A paper to be presented at a meeting of
the International Engineering Congress,
1915, in San Francisco, Cal., Septem¬
ber 20-25, 1915.
[Advance Copy. Printed; Not Published. For Release October 1, 1915.]
ELECTEIC MOTIVE POWEE IN THE OPEEATION
OF EAILEOADS.
By
E. H, ^ireTIEXRY, :\rem. Am. Sop. C E„ Mom. Can. Soc. (' E.
" \ow na\-on. Conn., I'. S. A.
1)E\A-R,()I'M EXT AXI) PHESEXT STATES.
General.
The evolution of electric ti'action us a|)|)lie(l to the opei'u-
tion of staiuluial i-uihvuys has advanmal aloiiE two distinct lines
of (le\-elo])nient : In one line there has been a normal develop¬
ment in progressive steps, heyinniny with the earliest success¬
ful commercial aiiplication of the new methotl of motive power
to li^ht surface railways in Ri(dinion<l. \'a.. (1S88). enlminat-
ine- in the heavy hiyh-speed motor car trains of today; while in
the other line the many faults and disabilities of steam oi)era-
tion in snhwax's. tunnels and laruc passenyer terminals ci'eated:
the need foi- some better foian of motive poxver capable of per¬
forming the same fnnctions and forced the vei-\- rapitl develop¬
ment of an electrii' locomotive, which, like ,A1 inerva, spriiny
full e-rown into existence. In both lines the lirst commercial
practicable installations wert com])lete(l almost simultaneously,
and althonyh oriyinat iny in widely separated classes of ser¬
vice and for very different I'easons. have since steadily con-
veru',>d to a common yoal.
Light Surface Eailways.
A vei-y rapid develo|)nieid and extension followeil the suc-
cesstnl issue of the epochal installation at Richmond. \'a.. by
F. •!. Sprayue. whiidi. of the many early experiments, has alone
snrxived the test of time. The lenyth of the liyht (dty and
snbnrhan routes then in existence was nsnally within the eco¬
nomic I'adins of the earlier power stations, whiidi supplied low
tension continuons current dir(>ct to an overhead contact wire.
47
2
but it was soon evident that the valuable possibilities afforded
by higher speed and larger ears were severely limited and
restricted by the relatively short distances over which the cur¬
rent could be economically transmitted, thus tending to retard
further progress.
Interurban Railways.
These limitations were soon overpassed and the next great
step in advance was made possible by Tesla's invention of the
polyphase system, in which is retained the economical features
of long distance, high-tension transmission, and converts high
tension alternating currents into low tension continuous cur¬
rents by transformei's and rotary convei'ters installed in local
sub-stations located at intervals along the line of route. The
earliest application of this system to interurban traffic was
made in 18!)0 by the Twin City Rapid Transit Company be¬
tween St. Paul and .Miniieai)olis. i\lr. E. P Burch in his val¬
uable coin])en<lium "Electric Traction for Railroad Trains"
(1911) in referring to this stage of development, notes: "In
the whole histoi'y of transportation no development has been
more wondei'ful and important than that of the electric inter¬
urban railways" For convenience, all railways of this class
nia\' be considei-ed to include those inteianediate between the
light surface sti'eet railways and the "so-called" steam rail¬
roads. although no precise lines of demarcation can be estab¬
lished at either limit. .Many such lines fulfill all the require¬
ments and functions of a high class steam railroad, but in gen¬
eral the service is of a lighter character and more particularly
designed for ])assenger traffic. The number of lines of this
character in existence today in all pai'ts of the world almost
defies enumeration, and their economic v;due is very large.
Subway and Elevated Lines,
Railways so classified [iroperly foi'in a sub-group under
the general head of Interurban Railways. The adoption of
electric traction in such service was the logical result of the
wider field of o|)ei'ation affoi'ded by the success of Tesla's poly¬
phase system. The more or less comiilete elimination of smoke,
sparks, cinders, heat and gases permitted by (dectric traction
jieculiarly adapts it to urban conditions, moi'c particularly in
subways in which additional and e\'en more important advan-
3
tages are gained in the greater safety and increased track
capacity.
