LIBRARY 
 
 OF THE 
 
 UNIVERSITY OF CALIFORNIA. 
 
THE 
 
 BERLIN-ZOSSEN 
 ELECTRIC RAILWAY TESTS 
 
 OF 19O3. 
 
 A REPORT OF THE TEST RUNS MADE ON THE 
 BERLIN-ZOSSEN RAILROAD IN THE MONTHS 
 OE SEPTEMBER TO NOVEMBER 
 1903- 
 
 TRANSLATED FROM THE GERMAN 
 
 BY 
 
 FRANZ WELZ, E.E. 
 
 WITH AN INTRODUCTION DISCUSSING THE GENERAL 
 SUBJECT OF TRAIN RESISTANCE 
 
 BY 
 
 LOUIS BELL, PH.D., 
 
 Tr=j-3^^ Mem. Am. Inst. E/rc. Eng. 
 
 or THF ' ^ 
 j DIVERSITY ) 
 
 NEW YORK: 
 
 McGRAW PUBLISHING COMPANY. 
 
 1905. 
 
3ENERAL 
 
 Copyrighted, 1905, 
 
 BY THE 
 
 McGRAW PUBLISHING COMPANY, 
 NEW YORK. 
 
 ROBERT DRUMMOND, PRINTER, NEW YORK. 
 
CONTENTS. 
 
 PAGE 
 
 INTRODUCTION ........................................................... v 
 
 I. PREPARATORY WORK. 
 
 i . CONSTRUCTION OF THE NEW ROAD .......................................... i 
 
 2. CHANGES IN THE OVERHEAD LINES ....... - .'. ............................... 5 
 
 3. ELECTRICAL EQUIPMENT OF THE CARS ....................................... 7 
 
 4. RECONSTRUCTION OF THE HIGH-SPEED CARS .................................. 12 
 
 5. MEASURING-INSTRUMENTS ................................... ............... 17 
 
 6. SIGNAL APPARATUS ......................................................... 23 
 
 II. RESULTS OF THE TEST RUNS. 
 
 1. BRAKING AND STARTING PERIOD ...................................... ....... 24 
 
 2. AIR AND TRAIN RESISTANCE ................................................ 29 
 
 3. POWER CONSUMPTION ....................................................... 33 
 
 4. BEHAVIOR OF THE CAR DURING SERVICE ..................................... 37 
 
 5. BEHAVIOR OF THE NEW ROAD-BED DURING THE TESTS ...... ................. 39 
 
 III. FINAL REMARKS 
 
 IV. APPENDIX. 
 
 HIGH-SPEED ELECTRIC RAILWAY, BERLIN-HAMBURG .............................. 43 
 
 152344 
 
INTRODUCTION. 
 
 THE tests on the Berlin-Zossen line recorded in this volume occupy a unique 
 place in the history of modern engineering. They represent a deliberate, thor- 
 oughly organized and highly successful effort, on the part of a syndicate for research, 
 at solving the greatest problem of twentieth-century transportation ; that is, the 
 application of electric traction to very greatly increased railway speeds. The 
 subject has been in the air for more than a decade, and has stayed there, mainly 
 on account of the lack of sufficient experimental data to justify the large invest- 
 ments necessary to such operations. More than a dozen years ago the projected 
 fast line between St. Louis and Chicago brought the subject before the 
 public eye, and had not the ensuing period of extreme commercial depression 
 forced it into the background that line would very probably have become a 
 successful reality. The writer was one of the group of engineers that investi- 
 gated the project, and the concurrent opinion even at that early day was deci- 
 dedly in favor of its feasibility. The general features of the equipment as pro- 
 posed were along the same lines followed by the German experimenters, and 
 the success reached by the latter confirms to-day the auguries of Dr. Adams 
 and his associates. But Fate was against the American enterprise, and the 
 glory of the achievement rests with our German confreres. 
 
 Moreover, they attacked the task in the right spirit and by the right methods, 
 deliberately expending time and money without hesitation in obtaining on a 
 practical scale full experimental data on the subject before undertaking a com- 
 mercial equipment. There was little in the prior art of electric railroading to 
 give an adequate standing-ground, for the traction work of ten years past has 
 been assiduously devoted to work with direct-current motors at low voltage 
 and to speeds which, while high compared to the tramway speeds of bygone 
 years, were yet far too low to furnish valuable guidance in the premises. In 
 fact the data from ordinary interurban lines have been for the most part not 
 only of small value, but positively misleading. The enormous speeds contem- 
 
vi INTRODUCTION. 
 
 plated in the Zossen work demand concurrent attention to working conductors, 
 motive-power equipment, brakes, car body, trucks, track, and road-bed. The 
 performances of the more ambitious electric roads, which have been merely 
 tramways of a larger growth in construction and equipment, neglecting for the 
 most part all the refinements which demand radical departure from so-called 
 standard methods, have conjured up difficulties at high speed which the event 
 has proved to be of little consequence. The Zossen tests began at the begin- 
 ning of things with an equipment designed irrespective of tramway precedents 
 and for the special purpose at hand. The earlier trials, to be sure, used the then 
 ordinary track and road-bed of the Prussian State Railways, and found it want- 
 ing, as might have been, and probably was, anticipated; but the next step was 
 to reconstruct track and road-bed to meet the new requirements, which insured 
 final success. 
 
 The points at issue in the Berlin-Zossen experiments were, first, the feasi- 
 bility of adequate power supply to a moving train at high speed; second, the 
 determination of the actual power required at such speeds, and third, the con- 
 struction of roadway and rolling-stock required to make such speeds mechan- 
 ically secure. 
 
 As regards the supply of power to a car at 100 miles per hour and upward 
 over considerable distances there were few precedents to serve for guidance. 
 High voltage on the working conductor was a necessity, and that of itself was 
 looked at askance by the conservative element. Moreover, in the existing state 
 of the art three-phase induction motors were practically the only refuge for 
 motive power, which implied at least two, and actually three, flying contacts. 
 Side-bearing triple-bow trolleys were decided upon, and, as appears from the 
 account of the trials, eventually proved extremely satisfactory. They had the 
 merit of allowing the working conductors to be placed so that the bows would 
 bear along the sides of the catenary curves, instead of having to follow them as 
 in ordinary overhead construction. Moreover, while in the case of a street car, 
 running as it does on a relatively rough track with sharp curves, sidewise oscil- 
 lation is likely to be troublesome if one tries to use a side trolley, at these very 
 high speeds oscillation must for the sake of safety be kept down to very moder- 
 ate limits by careful design of trucks and roadway, and the side bearing becomes 
 relatively much easier than an underrunning bearing. The trolley as finally 
 evolved is most ingenious, especially in'respect to the air pressure vanes adjust- 
 ing the bearing pressure to the exigencies of the speed. 
 
INTRODUCTION. vii 
 
 The results obtained from it seem to have been such as to leave no doubt 
 whatever of the adequacy of the apparatus for taking off without trouble 
 ample current for the heaviest work required in operating up to 120 or 130 miles 
 per hour. For such a case suspended wires are obviously much simpler than 
 any third-rail construction, which is enormously difficult to insulate for any 
 voltage high enough to be of use in the class of work here attempted. The only 
 direction in which a material simplification could be found is that toward single- 
 phase distribution whether used directly or reconverted on the car. Of this the 
 Zossen experimenters speak hopefully but guardedly. Certainly it would require 
 motors advanced very far beyond anything as yet probable to allow of dupli- 
 cating the admirable 'performance of the three-phase induction motors with 
 which the experimental cars were equipped. It is enough, at all events, that the 
 supply system worked smoothly and effectively as there constituted a change 
 to single-phase operation would merely simplify it in a way obviously advan- 
 tageous, but not necessary from the standpoint of successful operation. 
 
 As regards the motors enough experience had been acquired to make their 
 performance substantially a certainty in advance, the only material question 
 left being whether they were of adequate output for the work in view. In point 
 of fact the motor equipment proved not only amply large, but easily capable 
 of far greater acceleration than was attempted. To avoid undue calls upon the 
 commercial station which furnished the power, the acceleration was normally 
 kept at about 0.5 to 0.6 foot per second per second, which called for about 500 
 H.P. in excess of that required for continuous runs. This allowed the cars 
 easily to reach a speed of 100 m.p.h. in some six or eight miles, which was con- 
 sidered ample for the class of work toward which the experiments were directed. 
 Retardation by brakes was relatively prompt, the cars being brought to rest 
 from speeds between 100 and no m.p.h. in a little less than a minute and in a 
 space of about seven-eighths of a mile. The general equipment of the cars was 
 considerably improved over that used in the trials a year or so previously, par- 
 ticularly in the facilities for exact determinations of power and speed, so that 
 the records of 1903 are far fuller and more complete than the previous ones, 
 and the data obtained are correspondingly more valuable. 
 
 The determination of the power required for very high speeds was perhaps 
 the most important function of the Zossen tests, since not only was it a quantity 
 very imperfectly known, but opinions were current even among engineers who 
 ought to have known better that the air and track resistances would rise to a 
 
viii INTRODUCTION. 
 
 prohibitive point long before the projected speeds were reached. These judg- 
 ments were the natural results of reckless extrapolation from uncertain data, 
 and have been completely discredited by the figures actually obtained, which 
 are themselves materially higher than would have been reached had the car- 
 fronts been shaped rigorously with regard to minimum air resistance, as the 
 account of the work clearly shows. 
 
 The whole subject of train resistance at high speeds has been involved in 
 great uncertainty ; and while the Zossen tests have gone far toward clearing up 
 the difficulties, particularly in furnishing at last a reliable value of the coeffi- 
 cient of air resistance, much work still remains to be done. 
 
 The energy spent in pulling a train over its track may be roughly divided 
 into five elements: work against gravity; work of acceleration; internal resist- 
 ance (i.e., that due to friction within the rolling-stock) ; external resistances, 
 due to interaction between rolling-stock and track ; and air resistance. Of these 
 several items the first two, as such, are pretty definite in character and can be 
 figured in a given case with reasonable precision. The last three are extremely 
 hard to separate and have been the source of many difficulties. 
 
 The internal resistances are due mainly to rolling friction at the journal- 
 boxes, but also to friction at every point in the chain of rolling-stock where there 
 is lack of rigidity. The cars sway and grind on their supports, the bogies and 
 couplings writhe, and at every point where there is flexibility there is a chance 
 for the waste of energy. In cases where there is considerable vibration these 
 minor sources of loss may aggregate a' very perceptible fraction of the total inter- 
 nal resistance, quite enough at least to vitiate conclusions based on the theory 
 of ordinary rolling friction at the journals. For a given car the theory of bear- 
 ing friction as developed by Thurston and others would indicate a resistance 
 increasing directly with the speed. The other factors in the internal resist- 
 ance certainly are not so simply related to the speed. On the contrary they 
 may vary in a very erratic manner and are dependent in no small degree on 
 the contour of the track and the distribution of the weights in the rolling-stock 
 itself. Above certain unknown values of the speed they may increase suddenly 
 at an extraordinary rate and may react on the external resistances in a very 
 serious manner. In the various series of tests on the Zossen line these facts 
 came out in a most striking manner. On the earlier track used it was found 
 that at 80 to 90 miles per hour a condition was reached in which swaying and 
 jumping of the car became so great as to involve danger. At this point not only 
 
INTRODUCTION. be 
 
 was the internal resistance ' sharply increased, but the external resistance like- 
 wise, and neither in any simple way. It would seem probable from the later 
 experiments that much depends on the proper distribution of the weights, and 
 in fact the beneficial effect of counterbalancing in the motor-car was very strik- 
 ing. Really one of the most significant facts brought out in the experiments 
 here recorded was the necessity of careful design of the trucks to insure smooth 
 running at high speeds, and it must be remembered that when a car does not 
 run smoothly both the interior and exterior resistances will increase. With all 
 conditions favorable the internal resistances are the smallest of those which 
 affect a high-speed train, but under certain conditions they may directly and 
 indirectly cause no small amount of trouble. 
 
 The external resistances of a train are those which exist as between the 
 rolling-stock and the track. They include the various reactions between the 
 wheel and the rail on which it runs, not only metallic friction, but the effects 
 of roughness in the track and of displacements in the road-bed. In fairly long 
 trains at moderate speeds on good track the external resistance is not large, 
 but, large or small, it is a very uncertain variable. Its factors in the main consist 
 of pure friction between wheel and rail, flange friction, and resistances not 
 included in those ordinarily charged to gravity, but due to pulling the train over 
 initial or impressed roughnesses in the track. There is also probably a certain 
 grinding friction between the driving-wheels and the track, even when slipping 
 in the ordinary sense is very slight. Certainly pretty strong evidence exists 
 of a marked difference in the effect of rolling- and of driving-wheels upon general 
 tractive effort. 
 
 Now broadly these elements of resistance tend to increase with the speed, 
 but taking them one by one it is easy to see that so simple a conclusion is unsafe. 
 The ordinary friction of the rolling-wheels probably does vary with speed, but 
 such friction as is due to the bite of the driving-wheels must also tend to increase 
 with the increase of the total tractive effort itself. Flange friction, on the other 
 hand, depends largely upon accidental conditions, such as lateral wind pressure, 
 the swaying of the cars, and the contour of the track. As a whole it is likely to 
 increase as the first power of the speed rather than as any other power, but it 
 may almost disappear at any speed whatever. 
 
 The track resistances are likewise somewhat erratic and difficult of analy- 
 sis. As a matter of experiment the fact stands out that in very many runs at 
 high speeds the apparent track resistances have been very low indeed, even 
 
x INTRODUCTION. 
 
 down to 8 Ibs. per ton, or less, at speeds above 75 miles per hour. Any larger 
 estimate would fail to leave room for the known values of atmospheric resistance. 
 In these latest Zossen tests, even at speeds a little in excess of 100 miles per 
 hour the total resistance of a heavy sleeping-car, used as a trailer, proved to be 
 a trifle below 16 Ibs. per ton; so that if the track resistance be considered a linear 
 function of the speed, the coefficient at low speed determined by the data just 
 given would be far too small to fit the direct experiments, of which there are 
 many. There is a strong probability, amounting in fact almost to certainty, that 
 the external resistances, especially those due to the track, pass through a maximum 
 or maxima, and may actually be less at low and at high speeds than at some 
 intermediate point. 
 
 In fact in Plate XVa, wherein the total friction losses are plotted as func- 
 tion of the speed, there is actually shown a greater rate of increase at low speeds 
 than at high, with a minimum slope between 60 and 70 miles per hour. As cer- 
 tain of the total resistances undoubtedly do increase steadily with the speed, 
 certain others must decrease in order to give the curve the form observed. 
 
 With the means yet available for separating the various factors of resist- 
 ance it is very difficult to determine the nature of such variations as these. It 
 is, however, quite conceivable that in the yielding of track and road-bed the abso- 
 lute duration of pressure may enter as an essential element. In such case it 
 may be that a train moving at the rate of 100 feet per second, or more, may vir- 
 tually be dealing with a smoother track than at lower speeds. In the case of 
 fairly long trains, too, the internal resistances due to swaying may become less 
 prominent at high speed. In this connection it is a matter of common observa- 
 tion that on a given line the running at high speeds often seems relatively 
 smoother than at low speeds. 
 
 It has been customary to put the train resistances other than air resist- 
 ance in the general form 
 
 A+BV, 
 
 A being an absolute term irrespective of speed, and B a constant coefficient of 
 the speed term. As a matter of experience such formulae have been successfully 
 applied to the total resistances, including air pressure, over fairly wide ranges 
 of speed. Such are the train formulas of Sinclair and Vauclain, which are soundly 
 based on experiments up to, say, 60 to 70 miles per hour. If B, considered as . 
 representing the general resistances other than air pressure, is really a variable, 
 
INTRODUCTION. xi 
 
 as these latest tests would seem to unite with other evidence in confirming, the 
 sufficiency of these simple formulae, within limits, in spite of the known term 
 in V 2 due to air resistance, is explained. For the diminution of B at moderately 
 high speeds would then tend to compensate for the increasing air resistance 
 and would tend to bring the formula into accordance with the experiments. 
 By far the most important technical result, however, of the Zossen tests 
 is the determination of the air resistance. This has been the bugaboo of ultra- 
 conservative engineers in considering the question of high-speed railway service. 
 In nearly all the earlier formulae in which V 2 has appeared its coefficient has been 
 very much larger than is now found to be correct ; and as a result, while these 
 formulae gave fair results at moderate speeds, they broke down entirely at high 
 speeds. For example, Smeaton's value for air resistance at 60 miles per hour 
 is more than three times that found in the Zossen runs, and Hagen's, derived 
 at better speeds, is too large by fifty per cent. The result of these errors was to 
 give an altogether exaggerated idea of the power required to drive trains at high 
 speed. The typical modern formula for train resistance has taken the form 
 
 A+BV + CV*, 1 
 
 and the vital point to be determined has been the^ coefficient C for a normal 
 plane surface. The Zossen experiments were carefully planned with respect 
 to the determination of this quantity, and the results thus obtained are probably 
 by far the most trustworthy yet reached. The experiments on this matter 
 with moving trains are not easy on account of various factors which have to 
 be eliminated, but from a practical standpoint they are far more reliable than 
 those made with whirling bodies, which upon the whole have given very discord- 
 ant results. The net result of the Zossen tests was to give 0.0052 as the coeffi- 
 cient of V 2 when the pressure is taken in kilograms per square meter, and the 
 speed in kilometers per hour. The value used by artillerists for projectiles at 
 moderate velocity is .0051 when reduced to the same terms, so that the facts, 
 thus derived from two entirely different lines of experiment are in substantial 
 agreement. The corresponding coefficient for square feet, pounds, and miles 
 per hour is approximately .0027. It should be noted in this connection that 
 no other experiments with actual cars have reached anything like the velocities 
 recorded at Zossen, so that these values are the only ones not subject to the 
 errors of wide extrapolation. 
 
xii INTRODUCTION. 
 
 A most essential feature of any consideration of the air resistance to high- 
 speed trains is the possible effect of shaping the head so as to reduce the coeffi- 
 cient of V 2 . It has of course long been known that a wedged-shaped or para- 
 bolic head would very materially reduce resistance. Detachable "noses" were 
 therefore used in the Zossen tests with some success, although they were not 
 so arranged as to be fully effective. They were, however, sufficient to show 
 that with a fairly rounded front the resistance coefficient lies a trifle below .0025. 
 The difficulty in estimating the really effective area of so complicated a shape 
 as a car-front is the cause of the remaining uncertainty, especially when one 
 tries at once to include front and lateral resistances. There are, also, certain 
 air-resistance effects at the stern, so to speak, of a train which may very possibly 
 be reduced by proper shaping. 
 
 But these refinements, while assuredly of some importance in future work, 
 do not bear immediately upon work now in progress. They must be considered, 
 however, as part of the general theory. 
 
 The main trouble in reducing the data now at hand to working formulas 
 lies in the general desire to get into simple terms a thing which is essentially 
 complex. Most train formulas have been in terms of pounds of tractive effort 
 per ton of weight. So long as the air resistance was but a small part of the total, 
 either from low speed or from dealing with long and heavy trains, a ton coeffi- 
 cient was measurably easy, but air resistance as such is not a question of weight 
 but of area, and must be so treated. Ordinarily a reduction to terms of ton- 
 nage is made by using square feet of exposed surface per ton in the appropriate 
 coefficient. At very high speed the air pressure is in so far predominant that it 
 would seem wiser to treat it separately. The results obtained in the Zossen runs, 
 for instance, take on a most extraordinary appearance when put into the usual 
 shape. In powers of V the curve XVa becomes to a close approximation 
 
 Of course some modification of the coefficients can be made without throwing 
 the computed resistances wide of the experiments, but the essential facts are 
 that the coefficients of V and V 2 are much lower than usually assumed. In 
 particular the fractional resistances, owing to. the weight of the car and the care- 
 ful work done on the trucks to insure smooth running, are apparently extremely 
 low, less in fact than 7 Ibs. per ton. The resistance for a trailer already noted 
 shows both the effect of lacking proper running balance and the undesirability 
 
INTRODUCTION. xiii 
 
 of using formulae of the tonnage type outside of a very narrow range beyond 
 the experimental case. The addition of a single trailer throws the formula out 
 of court, and a modification of the formula to fit this particular trailer would 
 again become useless with a small variation of conditions. 
 
