the machine, a sudden reversal will tend to break down the insulation at any weak point of the machine. The action is analogous to the spark produced by a Ruhmkorff coil. This was illustrated at Portrush; when the car was running perhaps fifteen miles an hour, the current was suddenly reversed. The car came to a standstill in little more than its own length, but at the expense of breaking down the insulation of one of the wires of the magnet coils. The way out of the difficulty is evidently at the moment of reversal to insert a high resistance to diminish the momentum of the current.

In determining the proper dimensions of a conductor for railway purposes, Sir William Thomson's law should properly apply. But on a line where the gradients and traffic are very irregular, it is difficult to estimate the average current, and the desirability of having the rail mechanically strong, and of such low resistance that the potential shall not vary very materially throughout its length, becomes more important than the economic considerations involved in Sir William Thomson's law. At Portrush the resistance of a mile, including the return by earth and the ground rails, is actually about 0.23 ohm. If calculated from the section of the iron, it would be 0.15 ohm, the difference being accounted for by the resistance of the copper loops, and occasional imperfect contacts. The E.M.F. at which the conductor is maintained is about 225 volts, which is well within the limit of perfect safety assigned by Sir William Thomson and Dr. Siemens. At the same time the shock received by touching the iron is sufficient to be unpleasant, and hence is some protection against the conductor being tampered with.

Consider a car requiring a given constant current; evidently the maximum loss due to resistance will occur when the car is at the middle point of the line, and will then be one-fourth of the total resistance of the line, provided the two extremities are maintained by the generators at the same potential. Again, by integration, the mean resistance can be shown to be one-sixth of the resistance of the line. Applying these figures, and assuming four cars are running, requiring 4 horse power each, the loss due to resistance does not exceed 4 per cent. of the power developed on the cars; or if one car only be running, the loss is less than 1 per cent. But in actual practice at Portrush even these estimates are too high, as the generators are placed at the bottom of the hills, and the middle portion of the line is more or less level, hence the minimum current is required when the resistance is at its maximum value.

The insulation of the conductor has been a matter of considerable difficulty, chiefly on account of the moistness of the climate. An insulation has now, however, been obtained of from 500 to 1,000 ohms per mile, according to the state of the weather, by placing a cap of insulite between the wooden posts and T-iron. Hence the total leakage cannot exceed 2.5 amperes, representing a loss of three-fourths of a horse power, or under 5 per cent, when four cars are running. But apart from these figures, we have materials for an actual comparison of the cost of working the line by electricity and steam. The steam tramway engines, temporarily employed at Portrush, are made by Messrs. Wilkinson, of Wigan, and are generally considered as satisfactory as any of the various tramway engines. They have a pair of vertical cylinders, 8 inches diameter and one foot stroke, and work at a boiler pressure of 120 lb., the total weight of the engine being 7 tons. The electrical car with which the comparison is made has a dynamo weighing 13 cwt., and the tare of the car is 52 cwt. The steam-engines are capable of drawing a total load of about 12 tons up the hill, excluding the weight of the engine; the dynamo over six tons, including its own weight; hence, weight for weight, the dynamo will draw five times as much as the steam-engine. Finally, compare the following estimates of cost. From actual experience, the steam-engine, taking an average over a week, costs--

£ s. d. Driver's wages. 1 10 0 Cleaner's " 0 12 0 Coke, 58½ cwt. at 25s. per ton. 3 13 1½ Oil, 1 gallon at 3s. 1d. 0 3 1 Tallow, 4 lb. at 6d. 0 2 0 Waste, 8 lb. at 2d. 0 1 4 Depreciation, 15 per cent. on £750. 2 3 3 ---------- Total. £8 4 9½

The distance run was 312 miles. Also, from actual experience, the electrical car, drawing a second behind it, and hence providing for the same number of passengers, consumed 18 lb. of coke per mile run. Hence, calculating the cost in the same way, for a distance run of 312 miles in a week--

£ s. d. Wages of stoker of stationary engine. 1 0 0 Coke, 52 cwt. at 25s. per ton. 2 15 0 Oil, 1 gallon at 3s. 1d. 0 3 1 Waste, 4 lb. at 2d. 0 0 8 Depreciation on stationary engine, 10 per cent. } on £300 11s. 6d. } Depreciation of electrical apparatus, 15 per cent. } 2 0 4 on £500, £1 8s. 10d. } --------- Total. £5 19 1

A saving of over 25 per cent.

The total mileage run is very small, on account of the light traffic early in the year. Heavier traffic will tell very much in favor of the electric car, as the loss due to leakage will be a much smaller proportion of the total power developed.

It will be observed that the cost of the tramway engines is very much in excess of what is usual on other lines, but this is entirely accounted for by the high price of coke, and the exceedingly difficult nature of the line to work, on account of the curves and gradients. These causes send up the cost of electrical working in the same ratio, hence the comparison is valid as between the steam and electricity, but it would be unsafe to compare the cost of either with horse-traction or wire-rope traction on other lines. The same fuel was burnt in the stationary steam-engine and in the tramway engines, and the same rolling stock used in both cases; but, otherwise, the comparison was made under circumstances in favor of the tramway engine, as the stationary steam-engine is by no means economical, consuming at least 5 lb. of coke per horse-power hour, and the experiments were made, in the case of the electrical car, over a length of line three miles long, which included the worst hills and curves, and one-half of the conductor was not provided with the insulite caps, the leakage consequently being considerably larger than it will be eventually.