In the earlier stages of development, motor cars were oper¬
ated singly or in light trains with a motor car hauling one or
more "trail cars", of which the Intramural Railway at the
World's Fair in Chicago, 1893. was perhaps the earliest exam¬
ple. but it was not until after the invention of the first practic¬
able system of multiple unit control by F. J. Sprague, and its
adoption by the West End Elevated Railroad in Chicago in
1898, that the full utilization of the inherent economy and ad¬
vantages of electric traction in motor car trains became pos¬
sible.
Steam Railroads.
It is unfortunate that no distinctive and precise appella¬
tion for converted railroatis of this class has yet been adopted,
nor is it easy to suggest one. as they do not possess a single
distinctive feature of operation which is not shared in common
by the lighter lines. The somewhat awkward term of "electri¬
fied railroads" is fre(]uently applied to railroads of the class
generally operated by steam locomotives in the heavier and
higher class of transportation service, but a better term is very
much needed. All things considered, the term "Standard
Railways" adojited by -Mr. E. P. Burch. seems most satisfactory.
The distinction between converted steam railroads and new
electric railroads of the same class will probably disappear as
more new railways for electric operation are constructed. The
history of the develo])ment in this field is virtually a repetition
of that of the lighter lines, beginning a little later in the order
of time and idtimately reaching a more advanced stage of
progress through the same series of steps in a higher order of
service.
A recital of the eaidier experiments by Tesla. Villard,
Sprague and others nia\' be omitted as lying ontside the scope
of this paper, but it may be of interest to note that the first
serious consideration of the application of electric traction to
heavy railroi#d service was nndertaken by Mi-. Henry Villard.
who appointed a commission early in 1892. of which the writer
was a member, to investigate and rejiort on the feasibility of
electrically e(|uii)])ing and operating the main line of the North-
4
ern Pacific Railroad. This commission visited the works of all
prominent electrical manufacturers in the United States in
existence at that time, but made no siibstantial progress apart
from the completion of a schedule of service requirements and
general specifications for an electric locomotive substantially
as constructed in the course of the following year by the North
American Company under the direction of its President, Mr.
Henry Villard. The great advance since that date may be best
illustrated by referring to a design of locomotive then pre¬
sented by Mr. Thomas A. Edison, which embraced an engine
with two four-wheel trucks with centrally mounted D. C.
motors transmitting power to the driving wheels by an ar¬
rangement of rope drives and belt tighteners. Electric current
was to be taken from an unprotected third rail located in the
center of the track, at 30 volts.
Light Passenger Service.
The siibsequent evolution following these crude begin¬
nings at first separated into two distinct lines of progress, as
before noted ; in one of which the primitive type of motor ears
hauling one or more trailers was simply substituted for the
steam locomotive previously used, from which the powerful
high speed trains of today have grown. The pioneer installa¬
tion of this kind was made on the Xantasket Beach Branch of
the New York. New Haven & Hartford Railroad Company in
1895, which was only seven miles in length (11.26 km.)
Tunnel Lines.
The necessity for some form of motive power better
adapted to conditions of tunnel operation, and free from the
many ob.jections attending the use of steam engines in similar
service, forced the almost simultaneous development of an elec¬
tric locomotive of sufficient tractive and horse power to afford
a satisfactory and efficient substitute for the steam engine then
in use. The first commercially practical engines of this kind
were opeiaited by the Baltimore & Ohio Railroad through its
Baltitnore Tunnel in 1905; only a few months later than the
initiation of electric service on the Xantasket Beach line above
mentioned. The five electric engines installed were of 1000
h.]). each and are still in active service. The great gain in
Iraek capacity, safely and other benefits were immediately ap-
Fig. 1. Boston & Maine Railroad, Hoosac Tunnel. Tunnel and approach
construction.
6
parent and the present list of tunnel sections so operated is a
very lonp one, ineludino- .such notable examples as the Balti¬
more Tunnel. B. & O. R. R.. 1905; Woodlawn Tunnel, X. Y. C.