 In other words, no simple formula can be made to express the widely vary- 
 ing facts. If the whole range be cut up into short sections, short formulae can 
 be made applicable. Even purely linear formulas work well if the range of speed 
 is not great enough to make the curvature of the air-pressure line prominent. 
 For example, in Plate XI, between 90 and 130 miles per hour, a straight line can 
 be made to fit the experimental points nearly as well as the present curve, and the 
 same fact is true of shorter distances elsewhere on the curve. If a single general 
 formula is desired, it can most easily be obtained by making it apply to the total 
 resistance and building it up of a sum of terms relating first to tonnage and second 
 to air resistance, both sets probably including the number of cars. It is quite 
 possible that such a generalization might be made, but in the present state of 
 knowledge it would be a most formidable task. 
 
 The hints on train design given by the Zossen work are very important 
 where high speeds are to be considered, and should be closely followed up in all 
 attempts at high-speed work. Smooth running is essential not only to low 
 resistance, but from every point of view, and this can be secured only by close 
 attention to the details of the cars and trucks, as well as track and road-bed. 
 
 The additional experimental facts most needed for the study of train resist- 
 ance are, first, those which will give a clear view of the resistances aside from air 
 pressure, and second, those which relate to lateral wind pressure. These at 
 present must be taken care of by a sufficient factor of safety in the motive power. 
 The great essential thing shown by the Zossen tests is that it is entirely feasible 
 to operate electric trains at speeds very much greater than those now usual, without 
 demanding an unreasonably large amount of energy and without any radical 
 departure from existing conditions in roadway or in rolling-stock. It is a long 
 step, however, from this demonstration to the practical operation of high-speed 
 trains, not on account of the technical difficulties of the case, but by reason of 
 its commercial aspects, including the hesitancy of existing railroads, in inaugu- 
 rating a high-speed campaign with electricity or any other motive power. 
 
 An interesting and valuable feature of the present discussion is the working 
 out in detail by each of the great electric companies which participated in the 
 Berlin-Zossen work of a definite project for the commercial application of 
 
xiv INTRODUCTION. 
 
 the results. Each project deals with a line between Berlin and Hamburg 
 planned for a schedule speed of about 100 miles per hour, and each is based 
 upon the use of methods and apparatus already tried: three-phase distribution 
 to motor-cars similar to those already operated, with cars of the existing vesti- 
 buled type used on the through trains, fitted with trucks modified in view of the 
 tests so as to secure smoother running. Whatever improvements may later be 
 made in methods will therefore tend to improve the situation. 
 
 Of the two the Siemens-Halske plan is the more conservative in assuming 
 only a moderate traffic and planning for a single-track road with a turnout at 
 its middle point, operating trains on a two-hour schedule, and entering the ter- 
 mini over existing tracks. A modification of this project provides for double- 
 tracking the line and running an hourly schedule. The main difficulty in formu- 
 lating a plan for such work lies in the practical impossibility of making a just 
 estimate of the probable traffic. The route of the line would certainly be the 
 most productive in Germany, on account of the size and great commercial activity 
 of the termini. It is long enough, too, to bring out at least some of the charac- 
 teristic advantages of high-speed work, although a hundred miles, greater run 
 would make them more prominent. That such a line would catch substantially 
 all the express-train through traffic now existing admits of little doubt, and it 
 is altogether probable that a regular two-hour service at the speed proposed 
 would do much more than this. 
 
 For there are generally to be found many passengers who would travel by the 
 slower trains to gain an advantage in fare, but to whom the great saving in time 
 by the fast electric line would prove of value enough to encourage them to patron- 
 ize it. In addition the two-hour service regularly maintained would attract 
 many passengers who for one reason or another now start from the termini at 
 times when no express service is available. One million passengers per year 
 would not seem an excessive estimate of the traffic promptly available, and the 
 single-track estimate of Siemens-Halske shows a modest but still reasonably 
 good profit with traffic of little more than half this amount. It is somewhat 
 questionable whether an hourly service would attract enough extra traffic to 
 compensate for the cost of double-tracking the road and increasing the plant, 
 but the system would doubtless grow to it. The plan of the Allgemeine Elek- 
 tricitats-Gesellschaft is more ambitious, including a double-track line with inde- 
 pendent entrances into the termini and a half -hourly service. The independent 
 entrances strike one as rather necessary in order to maintain a free service and 
 
INTRODUCTION. xv 
 
 to keep up the schedule, but the value of the half-hourly schedule as an additional 
 traffic-winner is not so clear. If a two-hour service with extra trains during 
 part of the day could be arranged for a single-track line with its own entrances 
 into Berlin and Hamburg, the receipts would probably bear a larger proportion 
 to the investment than in any of the present projects. These are, however, 
 matters that can be more advantageously discussed in the light of further knowl- 
 
 .--a 
 
 edge of the traffic possibilities. Not much light is thrown on the problem by the 
 gains in traffic on existing electric lines, for the class of service is something 
 altogether different from anything yet attempted. 
 
 In our own country there are several very promising opportunities for fast 
 lines. Boston and New York, New York and Washington, Chicago and St. Louis, 
 are all routes amply able to furnish suitable density of traffic. A line from New 
 York to Chicago, although involving a very large investment, would still be a 
 very exceptional winner of traffic, both between these termini independently 
 and as part of the route further westward. 
 
 It is hard, howevei, to see how some ot these lines could be built in face 
 of the inevitable opposition from the existing lines which would suffer by their 
 competition. 
 
 From an engineering standpoint the difficulties of this fast service, thanks 
 to the work on the Berlin-Zossen line, are no longer formidable. The way has 
 already been clearly shown, and while there are still numerous minor problems 
 to be solved, they are of a rather commonplace nature. It is a tremendous 
 gain that the broad features of the work have been already sketched out, and 
 it is not putting the case too strongly to say that a project for hundred-mile-an- 
 hour service has to-day nothing of difficulty to stagger the competent engineer. 
 The matter has become merely one of dollars and cents, and granted the pos- 
 sibility of getting available rights, the commercial outlook is not forbidding. This 
 is much to say of so revolutionary a change in methods of travel, and yet it is 
 fully justified by the facts. Americans are persistent travelers, and delay is 
 irksome to them, so that a really fast line in this country would gather traffic 
 in a measure possible in no other country. The work awaits the man with dash 
 and courage enough to carry it through. 
 
 Meanwhile one can hardly overestimate the splendid work that the Studien- 
 gesellschaft has done for Germany and for the world in pushing to a triumphant 
 conclusion what may be fairly rated as one of the most imposing scientific in- 
 vestigations in history in its bearing on human enterprise. The Atlantic cable 
 
xvi INTRODUCTION. 
 
 is the single great experiment of commensurate importance ; and while we now 
 see the cable's value clearly, we can hardly yet appreciate the revolution in 
 communication that would be wrought were the Berlin-Zossen tests pushed to 
 their legitimate conclusion. In the fullness of time the work of the Studien- 
 gesellschaft will bear fruit worthy of its promise, and the world will realize the 
 debt it owes to the unwearied energy of this brilliant and determined group 
 of engineers and captains of industry. 
 
 Louis BELL. 
 
BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 LAST year, from the beginning of September to the end of November, the 
 " Studiengesellschaft " carried on successfully a third series of high-speed railway 
 tests on the Military Railroad. These numerous and successful test runs have 
 made it possible to make exact measurements and gather important data regard- 
 ing high-speed service. The following report contains an account of: (i) The 
 preparations for the tests; (2) the improvements of the road and of the rolling- 
 stock; and (3) of some new measuring instruments. The report also describes 
 the method of procedure and gives the results of the test runs. 
 
 I. PREPARATORY WORK, 
 i. Construction of the New Road. 
 
 The Ministry of Public Works agreed to aid the "Studiengesellschaft" in 
 their work by loaning ties, rails, and the iron material used in the construction 
 of the track. The Minister of War offered to lay the new tracks, and, if neces- 
 sary, to restore the old tracks for a nominal sum after the completion of the 
 tests. The "Studiengesellschaft" had, therefore, nothing to buy except the 
 ballast and the supports for the guide-rails, which amounted to about $59,450. 
 As this amount was not available, the "Studiengesellschaft" petitioned the 
 Minister of Public Works for a loan of $71,380 in addition to the loan of mate- 
 rial. This petition was granted by the Minister after it had been approved by 
 the State Representatives, and it was, therefore, possible to start the construc- 
 tion of the new track in the spring of 1903. Commencing with April aist the 
 following material was delivered : 
 
 20,000 cubic meters (706,400 cu. ft.) crushed stone for ballast. 
 
 34,800 ties. 
 
 46,193 meters (151,800 feet) of steel rails. 
 
 34,445 meters (113,050 feet) old rails, used as guide-rails. 
 
BERLIN -ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 1,588 metric tons (1,752 tons) of iron materials. 
 
 6 track switches. 
 
 60,000 supports for the guide-rails. 
 
 As a result of extensive tests made by Railroad Director Schubert on 
 different materials, crushed stone from the Sproitz stone quarries, in lower Silesia, 
 in the sizes of 7 to 10 cm. (2.75 to 3.93 inches) diameter, was used for ballast. The 
 pine ties were impregnated at the works of Rutgers, in Finkenheerd, with chloride 
 of zinc and tar, the latter containing a small part of carbolic acid. Beech pegs 
 were screwed into the ties, according to the method of Collet, as shown in Figure i. 
 
 FIG. i. 
 
 The rails of Bessemer and Martin steel, profile 8 of the Prussian railways, were 
 12 m. (39.36 feet) long and weighed 41 kg. per running meter (27.49 Ibs. p. ft.), 
 while the rails heretofore employed weighed but 33.4 kg. p. m. (22.39 lbs - P- ft.). 
 As guide-rails, old rails, profile 6 of the State railroads, were employed. The 
 supports for the guide-rails were of cast iron and weighed n kg. (24.2 Ibs.) each. 
 Thanks to the excellent management of the Royal Railroad Administration 
 at Berlin and the Administration of the Military Railroad, the acquisition and 
 the delivery of the material during the reconstruction was brought about in 
 time so that only one interruption of a few days took place, and that on account 
 
BERLIN -ZOSSEN ELECTRIC RAILWAY TESTS. 3 
 
 of lack of ties. The reconstruction of the section Marienfelde-Zossen, 23 km. 
 (14.28 miles) in length, was done by the railroad corps during the time from May 
 nth to August 28th, 1903, without any accident and without interrupting in the 
 least the service of the Military Railroad. 
 
 The line to be reconstructed was divided into three sections of equal length, 
 and each one of the three regiments~"of the railroad brigade was charged with 
 
 FIG. 2. 
 
 the reconstruction of one of these sections, which had to be finished within a pre- 
 determined period of time. As the Military Railroad possessed only one track, 
 and as the service could not be interrupted, the work had to be arranged in such 
 a way that all preparations, such as removing the dirt from the ties, distributing 
 the iron material, loosening the exterior tie-bolts and also one screw in each bed- 
 plate, and the leveling of the new reconstructed section, had to be done during 
 the day, while the removal of the old track and the laying of the new had to be 
 
4 BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 done in the night. A man working 12 hours a day averaged, according to the 
 conditions of the old track, from 1.486 to 1.642 m. (4.888 to 5.389 feet) of recon- 
 structed track per day. The reconstruction had to be executed partially under 
 very unfavorable weather conditions and under very great restrictions as to 
 space, on account of the proximity of another railroad. The railroad regi- 
 ments deserve great credit for the excellent work, the accomplishment of which 
 was made possible only by a thorough and proper preparation of all the details 
 for the reconstruction by the Administration of the Military Railroad and by 
 the indefatigable activity of all officials of this body, and especially of the 
 Service Inspection Department No. i. The type of construction of the new road 
 is shown in Figures i and 2. Eighteen ties were used per rail length and were 
 laid with 685 mm. (26.96 inches) between centers, except at the rail joints, where 
 the distance was reduced to 530 mm. (20.87 inches), and 600 mm. (23.62 inches) 
 respectively. In order to make the track construction more safe all the ties 
 were equipped with hook-plates (Figure 2). Upon the request of the Georg- 
 Marienhuette, of Osnabrueck, at kilometer post 18.5 a special track construc- 
 tion employing capping joints was used for a length of 250 m. (820 feet). The 
 new track weighed, exclusive of the ties and guide-rails and fixings, 1 1 7.48 kg. p. m. 
 (79 Ibs. p. ft.), whereas the guide-rails with supports and fastenings weighed no 
 kg. p. m. (74.51 Ibs. p. ft.) . As only a moderate speed was maintained at the begin- 
 ning and at the end of the test track, the guide-rails were omitted upon these parts 
 of the track, and only the line from kilometer post 10.5 to kilometer post 27.5 
 was equipped with these rails. Figure 3 shows the beginning of the guide-rail 
 line near Lichtenrade. At the crossings, the part of the guide-rail which pro- 
 jected above the rail was cut down 25 mm. (i inch) in order to facilitate the passing 
 of the wagon traffic. The two switches in the main track at the Rangsdorf sta- 
 tion were taken out during the test period, but were arranged so that it was 
 possible to put them back during a night pause if occasion should demand. In 
 order to safeguard the switch in the main track at the Mahlow station, special 
 guide-rails were used, the arrangement of which is shown on Plate I for the 
 switch-point and on Plate II for the frog of the switch. These safeguards were 
 manufactured in the State Railway shops at Guben. The parts of the 'guide- 
 rails which are drawn in the above figures allowed the car to run through the 
 switch in the direction of the main track only. These parts were detachable 
 and were put on every day before the beginning of the tests and taken off 
 after the tests were finished. The putting on and the taking off was done by 
 
BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 5 
 
 the station laborers in 12 minutes for each switch. This arrangement made it 
 possible to use the switches for the regular service at a moment's notice and at 
 
 FIG. 3. 
 
 the same time allowed the high-speed cars to run through with as much safety as 
 on the open stretch. 
 
 2. Changes in the Overhead Lines. 
 
 In the first test year and likewise in the last the trolley gave no trouble up 
 to speeds of 160 km. p. hr. (100 miles p. hr.), and the collecting of the current 
 by the sliding bows from the trolley wires took place without difficulty; but at 
 
BERLIN -ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 higher speeds the sliding bows caused a marked swinging motion of the trolley 
 wires, which motion was carried over to the poles. It was found that this could 
 be remedied by fastening the poles with guy-wires. During heavy storms the 
 swinging of the wires was so great that they touched one another and the test 
 runs had to be stopped. In order to avoid such disturbances it was necessary to 
 place the poles nearer together. 
 
 At the beginning of this year's tests, disturbances occurred several times by 
 birds sitting on the lightning-arresters and grounding-devices and causing a 
 short-circuit, which was followed by the blowing of the fuse at the power-house. 
 
 Eartk, 
 
 FIG. 4. 
 
 These troubles were avoided by inserting an automatic oil circuit-breaker at 
 the distributing-pole, causing an interruption of the current if it exceeded a cer- 
 tain amount. A man was stationed at this point to read the instruments, and 
 to watch this oil-switch and throw it in again when it had been actuated. 
 
 In the first installation the feed wires were carried across the State Railroad 
 and the Military Railroad at Marienfelde in a cable laid under the tracks. At 
 the points where the cable was connected to the bare feed wires and to the trolley- 
 line, excessive voltage was observed several times during the tests. It is sup- 
 
BERLIN '-ZOSSEN ELECTRIC RAILWAY TESTS. ^ 
 
 posed to have been caused by a variation in the load in the overhead line, which 
 produced resonance effects at these points. These effects caused in one case a 
 short-circuit between the lightning-arrester and the corrugated iron wall of a 
 cable-box at Johannisthal, and in two other cases the cable at the feeding-point 
 at Marienfelde was destroyed. In order to prevent a repetition of such dis- 
 turbances bare wires were used instead of the cable for the crossing of the State 
 and Military Railroads. Besides, voltage safety cut-outs of the "Allgemeine 
 Elektricitats Gesellschaft " were installed at the feeding-point for the purpose 
 of discharging the excessive voltages in the overhead lines from one phase to 
 the other or to the ground. These voltage safety cut-outs (Figure 4) consisted 
 of an adjustable spark-gap, /, with a magnetic blow-out, m, and a water rheostat 
 w, inserted between the safety device and ground. The above described im- 
 provements gave excellent results and thereafter no other disturbances occurred 
 in the service. As an example of the excellent working of the grounding-device 
 and of the automatic circuit-breaker, the following incident may be cited : One of 
 the trolley wires which was carrying 40,000 volts, broke and fell upon the foot of 
 one of the employees without giving him the slightest shock, showing that the 
 wire had become dead immediately after the break had occurred. 
 
 3. Electrical Equipment of the Cars. 
 
 The sliding bows, which had given good results up to a speed of 160 km. 
 p. h. (100 miles p. hr.), frequently left the trolley wires at higher speeds, so that 
 the steady feeding of the current to the car, which is absolutely necessary in 
 order to attain the highest speeds, was interrupted. In so far as these defects 
 were caused by slight unevenness and by the swinging of the trolley wires, they 
 were remedied by guying the poles. But the principal cause of this unsatisfac- 
 tory working of the sliding bows was their elasticity and the comparatively large 
 mass of the sliding pieces and of the parts connected to the latter. At these 
 high speeds even the smallest changes in the direction of the line or the least 
 swinging of the car gave to the sliding bows an impulse in the transversal direc- 
 tion of the track, so that they were thrown off several inches from the trolley- 
 line. After several test runs had been made with car S, with different construc- 
 tions of the spring devices and of the sliding pieces, one construction, designed 
 by Siemens & Halske, proved to be the best. In this construction the sliding 
 
BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 FIG. 5. 
 
BERLIN -ZOSSEN ELECTRIC RAILWAY TESTS. 9 
 
 piece consisted of aluminum and was protected from too rapid wear by a brass 
 tube ij mm. (0.06 in.) thick being pushed over and enclosing the aluminum. The 
 weight of the former sliding piece was reduced by this construction from 850 g. 
 (1.87 Ibs.) to 600 g. (1.32 Ibs.) while retaining the same strength. A light steel 
 
 tube construction was used throughout in the moving parts of the trolley. Be- 
 sides this, the springs pressing the sliding bows to the trolley-lines were made 
 more elastic and adjusted in such a manner that the sliding pieces were pressed 
 to the wire with a pressure of only z\ to 3 kg. (5.5 to 6.6 Ibs.). This triple spring 
 arrangement is shown in Figure 5. The sliding pieces are held by long and thin 
 
IO 
 
 BERLIN -ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 blade springs, a, which are connected to the axis c by means of tubes. The axis 
 is held by another combined spring device, c and d, and the whole front part turns 
 around the axis e and is held in equilibrium by the spiral springs /. Originally 
 vanes were used with these sliding bows, thus utilizing the wind pressure at the 
 high speeds to keep the trolleys on the wires. At the higher speeds these vanes 
 proved to be too small, so that each sliding bow was equipped with another vane, 
 h, on a longer arm in order to make the air pressure more effective. The sliding 
 bows in their final form collected the current satisfactorily at the highest speeds, 
 
 FIG. 7. 
 
 and they were held to the trolley-line with an absolutely uniform pressure so 
 that there was no sparking and the wear was kept within reasonable limits. 
 After these changes had proved to be successful with car S, the sliding bows of 
 car A were also reconstructed along the same lines, and equally good results 
 were obtained (Figure 6). The switches which were used in car A in the first 
 series of tests were replaced by oil-switches. One of these oil-switches was installed 
 in each end of the car and served for cutting in and out the high tension. 
 Besides, each motor was equipped with a special oil-switch in order to enable the 
 motorman to cut it in and out independent of the others, and to run the car with 
 any number of motors. The possibility of cutting out each motor separately 
 had the great advantage of reducing the fluctuations of current in the trans- 
 formers, on the cars and in the power-house, and the excessive voltages pro- 
 duced by these fluctuations of current were kept very low. The construction of 
 such an oil-switch is shown in Figure 7. 
 
