The motorman's guide : a practical treatise on street railway motors : car wiring, the proper way to cut out motors ...

Front matter

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CX

Index

PAGE

Car Wiring 12

Conclusion 115

Description First and Second Notches 93

Description Third Notch 95

Description Fourth Notch. 97

Description Fifth and Sixth Notches 99

Economy is Wealth Ill

Electric Motor Force, or How Armature Rotation is Obtained 48

General Electric Company’s Series Parallel

Controller 88

General Electric 800 Railway Motors 80

General Information on Westinghouse Motors 53 How to Locate Trouble in a Car While Running on the Road 17

How to Locate Trouble in a Reversing Switch

and How to Overcome it 24 .

How to Reverse a Car in Order to Obtain

Best Effects 26

How to Increase the Speed of a Motor by

Changing Two Connections 53

Illustration of T. & H. Car Wiring, 114

Information on Incandescent Light Circuits.. 41

679348

PAGE

Instructions for Operating and Care of K

Controllers 22

Introduction 5

Information on Open Circuits and Sparking

Brushes 65

Points of Interest to All 73

Points About Motors that Should be Examined Often 30

Proper Methods for the Government of Motors 103

Short Circuits — What a Short Circuit Means

and How to Locate It 34

Some Questions Which You May be Called

Upon to Answer . . . 68

Terminal or Field Wires 16

The Proper Way to Cut Out Different Motors ... 19

Westinghouse Fuse Block 61

Westinghouse Lightning Arrester 62

Westinghouse Lamp Circuit 63

Westinghouse Series Parallel Controllers. . . . 106

Introduction

In presenting this pocket edition to the public I will say that it has been the author's intention to confine himself exclusively to points of interest to the Motormen of the country, realizing, as I do, that there is not, nor has there ever been, anything written which would disclose to this class the knowledge they seek.

In order to do this it is my intention to define everything pertaining to street R. R. Motors in the simplest manner, omitting all algebraic and other terms such as have served in all books previously written, to prevent you from comprehending their meaning. And if strict attention is paid to the teachings and instructions herein contained, you will be able to withstand the most rigid examination from your Superintendent real or anticipated, as well as to make an intelligible report of the defects and the work to be done on your car and motors. It is not generally known, but it is a fact, nevertheless, that all Motormen on all street railways are to be examined by a State Board of Examiners yet to be appointed by the Governor of each State, as to their qualifications and capabilities to hold the positions they are now filling.

It stands to reason that those found wanting will have to go, and those who have devoted a little of their leisure time to profitable study, will succeed them. It is in order, right here, to state that the man of influence is going to have some hard studying and become posted, or step down and out, as the pull cannot hold him. He must possess a thorough knowledge of his business, or those who do will certainly succeed him.

It is indeed necessary to repeat here that old adage, “a still tongue makes a wise head;” and what is meant by using the saying is, what you learn keep to yourself; or in other words, do not lend your book to anyone, for as the saying goes, “one man prospers by his fellowman’s downfall.” So do not assist in your own downfall.

Recognizing the fact that not one Motorman in twenty thoroughly understands his motors, I feel that I am giving them great value for their money, and at the same time furnishing them with the means of holding a position on any line they may be employed on. While serving as foreman in different car houses, the author has been able to gain a great many pointers that will come up on the examination of Motormen and conductors, and having possessed these, together with my knowledge of electricity, I feel perfectly safe in stating that they cannot ask you any question that I have not honestly and correctly answered in this little book. If you wish to learn the value of this book, go to your electrician, or man in charge of your motors, and ask him for information, and then, and not until then, will you learn the true value of this book. It has always been understood by all electricians or foremen of car houses; that no information of any importance be given to anyone outside of their class, and consequently most men running cars to-day are ignorant of their motors .

Now that I have dissolved partnership with that class of people, I am at liberty to impart to Motormen and conductors how to thoroughly understand and man their machines, regardless of what my brother electricians may deem fit to say or think about me. I have honestly served my time, and think I have a right to suit my own pleasure in regard to what use I make of my experience.

Having been a Motorman myself I know how insignificant a man is and how small he feels when running a car with no knowledge whatever of his motors.