Finally, as regards the speed of the electrical car, it is capable of running on the level at the rate of 12 miles per hour, but as the line is technically a tramway, the Board of Trade Regulations do not allow the speed to exceed 10 miles an hour.

Taking these data as to cost, and remembering how this will be reduced when the water power is made available, and remembering such considerations as the freedom from smoke and steam, the diminished wear and tear of the permanent way, and the advantage of having each car independent, it may be said that there is a future for electrical railways.

We must not conclude without expressing our best thanks to Messrs. Siemens Bros. for having kindly placed all this apparatus at our disposal to-night, and allowing us to publish the results of experiments made at their works.

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THE THOMSON-HOUSTON ELECTRIC LIGHTING SYSTEM.

The generator is known as the "Thomson spherical," on account of the nearly spherical form of its armature, and differs radically from all others in all essential portions, viz., its field magnets, armature, and winding thereof, and in its commutator; both in principle and construction, and, besides, it is provided with an automatic regulator, an attachment not applied to other generators. The annexed view of the complete machine will convey an idea of the general appearance and disposition of its parts.

The revolving armature which generates the electrical current is made internally of a hollow shell of soft iron secured to the central portion of the shaft between the bearings, and is wound externally with a copper conducting wire, constituting three coils or helices surrounding the armature, which coils are, however, permanently joined, and in reality act as a single three-branched wire.

This wire, being wound on the exterior of the armature, is fully exposed to the powerful magnetic influence of the field poles, which inclose the armature almost completely. The armature will thus be seen to be thoroughly incased and protected, at the same time that all the wire upon it is subject to a powerful action of the surrounding magnets, resulting in an economy in the generation of current in its coils. The form of the armature being spherical, very little power is lost by air friction, and no injury can occur from increased speed developing centrifugal force. The field magnets, which surround the armature, are cast iron shells, wound outside with many convolutions of insulated copper wire, and are joined externally by iron bars to convey the magnetism. These outer bars serve also as a most efficient protection to the wire and armature of the machine during transportation or otherwise. Objects cannot fall upon or rest upon the wire coils and injure them. The coils of wire upon the field magnets surround not only the iron poles or shells, but are situated also so as to surround likewise the revolving armature, and increase the effect produced in it by direct induction and magnetism. This feature is not used in any other generator, nor does any other make use of a spherical armature. The shaft is mounted in babbitted bearings of ample size, sustained by a handsome frame therefor, and is of steel, finely turned and perfectly true. The shaft and armature together are balanced with the utmost care, and run without buzz or rumble. The armature wire is kept cool by an active circulation of air over its whole surface during revolution. The commutator, or portion from which the currents developed in the armature are carried out for use, is a beautiful piece of mechanism. It is mounted upon the end of the shaft, and has attached to it the wires, three only, coming from the armature wire through the tubular shaft.

The commutator is peculiar, consisting of only three segments of a copper ring, while in the simplest of other continuous current generators several times that number exist, and frequently 120! segments are to be found. These three segments are made so as to be removable in a moment for cleaning or replacement. They are mounted upon a metal support, and are surrounded on all sides by a free air space, and cannot, therefore, lose their insulated condition. This feature of air insulation is peculiar to this system, and is very important as a factor in the durability of the commutator. Besides this, the commutator is sustained by supports carried in flanges upon the shaft, which flanges, as an additional safeguard, are coated all over with hard rubber, one of the finest known insulators. It may be stated, without fear of contradiction, that no other commutator made is so thoroughly insulated and protected. The three commutator segments virtually constitute a single copper ring, mounted in free air, and cut into three equal pieces by slots across its face. Four slit copper springs, called commutator brushes or collectors, are allowed to bear lightly upon the commutator when it revolves, and serve to take up the current and convey it to the circuit. These commutator brushes are carried by movable supports, and their position is automatically regulated so as to control the strength of the developed current--a feature not found in other systems. This feature, as well as the fact that the commutator can be oiled to prevent wear, saves attendance and greatly increases the durability of the wearing surfaces, while the commutator brushes are maintained in the position of best adjustment. The commutator and brushes, in consequence, after weeks of running, show scarcely any wear.

THE AUTOMATIC CURRENT REGULATOR.

This consists of a peculiar magnet attached to the frame of the generator, and the movable armature of which has connections to the supports of the commutator brushes for controlling their position. The regulator magnet is so formed as to give a uniform attraction upon its armature in different positions. In Thomson's improved form this is accomplished in a novel manner by making the pole of the magnet paraboloidal in form, and making an opening in the movable armature to encircle said pole.