BERLIN -ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 ii 
 
 The water rheostat of car A, mentioned in the first report, had already under- 
 gone some changes last year. These were made to increase the rate of the water 
 circulation and the effect of the cooling-coil. The rheostat for the four motors, in 
 its present construction, is shown on Plate VIII and Villa in longitudinal and cross 
 section. The electrodes are mounted stationary in the apparatus, and the regu- 
 lation of the resistance is obtained by changing the water-level in the tank. The 
 water, to which a solution of sodium carbonate has been added, is maintained in 
 permanent circulation by centrifugal pumps, and is kept at a low temperature 
 by cooling-coils. The rheostat contains 1200 1. (317.04 gallons). At the high- 
 est level the resistance of the rheostat equals that of the armature. If, there- 
 fore, the metallic short-circuiting device is put in operation, a fluctuation of the 
 
 FIG. 8. 
 
 current takes place, which corresponds to the motor load at any given time. In 
 order to avoid these fluctuations, it would be advisable to insert two or three 
 notches with metallic resistance before the short-circuiting device is put in oper- 
 ation. Aside from that, the rheostat worked satisfactorily. It allows a very 
 smooth starting, is comparatively simple in construction, thus necessitating little 
 attention. Lastly, an artificial cooling device for the motors was installed on 
 car A, which installation presented no difficulties, as all had been prepared in 
 advance. The object of this arrangement was to study the effects of artificial 
 air-cooling on large motors. The arrangement is shown in Figure 8. Each 
 
12 BERLIN -ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 motor is provided with an electrically driven ventilator which sucks in air that 
 has been cleansed of dust and then forces it into the interior of the motor. The 
 air leaves the motor on the front side, as indicated by the arrows. This arrange- 
 ment has proved to be very efficient, but would not have been necessary in this 
 case, as the motors did not become excessively heated under ordinary service load. 
 
 The connections in car S were changed, inasmuch as the primary windings 
 of the motors were not thrown in simultaneously as before, but separately. The 
 motors of this car, which had not been provided with artificial cooling, showed 
 but slight heating on the daily runs. The temperature of the transformers of 
 both cars also remained within limits of good practice. In considering this and 
 the fact that during the short time of two to three hours, the duration of the 
 daily tests, the cars had to start from four to six times, there is no doubt that 
 the electrical equipment is fit for continuous service when long distances are to 
 be made at high speeds without stops. 
 
 No other changes in the electrical equipment of the two cars were necessary, 
 as in this form entirely satisfactory results were obtained. 
 
 4. Reconstruction of the High-speed Cars. 
 
 At the meeting of the Technical Committee, on April loth, 1902, the two elec- 
 trical firms who were interested in the " Studiengesellschaft " declared their 
 willingness to build, at their own expense, two new and completely equipped 
 eight-wheel swivel trucks for each one of the high-speed cars. The Technical 
 Committee accepted this offer with many thanks, and ordered its Executive Com- 
 mittee to work out new plans for the swivel trucks in accordance with the speci- 
 fications of the electrical firms. This was done, and it was found that an eight- 
 wheel swivel truck had to have a distance of 6 m. (19.64 feet) between wheel 
 centers in order to give sufficient room for the supporting springs, the equaliz- 
 ing levers, and for the braking apparatus. Swivel trucks of 'such a length 
 could not be built-in under the high-speed cars without completely recon- 
 structing the whole lower part of the car. As the latter change was not 
 intended, it seemed to be more suitable to reject these plans until an entirely 
 new car could be procured. The Technical Committee agreed to this, and 
 approved at its meeting of March 9th, 1903, the plans for a six-wheel swivel truck 
 with 5 m. (16.4 feet) between axles, the design of which was based upon expe- 
 rience gathered from the tests which were made in the fall of 1902. These trucks 
 were then built in the shops of "van der Zypen & Charlier," according to the 
 
BERLIN -ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 drawing on Plate III, and the high-speed cars equipped with them were put in 
 service in September, 1 903 . The new swivel trucks corre- , ?5 
 
 Cg^EK-^ 
 ^^ 
 7317- 
 
 arrangement to the principles laid down on page 35 of the 
 same report. Their side frame consists of single plates of 
 15 mm. (0.59 inch) thickness, which, as shown in Figure 9, 
 are bent over on the upper and lower sides. 
 
 At the lower intersection as well as at the journal-boxes 
 the frame-plates are strengthened by angles and plates. 
 The springs and equalizing levers are placed on the out- ! 
 
 side of the frame. The car body is carried by eight pans, 
 four on each truck. These are fastened between the center 
 axle and the exterior axles upon the truck frame and the 
 cross-girders, in the plane of the wheels. This arrange- 
 ment, which was recommended by Privy Counsellor von 
 Borries, takes the load off of the middle bolt and gives it 
 at the same time a play of 30 mm. (1.18 inches) on each 
 side of the center, in a line at right angles to the track ; 
 
 Dimensions 
 in mm. 
 
 'f""\ 
 
 
 I /7* J 
 
 FIG. 9. 
 
 the bolt is held in the middle position by flat springs the tension of which at 
 rest is 1500 kg. (3300 Ibs.), and in the exterior position reaches a maximum of 
 4000 kg. (8800 Ibs.). 
 
 The arrangement of the braking mechanism, as shown on Plate IV, is essen- 
 tially simpler than it was before. On account of the greater distance between 
 the wheels, it was possible to place the brake-cylinders between and in the plane 
 of the wheels. Each truck is equipped with two double and two single brake- 
 cylinders, and each piston acts by means of levers upon only one wheel. This 
 arrangement has almost done away with the heavy cross-rods and transmission 
 levers; the accurate and uniform adjustment of all the brake-shoes has been 
 facilitated, and the transmission of the braking power to the brake-shoes takes 
 place with greatly reduced friction losses. 
 
 In order to secure a uniform braking pressure upon the wheels of one axle, 
 the two cylinders are connected by a header, each pair being independent of 
 the others, so that in case of defects in the piping or valves of any one pair of 
 cylinders the working of the other cylinders is not affected. The air-brake can 
 be actuated from each of the motorman's platforms for both trucks simultane- 
 
14 BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 ously, and besides, the motorman is able to regulate at will the pressure in the 
 brake-cylinders by means of a valve installed on the platform. The car S was 
 equipped, as an experiment, with a pressure-regulator designed by Privy Coun- 
 sellor Wittfeld, which at decreasing speed allowed the air to escape from the 
 brake-cylinders at such a rate that the retardation remained constant during 
 the braking period. This pressure-regulator consists of a heavy pendulum 
 swinging in the direction in which the car is running, and when the retardation 
 of the car has attained a certain value, this pendulum swings out of the perpen- 
 dicular position, and at this point a valve is opened by means of an electrical 
 device, diminishing in this way the pressure in the brake-cylinders. 
 
 With an air-pressure in the brake-cylinders of from 6 to 8 atm. (88.3 to 
 117.78 Ibs. p. sq. inch abs.), the pressure exercised on each of the 24 brake-shoes 
 is 6000 to 8000 kg. (13,200 to 17,600 Ibs.), respectively, and the total pressure 
 amounts, therefore, to 145,000 or 192,000 kg., respectively (319,000 to 422,400 Ibs.), 
 equaling 154 or 205 per cent of the weight of the car. The ratio between 
 the pressure upon the brake-piston and the pressure upon the two brake- 
 shoes of a wheel actuated by this piston is i to 4; at the longest stroke of the 
 piston of 100 mm. (3.93 inches) the brake-shoes have therefore a throw of 
 25 mm. (0.98 inch). 
 
 The hand-brakes are applied by means of a hand-wheel installed upon the 
 platform and act only upon the two axles of the truck which are nearest to the 
 platform, and upon the same brake-shoes which are connected to the double 
 cylinders. On car A the middle axle and the front outside axle of the truck 
 are braked by hand, as shown on Plate IV, whereas on car S the hand-brake 
 acts upon the middle axle and the axle near to the middle of the car, as shown 
 on Plate XVII of last year's report. The restriction of the hand-brakes to only 
 two axles of the truck seems permissible, as even at the largest possible ratio of 
 transmission on the levers, the power exerted by hand is not sufficient to reach 
 the highest brake pressure upon four wheels. Supposing that at each hand- 
 wheel of the brake a power of 40 kg. (88 Ibs.) is applied, the pressure on each 
 of the 16 brake-shoes is then about 3430 kg. (7546 Ibs.), and the total pressure 
 about 54,880 kg. (120,736 Ibs.), equal to about 59% of the weight of the car. 
 The ratio of transmission in this case is i to 686. 
 
 The simplification of the truck frames and of the brake arrangement made 
 it possible to maintain for the new swivel trucks the same weight as for the old 
 ones notwithstanding that the wheel distance was greater and the strength 
 
BERLIN -ZOSSEN ELECTRIC RAILWAY TESTS. 15 
 
 of the truck was not diminished. Therefore there was no increase in the total 
 weight of the high-speed cars. 
 
 As already mentioned in the first report concerning the tests in the fall of 
 1901, the motors of car A 'were hung on springs, and this arrangement, shown 
 on Plate V, gave very satisfactory results even at the higher speeds. The 
 motor case was hung from the supports aa, which rest upon the flat springs bb, 
 the latter being placed upon the middle band of the flat springs cc of the truck. 
 The motor frame carries a hollow shaft mounted upon the axle of the car, and 
 this hollow shaft carries the armature of the motor. The motor is connected 
 to the wheels of the car by means of an elastic coupling. Referring to Plate V, 
 
 FIG. 10. 
 
 the springs dd, mounted stationary upon the hollow motor shaft, lie with their free 
 ends toward the blocks ee t which are attached to the wheels. There is a play 
 of 8 mm. (0.32 inch) between the hollow shaft of the motor and the car axle, 
 so that jerks which occur at the wheels and the axle are not transmitted directly 
 to the motor. 
 
i6 
 
 BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 For car S, on which the motors had not as yet been suspended elastically, 
 the arrangement shown on Plate VI was used in order to save the motors. The 
 rotor is pressed upon the car axle and the motor frame rests upon the car axle 
 and is held by bolts dd. The springs aa are mounted on the cross-trusses of 
 the truck (Plate VI) and carry the supports bb. The motor frame is carried 
 by projections cc, which rest upon the supports cc and is pressed to the axle 
 from below by the springs aa. The tension of these springs can be calcu- 
 lated from the weight of the motor frame of 2450 kg. (5390 Ibs.), the weight 
 
 N 
 
 FIG. ii 
 
 of the supports bb of 250 kg. (550 Ibs.), and an additional tension of 1300 kg. 
 (2860 Ibs.), corresponding to the play of the springs, giving a total of 4000 kg. 
 (8800 Ibs.) or 2000 kg. (4400 Ibs.) for each spring. It was found during the 
 tests that this arrangement took the load from the axle and diminished the 
 shocks considerably. 
 
 In the former runs with car S the vibrations of the sides of the car body 
 were so great that it was impossible to accurately read the measuring instru- 
 ments fastened to them. This difficulty was overcome by replacing the two- 
 
BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 17 
 
 light wooden partitions near the doors with two portals built of standard iron 
 sections. 
 
 In order to study the effect of the form of the front of the car on the air 
 resistance, both cars were equipped on the front end with noses, as shown in 
 Figures 10 and n, which reach down from the roof of the car to within 30 and 
 40 cm. (11.7 and 15.4 inches) respectively of the head of the rail and which can 
 be easily attached or removed during the tests. 
 
 5. Measuring-instruments. 
 
 As the speed is of the greatest importance for all observations, the greatest 
 care has to be taken in its exact measurement. The Morse apparatus with 
 three writing-levers, as used for these measurements in the former tests, gave 
 good results, and therefore the same apparatus, after having been carefully 
 cleaned and readjusted, was employed in this year's tests. In order to obtain 
 an absolutely sure contact, even at the highest number of revolutions of the 
 wheels, the contact discs upon the middle axle and the sliding springs were im- 
 proved by using a new construction, so that the vibration of the axles and the 
 jumping of the sliding springs had no influence upon the regularity of the con- 
 
 Kilometer Post 18.0 -. 
 
 2 
 
 FIG. 12. 
 
 tact. With these improvements exact records up to 15 r. p. s., corresponding 
 to a car speed of 210 km. (129.9 miles), could be made on the paper. Part of 
 such a record is shown in Figure 12 for a speed of 185 km. p. hr. during run No. 
 IV of November igth. The line in the middle represents the revolutions of 
 the wheel, the lower line the time; the contacts being made in this case at 
 intervals of two seconds. The clockworks formerly used for this purpose, 
 making a contact every ten seconds, did not work satisfactorily, and have been 
 improved in the past year by several changes as to the motive power, the escape- 
 ment device, and the elastic suspension. After these improvements were made, 
 the clockworks were regulated for several months. The result was that the 
 three clockworks installed in the two cars and at the distributing-pole were 
 
i8 
 
 BERLIN '-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 running almost in synchronism, so that the difference in time after a three-hour 
 test generally did not amount to more than one second; on the other hand, the 
 time intervals from contact to contact did not differ more than i/ioo of a second. 
 In the new construction the contact is improved by using platinum on the 
 spring, which is actuated by a steel cam-wheel, shown in Figure 13. The cam- 
 wheel is adjusted in such a manner that the contact is made at the moment the 
 
 Bell. 
 
 Magnets for the 
 Recording Pens. 
 
 IMVttJ 
 
 kwy 
 
 Magnet ibr Y VY 9? 
 
 Tonji/e ' fJ f- 
 
 Meotsurment. 
 
 Synchronous Motor -y- -j- 
 for determining 
 the Frequency. 
 
 Key in Front. 
 Q . 
 
 Crocodile 
 Contact. 
 
 ,T 
 
 * 
 
 Single Stroke Bell. 
 
 Clock Work mahing confact 
 
 every 10 Seconds. 
 Relay. 
 
 Reversing 
 Switch. 
 
 Key in Rear 
 Q 
 
 Wheel 
 Contoccf. 
 
 ^Clockwork 
 matting contact 
 every '2 'Seconds. 
 
 FIG. 13. 
 
 ratchet is in its middle position, as at this moment the speed of the ratchet-wheel 
 is at its highest value, so that small irregularities in the clockworks do not mate- 
 rially affect the result. The contacts not only make records of the time upon 
 
BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 19 
 
 the slip of paper, but also give bell signals at intervals of ten seconds in different 
 parts of the car, which enables the observers to read the instruments simul- 
 taneously. The clockwork at the distributing-pole was brought in synchronism 
 with the watches in the car by telephonic communication every day before the 
 tests started, and after the tests were finished the difference in the time was 
 determined in the same manner. This difference was generally so small as to 
 be negligible when plotting the time-speed curves. 
 
 In order to determine the speed at shorter intervals in breaking and coast- 
 ing tests, another clockwork making contact every two seconds was used, which 
 could be connected at will to either one of the cars. The severest conditions 
 as to the accuracy of this watch were predetermined, and the watch factory 
 of Siemens & Halske succeeded in reaching an accuracy in the time contacts 
 of about 1/500 of a second. In order to damp the vibrations at the start of 
 
 FIG. 14. 
 
 the car, all the clockworks in the cars were suspended by means of rubber balls 
 and spiral springs. 
 
 In the former tests the time of passing the kilometer-posts was recorded by 
 means of the Morse key connected with the third magnet in order to give a check 
 on the distance. It was very difficult to do this with accuracy at very high speeds, 
 and in order to accomplish it, so-called crocodile contacts were placed at intervals 
 of one kilometer (0.62 mile) along the road, and the cars were equipped with 
 
20 BERLIN '-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 metal brushes. The brushes in making contacts when the car was passing the 
 kilometer-posts closed the circuit of the third magnet and, by means of the Morse 
 key, made a record upon a slip of paper. These kilometer signs, in connection 
 with the records of time, give an accurate measurement of the speed, and 
 together with the revolution records serve as a means of calculating with pre- 
 cision the slip upon the rail. The keys were also used to record the shutting 
 off of the power, stopping of the car, etc. 
 
 The rail contacts used in the first year were not employed again, as the 
 arrangement described above proved to be better for the measurement of 
 speed and never failed to work satisfactorily during the whole test period. 
 
 In addition to these three-contact recorders, each car was equipped with a 
 speed recorder of Haushaelter and Grossmann, respectively, which also made 
 records of the speed, yet not with the same accuracy as the Morse apparatus. 
 The driving arrangement of the Haushaelter apparatus, as shown in Figure 14, 
 gave satisfactory results in car S. 
 
 In order that the motorman might observe the acceleration and the re- 
 tardation, a glass tube was mounted vertically on each platform of car S and a 
 connection was made between the tubes by means of a lead pipe run along 
 the outside of the car. The position of the liquid in the communicating tubes 
 indicated the acceleration or retardation at any moment. This device, designed 
 by Kapp, can, on account of its simplicity, be employed -in all cases where a 
 certain value of acceleration or retardation will not be exceeded. 
 
 The measurement of the air pressure on the oblique sides of the car nose 
 by means of the water-gauges, as employed heretofore, was influenced greatly 
 by the wind and depended upon its direction. An attempt was made, there- 
 fore, to determine the air pressure on the oblique sides of the nose of the car S 
 by means of a box gauge specially built for this purpose. On this gauge the 
 air pressure acts directly upon a slightly corrugated metal diaphragm 15 cm. 
 (5.85 inches) in diameter. The empty space behind the diaphragm is connected 
 by a non-elastic thick lead pipe to a glass tube, provided with a scale, in the 
 interior of the car. The gauge and the lead pipe are completely filled with 
 water, but the glass tube is filled only up to the zero-point on the scale. 
 A pet-cock for the air is mounted on the diaphragm plate. An inlet cock and 
 an outlet cock placed on the glass tube serve for the purpose of bringing the 
 liquid to the zero-point before the test starts. The results obtained with this 
 apparatus have not been satisfactory up to the present time as the acceleration 
 
BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 21 
 
 or retardation, of the car exercised a great influence upon the position of the 
 water-level in the tubes, and in addition to this, small differences of tempera- 
 ture caused a change of level of the water in the glass tube during the run. Yet 
 it is hoped that the apparatus can be improved in this respect, and that it can 
 be made suitable for exact measurements of the air pressure. 
 
 The arrangement for measuring the torque of the motors, described on 
 page 22 of the former report, was not used again, as it would have been necessary 
 to renew most of the parts of this mechanism in mounting it on the new trucks. 
 Besides, the construction of a hydraulic torque measuring apparatus was taken 
 into consideration. The device consists of a cylinder filled with oil fitted with 
 a tight piston. The piston is connected by a connecting-rod to the frame of 
 
 Pressure , 
 6auo/e, 
 
 FIG. 15. 
 
 the motor, which transmits the reaction to the piston, producing a pressure in 
 the oil. The pressure of the oil can be read on a gauge which is constructed 
 as a recording instrument indicating the pressure directly upon a strip of paper, 
 turned by a clockwork. The apparatus is also equipped with an outlet and 
 filling device in connection with the oil-pump. In order to avoid the swinging 
 of the pointer, the gauge is mounted on springs. Vibrating variations of the 
 pressure can be dampened by a throttle-valve without influencing the readings 
 
22 BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 of the gauge. This arrangement is shown diagrammatically in Figure 15, while 
 on Plate VII we see the cylinder with piston and piston-rod. As the installation 
 of this device caused greater difficulties on car A than on car S, it was only used 
 on the latter and only on one of the motors in order to test its practicability. 
 The torque of the other motors can be found by comparing the ammeter 
 readings on the primary side of the motors. The apparatus worked satisfac- 
 torily, but its application is restricted, its use makes it necessary to detach the 
 motor frame from the supporting springs, as the latter influence the pressure 
 on the piston at the least turning of the motor frame, making the measurement 
 incorrect. In consequence of the motor frame being dismounted from the springs, 
 the distribution of load on the axles is changed. This did not seem to be ad- 
 missible at the higher speeds. The friction in the motor bearings is not included 
 in the measured torque and can be calculated approximately; besides, the value 
 of the friction losses is small compared with the power delivered to the axles. 
 