It has been my experience to see hundreds of cars turned in off the road by Motormen who were asked by housemen what the trouble was. Well, of course their answer would be, simply “I don't know.”

And they should not be held responsi-i ble for what they have had no chance or' opportunity to learn.

It will be well for me state here that it is the earnest desire of every company owning and operating electric roads to have each and everyone of their employees thoroughly understand the complete workings of their motors, for it) would be a saving of thousands of dollars) each year to them.

On the other hand it is the same amount of money in the different electric companies' pockets to keep the men in ignorance.

Now, then, you are aware that neither of the companies will protect you in ignorance, so it behooves you to work out your own salvation, and the sooner you grasp the opportunity, the better for you and your family.

I propose to write this book just as I .have learned it from actual experience land hard work on motors, and it will be more valuable to you than a book written by highly educated electricians where nothing but highly electrical terms and phrases are used.

There are a number of such books now on the market that Motormen have bought at fancy prices and after reading they are just as much in the dark as before they read them. In fact they seldom look at them the second time, for the simple reason that the Motormen of to-day are totally unprepared for such works, and cannot understand them.

It is foreign reading to them and was never intended to give them any information of what they ought to know. Knowing the above statement to be facts, I propose to write this book in plain Motorman’s language, starting in from the very beginning the same as if you had never seen a car, and carry you right along through, explaining in detail every part of a street car motor, and will confine myself to actual information necessary to the Motorman.

JL Practical PQotorniaij.

Gar Hlirirjg.

It is very necessary that each and every Motorman should thoroughly understand how a car is wired, and then in case one of the connections break, he can readily find it and repair it. You will find in this pocket edition a complete drawing of the wiring of a car with two motors wired in multiple.

By following very closely the explanation here given with your drawing before you, it will be very easy to understand it, and it will enable you to trace your current from the trolley wire through the different parts of your car to the ground.

Commencing at the trolley head, or wheel, it is received from the trolley wire thence down the trolley pole to trolley stand, there you will find the first connection made connecting your trolley with the car wire. Your current and wire leads from the trolley stand to the front over-head cut-out box, where two connections are made; crossing same, returns along roof of car to rear overhead cut-out box, where also two connections are found; crossing cut-out box, wire runs down corner post of car to the fuse box with two more connections, it runs to the lightning arrester crossing^ with two connections.

After leaving the lightning arrester it runs along the flooring of your car to che controller, or resistance coils, which receives it with one connection and dispatches it with another.

Leaving resistance coils it runs direct to your field coils through what is termed the end wire, where a connection is made.

Passing through the field coils it returns out of the same through the field ground-wire where a connection is made with the fields and field ground-wire.

It next runs direct to the reverse switch; connecting with same it crosses and connects with the positive brush lead, which conducts it to the commutator where a connection is made on to the brush or carbon holder.

It is then received by the armature from the commutator. Passing through the armature it returns through and is received by the negative brush lead and conducted back to the reverse switch with same connections made as when crossing before.

Crossing reverse switch, it is received by the motor ground- wire which runs to and is connected on to the front end of motor casing.

The above is a correct illustration of car wiring and current tracing, and when reading, by frequent reference to the accompanying cut or drawing, can be readily understood.

The high speed or loop wire takes the same course as the end wire connected to your controller, with all resistance cut on! it runs direct to the field coils, side by side with your end wire, passing through field coils, returns through and out field ground wire; there is only one field ground-wire and consequently the fields discharge the current received from both the loop and end wire through the same wire. It must also be borne in mind that the field coils receive current from one wire at a time; when receiving from the end wire the loop is cut out, also when receiving from the loop wire the end wire is cut out.

The current received by the field coils through the loop or high-speed wire returns out the field ground-wire, and runs direct to the reverse switch, crossing same, to positive brush lead, thence to commutator, into armature. Out of armature, through negative brush lead, back to reverse switch, crossing to motor ground-wire to the casing on motor.

Terminal or Field Wires

There are three wires leading into the field-coils, and it is very necessary for a Motorman to know and be able to distinguish one from another, which is very easily done if you will pay strict attention to the following description.

The inside wire on each field coil is the end wire. To be more sure and explicit, we will say the wire nearest the gearing, on the opposite motor, is the end wire. The location of the end wire can be more readily understood after we locate the loop and field ground-wire.

