, it was wound to run at maximum speed to develop
a torque equal to about fifteen horse-power with 220 volts. At the
generating station at Menlo Park four Z dynamos of 110 volts were used,
connected two in series, in multiple arc, giving a line voltage of 220.

"The motor was located in the front part of the locomotive, on its side,
with the armature shaft across the frames, or parallel with the driving
axles.

"On account of the high speed of the armature shaft it was not possible
to connect with driving-axles direct, but this was an advantage in one
way, as by introducing an intermediate counter-shaft (corresponding to
the well-known type of double-reduction motor used on trolley-cars since
1885), a fairly good arrangement was obtained to regulate the speed of
the locomotive, exclusive of resistance in the electric circuit.

"Endless leather belting was used to transmit the power from the motor
to the counter-shaft, and from the latter to the driving-wheels, which
were the front pair. A vertical idler-pulley was mounted in a frame over
the belt from motor to counter-shaft, terminating in a vertical screw
and hand-wheel for tightening the belt to increase speed, or the reverse
to lower speed. This hand-wheel was located in the cab, where it was
easily accessible....

"The rough outline sketched below shows the location of motor in
relation to counter-shaft, belting, driving-wheels, idler, etc.:

"On account of both rails being used for circuits, . . . the
driving-wheels had to be split circumferentially and completely
insulated from the axles. This was accomplished by means of heavy wood
blocks well shellacked or otherwise treated to make them water and
weather proof, placed radially on the inside of the wheels, and then
substantially bolted to the hubs and rims of the latter.

"The weight of the locomotive was distributed over the driving-wheels in
the usual locomotive practice by means of springs and equalizers.

"The current was taken from the rims of the driving-wheels by a
three-pronged collector of brass, against which flexible copper brushes
were pressed--a simple manner of overcoming any inequalities of the
road-bed.

"The late Mr. Charles T. Hughes was in charge of the track construction
at Menlo Park.... His work was excellent throughout, and the results
were highly satisfactory so far as they could possibly be with the
arrangement originally planned by Mr. Edison and his assistants.

"Mr. Charles L