 No special changes in the method of measuring the current consumption 
 were made. 
 
 In order to determine the frequency, a little three-phase motor was in- 
 stalled in car S which was running in synchronism with the alternators at the 
 power-station, and the axle of which was equipped with a contact disc. This 
 contact disc was connected to one of the Morse keys. With this arrangement 
 an exact record of the number of revolutions of the motor and of the frequency 
 was made. Such a device was absolutely necessary, as the method employed 
 heretofore for the determination of the frequency by counting the number of 
 revolutions of the alternators in the power-station has given very unsatisfac- 
 tory results, and the frequency is also of great importance in determining the 
 speed of the car. At the distributing-pole the insulation of the instruments 
 was improved to such an extent that it was made possible to take reliable read- 
 ings even in bad weather. 
 
 In order to observe the individual movements of the swivel truck a pointer 
 was fastened at the end and at the middle of the truck and a hole was cut in 
 the floor of the car, through which this pointer protruded. Each pointer was 
 connected to a writing-pen by means of a lever arrangement and made a record 
 of the lateral movement of the truck, in relation to the car body, upon a drum 
 driven by clockwork. 
 
BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 23 
 
 6. Signal Apparatus. 
 
 In order to make the signals visible directly from the car a long distance before 
 they were reached, crocodile contacts were installed about 2000 m. (6560 feet) 
 before the_clear-track signals at the Mahlow and Ransgdorf stations, and were 
 -connected with the stations by means of overhead wires. These contacts, 
 consisting of angle iron, are 4 m. (13.12 feet) long and are fastened to the ties 
 and insulated'from them. A contact brush mounted on one of the journal boxes 
 of car S made contact with the above device when the car passed. The contact 
 brush is connected to an electromagnet installed on the platform, the other 
 end of the magnet winding being grounded through the truck. If now at one 
 of the stations one of the poles of a battery is connected to the crocodile con- 
 tact and the other pole to the rail, the circuit of the magnet is closed by the 
 contact brush when the car passes. The closing of the circuit releases a spring, 
 causing a red disc to appear. The same apparatus can be connected without 
 difficulty to'an electric bell installed in the car, which rings when the signal stands 
 at danger. In order to test out this arrangement, these crocodile contacts have 
 always been connected to the battery during the test runs, so that the signal 
 had to appear at each passage of the car. This device did not fail to work even 
 at the highest speeds, but it is doubtful if it would work with absolute safety 
 when the crocodile contacts are covered with snow and ice. Taking these con- 
 ditions into consideration it seems advisable to substitute induction for the sliding 
 -contacts and in this way produce the current for operating the signal device 
 in the car. Tests with such apparatus were made by the Siemens & Halske 
 Aktiengesellschaf t . 
 
 Finally, it may be mentioned that the Administration of the Military Rail- 
 road has replaced the low signal masts on the road by masts 14 m. (45.92 feet) 
 high, so that the overhead structure would not obscure the signals. 
 
 The signal-houses of the test road were equipped with telephones by the 
 Administration, which proved to be of great advantage for the tests. In this 
 way it was possible to have telephonic communication at any moment with 
 -each one of the stations, the car-sheds, or with the distributing-pole. 
 
24 BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 II. RESULTS OF THE TEST RUNS, 
 i. Breaking and Starting Period. 
 
 In starting the car, it had to be considered that the generators in the power- 
 station carrying a large lighting load should not be overloaded by great cur- 
 rent fluctuations. It was, therefore, not possible to increase the acceleration 
 at the start to such a value as would have been obtainable with the electrical 
 equipment on the car. On the other hand, the value of the acceleration depended 
 upon the location of the curves, which had a radius of 2000 m. (6560 feet), and 
 which, according to the Regulations of the Supervising Government Board, 
 could not be passed at a higher speed than 160 km. (100 miles). For these 
 reasons the highest average acceleration for starting at Marienfelde was 0.2 
 meter-sec, p. sec. (0.44 mi. p. hr. p. sec.), and for starting at Zossen 0.15 
 meter-sec, p. sec. (0.335 m ^- P- nr - P- sec.). For an experimental purpose 
 the acceleration was increased in some of the test runs to 0.35 meter-sec. 
 p. sec. (0.78 mi. p. hr. p. sec.), as seen in the curve sheets. When passing the 
 curves in these tests the current was off and the brakes were in operation. The 
 average acceleration at the start for 200 km. (124 miles) speed was about 0.15 
 to 0.18 meter-sec, p. sec. (0.332 to 0.402 mi. p. hr. p. sec.), and the starting dis- 
 tance 9000 to 10,000 meters (29,520 to 32,800 feet). For commercial high- 
 speed services, where the trains have to run great distances without stopping, 
 such values for the acceleration would be entirely sufficient. In this case it 
 was not the purpose to make the starting period, which was only a small portion 
 of the whole run, especially short ; but for a high-speed service with many stops, 
 an especially high acceleration during the start would be of the greatest im- 
 portance. There is no doubt that in employing generators specially built for 
 this purpose, accelerations of at least 0.75 meter-sec, p. sec. (1.678 mi. p. hr. 
 p. sec.) could be reached. As to the braking, far more favorable results have 
 been obtained on account of the simplification of the brake lever arrangement 
 These results are given in the following table: 
 
BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 Num- 
 ber of 
 the 
 Run. 
 
 Kilometer-post 
 at which Brake 
 was Applied. 
 
 Speed at the 
 Beginning 
 of the 
 Braking 
 Period. 
 Miles per 
 
 Braking 
 Distance. 
 Feet. 
 
 Braking 
 Period. 
 Seconds. 
 
 Air Pressure. 
 
 Average Re- 
 tardation, 
 
 *4 
 
 Miles per 
 Hour 
 
 Retarding 
 Force in 
 Per Cent 
 of the 
 Weight of 
 the Car 
 
 In the 
 Pipes. 
 Lbs. per 
 
 In the 
 Cylinders. 
 Lbs. per 
 
 
 
 Hour. 
 
 
 
 Sq. In. 
 
 Sq. In. 
 
 per Sec. 
 
 
 CAR A. 
 
 I 
 
 15.0 -16.29 
 
 96.8 
 
 4235 
 
 55 
 
 Q2.62 
 
 66.O2 
 
 1.98 
 
 8.1 
 
 II* 
 
 24.99-26.3 
 
 100.3 
 
 4299 
 
 So 
 
 95-58 
 
 73-5 
 
 1.68 
 
 7-7 
 
 III 
 
 I 5-93- I 4-5 2 
 
 103.4 
 
 4634 
 
 61 
 
 I05-65 
 
 79-45 
 
 l-7S 
 
 7.8 
 
 IV 
 
 19.46-20.9 
 
 109.8 
 
 473 2 
 
 58 
 
 136.60 
 
 95-58 
 
 1.902 
 
 8-7 
 
 CAR S.t 
 
 V 
 
 15.09-16.36 
 
 96-3 
 
 4168 
 
 55 
 
 92 .62 
 
 61.79 
 
 i-745 
 
 8.0 
 
 VI 
 
 25. 1 -26.46 
 
 99-4 
 
 4465 
 
 59 
 
 94.09 
 
 63.20 
 
 1.678 
 
 7-7 
 
 VII 
 
 16.0 -14. 7 
 
 105-5 
 
 4266 
 
 53 
 
 132.10 
 
 85.18 
 
 1.99 
 
 9.1 
 
 VIII 
 
 19.38-20.75 
 
 111.7 
 
 4500 
 
 54 
 
 132.10 
 
 88.21 
 
 2.085 
 
 9-5 
 
 * Test II. At a speed of 27 km. (16.86 miles) the brakes were released. 
 
 t The device for reducing the braking pressure with decreasing speed was used. 
 
 The eight brake tests, as represented graphically on Plates IX, IXa, X and 
 Xa, show that the average retardation for the whole braking distance at an initial 
 speed of 160 to iSokm. (100 to ni.6 miles) is 0.8 to 0.9 meter-sec, p. sec. (1.79 
 to 2.01 mi. p. hr. p. sec.). The braking distance at these initial speeds was 1300 
 and 1400 m. (4264 to 4592 feet). The curves show a similar course as in the 
 previous tests. At the beginning, when the brakes are set, the speed decreases 
 rapidly, then more gradually, corresponding to the friction coefficient, which 
 decreases with the time; at the end of the braking period the speed decreases 
 again more rapidly, due to the increase of the coefficient of friction. The 
 retardation curves on these plates show still more clearly the braking effect; 
 they also show the effect of the apparatus for the reduction of the braking 
 pressure with decreasing speed installed on car S and described on page 14. 
 
 In comparing Plates IX, IXa, X and Xa, which show the brake tests of each 
 one of the cars, we find that the retardation of car S decreases more rapidly at the 
 beginning than that of car A, on account of the above apparatus being put in 
 action as soon as the retardation attained the limit provided for. A different 
 limit was selected for each test. On car S the air escapes from the cylinders 
 a few seconds after the brakes have been set, diminishing the pressure in the 
 
26 BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 brake-cylinders from one-quarter to one-half atm. (3.67 to 7.35 Ibs. p. sq. inch 
 abs.), corresponding to a total braking pressure of 6000 to 12,000 kg. (13,700 
 to 26,400 Ibs.). On car A, where the reducing of the pressure had to be done 
 by hand by means of a valve mounted on the platform, the air pressure in the 
 brake-cylinders was not reduced at the beginning of the braking period. After 
 the speed had decreased to about 80 or 70 km. (49.6 to 43.4 miles) the air was 
 then let out by the hand-valve in order to avoid skidding of the wheels at a 
 further decrease of the speed. The apparatus on car S was only put in action 
 when the retardation exceeded the predetermined value. As the curves show, 
 the main diminution of the pressure generally took place at a speed of not more 
 than 30 km. (18.6 miles) ; i.e., far much later than in the case of car A. These 
 .circumstances show that the brake results on car S are more favorable than 
 those on car A, notwithstanding that in the latter case the unfavorable effect 
 of the diminution of the brake pressure at the beginning of the braking period 
 was avoided. If it is found that on car S, at the end of the braking period, the 
 retardation rises to a higher value than the apparatus should allow, the reason 
 is that the friction coefficient, and with this the retardation at low speed, in- 
 creases very rapidly, while the diminution of the braking pressure does not 
 follow at the same rate. 
 
 The curves also teach us how the braking pressure has to be regulated in 
 order to obtain the most favorable braking effect. The most favorable results 
 are obtained if the retardation is kept constantly at as high a value as the service 
 will allow. For this purpose it would be necessary to increase the braking pres- 
 sure a few seconds after the brakes were put in operation, which effect could 
 be obtained by a similar device, as described above. This device could be put 
 in operation as soon as the retardation falls under the' predetermined value and 
 should increase the pressure in the brake -cylinders. If, for instance, a uniform 
 retardation of one meter-sec, p. sec. (2.235 m i- P- nr - p. sec.) could be obtained, 
 the braking distance at an initial speed of 180 km. (m.6 miles) on a level 
 stretch of track would be 1250 m. (4100 feet) ; that is, 120 m. (393.6 feet) shorter 
 than the braking distance obtained in test No. VIII. If it should be necessary 
 to shorten the braking distance still more, a greater retardation would have to 
 be employed, which, in case of danger, could be increased without objection 
 to 1.5 meter-sec, p. sec. (3.35 mi. p. hr. p. sec.), under which circumstances the 
 braking distance would be reduced to 830 m. (2725 feet) at an initial speed of 
 180 km. (in. 6 miles) p. hr. This retardation can be obtained by the Westing- 
 
BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 27 
 
 
 
 
 
 
 
 
 
 Average 
 Speed in 
 Miles per 
 Hour. 
 
 No. of 
 Test. 
 
 Seconds 
 after 
 Applying 
 the Brakes. 
 
 Retardation 
 Miles per 
 Hour 
 per Second . 
 
 Braking 
 Pressure, D. 
 Lbs. 
 
 Friction 
 Coefficient, 
 
 Average 
 Friction 
 Coefficient. 
 
 Remarks. 
 
 109 
 
 VIII 
 
 I 
 
 2.46 
 
 299500 
 
 0.069 
 
 
 
 105.2 
 
 IV 
 VIII 
 
 2 
 2 
 
 2-39 
 2.46 
 
 325900 
 299500 
 
 0.062 
 0.069 
 
 j- 0.066 
 
 
 99-2 
 
 II 
 
 0-5 
 
 1.718 
 
 250800 
 
 0.061 
 
 
 
 
 III 
 
 2 
 
 2.085 
 
 270300 
 
 0.064 
 
 
 
 
 IV 
 
 4-5 
 
 2-35 
 
 325900 
 
 0.062 
 
 0.066 
 
 
 
 VII 
 
 3 
 
 2.322 
 
 290300 
 
 0.068 
 
 
 
 
 VIII 
 
 5 
 
 2-554 
 
 299500 
 
 0.074 
 
 
 
 92.9 
 
 I 
 
 2 
 
 1-785 
 
 226700 
 
 0.065 
 
 
 
 
 II 
 
 4 
 
 1.832 
 
 250800 
 
 0.061 
 
 
 
 
 III 
 
 5-5 
 
 1.718 
 
 270300 
 
 0.052 
 
 _ 
 
 
 
 IV 
 
 V 
 
 7 
 
 i-97 
 
 i. 812 
 
 325600 
 211 2OO 
 
 0.051 
 0.076 
 
 0.064 
 
 
 
 VI 
 
 3 
 
 2. 125 
 
 215700 
 
 0.086 
 
 
 
 
 VII 
 
 5-5 
 
 2.OI6 
 
 290300 
 
 0.059 
 
 
 
 
 VIII 
 
 7-5 
 
 2.058 
 
 286lOO 
 
 0.061 
 
 
 
 80.3 
 
 I 
 
 10 
 
 I-567 
 
 2267OO 
 
 0.058 
 
 
 
 
 II 
 
 ii 
 
 I.6l5 
 
 250800 
 
 0-055 
 
 
 
 
 III 
 
 13 
 
 I-765 
 
 270300 
 
 0-053 
 
 
 
 
 IV 
 
 V 
 
 14 
 9 
 
 I-785 
 1.588 
 
 325900 
 2OOOOO 
 
 0.047 
 0.067 
 
 0.058 
 
 
 
 VI 
 
 10 
 
 1.588 
 
 2O24OO 
 
 0.066 
 
 
 
 
 VII 
 
 12.5 
 
 I-703 
 
 270300 
 
 0.054 
 
 
 
 
 VIII 
 
 14 
 
 1.846 
 
 27500O 
 
 0.060 
 
 J 
 
 
 62.0 
 
 I 
 
 22 
 
 1 545 
 
 2267OO 
 
 0.061 
 
 
 
 
 II 
 
 23 
 
 1.656 
 
 250800 
 
 0.059 
 
 
 Up grade i : 200 
 
 
 III 
 
 24 
 
 1.656 
 
 270300 
 
 0.051 
 
 
 
 
 IV 
 
 25 
 
 i-745 
 
 325900 
 
 0.048 
 
 o . 06 r 
 
 
 
 V 
 
 22 
 
 1.568 
 
 I872OO 
 
 0.075 
 
 
 
 
 VI 
 
 2 3 
 
 1-458 
 
 I9I6OO 
 
 0.067 
 
 
 
 
 VII 
 
 23 
 
 i. 812 
 
 242OOO 
 
 0.064 
 
 
 Up grade i : 200 
 
 
 VIII 
 
 24 
 
 i. 880 
 
 264OOO 
 
 0.065 
 
 
 
 31.0 
 
 I 
 
 41 
 
 i. 812 
 
 2O24OO 
 
 0.086 
 
 
 
 
 II 
 
 42 
 
 1.704 
 
 2O24OO 
 
 0.080 
 
 
 
 
 III 
 
 43 
 
 1.586 
 
 2O24OO 
 
 0.075 
 
 
 
 
 IV 
 
 43-5 
 
 
 25O800 
 
 0.078 
 
 0.084 
 
 Down grade i : 200 
 
 
 V 
 
 40 
 
 i. 812 
 
 I25OO 
 
 0.095 
 
 
 
 
 VI 
 
 43 
 
 i .614 
 
 187200 
 
 0.082 
 
 
 
 
 VII 
 
 40 
 
 i -95 
 
 22OOOO 
 
 0.085 
 
 
 
 
 VIII 
 
 
 1-950 
 
 22OOOO 
 
 0.089 
 
 
 Down grade i : 200 
 
28 
 
 BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 Average 
 Speed in 
 Miles per 
 Hour. 
 
 No. of 
 Test. 
 
 Seconds 
 after 
 Applying 
 the Brakes. 
 
 Retardation 
 Miles per 
 Hour 
 per Second. 
 
 Braking 
 Pressure, D. 
 Lbs. 
 
 Friction 
 Coefficient, 
 / 
 
 Average 
 Friction 
 Coefficient. 
 
 Remarks. 
 
 15-5 
 
 I 
 
 49 
 
 2.235 
 
 189000 
 
 0. 12 
 
 1 
 
 Down grade i : 200 
 
 
 III 
 
 52 
 
 1.970 
 
 176000 
 
 0. II 
 
 1 
 
 
 
 IV 
 
 5i 
 
 2 .Oly 
 
 198000 
 
 o. 104 
 
 
 
 Down grade i : 200 
 
 
 V 
 
 48 
 
 2.215 
 
 180500 
 
 0.13 
 
 
 O. II 
 
 Down grade i : 200 
 
 
 VI 
 
 5 2 
 
 I.QOO 
 
 185000 
 
 0.096 
 
 
 
 Up grade i : 3 20 
 
 
 VII 
 
 47 
 
 2.322 
 
 269000 
 
 O.II 
 
 
 
 
 
 VIII 
 
 48 
 
 2.440 
 
 209000 
 
 0.12 
 
 j 
 
 Down grade i : 200 
 
 6.2 
 
 I 
 
 53 
 
 2-75 
 
 176000 
 
 0.16 
 
 1 
 
 Down grade i : 200 
 
 
 III 
 
 57 
 
 I.S68 
 
 151900 
 
 O.IO 
 
 
 
 
 IV 
 
 56 
 
 2.215 
 
 176000 
 
 0.13 
 
 
 
 Down grade i : 200 
 
 
 V 
 
 5 2 
 
 2.370 
 
 178200 
 
 o. 14 
 
 
 0.13 
 
 Down grade i : 200 
 
 
 VI 
 
 56-5 
 
 2.322 
 
 182700 
 
 O. 12 
 
 
 
 Upgrade 1:320 
 
 
 VII 
 
 Si 
 
 2-575 
 
 202400 
 
 O.I 3 
 
 
 
 
 
 VIII 
 
 51-5 
 
 2-75 
 
 202400 
 
 o. 14 
 
 . 
 
 Down grade i : 200 
 
 house high-pressure brake, as is seen from the brake tests which were made in 
 July and August of 1901 on the Northeastern Railroad of England with a train 
 consisting of a locomotive, a baggage-car, and ten passenger-cars. At a pressure 
 of 8 atm. (117.6 Ibs. p. sq. inch) in the pipes and at a speed of 90 km. (55.8 miles) 
 p. hr., the train was brought to a stop on a down grade of i : 330 within a dis- 
 tance of 260 m. (854.9 feet), corresponding to an average retardation of 1.47 
 meter-sec, p. sec. (3.288 mi. p. hr. p. sec.). This is probably the limit of the 
 braking effect which can be allowed with a brake applied to the wheel. 
 