The loop or high-speed wire is the center or middle wire. The outside wire on each machine is the field ground wire, or the wire nearest the ends of the car.

By referring to the car-wiring cut with the above explanation you can post yourself thoroughly, and know positively which wires to disconnect in case one of your motors becomes disabled.

How to Locate Trouble in a Car while Running on the Road

This, perhaps, is the most difficult problem a Motorman is called upon to solve, and one which occurs to him almost daily. It does not matter whether a motor is new or old, there is quite a number of things could happen to it at any moment, and you want to be posted so as to be able to locate and fix it quickly and make time.

If your car, while on the road, should lose the power, and fail to respond to your -controller, first ascertain if the trouble is at the power station by trying your light circuit. If your lamps light you know the trouble is in your car; such being the case, you will examine the overhead cutout switches, as some mischievous person may have thrown one of them off. Finding both switches O. K., examine your fuse, as they often melt off. Finding this O. K., next examine your reversing switch by throwing switch both ways, as quite often cars will throw the reverse on the center while rounding a curve, especially cars equipped with cable controllers. I have seen quite a number of cars laid out on the road from this cause aloe, the Motorman having examined the car thoroughly, and overlooking this particular part. Finding this O. K., it is then necessary for you to run over all connections, as one of them may have broken off. If you find them all intact, you have performed all the duty that is expected of you, for if the trouble is not found by the above inspection, it lies in your motors, and is beyond your reach, consequently you will not be held responsible.

A Motorman cannot be too thorough in his investigations, for he can easily overlook a broken feed wire, which if found after his reporting everything O. K. would place him in an unfavorable light with the electrician or house foreman in charge.

It is very easy for every man to familiarize himself with every connection on or about his car, as you have an abundance of time while on the road or at the car house. Practice makes perfect, and if you will study a little along with your practice, you will be rewarded for so doing, as a man who thoroughly understands his car and its workings is soon found out and receives more than ordinary attention both from his employer and his fellow men.

The Proper Way to Cut Out Different Motors

There are a great many Motormen who do not know how to intelligently cut a motor out of circuit in case it gets disabled, and this information is intended for those who do not know; who have tried to get it in vain. I have seen cars brought in off the road with every wire disconnected that the Motorman could find about the machine. In such cases the men are only guessing at the result and consequently are scared half to death for fear they have done something that will incur the displeasure of the electrician in charge.

There are different ways of cutting out a motor. . One way is simple and quick: remove the carbons or brushes. But it will be well for me to state that removing the brushes will not be allowed by some electricians, as it is not the safest plan on account of some brush holders coming in too close contact with your commutator. If you can get permission from your electrician in charge to cut out a motor by removing the brushes, it would be easier for you and would exonerate you in case of trouble.

The proper and safest way is to disconnect the end and loop wires from the terminal board, which makes you absolutely safe. This can be done very quickly if you have a small wrench at hand. Remove the small bolts or screws that hold the wires to the field coils or terminal board. After removing bolts or screws, bend wire back and away from connections, replace bolts and your motor is dead and free from harm. The above method of cutting out a motor only pertains to the general electric system equipped with the rheostat controller, but may be applied to the J controller, providing you are close to the car house and do not have a very great distance to travel, as cutting out a motor equipped with the J controller by removing the brushes* your motor in circuit will not respond until the third speed notch is reached, which gives a heavy jerk to your machinery. All controllers on cars equipped with the general electric system are fast being supplanted by their latest type of controller, known as form K, and it seems to meet a more universal approval than any other yet devised. The controller known as form K can be used with a single equipped motor if desired, but it has been designed for use where double motor equipments are used. At the base of each controller will be found two double throw switches, by which either motor can be cut out of circuit. When it is desired that both motors should be in circuit, as is ordinarily the case, both switches should be down. To cut out motor number one (which is motor nearest fuse box) throw up left-hand switch, leaving right-hand switch down; to cut out motor number two (which is the motor farthest from fuse box) throw up right-hand switch, leaving left-hand switch down.

Instructions for Operating and Care of K Controllers

When using this controller at one end of the car the position of cut-out switch in the other controller is immaterial if the idle controller is at “off” position.