The armature is hung on pivots so as to be free to move only toward and from the regulating magnet on changes in the current traversing the latter, and being connected to the commutator brushes, automatically adjusts their position. By this means the power of the generator is adapted to run any number of lights within its limit of capacity, or may be short circuited purposely or by accident without difficulty arising therefrom; and a number of instances have occurred where the injurious effects of a short circuit accidentally formed have been entirely obviated by the presence of the regulator. In one instance four generators, in series representing over forty lights' capacity, were accidentally short circuited, and no injury or even noticeable action took place except a quick movement of the regulators in adapting themselves to the new conditions. Had this accident occurred to generators unprovided with regulators, great injury or possible destruction of the apparatus would have resulted. It is important to a full understanding of the regulation, to state that its action is independent of resistances introduced, that it saves power and carbons in proportion to lights extinguished, and that it compensates for speed variations above the minimum speed. The manner of its action is to control the generation of current at the source in the armature, and it does so by combining certain electrical actions so as to obtain a differential effect, such that when small force of current only is required it alone is furnished, and when the maximum force is needed the same shall be forthcoming.

On the larger generators we combine with the regulator magnet above described an exceedingly sensitive controller magnet governing the regulation, and by whose accuracy the smallest variations of current are counteracted, and the operation of the generator rendered perfect. The controller magnet is contained in a box placed on the wall or other support near the generator, and consists of a delicate double axial magnet controlling the admission of current to the regulator, upon the generator, and its action is exceedingly simple and effective. So perfect is the action that in a circuit of twenty-five to thirty lights, lights may be removed or put out in rapid succession without apparently affecting those that remain. Besides, we have been enabled to put out even eight or ten lights together instantly, while the remainder burn as before. The features above set forth are peculiar to the Thomson-Houston system, and have been thoroughly covered by patents, and cannot therefore be adopted into other systems.

THE THOMSON ARC LAMP.

This lamp is essentially a series lamp; that is, any number of them can be put on one circuit wire, but a single lamp, used alone, burns equally well. It consists of a metal frame supporting at the bottom the holder for the globe and lower carbon, which is insulated from the frame.

The annexed figure of the plain lamp will convey an understanding of its general appearance. The upper carbon is fed downward by the mechanism contained in the box above, and is carried by a vertical round rod called the carbon holding rod.

In the regulating box of the lamp there exists a simple mechanism, the result of careful study and experiment to discover the best and simplest combination of appliances, which would obviate the necessity for the use of clockwork or dash-pots, from which fluids might be accidentally spilled, for obtaining a gradual feeding of the carbon as fast as it is consumed in producing the light, and at the same time to maintain the arc or space between the carbons in burning, of such extent as to give a steady, noiseless light, of greatest possible economy.

The lamp, once adjusted, does not require any readjustment, and, in fact, is built in such a manner as to avoid the presence of adjusting devices in it. The lamp also contains an automatic safety device for preserving the continuity of the circuit in case of accidental injury to the feeding mechanism or the carbons of the lamps. This is quite important when a considerable number of lights are operated upon one circuit wire, as a break in the circuit, due to a defective lamp, would result in the extinguishment of all the lights. With the safety device mentioned, such a break does not occur, but the flow of current is preserved through the faulty lamp.

By an exceedingly simple device upon the carbon holding rod, the lamps are extinguished when the carbons are burned out, and injury by burning the holders completely avoided.

The system is based upon the joint inventions of Elihu Thomson and Edwin J. Houston, for generators, regulators, and electric lamps, and also the patents of Elihu Thomson, in generators, regulators, and electric lamps; all of which are now operated and controlled by the Thomson-Houston Electric Co., 131 Devonshire Street, Boston, Mass.

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A MODIFICATION OF THE VIBRATING BELL.

One of the causes which gives rise to induction in the telephone lines running along the Belgian railroads is that there are so many electric bells in the stations.

Mr. Lippens proposes as a remedy for the trouble a slight modification of the vibrating bell of his invention so as to exclude from the line the extra currents from the bell.

In one of the styles (Fig. 1) a spring, R, is attached at T to a fixed metallic rod, and presses against the rod, T¹. The current enters through the terminal, B, traverses the bobbins, passes through T, through the spring, through T¹, and makes its exit through the other terminal. The armature is attracted, and the point, P, fixed thereto draws back the spring from the rod, T¹, and interrupts the current; but, at the moment at which the point touches the spring, and before the latter has been detached from the rod, T¹, the electro-magnet becomes included in a short circuit, and the line current, instead of passing through the bobbins for a very short time, passes through the wire, T, the armature, and the rod, T¹, so that the extra current is no longer sent into the line.

In another style (Fig. 2) the current is not interrupted at all, but enters through the terminal, B, traverses the bobbins, and goes through C to the terminal, B.

As soon as the armature is attracted, the spring, R, which is fixed to it presses against the fixed metallic rod, T, and thus gives the electricity a shorter travel than it would take by preference. The current ceases, then, to pass through the bobbins, demagnetization occurs, and the spring that holds the armature separates anew. The current now passes for a second time into the bobbins and produces a new action, and so on. There is no longer, then, any interruption of the current, and the motions of the hammer are brought about by the change in direction of the current, which alternately traverses and leaves the bobbins.

In a communication that he has addressed to us on the subject of these bells, Mr. Lippens adds a few details in regard to the mode of applying the ground pile to micro-telephone stations.