 According to the same method as described in the report of last year, it 
 was also intended to calculate from this year's braking results the friction coeffi- 
 cient for different speeds. From the above tables it can be seen how the 
 braking coefficient decreases at the beginning of the braking period in proportion 
 to the time, but then increases rapidly with the decreasing speed. 
 
 For these calculations 5% is taken off of the values of the air pressures, 
 as given by the readings, as the amount used in overcoming the friction 
 of the brake-levers. This calculation is certainly not absolutely exact, and 
 some of the values seem to indicate that the braking pressure is less in reality; 
 yet this table gives a very good comparison of the calculated values. 
 
 For future tests it is to be recommended that the air pressure in the brake- 
 cylinders be registered by a recording gauge, in order to find the friction coeffi- 
 cient with greater accuracy. 
 
BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 29 
 
 2. Air and Train Resistance. 
 
 The tests of last year gave an excellent opportunity for measuring the air 
 resistance at high speeds. The results of a great number of measurements, 
 which, as in former years, were obtained by U-shaped tubes, check up well with 
 one another. On Plate XI the values as observed during three runs from Marien- 
 felde to Zossen and during two runs from Zossen to Marienfelde are given. The 
 measurements were made on three different days, and in recording the values 
 the direction of the wind and the strength of the wind were taken into consid- 
 eration, as already described in the preceding report. The curve for the air 
 pressure corresponds to the formula P=o.oo52F 2 , wherein P is the air pressure 
 for one square meter (10.76 sq. ft.) of plane surface perpendicular to the direc- 
 tion in which the car is running, V is the speed in kilometers p. hr. While it 
 seems that the curve gives at lower speeds somewhat higher values than the 
 values found in reality, and vice versa at higher speeds, it checks up well as a 
 whole with the readings. If still a nearer approximation of the values is desired, 
 it would be necessary to decrease the coefficient 0.0052 for speeds up to 100 kilo- 
 meters (62 miles) and increase it for speeds above 100 (62) or to change the ex- 
 ponent for V. In considering the very slight inaccuracy of the given formula 
 and its great simplicity, it seems to be justifiable to retain it in its present form 
 and employ it regularly in railroad practice. For other shaped bodies, espe- 
 cially for single disc, other values for the air resistance are obtained, as can be 
 seen from the tests of von Loessl. 
 
 Colonel von Scheve recently informed us that in the Artillery Corps a formula 
 given by Newton is used for the calculation of the air resistance of projectiles. 
 
 The formula reads: P = V 2 . In this formula J indicates the weight of one 
 
 2g 
 
 cubic meter (35.31 cu. ft.) air and V the speed. If we put in for J the average 
 value of 1.293 and give V in km. p. hr., we obtain P = o.oo$iV 2 ; that is to say, 
 nearly exactly the same value as it has been found in the tests. 
 
 In the tests the air pressure prevailing on the oblique sides of the noses 
 was also measured. On Plates XII and XIII the outlines of the car are shown 
 and also the places where the measuring tubes were .mounted. The speed and 
 the measured air pressure at the different points on the oblique sides are shown 
 by the curves. These measurements show that the pressure against the oblique 
 sides is not uniform, and decreases with the distance from the front edge, where 
 it is strongest ; towards the rear and at the end of the oblique sides the current 
 
3 
 
 BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 of air is so strong that a suction effect is produced. The measurements on car 
 S show a very marked suction effect on pipe IV, while at the same relative 
 place on car A, generally there was but a very small pressure. This difference 
 is due to the different wind directions on the days of the respective runs, and 
 it is probable that both tubes IV of the two cars would indicate a suction effect 
 if there was no wind, which would probably be less than the suction effect 
 measured on car S, as in this case the wind was in such a direction as to increase 
 the suction effect of the air. The air pressure upon the sides of the cars is, as 
 has already been stated, comparatively small, and depends upon the direction 
 and the strength of the prevailing wind, while at the rear end of the car no pres- 
 sure or great suction effect is noticeable. Furthermore, the value of the air 
 
 Direction in which Car is Running. Dir^ion in which Paris Running. 
 Marienfelde lessen. Manenfe/cfe Zossen . 
 
 FIG. i 6. 
 
 pressure between the motor-car and the sleeping-car as trailer was observed 
 during the run. On account of the lack of time these measurements could be 
 conducted only on car S and by means of the tubes mounted on the oblique 
 front sides. In these tests tubes II, III, and IV in Figure 16 show a low pres- 
 sure ; at a speed of 160 to 170 km. (100 to 105.4 miles) a pressure of 3 kg. p. sq. m. 
 (0.6132 Ib. p. sq. ft. abs.) was registered by tube II, about 6 kg. (1.22 Ibs. p. 
 sq. ft. abs.) by tube III, and about 8 kg. (1.63 Ibs. p. sq. ft. abs.) by tube IV. 
 At the opening of tube I neither pressure nor suction was observed. The run 
 in the opposite direction was made with the rounded-off end of car S (see Figure 
 16) turned towards the trailer. In tube II, which was mounted in about the 
 middle of the oblique surface, a suction effect of 6 kg. p. sq. m. (1.22 Ibs. p. sq. 
 ft. abs.) was shown, whereas the tube I showed no effect. That in one direc- 
 
BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 31 
 
 tion a pressure effect and in the other a suction effect was observed can only 
 be explained by the direction of the wind, which is clearly indicated in the draw- 
 ings. From these measurements it is concluded that the air resistance on the 
 trailers is of small importance compared with the air resistance of the motor- 
 car. The total resistance of the car was determined in the same way as in the 
 year 1902; i.e., by a long series of coasting runs, which this time were begun 
 with a far higher initial speed. For these tests the improvement on the speed 
 indicators, as mentioned on pages 17 and 19, proved to be very useful. The 
 measurement of the speed was greatly facilitated by the use of the new clockwork 
 contact device, which made a record on the drum at intervals 9! two seconds. 
 The rail contacts also made it possible to determine for each test run the ratio 
 between the revolutions of the wheels and the actual distance run through. 
 
 Finally, the greatest accuracy was attained in working up the records on 
 the strips of paper by using a transversal glass rule with an etched scale espe- 
 cially made for this purpose, together with a very strong magnifying-glass. The 
 speed curves obtained in this manner had to be reduced to the horizontal in 
 order to eliminate down grades. This was done in the following manner: In 
 Figure 17 let abed be the speed curve as found by the records, the track being 
 
 V 
 
 FIG. 17. 
 horizontal between a and b, and between c and d, and having a down grade of 
 
 - between b and c. If Q is the weight of the car, then it is acted upon by the 
 
 force - , which would produce an acceleration p if the car was on a horizontal 
 
 Qh Qk 
 .stretch. It is therefore *-=p, and wherein k is a factor which takes into 
 
 hg Vi-Vi' 
 
 consideration the moving masses. From this equation we find r=p = . 
 
32 BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 From this we can calculate V\ Vi =mm\, and construct the line bm, c, d, which 
 represents the speed curve, if the track were horizontal between b and c. From 
 these corrected speed curves the retardation and the retarding force were found ; 
 i.e., the total resistance of the car at different speeds. On Plates XIV, XI Vd and 
 XV these calculated values are plotted in, for car A without noses and for car S 
 with noses. By connecting the points found in this manner we get the curves for 
 the total resistance of the car from speeds of 50 to 200 km. (31 to 124 miles). 
 On Plate XV these curves are drawn side by side in order to make comparison 
 more easy. These resistance curves check up very well with those found last 
 year for speeds up to 120 km. (74.4 miles) p. hr. ; for higher speeds the resistance 
 curves rise somewhat faster than was expected. The pointed noses diminish 
 the air resistance very considerably for instance, at a speed of 200 km. (124 
 miles) it is reduced about 8%. If from the start, in constructing the car, the 
 most favorable form for overcoming the air resistance is used, the air resistance 
 can be still further diminished. These cars were not designed to use with noses, 
 so it was not possible to build the latter in such a way as to cover all projecting 
 parts and to give the whole car the most favorable form for overccming the air 
 resistance. 
 
 For the coasting tests the sliding bows were withdrawn from the trolley, 
 and the total resistance of the car during the run with the sliding bows on the 
 trolley-line is larger in correspondence to the larger surface of resistance. The 
 equivalent area of the six sliding bows of a car when on the wire is ii sq. m. 
 (16.20 sq. ft.) larger than when off. It is therefore of the greatest importance 
 to construct and install the sliding bows in such a way that they offer the least 
 resistance. The exact separation of the air resistance, car friction, and the 
 rail friction is not possible, from measurements available at the present time, 
 as the exact value of the equivalent area of the car is not yet known. They 
 could be calculated, if coasting tests in each direction could be made on a day 
 when a constant strong wind was blowing, from the difference between the 
 resistance in one direction and that in the other. The results obtained from 
 the tests do not give sufficient data for these calculations. By comparing the 
 geometrical calculation of the surface with the air resistance measured during 
 the test runs, we get the value of the equivalent area of the car without 
 noses as about 9.6 sq. m. (103.2 sq. ft.), and with noses about 8.8 sq. m. (94.80 
 sq. ft.). Based upon these values we find on Plate XVo the curves for the total 
 resistance as well as those for the air resistance, the total friction losses, and 
 power consumption. 
 
BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 33 
 
 3. Power Consumption. 
 
 The improved insulation of the instruments installed at the distributing- 
 pole permitted the measurement of the power consumption, of the current, and 
 of the voltage during the whole test period, and these measurements checked 
 up very well with those made on the car. On Plates XVI to XXXVI a number 
 of them are shown graphically. The records of speed, current, voltage, and power 
 consumption during the run were plotted as curves and calculated with a pla- 
 nimeter. The values found in this way are compiled in the foregoing table. 
 
 Concerning the starting, it may be mentioned again that the electrical 
 equipment of the cars would have allowed a far much greater acceleration, but 
 it was necessary to keep the latter within the limits indicated by the curves on 
 account of the power-station which furnished the current and on account of 
 the curves. The acceleration at the start amounted to an average of only 0.15 
 to 0.18 meter-sec, p. sec. (0.332 to 0.402 mi. p. hr. per sec.) and the power consump- 
 tion during the starting period exceeds that during the continuous run at a 
 uniform speed by only 400 to 600 metric H.P. (394.5 to 591 H.P.). In order to be 
 able to compare the values of the power consumption found for continuous runs 
 they were reduced to the level track with a wind velocity of o. The influence 
 of the wind was allowed for in the following manner: An equivalent area of 
 9 sq. m. (96.84 sq. ft.) was assumed for each car, and then the difference of the 
 resistance of such a surface under the particular speed was calculated, first, in 
 the prevailing wind, and, second, in calm air. Besides, the efficiency of the 
 electrical equipment of the cars was taken into account. The efficiency was 
 calculated by comparing the electrical readings reduced to a horizontal stretch 
 and calm air with the resistance of the car as found in the coasting tests, and 
 was found* to be 0.83, taking into consideration that the sliding bows were on 
 the wires during the electric measurements and off during the coasting tests. 
 The values thus obtained are compiled in the row preceding the last under H.P., 
 and as a rule check up very well; where they do not, it may be that these dis- 
 crepancies were caused by little irregularities in the recording instruments 
 or by other things which could not be taken into account in working up the data. 
 For instance, on one of the test days for some reason the speed was kept lower 
 than it should be for that frequency, and it was necessary to have the starting 
 resistance partially inserted during the run. A part of the power was lost in 
 the resistance, and the actual power consumption of the motors was therefore 
 
34 
 
 BERLIN -ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 RUNNING PERIOD TABLE OF THE ELECTRICAL AND MECHANICAL 
 
 MEAN VALUES. 
 
 
 
 
 Electrical Measurements. 
 
 Power at the 
 
 
 
 
 Drive Wheels 
 
 
 
 
 Reduced to 
 
 
 
 
 Calm Air and 
 
 
 
 
 Level Track, 
 
 Date. 
 
 Run. 
 
 Average 
 Speed. 
 
 Assuming an 
 Efficiency of .83. 
 
 Frequency. 
 
 At the Distributing- 
 pole. 
 
 At the Trolleys. 
 
 In One 
 Direc- 
 tion. 
 
 Mean 
 Taken 
 from 
 Both 
 Direc- 
 tions. 
 
 1903. 
 
 No. 
 
 Miles 
 p. Hr. 
 
 P. Sec. 
 
 Amp. 
 
 Volt. 
 
 K.W. 
 
 Amp. 
 
 Volt. 
 
 K.W. 
 
 P.F. H.P. 
 
 H.P. 
 
 H.P. 
 
 CAR A WEIGHT 206,500 LBS. 
 
 10/22 
 
 III 
 
 106.9* 
 
 40 
 
 IOO 
 
 98SS 
 
 I33S 
 
 IOO 
 
 9360 
 
 J285 
 
 Q-795 
 
 1716 
 
 1368 
 
 
 10/24 
 
 IV 
 
 IIO.O* 
 
 40 
 
 97 
 
 10490 
 
 1320 
 
 96 
 
 10035 
 
 1045 
 
 0.63 
 
 1398 
 
 1150 
 
 
 11/14 
 
 I 
 
 100.9* 
 
 36 
 
 85 
 
 9640 
 
 i3S 
 
 84 
 
 9180 
 
 955 
 
 -7 I 5 
 
 1298 
 
 1096 
 
 I < 
 
 11/14 
 
 II 
 
 IOI .2* 
 
 36 
 
 81 
 
 9640 
 
 980 
 
 80 
 
 9110 
 
 935 
 
 0.74 
 
 1252 1017 
 
 ^1050 
 
 11/17 
 
 III 
 
 io8.4t 
 
 40 
 
 109 
 
 9870 
 
 IS7S 
 
 1 08 
 
 9360 
 
 1460 
 
 0.835 
 
 I95 8 J 474 
 
 1 
 
 11/17 
 
 IV 
 
 104.4} 
 
 40 
 
 H3 
 
 9670 
 
 1590 
 
 (H3) 
 
 9300 
 
 1450 
 
 0.80 
 
 1944 
 
 1567 
 
 p5 22 
 
 11/19 
 
 II 
 
 no. 6* 
 
 40 
 
 94 
 
 10400 
 
 1250 
 
 92 
 
 10030 
 
 1205 
 
 0.758 
 
 1612 
 
 1246 
 
 
 11/20 
 
 I 
 
 112.9$ 
 
 40 
 
 93 
 
 10930 
 
 1170 
 
 89 
 
 10560 
 
 1080 
 
 0.665 
 
 1448 
 
 1341 
 
 1 
 
 II/2O 
 
 II 
 
 iii.6J 
 
 40 
 
 92 
 
 10700 
 
 1240 
 
 9i 
 
 10275 
 
 1185 
 
 0-733 
 
 1584 
 
 1248 
 
 r I2 9 2 
 
 11/2O 
 
 III 
 
 112.9* 
 
 40 
 
 93 
 
 10500 
 
 135 
 
 90 
 
 10200 
 
 1160 
 
 0-73 
 
 I55 2 
 
 1490 
 
 i 
 
 11/20 
 
 IV 
 
 112. 2* 
 
 40 
 
 94 
 
 10300 
 
 1300 
 
 93 
 
 9QOO 
 
 1230 
 
 0.78 
 
 1642 
 
 1338 
 
 r*4 z 3 
 
 
 
 
 1 
 
 
 
 
 
 
 
 
 
 
 CAR S WEIGHT 205,300 LBS. 
 
 10/26 
 
 IV 
 
 in. 6 
 
 40 
 
 103.1 
 
 9630 
 
 i4 2 5 
 
 IO2 . I 1 9OOO 
 
 1380 
 
 0.86 
 
 1848 
 
 1513 
 
 
 11/13 
 
 I 
 
 ioo-9t 
 
 36 
 
 102.8 
 
 9600 
 
 1382 
 
 ioi. 8 
 
 9000 
 
 1269 
 
 0.8 
 
 1692 
 
 1300 
 
 1 
 
 11/13 
 
 II 
 
 ioo| 
 
 36 
 
 109 
 
 9200 
 
 1450 
 
 108.0 
 
 8600 
 
 1380 
 
 0.857 
 
 1848 
 
 .1307 
 
 r l $3 
 
 /*3 
 
 III 
 
 IO2.2 
 
 36 
 
 86.0 
 
 9700 
 
 1060 
 
 85.4 
 
 93 1 
 
 IOOO 
 
 0.724 
 
 1333 
 
 1147 
 
 1 
 
 11/13 
 
 IV 
 
 102.2 
 
 36 
 
 83.2 
 
 9600 
 
 1065 
 
 83.0 
 
 9100 
 
 IOIO 
 
 0-77 
 
 1350 
 
 "37 
 
 vii42 
 
 11/14 
 
 III 
 
 IO2.2 
 
 36 
 
 88.0 
 
 9400 
 
 I IOO 
 
 87.4 
 
 8900 
 
 1040 
 
 0-77 
 
 J39 1 
 
 1186 
 
 1 TToS 
 
 11/14 
 
 IV 
 
 IO2.2 
 
 36 
 
 83.0 
 
 9440 
 
 1030 
 
 82.4 
 
 9000 
 
 IOOO 
 
 0-777 
 
 J 333 
 
 1072 
 
 > 1 1 2o 
 
 11/23 
 
 I 
 
 104.5 
 
 36 
 
 85-4 
 
 10150 
 
 I IOO 
 
 83-5 
 
 9700 
 
 1040 
 
 0-74 
 
 r 39! 
 
 1265 
 
 
 11/23 
 
 III 
 
 IO4.I 
 
 36 
 
 84.5 
 
 IOIOO 
 
 1080 
 
 83.7 
 
 9600 
 
 IO2O 
 
 o-73 
 
 1363 
 
 "34 
 
 
 11/26 
 11/26 
 
 I 
 II 
 
 106. 6 
 106.3 
 
 36 
 36 
 
 87.4 
 90.0 
 
 10250 
 
 1 0000 
 
 1140 
 
 1185 
 
 86.9 
 89.5 
 
 9420 
 9500 
 
 1080 
 
 1145 
 
 0.762 
 0.776 
 
 1443 
 1534 
 
 1161 
 1312 
 
 [l2 3 8 
 
 11/26 
 
 III 
 
 106.3 
 
 36 
 
 87.0 
 
 10050 
 
 1125 
 
 86.5 
 
 9540 
 
 1070 
 
 0-75 
 
 1431 
 
 1148 
 
 I 
 
 11/26 
 
 IV 
 
 106.0 
 
 36 
 
 88.5 
 
 9800 
 
 1180 
 
 88.0 
 
 9300 
 
 1140 
 
 0.805 
 
 1528 
 
 1322 
 
 } I2 37 
 
 11/26 
 11/26 
 
 V 
 VI 
 
 106.3 
 105.6 
 
 36 
 36 
 
 85.6 
 92.0 
 
 9900 
 
 9640 
 
 1090 
 
 I2IO 
 
 84.2 
 
 9i-5 
 
 935 
 9060 
 
 1050 
 
 1170 
 
 0-77 
 0.81 
 
 1403 
 1568 
 
 1123 
 J 343 
 
 (-1236 
 
 * Car without nose. 
 
 f Car with 97,6oo-lb. sleeper. 
 
 Car with nose. 
 
BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 35 
 
 ACCELERATION-PERIOD. TABLE OF THE ELECTRICAL AND MECHANICAL 
 
 MEAN VALUES. 
 
 Date. 
 I93. 
 
 Run 
 
 No. 
 
 Starting Station. 
 
 Level Above the Sea. 
 
 Distance 
 of 
 Accelera- 
 tion, 
 Feet. 
 
 Duration 
 of 
 Accelera- 
 tion, 
 Seconds. 
 