The following method will inform you bow to keep this controller in good condition. To examine this controller, open cover, remove bolt with wrench attached and swing around the pole piece of the magnet, which will expose to your view the cylinder contacts, which should always be kept clean.

The reversing cylinder is also accessible as soon as the cover has been swung open. ^ The cylinder plates and fingers resting on them should be given particular attention, and their surface kept in good condition. A little vaseline should be used on cylinder contacts to prevent them from cutting. All bearings should be kept lubricated. In operating this controller the handles should be steadily moved from notch to notch. The position of cylinder is indicated by a pointer moving over a dial, which is placed on top of controller, and the position can be felt also as the cylinder moves from notch to notch. The motors are in series, with resistance on first and second points, which should be used only for starting. On fifth point motors are parallel with resistance. This point is designed merely to smooth action of controllers, and should not be used as a running point under any consideration. To secure best efficiency for continuous operation use points 3, 4, 6 or 7, as at these points resistance is entirely short circuited. Observe the above rules and you will have no trouble with this most popular controller.

How to Locate Trouble in a Reverse Switch, and how to Overcome it.

In using the rheostat controller, your controlling cable often gets caught on the reversing cable, which throws it on the center, thus breaking the connection. This same trouble is liable to happen on double truck cars. The reversing cable being slack, gets caught on the truck, and when rounding a curve the truck will pull it on the center. A Motorman will do well to watch this closely.

In other and later devices of car controllers* the reversing switch is not so liable to trouble; but nevertheless do not fail to examine your reverse switch, in case your car is dead, for ofttimes the trouble lies there.

Your reverse cable or rods, whichever your car may be equipped with, sometimes become broken or disconnected at the reverse switch, and you are unable to reverse your car with the reversing handles. Should this happen to you, get under your car to the reverse switch and pull it into the desired position with your hands, or perhaps you may have to use a pry to accomplish it. In either case, don’t fail to reverse it, for it will go to show that you understand your business.

On roads of any length it is necessary for you to know how to reverse your car in spite and independent of your reverse switch. In some cases the reverse contact plates become soldered together, which makes it impossible for a Motorman out on the road to use it in any manner. If such a case should happen when out on the road, and you could not use your reverse, proceed to disconnect your four brush leads from the brush holders and cross them, which will answer the same purpose as your reverse switch, and will carry you safely to the car house.

If your car has only one motor, the same rule will work. Cross the brush leads and the car is reversed. This must be practiced only in extreme cases, such as are mentioned above, and must be done correctly.

How to Reverse a Car in Order to Obtain Best Effects.

How to reverse your car in case of accidents, to produce the best effects.

As a general rule a Motorman, while running on the road, is not looking for an accident. In most cases where accidents take place, they come so quickly that the

Motorman is totally unprepared for them, and consequently, before he can grasp the entire situation, he has run into the object in question.

From experience I have found the following mode of reversing to be most effective:

When you see that quick action on your part is necessary to avert an accident, which compels you to reverse your motor, first, before pulling your reverse handle, pull your brake on with your right hand as far as it will go with one pull; which being done will retard the momentum of your armature, and will better enable it to receive the current when you throw the reverse. At the same time you pull on your brake, release the current with your left hand. By that time you have your right hand free to throw your reverse. Your left hand being on the controller, you turn on current.

Turn on very little current, for }rou can easily turn on too much, which would have the effect of throwing out the breakers at the house, or blow your fuse. In either case your power is losfc:

Turning on too much power would not have the desired effect, (if your fuse did not burn out, and the breakers at the power station remain intact)for the simple reason that it would send your drive wheels spinning on the rail without checking the momentum of your car. So it stands to reason that the slower your wheels turn, the better service they will render in stopping your car.

In most cases where accidents cause a Motorman to reverse his car, as soon as he throws the reverse, he immediately turns his controller right on to the loop, which sets the wheels to spinning so fast that his car goes ahead without seeming to mind the reverse. Of course he is at a loss to know why she don’t hold. Some Motormen condemn the car and say it is the fault of the machines, when rightfully the fault lies with them.

There are extreme cases where a Motorman does not have evei: time to release his current. In such cases a Motorman needs no enlightenment. All he can do is to pull his reverse. That will show that he is alive to the situation, and will save being censured by the Superintendent, who would certainly ask him why he did not reverse his car.