 Maximum 
 Speed, 
 Miles p. Hr. 
 
 Mean 
 Accelera- 
 tion, 
 Mi. p. Hr. 
 
 p. Sec. 
 
 Beginning, 
 Feet. 
 
 End, 
 Feet. 
 
 CAR A WEIGHT 206500 LBS. 
 
 10/28 
 
 I* 
 
 Marienfelde 
 
 158.4 
 
 140.5 
 
 44i5 
 
 360 
 
 130 
 
 0.363 
 
 I I/I 2 
 
 IV* 
 
 Zossen 
 
 i3i-3 
 
 138-85 
 
 41280 
 
 393 
 
 107.8 
 
 0.275 
 
 11/14 
 
 I* 
 
 Marienfelde 
 
 IS8-4 
 
 148.2 
 
 17500 
 
 220 
 
 96.8 
 
 0.440 
 
 11/17 
 
 rat 
 
 1 1 
 
 158-4 
 
 138.2 
 
 3313 
 
 360 
 
 107.8 
 
 0.300 
 
 11/20 
 
 it 
 
 1 1 
 
 158.4 
 
 129.9 
 
 28050 
 
 270 
 
 112 
 
 0.415 
 
 II/2O 
 
 m* 
 
 1 1 
 
 158-4 
 
 155-7 
 
 27970 
 
 280 
 
 in. 6 
 
 0.398 
 
 "AS 
 
 iij 
 
 Zossen 
 
 I3I-3 
 
 156-5 
 
 40280 
 
 365 
 
 126.9 
 
 0-344 
 
 CAR S WEIGHT 205300 LBS. 
 
 IO/2 3 
 
 IV 
 
 Zossen 
 
 I3L3 
 
 
 154.8 
 
 46820 
 
 374 
 
 
 127.6 
 
 0.342 
 
 IO/26 
 
 IV 
 
 " 
 
 
 
 
 138.5 
 
 40810 
 
 410 
 
 
 in .6 
 
 0.275 
 
 "A3 
 
 
 It 
 
 Marienfelde 
 
 158.4 
 
 
 138.38 
 
 32960 
 
 350 
 
 
 100.3 
 
 0.256 
 
 "A3 
 
 III 
 
 " 
 
 
 158.4 
 
 
 160.5 
 
 20600 
 
 230 
 
 
 100.3 
 
 0.438 
 
 "As 
 
 III 
 
 " 
 
 
 158.4 
 
 
 13 
 
 1.9 
 
 49680 
 
 400 
 
 
 129.4 
 
 0.324 
 
 11/26 
 
 III 
 
 1 1 
 
 
 158.4 
 
 
 I58.S 
 
 24980 
 
 265 
 
 
 105-4 
 
 0.398 
 
 11/26 
 
 V 
 
 1 1 
 
 
 158.4 
 
 
 157-9 
 
 25100 
 
 280 
 
 
 105.4 
 
 0.405 
 
 
 Electrical Measurements. 
 
 Wind. 
 
 Run 
 No. 
 
 Fre- 
 
 At Distributing Pole. 
 
 At the Trolleys. 
 
 Velocity 
 
 
 quency. 
 
 Amp. Volts. 
 
 K.W. 
 
 Amp. 
 
 Volts. 
 
 K.W. P.F. 
 
 K.W. 
 Hrs. 
 
 H.P. 
 
 Direction. Ft. 
 p. Sec. 
 
 CAR A WEIGHT 206500 LBS. 
 
 I* 
 
 48 
 
 132 
 
 10410 
 
 
 172 
 
 IOIIO 
 
 2O4O 
 
 0.88 
 
 20? 
 
 2726 
 
 E. 
 
 2 . C7 
 
 
 T 1 
 
 A o 
 
 
 
 *o 
 
 
 * V *T 
 
 
 j 
 
 / 
 
 
 O J / 
 
 IV* 
 
 40 
 
 112 
 
 9840 
 
 i57o 
 
 112 
 
 9000 
 
 1440 
 
 0.825 
 
 162 
 
 1932 
 
 W. 
 
 10.71 
 
 I* 
 
 36 
 
 118 
 
 8910 
 
 1420 
 
 118 
 
 8910 
 
 1390 
 
 0.765 
 
 98 
 
 1862 
 
 E. 
 
 7.82 
 
 nit 
 
 40 
 
 146 
 
 8/50 
 
 1840 
 
 146 
 
 8670 
 
 I76O 
 
 0.80 
 
 186 
 
 2285 
 
 S.S.W. 
 
 7- J 5 
 
 U 
 
 40 
 
 126 
 
 9925 
 
 1650 
 
 124 
 
 9810 
 
 1590 
 
 0.756 
 
 126 
 
 2125 
 
 N.N.E. 
 
 5.81 
 
 m* 
 
 40 
 
 118 
 
 9850 
 
 1600 
 
 117 
 
 9705 
 
 1570 
 
 0.80 
 
 131 
 
 2105 
 
 N.N.E. 
 
 5.81 
 
 nt 
 
 46 
 
 126 
 
 10980 
 
 1935 
 
 126 
 
 9840 
 
 I76O 
 
 0.82 
 
 186 
 
 2 355 
 
 S.W. 
 
 7-15 
 
 CAR S WEIGHT 205300 LBS. 
 
 IV 
 
 46 
 
 134-4 
 
 12015 
 
 2320 
 
 134-2 
 
 10160 
 
 2130 
 
 0.9 
 
 2 2O 
 
 2855 
 
 S.S.W. 
 
 10.95 
 
 IV 
 
 40 
 
 113-5 
 
 9380 
 
 1520 
 
 112 8 
 
 8050 
 
 1415 
 
 0-9 
 
 161.2 
 
 1896 
 
 S.E. 
 
 7-37 
 
 It 
 
 36 
 
 125.2 
 
 9120 
 
 1650 
 
 124.8 
 
 8900 
 
 IS? 2 
 
 0.815 
 
 152.6 
 
 2IOO 
 
 E.S.E. 
 
 7-37 
 
 III 
 
 36 
 
 1 20 
 
 8865 
 
 i5 2 5 
 
 119-5 
 
 8730 
 
 1490 
 
 0.825 
 
 95-2 
 
 1992 
 
 E.S.E. 
 
 7-37 
 
 III 
 
 46 
 
 I 34-3 
 
 10630 
 
 2090 
 
 34 
 
 10240 
 
 2OIO 
 
 0.845 
 
 223 
 
 2685 
 
 S.W. 
 
 7-15 
 
 III 
 
 40 
 
 "5-5 
 
 9190 
 
 1530 
 
 114 
 
 9000 
 
 1490 
 
 0.839 
 
 109.6 
 
 1996 
 
 S.W. 
 
 13-19 
 
 V 
 
 40 
 
 118.0 
 
 9040 
 
 J 55o 
 
 117.7 
 
 8785 
 
 1520 
 
 0.853 
 
 109.8 
 
 2035 
 
 S.W. 
 
 13-19 
 
 * Without nose. 
 
 f With 97,600 Ibs. sleeper. 
 
 J With nose. 
 
36 BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 less than that indicated by the instruments. The influence of cross winds is 
 to be considered as to these deviations. From the measurements of Novem- 
 ber 26th, according to which the power at the driving-wheels in one direction 
 differs by nearly 200 metric H.P. (199.2 H.P.) from that in the other direction, 
 and the power used for each of the three runs in the one direction was 
 approximately the same, it must be concluded that this difference was caused 
 by the influence of the wind. The mean values calculated from runs in each 
 direction, as given in the last column, check up well and probably come nearest 
 to the real power consumption reduced to the horizontal and to the calm air. 
 The electrical measurements check up well with the measurements of the torque 
 on car S, given on Plate XXXVI. A comparison of the readings gives an effi- 
 ciency of the electrical equipment of about 0.88. The difference in power con- 
 sumption of a car with and without noses can be seen in the table containing 
 the calculation from the electrical measurements. In the table we find on 
 November 2oth four test runs with car A; on the first two runs the car was 
 equipped with noses, which were then quickly detached, in order to be able to 
 make on the same day, under the same weather conditions, two runs without 
 noses. As the values show, the car with noses consumed, at a speed of about 
 181 km. (112.1 miles) p. hr., 121 metric H.P. (119.2 H.P.) less than without, 
 corresponding to a reduction of resistance of 182 kg. (400 Ibs.), or 8J%. Approxi- 
 mately the same results were obtained by the coasting tests (page 31). The 
 power consumption of the motor-car with a six-wheel double-truck sleeper weigh- 
 ing 44.3 metric tons (48.8 tons) as trailer is given on Plates XIX and XXIX. 
 At a speed of about 182 km. (112.9 miles) per hour the total power consumption 
 was about 1325 metric H.P. (1304 H.P.). The sleeper alone consumed about 
 210 metric H.P. (206.5 H.P.), corresponding to a resistance of 350 kg. (771 Ibs.). 
 At a speed of about 172 km. (106.4 miles) p. hr. the total power consumption 
 amounted to about 1540 metric H.P. (1520 H.P.), of which about 260 metric 
 H.P. (256.5 H.P.) were used by the sleeper. The resistance at the above speed 
 of the latter alone was therefore 400 kg. (880 Ibs.). Finally, it may be noted, 
 as it was on page 19 of last year's report, that the difference between the train 
 resistance as found by the electrical measurements and by the coasting tests 
 is caused by the air resistance of the sliding bows, which were on the wires when 
 the electrical measurements were made and off during the coasting tests. 
 
BERLIN -ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 37 
 
 4. Behavior of the Car During Service. 
 
 While car S ran very steadily and quietly at the higher speeds, car A began at 
 speeds of 150 km. (92.9 miles) to swing laterally, causing sometimes an inter- 
 ruption in the collecting of the current, and endangering in this way the over- 
 head line. As the two cars were similarly built, the cause of this could only 
 be the unequal distribution of the weight on car A. In car A the center of 
 gravity of the motors did not lie in the middle of the driving-axles, but somewhat 
 on one side, and the two transformers, instead of being on the center line of the 
 car, were placed on one side of this line. In order to investigate the effects of 
 the unequal loading of the trucks by this arrangement, car A was weighed 
 accurately by means of Ehrhardt scales, the points of support being chosen at 
 a distance of 820 mm. (32.2 inches) from the center line of the car. The distri- 
 bution of the weight on the car upon the wheels is shown in Figure 18. The 
 
 cc = Motors. 
 
 / 2SO ttg. 
 24 izskg. 
 
 6 = Transformers. 
 FIG. 18. 
 
 differences which were found in the load on the different sides of the truck in 
 front and rear, as well as at the right and at the left, are principally caused by 
 putting the transformers on the sides, whereas the effect of the motors being 
 on one side of the car axles did not amount to very much and was balanced by 
 adding additional weights of 250 kg. (550 Ibs.) for each of the motors on the 
 lighter side. The balancing of the unsymmetrical distribution caused by the 
 transformers was obtained by counterweights C\ and Cz, which were put on the 
 side of the car body at a distance of 1365 mm. (53.2 inches) from the center line 
 of the car. The weights were calculated as follows: 
 
38 BERLIN -ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 and 
 
 r- (24,125 + 250-22,775) 
 
 61=820 - = 960 kg. (2112 Ibs.), 
 
 (23,660 + 250-22,425) 
 02 = 820 ^-. -=890 kg. (1960 Ibs.). 
 
 After the installation of these balancing weights the swaying of the car body 
 ceased and did not reoccur even at the highest speeds, and this investigation 
 confirmed the fact which is often overlooked that cars for high-speed service 
 run smoothly only when the load is equally distributed upon the axles. The 
 greater length and the lateral play of the new swivel trucks as compared with 
 the former ones, as well as the transferring of the support of the car body from 
 the swivel bolt to the side frames, have proved their worth, and both cars are 
 now running smoother at a speed of 200 km. (124 miles) p. hr. than well-balanced 
 cars on the through trains do at a speed of 100 km. (62 miles) p. hr. This success 
 can be attributed not only to the heavier track construction and to the good 
 condition of the rails, but also to the suitability of the trucks, as will be learned 
 from the following example: Sleeping-car No. 78 of the State Railroads, weigh- 
 ing 44.3 metric tons (48.8 tons) and having two six-wheeled trucks with cradle 
 springs and a wheel distance of 3.65 m. (12 feet) on the trucks and a total wheel 
 distance of 17 m. (55.8 feet), was pulled by the high-speed cars at different speeds. 
 Up to a speed of 160 km. (100 miles) the sleeping-car ran very smoothly, but at 
 1 80 km. (111.4 rniles) it began to sway so much that the tests had to be stopped. 
 The lateral play of the trucks with reference to the car body, as a maximum, 
 was 30 mm. (1.18 inches) on each side, and when entering the sharp curves at the 
 highest speeds this maximum was reached. When entering the curve, the front 
 truck of the car followed the curvature of the track, while the car body continued 
 to run straight ahead until the tension of the flat springs installed to keep the 
 body in the middle position became great enough to overcome the inertia of 
 the car body ; then the latter swung over to the other side of the middle position 
 with a slight shock and ran smoothly from there on. To a smaller extent similar 
 effects were felt on the open stretch in places where the track was uneven. This 
 can readily be seen on Plate XXXVII, showing in seven -tenths full size the records 
 of the lateral movements of the middle bolt of the front truck with reference to 
 the car body, taken during the runs. The two other curves were recorded on 
 two different runs in the same direction with a speed of from 200 to 208 km. (124 
 to 128.6 miles). The two greater deflections from the middle position shown on 
 
BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS' 39 
 
 this plate occurred when entering the curves. The smaller ones on the open 
 stretch and each deflection of the first run occurred exactly at the same place 
 on the stretch and has the same value as in the second run. The lower curve 
 was taken at a speed of 170 km. (105.5 miles), and in comparing it with the two 
 other curves, it becomes evident that the values of these movements increase 
 considerably with the speed, and though not objectionable up to speeds from 
 200 to 210 km. (124 to 130 miles), at still higher speeds will set a limit which 
 can not be exceeded on account of the danger of derailment. 
 
 5. Behavior of the New Road-bed During the Tests. 
 
 The new road-bed of the Marienfelde-Zossen line gave good satisfaction 
 notwithstanding that the test runs were begun immediately after its completion. 
 No deformations of the track occurred and there was no maintenance work 
 during the test except a slight bit of leveling in certain places. In order to record 
 the movements of the rails during the runs, the measuring apparatus using lead 
 plates, as described in the first report, was installed in the curve of 2000 m. 
 (6560 feet) near Mahlow. The results of such measurements are shown in half 
 size on Plate XXXVIII, and it can be readily seen that the lateral movements 
 of the rails were extremely small even an the curve. The vertical movemen t 
 of the rail reach about 3 mm. (0.118 inch), which is very small, and are caused 
 by the ties sinking into the road-bed. No bending of the rails was observed, 
 as the spacing of the ties was very short. From all the measurements and expe- 
 rience with the road-bed during the test period, it can be concluded that the 
 track is fit to withstand the strain even at these high speeds, and that no 
 extraordinary wear of the road-bed and tracks is to be expected. In the curves 
 of 2000 m. (6560 feet) radius generally a speed of only 160 km. (100 miles) was 
 maintained, but even at speeds of 170 to 180 km. (105.5 to m-7 miles) no dan- 
 gerous effects on the rails were observed. The elevation of the outer rail, which 
 amounts to 80 mm. (3.14 inches) on these curves, was primarily equalized 
 upon a length of 50 m. (164 feet), but for the higher speeds this length was 
 not sufficient, and when entering the curve a shock was felt every time result- 
 ing from the one-sided lifting of the car. The ramp had therefore to be 
 decreased to 1:1200 (100 m. long (328 feet)) instead of 1:200, as is the usual 
 practice, and when this was done the shocks entirely disappeared. Accord- 
 ing to these experiments the new road-bed of the Prussian State Railways with 
 rails profile No. 8 and 18 ties distributed over a rail length of 12 m. (39.36 feet) 
 
40 BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 is sufficient in every respect for running with absolute smoothness up to speeds 
 of 160 km. (100 miles p. hr.), provided the load on each wheel does not exceed 
 8 metric tons (8.8 tons) and that the distance between wheel centers is sufficiently 
 great. For still higher speeds it is believed that guide-rails similar to those 
 used in the tests are the best means of carrying heavier weights and of increas- 
 ing the strength of the track. The same purpose could be attained by using 
 a solid road-bed for the track, or by the use of very much heavier rails, but the 
 cars would not run so smoothly and easily as at present. Besides, the guide- 
 rails have the advantage of adding to the safety at these high speeds. At present 
 we have not sufficient observations and experience to be able to decide this 
 question. There is no doubt that such guide-rails are necessary on the curves, 
 as they prevent the outside front wheel from climbing the rail, and also on the 
 open stretch these guide-rails add largely to the safety of the service. Several 
 derailments of fast trains on the open stretch which occurred on the German 
 railroads in the last few years have apparently been caused by the climbing 
 of the wheels upon the rails, due to irregularities in the track. In these cases 
 the height of the wheel-flanges was not sufficient to prevent the derailment of 
 the cars, and it was recommended that this height of the wheel-flanges be in- 
 creased, but this could not be done without changing all the switches and frogs 
 of the track. The danger of derailment from irregularities of the track increases 
 rapidly with the increase of the speed, and it seems to be advisable to use guide- 
 rails on the open stretch for speeds of more than 160 km. (100 miles) p. hr. 
 
 III. FINAL REMARKS. 
 
 The work which the " Studiengesellschaft " had planned at its organiza- 
 tion was brought to a successful close in the fall of the past year by the united 
 efforts of all people interested after a period of three years. During the numer- 
 ous and successful test runs, speeds up to 200 km. (124 miles) p. hr. were often 
 reached, and during the whole test period not a single accident occurred. The 
 tests have proved that by using high-tension alternating current and specially 
 constructed equipment, it is possible to run with safety at these heretofore 
 unattained speeds upon tracks of good construction. Who would have foreseen 
 this development twenty-five years ago when on March 31, 1879, Siemens & 
 Halske showed at the Berlin Industrial Exposition the first electrical loco- 
 motive in service in the world? The great success of German engineering, its 
 perseverance and great sacrifices, have excited much interest and received 
 
BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 41 
 
 recognition far beyond the boundaries of Germany. These tests started a move- 
 ment of great importance. To-day we find everywhere an effort to im- 
 prove passenger transportation on railroads, both as to speed and number 
 of trains. The general public is now beginning to realize the value of the work 
 of the "Studiengesellschaft," and the question is, " What further can be done in 
 order to utilize the valuable technical results obtained from these experiments 
 in the development of long-distance electric roads"? According to the sugges- 
 tion of the Executive Committee, the Directors of the "Studiengesellschaft" 
 decided to continue these tests. Experience shows that it is not good policy 
 to give up such a promising enterprise, but to continue it with all possible efforts, 
 as otherwise the work done and the money spent might be lost. Besides, the 
 "Studiengesellschaft" seems to be destined to keep up the interest for high- 
 speed electric service as well as to combine all endeavors with the same aim, 
 and it is to be hoped that the "Studiengesellschaft" will enjoy in the future 
 as it has in the past the good-will and the assistance of the State Government. 
 
 The purpose of further tests will be to gain, by a series of endurance 
 tests based upon the present experience, further practical results, especially 
 in relation to the application of single-phase current. These results can 
 then be adapted to the construction and service of high-speed electric railways, 
 and the proof be given that electric service is superior to steam as to speed and 
 general efficiency and is fully as economical. The Marienfelde-Zossen line 
 of the Military Railroad is not well fitted for endurance tests on account of the 
 insufficient length of the stretch, and it would be more favorable if a long stretch 
 could be built, perhaps as a section of a future long-distance railway. For the 
 time being only the Military Railroad can be considered for the continuation 
 of the tests, as the Government has agreed to let the "Studiengesellschaft" 
 have the further use of this road. 
 
 The Oberspree Central Station is at the present time heavily overloaded 
 on account of increased demand arising from the reduction in the price of power, 
 and will therefore not be able to furnish current for the tests, unless new gen- 
 erators are installed in the near future. The tests must therefore be postponed 
 until sufficient power is obtainable, and in the meantime new plans and projects 
 will be made and other projects will be examined and studied. 
 
 Different lines have been proposed for the practical construction of a high- 
 speed railway, as Berlin-Potsdam, Frankfurt -Wiesbaden, Bruessel-Antwerpen, 
 Manchester-Liverpool, etc. Besides, the two electrical firms belonging to the 
 
42 BERLIN -ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 " Studiengesellschaft " have worked out an interesting report concerning the 
 project of a high-speed railway between Berlin-Hamburg, basing this report 
 upon the experience gained in the tests and making a detailed statement of the 
 cost and operating expenses. An extract from this report with a resume of 
 the results of the calculations is attached to this report, and it is desired that 
 the "Studiengesellschaft" will succeed in the near future in constructing this 
 railway as the first high-speed railway on the continent and a fitting conclusion 
 of its work. 
 
APPENDIX. 
 
 IV. 
 
 EXTRACT FROM THE REPORT OF THE " ALLGEMEINE ELEKTRICITATS GESELL- 
 SCHAFT " AND THE " SIEMENS & HALSKE AKTIENGESELLSCHAFT " CONCERNING 
 A HIGH-SPEED ELECTRIC RAILWAY BETWEEN BERLIN AND HAMBURG. 
 
 i. Introduction. 
 
 IN public, business, and private life neither the telegraph, the telephone, 
 nor the excellently arranged postal service can fully replace personal commu- 
 nication. The reason the traveling is restricted only to cases of utmost 
 necessity is not because of the expense involved, but the great loss of time 
 which traveling necessitates. In addition to this comes the fact that only 
 a few through trains are run daily between important large cities. The travel- 
 ing man must make his arrangements according to these circumstances, 
 and it mostly happens that the leaving and arriving time of the trains 
 derange his usual plans for the day and traveling during the night and stay- 
 ing overnight can not be avoided. It certainly would answer a very urgent 
 necessity if the time spent in traveling could be shortened and if more frequent 
 opportunities were given. Considerable increase in the passenger traffic and 
 a greater desire to travel would be the result, and the mutual relations of cities 
 connected by frequent high-speed trains would grow to an extent unrealized 
 and unforeseen to-day. The development of suburbs and surrounding boroughs 
 of Berlin, which have grown to an importance which a few years ago would not 
 have been dreamed of, can be given as an example. Frequent but yet slow train 
 communications have created a "Greater Berlin," with extensive and new busi- 
 ness and traffic relations. In the same way high-speed and frequently running 
 trains would be of the greatest commercial importance for two cities situated 
 a great distance apart. The effect of a high-speed railway upon the traffic and 
 the whole commercial life of two great cities connected by it can be compared 
 to the opening of a bridge which connects two cities across a large river, where 
 before all the traffic had to be done by ferry-boats. Such a railway can bring 
 two distant cities so close together that they become almost "sister cities." 
 
 4.3 
 
44 BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 The question of how to bring about such a high-speed traffic, which has 
 been discussed quite frequently in public life, has had only a theoretical im- 
 portance as long as the industry was not able to give full proof that such a high- 
 speed traffic could be realized with absolute safety and without exorbitant cost. 
 This proof has been given by the " Studiengesellschaft " for high-speed electric 
 railways, and based upon the favorable results obtained in their tests, the two 
 electrical firms belonging to the above society undertook the task of investi- 
 gating the practicability of a high-speed railway for a special case. 
 
 2. Selection of a Line. 
 
 For such a high-speed railway only commercial and industrial centers with 
 active and wealthy populations and already existing important traffic rela- 
 tions can be considered, and from this standpoint, the two greatest cities of 
 Germany, the capital and the main port of the German Empire, Berlin and 
 Hamburg, seem to be specially fitted for connection by a high-speed railway. 
 
 Berlin, together with the cities and communities in its close vicinity, has 
 a population of two and a half million inhabitants and is, as the capital of the 
 Empire, the central point of all the railroads running to the other capitals, 
 great cities, and provinces. Berlin is also the center of the Governmental 
 Administration and of the Military Organizations of the Empire. At the 
 .same time it is without the slightest doubt the first industrial town of the 
 Ernpire, perhaps the first on the Continent, and manufactures on a large 
 scale goods which are specially intended for exportation. As a commercial 
 center Berlin stands first among the interior towns of the German Empire. On 
 the other hand, Hamburg, together with Altona, with nearly one million in- 
 habitants, is the largest port of the German Empire. It occupies a natural 
 place of exchange for the official business and individual relations of German 
 citizens with foreign countries. 
 
 The construction of a high-speed railway between Hamburg and Berlin 
 would be especially practicable on account of the great distance between these 
 cities, as in this way the time gained could be entirely utilized in the most 
 beneficial way and the journey could be shortened to such an extent that the 
 staying overnight and the spending of two days for the trip could be avoided 
 in most cases. Based upon these conclusions the two electrical .firms finally 
 considered the construction of a high-speed railway between Berlin and Hamburg. 
 
BERLIN -ZOSSEN ELECTRIC RAILWAY TESTS. 45 
 
 3. The Two Projects. 
 
 The two projects for the high-speed electric railway, Berlin-Hamburg, 
 worked out by the two electrical firms, Siemens & Halske Aktiengesellschaft 
 and the Allgemeine Elektricitats Gesellschaft, differ only as to the extent of 
 the enterprise, as explained below. As the purpose of the Siemens & Halske 
 project is to cut down as much as possible the amount of capital necessary for 
 this enterprise, their project does not provide for the construction of inde- 
 pendent tracks in entering the two cities, and it is supposed that the high-speed 
 trains will enter these cities upon the tracks of one of the existing railways 
 running at a moderate speed between the steam trains, because in the beginning 
 it will not be necessary to run the high-speed trains at very short intervals. 
 Further, it is intended to build this high-speed railway as a single-track road 
 since it is planned to run the high-speed trains in the first year at two-hour 
 intervals, which schedule would not necessitate a double-track road provided 
 that the trains stop and cross in the middle of the stretch at Wittenberge. The 
 road is to be laid out in such a way that a second track can be put in if neces- 
 sary without difficulty, and the possibility of building a special track later on 
 for entering the cities independently of the other railroads has been considered. 
 The Allgemeine Elektricitats Gesellschaft based its project upon the assump- 
 tion of a more intense traffic at the start than that assumed by the Siemens & 
 Halske Company, and proposes therefore to run the trains at intervals of half 
 an hour, which makes it necessary to build a double-track road without stop 
 on the stretch and with separate roads for entering the cities and special terminal 
 stations. 
 
 4. Selection of the Motive Powsr. 
 
 The speeds attained upon the present railroads do not exceed 90 km. p. hr 
 (55.8 miles), and the most recent tests have proved that a higher speed than 
 120 km. p. hr. (74.6 miles) can hardly be attained with trains hauled by steam- 
 locomotives. As the power increases at a higher ratio than the square of the 
 speed at higher speeds, it would be necessary to use locomotives of such large 
 dimensions that a large part of the motive power would be used in driving them 
 alone, and thus the service would not be commercially practicable. Steam 
 has therefore not been considered in these projects for the high-speed railway 
 and electricity has been provided as motive power for hauling the trains. 
 
46 BERLIN -ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 For the existing electric railways direct current is generally used for driv- 
 ing the motors in the cars, yet for high-speed railways this kind of current does 
 not seem to be suitable, as the direct-current voltage is limited, and as the 
 transmission of such great quantities of electrical energy as required for the 
 driving of high-speed trains involves for long distances numerous difficulties 
 and great expense. New prospects for the application of electricity to train service 
 were presented after the electrical engineers succeeded in applying alternating 
 current directly to railway motors. The possibility of using high voltages which 
 can be transformed according to the demand without very great cost, makes 
 alternating current especially fit where large quantities of energy have to be 
 transmitted over long distances; i.e., in just such cases as high-speed railways. 
 
 In realizing these facts the "Studiengesellschaft " for high-speed electric 
 railways used on a large scale the three-phase current directly as motive power 
 for the high-speed tests. The results of these unprecedented tests were so favor- 
 able as to the distribution and collection of the current from the trolley-line 
 and as to power consumption that there can be no objection to the use of the 
 same methods in practice for the high-speed railways. There is no doubt that 
 also the single-phase current, which is now attracting the attention of engineers, 
 may be well fitted for high-speed electric service. The question, Is three-phase 
 or single-phase current to be used? is not of such importance as to make it neces- 
 sary to decide at the beginning. The cost of installation would be approxi- 
 mately the same in both cases. The single-phase current has probably some 
 decided advantages as compared with the three-phase current, and in any case 
 if used, the calculations would give still more favorable results. 
 
 5. Road-bed and Track. 
 
 Before the tests of the ' ' Studiengesellschaft ' ' were made nothing was 
 known concerning the wear of tracks by trains running at very high speeds, 
 and it seemed doubtful if the road construction, as used up to the present time, 
 would be satisfactory. The tests of Marienfelde-Zossen have given reliable 
 information upon this point, which can be utilized with full confidence for the 
 construction of a high-speed railway. A heavy road construction consisting 
 of heavy rails mounted on wooden ties well ballasted, as is used on the main lines 
 of the Prussian State Railways, is safe up to speeds of 200 km. p. hr. (124 miles). 
 It seemed to be advisable to build the high-speed railway with a wider gauge 
 than the standard, but for certain reasons this was not done in either of the 
 
BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 47 
 
 projects of the two electrical firms. Each high-speed railway will doubtless 
 always be operated entirely independent of other railways, but it must be made 
 possible in case of emergency to use some of the high-speed cars, if not 
 whole trains, upon the ordinary railroads. For military reasons it is especially 
 desirable that in case of war the ordinary trains could run over the high- 
 speed tracks. 
 
 6. Construction of the Cars. 
 
 The existing through vestibuled cars, which have given excellent satisfac- 
 tion, have also been selected for these high-speed trains. This construction 
 makes it possible for the passengers to go from car to car and facilitates 
 supervision of the train by the conductor. The only difference between the 
 through cars now in use and the high-speed cars will be that in the latter case 
 six-wheel double trucks with long distance between axles will be used, guaran- 
 teeing in this way greater safety and smoother running of the car, which was 
 proven in the tests of the "Studiengesellschaft." 
 
 7. Operation. 
 
 The idea presented itself that in order to create a high-speed service between 
 Hamburg and Berlin it would be sufficient to strengthen the present road con- 
 struction and to meet the increased demand for trains by adding new ones 
 without making any considerable changes in the construction or service of the 
 existing railroad. A glance at the graphical time-table of the Berlin-Hamburg 
 Railroad shows that any sweeping improvements of the traffic conditions would 
 present great difficulties, due to the fact that a great number of trains of very 
 different speeds run on the same track. It seems as if this was the main diffi- 
 culty in our present railroad service, causing numerous delays, disturbances, 
 and accidents. It is apparent that a high-speed and a freight service can not 
 be conducted over one line. In the present railroad service through trains create 
 a disturbance a long time before and a long time after they pass a station, as 
 according to the present system all through trains have preference over the 
 other trains. If a through train is but a little behind time considerable derange- 
 ment of all trains results, changing their schedules and the length of the stops 
 at the intermediate stations. In increasing considerably the speed of through 
 trains it becomes an absolute necessity to separate freight and passenger traffic, 
 first, because higher speeds necessitate greater care as to safety, and, secondly, 
 
48 BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 the effects of the disturbances would become still more apparent as the differ- 
 ence in the speed of the different trains increases. The erection of an entirely 
 new and separate road for high-speed service is therefore a necessity. Beside 
 these considerations as to the service, the construction of the present railroads 
 does not permit of using them at the same time for high-speed service. The 
 strengthening of the track is not the only change necessary: the grade to the 
 existing curves of the road must be made more gradual; the exterior rail must 
 have a higher elevation, corresponding to the higher speed, which makes the 
 operation of slow-speed trains on the same track more difficult. 
 
 Another great obstacle is the switches and track- crossings at the different 
 intermediate stations, upon which the cars would have to run at a reduced 
 speed. The frequent reduction of the high speed would result in a considerable 
 loss of time, losing in this way the advantage of a uniform velocity and caus- 
 ing an extra consumption of energy by the repeated braking and accelerating 
 of the trains. All these reasons led to the adoption of an independent road, 
 in the open stretch at least. 
 
 The question, if in high-speed service single cars or entire trains are to be 
 given preference, has often been answered from the one-sided standpoint, that 
 the electric service makes it necessary, on account of economy, to divide up 
 the trains into single cars following each other at short intervals. This method 
 has proved to be very successful for the ordinary street-car lines, but it is not 
 at all advisable for long-distance railroads, and especially high-speed service. 
 This system causes with the increasing number of cars a considerable increase 
 of the expenses of the personnel. Also the operating expenses are considerably 
 higher in running single cars instead of entire trains with the same number of 
 seats for the following reasons: At high speeds the air resistance at the head 
 end of the car forms the largest part of the total train resistance, and is, there- 
 fore, proportionately larger for a single car than for an entire train. Compared 
 with this head-end air resistance the influence of the friction of the air on the 
 sides of the car and the influence of the rail friction is very small. The differ- 
 ence in power consumption at high speed for running a single car or a motor- 
 car with one or more trailers will, therefore, not be very large. The single-car 
 service is also more expensive as to the first cost, as in this case all the cars have 
 to be equipped with motors, switches, etc. This service offers, therefore, no 
 advantages either as to cost of construction or economy of operation, and for 
 these reasons a service with short trains has been provided, the trains consist- 
 ing of one motor-car and from two to four trailers. 
 
BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 49 
 
 Many travelers suffer a loss of their valuable business time in being com- 
 pelled to take their meals before starting or after arriving at a station. It is, 
 therefore, a great saving in time and a great convenience for the traveling public 
 if they can take their meals on the trains, an arrangement which has given very 
 good results on the existing railroads. The motor-car of the high-speed train 
 of Siemens & Halske has room for a kitchen and a large dining-room. As all 
 the cars of the train are connected to the motor-car by vestibules, edibles and 
 drinks can be served in all the compartments of the trailers. The intention is 
 to run this high-speed line, Berlin-Hamburg, at a speed of 160 km. (100 miles) 
 p. hr. at the beginning, and in accordance with the tests at Berlin-Zossen, there 
 can be no objection to raising the speed with increasing traffic to 200 km. (124 
 miles) p. hr., and the road has, therefore, been designed for this high speed. 
 The high speed and the short headway of the trains make it necessary to avoid 
 all grade crossings. All crossings over city or country roads have, therefore, 
 to be made either above or below the tracks. 
 
 8. Estimate of the Traffic. 
 
 In order to predetermine the anticipated traffic of the high-speed railroad 
 between Berlin-Hamburg with some degree of accuracy, it is not sufficient to 
 obtain the data concerning the present traffic on this line. A certain increase 
 of the traffic must be looked for on account of the improved traveling facilities 
 of this high-speed railway. In order to make a fair estimate it is necessary to 
 refer to similar cases, but as high-speed railroads do not exist at the present 
 time it is somewhat difficult to obtain the necessary data on the subject. The 
 results obtained on the Mailand-Varese Railroad are very instructive in this re- 
 spect. This railroad was changed over from steam to electricity and the speed 
 increased from 30 and 40 to 45 and 60 km. (18.6-24.8 to 27.9-37.2 miles) p. hr., 
 increasing at the same time the number of trains. The results obtained as to 
 passenger traffic are given in the following report:* 
 
 "The results obtained with the electric service exceeded all expectations. 
 The great speed and the regularity of the service as well as the greater number 
 of trains caused the public to give the preference to the electric cars running 
 parallel with the steam-trains, resulting in a considerable increase in the passenger 
 traffic. At the beginning of the service seven electric trains were run in each 
 direction between the steam-trains, and on November 20, 1901, the number 
 of electric trains in each direction between Mailand-Gallarate had to be increased 
 
 * Zeitschrift fuer Kleinbahnen, Heft 9, Jahrgang 1903. 
 
50 BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 to nineteen and between Gallarate-Varese to fourteen. But this increase was 
 still not sufficient on account of the constantly growing passenger traffic, so 
 that finally, beginning June i6th, 1902, thirty-two electric trains were run in 
 each direction between Mailand-Gallarate and twenty-three between Gallarate- 
 Varese. On special holidays and market-days a great number of extra trains 
 had to be put in service. At the beginning the trains consisted of only two 
 cars, but as these two cars were constantly overcrowded, and as the freight and 
 baggage traffic increased continually, it was necessary to increase each train 
 to at least three cars, and finally to nine each. The greatest number of electric 
 trains was run on September 8, 1902, at the time when this report was made, 
 amounting to a total of eighty-six. As it was not possible to accommodate 
 all the passengers, and as no other electric cars were available, it was necessary 
 to run some steam-trains in addition. 
 
 " In the first year of the electric service 11,000,000 'car-axle km.' (6,835,000 
 car-axle miles) were run as compared with 4,769,896 (2,960,000) with steam 
 service in 1897. The total earnings of the passenger traffic in the time from 
 December i, 1901, to August i, 1902, was, in spite of the reduction in rates, 
 993,150 lires ($198,630) as compared with 660,000 lires ($132,000) in the 
 preceding year. The increase in profit to the Government for nine months of 
 this electric service as compared with the whole preceding year was 230,552 
 lires ($46,110.40)." These favorable results gain in value when considering the 
 fact that they were obtained at a time of general commercial depression. The 
 Mailand-Varese Railroad can not very well be compared as to its importance 
 with the high-speed Berlin-Hamburg Railway, and the increase of speed of the 
 former is far much less than the intended increase on the latter, but the results 
 obtained with this Italian railway justify the greatest hopes for the develop- 
 ment of the Berlin-Hamburg Railway. 
 
 Another parallel can be drawn between the increase of the passenger traffic 
 at the time of the introduction of the railroads, replacing the stage-coach, and 
 the expected increase in case that the high-speed service replaces the present 
 railway service. In both cases a more rapid, more frequent, more convenient 
 means of transportation was substituted for the older one, saving time and 
 energy of the traveling public. 
 
 The first railroad entering Berlin was the Berlin-Potsdam Railroad, the 
 opening of which took place at the end of 1838. This new enterprise was not 
 looked on with very much favor at the time of its foundation, and King Friedrich 
 Wilhelm III. is quoted as saying the following: 
 
BERLIN -ZOSSEN ELECTRIC RAILWAY TESTS. 5 1 
 
 ' ' I can not derive any very great happiness from the possibility of arriving 
 a few hours earlier in Potsdam." 
 
 The Postmaster-general, von Nagler, who, as the head of the Prussian 
 Department of Traffic at that time, is certainly to be considered as an expert, 
 made the following remark concerning the new Berlin-Potsdam Railroad enter- 
 prise : 
 
 " Nonsense. I have several six-seat stages running daily to Potsdam and 
 nobody rides. Now these people want to build a railway to this town. If 
 they want to get rid of their money, I propose that they throw it out of the 
 window before they spend it in such a foolish enterprise." 
 
 Fortunately it is possible for us to give data upon the passenger traffic be- 
 tween Berlin-Potsdam. In a report made by the Postmaster-general, von Nagler, 
 to the King on August isth, 1835, the former expresses his fear that the stage 
 service between Berlin-Potsdam will be entirely deprived of the local passenger 
 traffic by the railroad, causing a loss in the gross income of 17,000 thaler (about 
 $10,200) a year. In assuming a rate of 8 pfennig p. km. (about 3.22 cents 
 p. mile) for the ordinary stage and 13 pfennig p. km. (5.24 cents p. mile) for 
 the express stage, i.e., 10 pfennig as an average p. km. (about 4.02 cents p. mile), 
 and taking the distance between Potsdam and Berlin as about 30 km. (18.6 
 miles), the number of passengers would be 17,000 per year. 
 