A Motorman who has acted in that capacity for any length of time, has had it thoroughly drilled into him that up to this date, as a general rule, the brakes on electric cars are inadequate in cases of emergency.

As the lives of passengers as well as his own safety depend solely upon his prompt action, he ought to be exceedingly careful, and prompt himself on every detail in connection with his reversing device, for unless you know how to reverse a car you will get very poor results.

By thoroughly understanding the above method, you will have more chance for safety than if you go at it blind and by guess.

Points about Motors that should be Examined Often

It is much cheaper to present accidents than to repair damages. The liability to accidents may be reduced and the profits of the road correspondingly increased by careful inspection of the apparatus at regular intervals, and this should be insisted upon. The saving in repairs will more than equal the cost of the inspection. A Motor man should, on arriving at the end of the road, examine certain parts of his car without fail. To do this correctly, and feel safe when starting on your return trip that everything is in perfect working order, you will first examine your armatured bearings and see that the compound lubricating cups are filled, or enough compound in them to insure their safe running, for it is often the case that armature bearings become hot and melt the compound, which will soon wind you up in a disabled condition, whereas timely inspection will prevent this trouble.

The next part to be examined is your carbons or brushes. These very often become broken or cracked, which will cause them to arc, and if they are run in that condition for any length of time will cause your commutator to become so hot that it will short circuit, or may ground your brush holder. In either case your motor will have to be cut out of circuit.

Brushes should make good contact with the commutator. Reach down and take out each brush in order to ascertain whether it moves freely in the brush holder. They should not bind, as this might cause poor contact. In putting brushes back, get the same brush in the same holder and have the same side up. They will make better contact if put back exactly in the same position as they were found. Notice the temperature of the field coils and armature. A loose or broken connection might interfere with the proper distribution of current between the two motors. Do not allow the fields or armature on one motor to become warmer than the other motor, for in such case it is doing more than its share of the work. If you cannot remedy the trouble on the road report to car inspector.

The next part to be examined is your gearings. See that they are not running dry. Examine your wheel boxes, and if you find any of them running hot, lubricate them with oil. Next see that your brakes are perfect and that all shoes make good contact with the wheels. Next see that your trolley wheel is true with the trolley wire, and keep the wheel well oiled. The life of a trolley wheel will depend upon the quality of the metal of which it is made and upon the number of miles it travels. New wheels should be put in as soon as the wear of the old ones is sufficient to cause them to make a rattling noise when running, and to flash badly when passing the trolley supports. Wheels should be oiled every night or morning, and the Motorman should oil them during the day if found necessary. The more frequently they are oiled the longer they will last.

The tension of the springs in the base of the trolley should be sufficient to keep the trolley wheel firmly pressed against the wire at any speed which the car may reach. If there is a flashing between the wheel and wire when the car is running fast, this is caused by the springs being too weak, and they should be tightened. It has been my experience to see trolley wheels become hot, wear off, and drop to the ground, which causes any amount of trouble and annoyance; for in such case the conductor is compelled to mount the roof of the car and hold the trolley pole against the wire until the car house is reached. By timely and frequent inspection this trouble can very often be avoided.

Motormen having examined their cars as above directed will merit the approval of their superintendent, and have honestly discharged the duties of a first-class Motorman.

Short Circuits — What a Short Circuit Means— How to Locate it.

Perhaps there is no other electrical term so much used as the term short circuit There are a great many Motormen who have heard the term, but have never had it explained satisfactorily. As a consequence they call every little trouble that comes along a “ short circuit.” For example, during my employment on one of the most popular electric railways on the Pacific coast, of which I was foreman, I was called out on the road one night by one of the oldest Motormen. On arriving at his car, I asked the usual questions as to what was the trouble. His answer was. “I think there is a short circuit in one of my motors.” I examined the motor and found the feed wire which runs to the controller, burned off. As a matter of fact, his car was dead, and as he didn’t know what else to say in reply to my question, he gave it as his opinion that his car was “ short circuited.”

Now, one would not think that a man who had run a motor for three years, would be so ignorant of his machine as that, but nevertheless it is a fact.