 Everybody will understand that such a traffic would not pay for a railroad, 
 but the organizers of the Berlin-Potsdam Railroad had better hopes regarding 
 the new enterprise than the experts and the population. According to their 
 estimate of May ist, 1835, they expected to have a traffic of 118,000 passengers 
 per year. Yet during the first year of operation, 1839, the number of passengers 
 carried was 664,828 ; but this number fell somewhat in the next years on account 
 of the commercial depression, and because at first maryy people rode out of sheer 
 curiosity. After the Berlin-Potsdam-Magdeburg Railroad had been joined with 
 the Magdeburg-Halberstadt Railroad the traffic began to increase. The traffic 
 on this railroad had, therefore, from the very first surpassed that of Nagler's 
 six-seat stages 39 times and the estimates of the organizers 5^ times. An entire 
 change of public opinion as to this enterprise soon took place, and even King 
 Friedrich Wilhelm the III. began to use the railroad, which he had avoided 
 entirely at the beginning. In our quiet Germany, which had at that time no 
 industry and commerce of any importance, in the country of the poets and 
 philosophers, the necessity was felt and the capital was found for building rail- 
 
52 BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 roads, doing away with the old poetical way of traveling with the stage. In 
 a very short time new railroads were built having Berlin as a center, and also 
 in the provinces tracks were laid to connect the most important cities of the 
 country. King Friedrich Wilhelm the IV., while Crown Prince, did justice 
 to this progress in saying, as he was riding on a locomotive of the Berlin-Potsdam 
 Railroad, the following prophetic words: "This cart, running through the world, 
 can not be stopped by the arm of man." These historical reminiscences are 
 not without value. They give proof of the enormous revolution caused by in- 
 creasing the speed of traveling three or four times as compared with the former 
 well-organized stage service. 
 
 (Remark: The maximum speed of the stage was 10 km. (6.2 miles) p. hr., 
 and of the first railroads from 30 to 40 km. (18.6 to 24.8 miles) per hr.) It is 
 worth noticing that this new means of transportation met with distrust in the 
 beginning and then suddenly an entire revolution of the opinion concerning 
 this new system took place notwithstanding that the first railroads did not have 
 very many of the modern conveniences. The tickets at the opening of the Pots- 
 dam Railroad had to be bought in a book-store in the city. The station was 
 situated outside of the city walls, at those times a long distance from the center. 
 The third-class cars were open and the second-class cars were closed and pro- 
 vided with ordinary seats. The people of rank remained in their own carriages, 
 which were put on top of one of the open cars, and rode with the proud feeling 
 of possessing such a carriage. In spite of these primitive methods of trans- 
 portation, and in spite of the moderate speed of these trains, which necessitated 
 a law prohibiting people from following them, nothing could stop the enormous 
 growth of traffic, which made its way with an irresistible impetus and creating 
 those times which were noted as standing under the "era of railroads." 
 
 We have treated this example of the Potsdam Railroad at length purposely 
 because it is of special value in judging the anticipated traffic for the Berlin- 
 Hamburg high-speed railway. In both cases it is a question of connecting 
 a large and smaller city which have an active mutual relation capable of growth. 
 
 The journey between Berlin-Potsdam took at that time from three to five 
 hours, while it takes to-day about the same time for a through train to run from 
 Berlin to Hamburg. When the Berlin-Potsdam Railroad was built the time 
 occupied in making the journey was reduced to about one-third the time for- 
 merly required. This would also be the case of the high-speed railway between 
 Hamburg-Berlin . 
 
BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 S3 
 
 Berlin and Potsdam had together at that time a population of not more 
 than 400,000, while "Greater Berlin " and Hamburg-Altona have to-day a popu- 
 lation of 3,500,000. 
 
 A similar increase as upon the Berlin-Potsdam line occurred in the traffic 
 of the other lines when the stage was replaced by the railway. As it is some- 
 what difficult to-day to get the correct data concerning the traffic conditions 
 then existing, we can only give a few examples in order to prove this : 
 
 
 Name of the Line. 
 
 Length. 
 Miles. 
 
 Former 
 Passenger 
 Traffic. 
 
 Passenger 
 Traffic of the 
 Railway in the 
 First Year of 
 Full Operation. 
 
 Ratio between 
 Railway Traffic 
 and Stage 
 Traffic. 
 
 I 
 
 2 
 
 Elberfeld-Duesseldorf 
 Berlin-Potsdam . . 
 
 16.7 
 18.6 
 
 I2,OOO 
 17,000 
 
 383,018 
 664,828 
 
 3 2 
 30 
 
 1 
 
 Coeln-Aachen 
 
 43 .4 
 
 l6,OOO* 
 
 374, 1:74 
 
 23 
 
 A 
 
 Dresden-Leipzig 
 
 73 -2 
 
 IO,OOO 
 
 441,531 
 
 44 
 
 
 
 
 
 
 
 * Passengers transported in carriages are included. 
 
 These figures prove that at the time of the introduction of railroads the 
 existing need for rapid transportation surpassed even the most sanguine esti- 
 mates, and based upon these data it can be expected that the construction of 
 the high-speed Berlin-Hamburg Railway will be followed by an increase of traffic 
 of from two to three times that at present. 
 
 The average number of passengers carried daily on the Berlin-Hamburg 
 Railway in 1902 was as follows: 
 
 Kind of Trains. 
 
 Passenger 
 Traffic in 
 Summer. 
 
 Passenger 
 Traffic in 
 Winter. 
 
 Average 
 per Year. 
 
 Accommodation trains. . . . 
 Fast passenger-trains. . . . 
 
 1600 
 
 =;oo 
 
 1300 
 4OO 
 
 I4SO 
 
 4=; 
 
 Through trains 
 
 1 300 
 
 7OO 
 
 IOOO 
 
 
 
 
 
 Totals 
 
 3 4OO 
 
 2400 
 
 2900 
 
 
 
 
 
 showing a little more than a million passengers in both directions. 
 
 The traffic of late years has been increasing considerably in all parts of the 
 country, and the through trains experienced the greater part of this increase. 
 Whereas the total traffic during the years of 1900 to 1902 increased about n%, 
 
54 BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 the increase in the traffic on the through trains during the same period was more 
 than 20%, and the ratio between the seating capacities of the trains and the 
 actual number of passengers increased in the same way. While in 1900 each 
 through train carried an average of 106 passengers, in 1902 this figure rose 
 to 126; i.e., 20% higher. In 1894 the above ratio was 60% for certain kinds 
 of trains, but taken for all Prussian railroads during the whole year was only 25%. 
 In the following we will try to give some information concerning distribu- 
 tion of the passenger traffic upon the through and local trains of the Berlin - 
 Hamburg line. 
 
 THROUGH TRAINS. 
 
 According to the above statistics the average number of passengers carried 
 by these trains is about 1000 per day, being somewhat higher on the Berlin- 
 Wittenberge line and somewhat lower on the Wittenberge-Hamburg line. Since 
 September, 1903, a new through train has been added in each direction, carry- 
 ing about 100 passengers each way, without decreasing to any extent the number 
 of passengers on the other through trains. The total average traffic on the 
 through trains is therefore almost 1200 passengers per day. 
 
 The traffic between the intermediate stations of Wittenberge, Ludwigslust, 
 Holgenow, and Buechen has to be deducted from these figures, but it can be 
 considered very small, for the reason that only a few of the through trains stop 
 at these stations. This local traffic probably amounts to a maximum of 5% 
 of the total traffic. The remaining 95%, equal to noo passengers daily, is to 
 be counted for the direct through traffic between Berlin and Hamburg. 
 
 FAST PASSENGER-TRAINS. 
 
 These trains take care of the traffic between the larger cities which lie be- 
 tween Berlin and Hamburg, and the number of passengers carried on these trains 
 is subject to great fluctuations, and it cannot therefore be considered with the 
 through traffic between Berlin-Hamburg. 
 
 ACCOMMODATION TRAINS. 
 
 These trains serve generally for the local traffic and for the transportation 
 of fourth-class passengers, yet the two night trains, numbers 205 and 206, are 
 also used by other passengers of the higher classes, as they offer the only possible 
 means of transportation at this time. As the morning trains do not reach the 
 
BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 55 
 
 end of the line before noon, all of the passengers who have some business in 
 Berlin or Hamburg during the forenoon hours, and who wish to avoid staying 
 overnight in a hotel on account of economy, have to use the common night 
 passenger-trains. These trains also have sleepers, the passengers in which are 
 without exception through passengers. These night trains carry an average 
 of 100 passengers and are more crowded in summer than in winter, the number 
 of passengers in both directions being nearly equal. It can be estimated that 
 of the 200 passengers of these trains one-quarter, or 50 passengers, are through 
 passengers. According to these data the through passenger traffic between 
 Berlin and Hamburg amounts to a total of 1150 passengers every day, equal 
 to 420,000 passengers per year in both directions. As the construction of such 
 a high-speed railway would require about six years on account of the different 
 preliminary negotiations, a further increase of the traffic would take place during 
 this time, by which the high-speed railway would be largely benefited. Assum- 
 ing that the through passenger traffic increases 7^% per year, a figure which 
 is certainly not too high in considering the 10% increase of the last years, the 
 number of passengers based upon the natural development of the traffic would 
 be in the first year of operation 420,000 times I.O75 6 , equaling 650,000 passengers. 
 
 9. Commercial Practicability. 
 
 The estimates of the two electrical firms conclude with the following sums : 
 
 Projects of Siemens & Halske A. G., Berlin. 
 
 Projects of Allgemeine Elektricitiits Gesellschaft, Berlin. 
 
 a 
 
 b 
 
 C 
 
 i 
 
 Single Track. 
 
 Double Track. 
 
 Speed of 100 Miles p. Hr. 
 (Their Own Tracks for 
 Entering the Cities). 
 
 Speed of 124 Miles p. Hr. 
 (Their Own Tracks for 
 Entering the Cities). 
 
 CAPITAL INVESTED. 
 
 ^17, 500,000 
 
 $26,250,000 
 
 $31,250,000 
 
 $35,000,000 
 
 Although the estimates of these two companies have been worked out inde- 
 pendently, they come to about the same results. Both companies based their 
 calculations as to the anticipated earnings upon the number of passengers given 
 
56 BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 above, but it was taken into consideration that such a high-speed railway would 
 greatly improve the traffic between Berlin and Hamburg. Experience teaches 
 us that every improvement causes an increase in our wants. That this maxim 
 also holds good as to traffic was proven by the above examples of the Mailand- 
 Varese Railroad and the substitution of the railroad for the stages. The fre- 
 quent and rapid train connections of the high-speed railway would cause a further 
 expansion of feeding territory and a change and deviation in the traffic of other 
 railroads. So, for instance, the traffic from Stettin to Hamburg will go still 
 more by the way of Berlin than at present, as this would assure the best con- 
 nections and the quickest traveling. In the same way the traffic from Berlin 
 to Kiel and Luebeck later on would go by the way of Hamburg, using the high- 
 speed railway, and even more distant cities and districts would be affected by 
 the railroad and benefit the latter. Bremen could be reached quicker by the 
 way of Hamburg in spite of the longer distance than by the present route by way 
 of Stendal-Uelzen or Hanover. 
 
 In considering all these circumstances it may be expected that the number 
 of through passengers, which is already 650,000 as based upon the natural develop- 
 ment of the traffic, would be increased still more by the construction of the 
 high-speed railway, and probably reach the 2,000,000 mark during the first year 
 of operation. The first project of Siemens & Halske proves that with 520,000 
 passengers such a high-speed railway between the above cities would be profit- 
 able, although, due to reasons given before, the trains would only run at two- 
 hour intervals. With 850,000 passengers per year the construction of the second 
 track would be justified, thus permitting a one-hour instead of a two-hour head- 
 way. The main project of the Allgemeine Elektricitats Gesellschaft proves 
 that the construction of separate city lines and terminal stations would be jus- 
 tified with about 1,000,000 passengers, giving in this way a better schedule and 
 more frequent trains. With a traffic of 1,200,000 passengers per year the increase 
 of the speed from 160 km. to 200 km. (100 to 124 miles) p. hr. would be profit- 
 able. The two projects of the Allgemeine Elektricitats Gesellschaft provide trains 
 at half -hour intervals. With such a service, which is similar to the street-car 
 service, an increase of the traffic to several times its present value can be ex- 
 pected. In calculating the earnings higher rates have been assumed than those 
 in force at present. This increase is justified, as a passenger, having the advantage 
 of more frequent and rapid transportation, gains considerably in time and saves 
 an increase in living expenses. The present rates are: 
 
BERLIN-ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 57 
 
 Class. 
 
 Single-trip 
 Ticket. 
 
 Return 
 Ticket. 
 
 I. Class 
 
 $6.?2 
 
 $4 7C 
 
 II. Class . . 
 
 $48; 
 
 $4 26 
 
 III. Class 
 
 &"? 4O 
 
 $2 17 
 
 
 
 
 In addition to these rates a seat rate of two marks ($0.50) has to be paid for 
 the first and second classes, and a rate of one mark ($0.25) for the third class. 
 For the high-speed railway it has been planned to use only one class, which would 
 correspond to the present second class. Besides, a few luxuriously equipped 
 compartments will be provided, for the use of which a higher price must be paid. 
 
 The price of a one-way ticket is to be 15 marks ($3.75), and an additional 
 ticket for the special compartments may be had for five marks ($1.25). The 
 average earning will, then, be about 16 marks ($4.00) per passenger. 
 
 This will be increased by the transportation of baggage, the rents from the 
 train and the station restaurants, the installation of automatic selling machines, 
 and the rental of space for advertising purposes, etc. All these incomes, as well 
 as the receipts from express baggage and express mail, are not included in the 
 calculations, the results of which are given in the following table. For the cal- 
 culation of the expenses of the high-speed Berlin-Hamburg Railway the figures 
 for the operating expenses of existing electric railways have been used, some of 
 the items having been increased. Besides, a sufficient percentage of the earn- 
 ings has been put aside for the sinking fund, government and local taxes, and 
 insurance. 
 
 Though these expenses have been assumed sufficiently high, another in- 
 crease of 30% has been made for tfte first year of operation in order to cover 
 the additional expenses which may arise from inexperienced employees and from 
 other unforeseen causes. Even under these conditions the financial result, as 
 shown in the following table, is absolutely favorable. If later on the operating 
 expenses reach their normal value, the profits will be still larger and a reduction 
 of the rate could be considered. 
 
 One half of one per cent of the invested capital is taken from the profits 
 for the sinking fund and 5% of the remainder for the reserve fund required by 
 law; the remainder is then used for the interest on the bonds and for the pay- 
 ment of dividends. The results of these calculations are found in the following 
 
BERLIN -ZOSSEN ELECTRIC RAILWAY TESTS. 
 
 table. These figures prove beyond all doubt that the installation of a high- 
 speed railway between Berlin and Hamburg is justified from a commercial 
 standpoint. In the beginning the enterprise will realize a moderate interest 
 on the invested capital, but in the course of time a favorable increase in the 
 profits may be expected. 
 
 1 
 
 Project of 
 Siemens & Halske A. G., Berlin. 
 
 Project of Allgemeine 
 ' i Elektricitats Gesellschaft, Berlin. 
 
 a. 
 Single Track. 
 
 b. 
 Double Track. 
 
 c. 
 
 Main Project, with 
 Speed of 100 Miles 
 p. Hr. (Their Own 
 Tracks for En- 
 tering the Cities). 
 
 d. 
 
 Additional Project, 
 with Speed of 
 124 Miles p. Hr. 
 (Their Own 
 Tracks for Enter- 
 ing the Cities). 
 
 Number of passengers per year . 
 Headway. . . . 
 
 520,000 
 2 hours 
 too miles 
 (i hr. 5 
 (Incl. stop at 
 Wittenberge) 
 $17,500,000.00 
 2,080,000.00 
 
 I No 
 2,080,000.00 
 1,200,000.00 
 880,000 . oo 
 87,500.00 
 
 792,500.00 
 
 40,000 . oo 
 
 752,500.00 
 
 4.3% 
 
 850,000 
 i hour 
 100 miles 
 5 min.) 
 
 $26,250,000.00 
 3,400,000.00 
 
 t taken into ace 
 3,400,000.00 
 200,000 . oo 
 1,400,000.00 
 
 106,250.00 
 1,268,750.00 
 63. 7S - 00 
 
 1,205,000.00 
 4.6% 
 
 1 ,000,000 
 hour 
 100 miles 
 i hr. 47 min. 
 
 $31,250,000.00 
 4,000,000.00 
 
 ount. 
 
 4,000,000 . oo 
 2,425,000.00 
 
 i,S7S, 00 - 00 
 
 156,125.00 
 1,418,750.00 
 71,250.00 
 
 1,347,500.00 
 4-3% 
 
 1,200,000 
 hour 
 124 miles 
 i hr. 25 min. 
 
 $35,000,000.00 
 4,800,000 oo 
 
 4,800,000.00 
 2,950,000.00 
 1,850,000.00 
 
 175 ooo.oo 
 1,675,000.00 
 85,000.00 
 
 1,590,000.00 
 
 4-6% 
 
 Maximum speed per hour 
 Schedule time 
 
 Capital invested 
 
 f a. Passenger traffic . 
 
 .,-, . b. Freight traffic. . . . 
 Earnings ^ T, 
 6 c. Baggage . . . 
 
 d. Diverse sources. . 
 Total earnings 
 
 Total operating expenses incl. of 
 reserve fund for repairs 
 
 Surplus of earnings over ex- 
 penses 
 
 Sinking fund (J% of the cap- 
 ital) 
 
 Net profits 
 
 Reserve fund (5% of net profits) . 
 Balance available for paying in- 
 terest on the capital 
 
 Interest in per cent of the cap- 
 ital 
 
 
a. 
 
 3 
 
J3 
 +-> 
 
 *O 
 
 a 
 O 
 
 \ 
 
 & 
 
* 
 
 I 
 
 ! 
 
 f 
 
PLATE IV. Arrangement of the Brake. 
 
 62 
 
PLATE V. Method of Suspending the Motors. Car "A." 
 63 
 
"52 
 
 PLATE VI. Method of Suspending the Motors. Car "S." 
 
 64 
 
PLATE VII. Device for Measuring the Torque. 
 65 
 
PLATE VIII. Water Rheostat. 
 (See next page.) 
 
 66 
 
5Jo Solution of 
 Carbonate of Soda 
 
 PLATE VIIIo. Water Rheostat. 
 (See previous page.) 
 
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 74 
 
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 PLATE KlVa. Train Resistance of Car "A," without Detachable Nose, as found from 
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 PLATE XVa. Train Resistance and Power Consumption of the High-speed Cars, as 
 found from the Tests made in the Fall of 1902 and 1903. 
 
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 PLATE XVI. Test Runs with 
 
 Car "A." Speed, Current, Voltage, Power. 
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 Test Run with Car "S" and Six-wheel Double-truck Sleeper as Trailer. Total Weight of Train, 
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 PLATE XXXV. Test Run with Car "S." Speed, Current, Voltage, Power. 
 
 97 
 
I 
 
 15000 
 
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 800 
 
 20 
 
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 Kj^'^iri^d^ r~^ 2 
 
 PLATE XXXVI. Test Run with Car "S." Speed, Current, Voltage, Power. 
 
 98 
 
Minutes. 
 
 Minutes. 
 
 Zossen 
 
 Marienfelde. lessen 
 
 Mom'enfelde 
 
 Minutes. 5 
 
 7ossen. Marienftelde. 
 
 PLATE XXXVII. Transverse Movements of the Swivel Truck. Two-thirds Actual Size. 
 
 99 
 
PLATE XXXVIII. Measurement of the Track Deformation at the 7.77-mile Post. Speed, 107 Mil 
 
 per Hour. 
 
 100 
 
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