& 11. R. R.. 1907; Sariiia Tunnel, Grand Trunk Railway. 1908;
Cascade Tunnel. Great N'orthern Railway. 1909 ; Detroit River
Tunnel. 1910; Hoosae Tunnel. B. & i\[. R. R,. 1911.—all in the
United States, and the longer Simplón. Loetschberg. IMont
Cenis and Arlberg Tunnels in Europe. The five-mile tunnel
of the Canadian Pacific at Regis Pass, B. C.. will also be elec¬
trically operated upon its expected completion in 1916. The
ojieration of mountain sections of high resistance properly de¬
mands a .classification of its own as the factors to be taken into
consideration in this class of service are quite distinct from
those infiuencing a choice of motive power for tunnel operation,
but tunnels and mountain lines are usually so inseparably asso¬
ciated that with one or two possible exceptions there are no in¬
stallations of this kind which have not primaril.y been influ¬
enced by the existence of important tunnels.
Railroad Terminals.
Next in the order of time and importance, electric traction
was adopted in large terminals, to which it is peculiarly well
adapted. The high value of real estate and the frequent tun¬
nels. multiple tracl^ levels and many other advantages of the
new form of motive ])ower. forced its adoption even in advance
of the time when such a|)plications had become practical and
available.
By an Act of Tjcgislature of the State of New York (ilay
7th. 19061 the New Yorl^: Central and the New Haven systems
were recpiired to operate their trains within si)ecified limits in
the Cit.v of New York on or before July 1st. 1908. by some form
of "'motive ])owei' other than steam which does not involve
combustion in the motors themselves" It was the ])rimary
])ur]iose of the legislation to insure greater safety in the opei'a-
tioii of the well known I'ark Ave. tunnel. l)nt the ]>ractical
effect was to force liie conversion to electric traction of a foiii'-
Iracked main line section twelve miles in length, including
Gi'and Central Terminal in New York City. The magnitude.
conq)lexity and Ingli traffic density (d' tilis giand passengei' tei'-
ininal made n(>cessar\ tlie solntion of many new and forniid-
7
able problems on a miieli higher plane of operation than liatl
been previously attempted, which was sueeessfnlly aceom-
])lished by the Engineers of the New York Central & Hudson
River Railroad.
Only less remarkable, because less novel, is the Pennsyl¬
vania's great passenger Terminal in New York Cit}', which was
completed two years later and operated by electric power from
the beginning. Other railroad terminals have; been electriiied
in this country and abroad, some of which antedate the two
most prominent examples already cited. The latest addition
to the list is that of the iMt. Royal Tunnel and Terminal of the
Canadian Northern at Montreal, Can., now nearing completion.
The public interest in this phase of electric traction is very
keen and has forced upon the railways the consideration of"
similar installations in many of our great cities. Of all such
projects, the most important is the proposed electrification of
all railroads within the City limits of Chicago, which is now
under consideration by a commission especially appointed to
study and report upon its feasibilitj' and cost. This great
project includes 4501 miles (7242 km.) of single track in two
zones, of which 2819 miles (4536 km.) is included within the
inner zone or city limits. The great capital expenditures re-
([uired, together with inadecpiate returns upon the invested
capital, tend to retard progress on all such projects, and under
present conditions of failing income due to the prevailing com¬
mercial depression and to the blighting repression of the Inter¬
state Commerce Commission, no material advance may be ex¬
pected in the near future.
Switching Yards.
Electric switching was initiated very early and has now
reached an advanced stage, best represented in the iMott Haven
Yard of the New York Central & Hudson River Railroad, the
Snnnyside Yard of the Pennsylvania and the Oak Point and
Harlem River Yards of the New York New Haven and Hart¬
ford Railroad.—all within the City limits of New York. The
two largest yards of the New Haven Road include 60 miles
(96.5 km.) of trackage, transfer float bridges, freight stations
and general facilities of all kinds for handling the immense
volume of freight traffic of the New Haven system to and from
New York City.
8
Long Distance Trafflc.
It is impossible lo preserve absolute eoiitiiinity iti attempt¬
ing to traee the progressive development of eleetrie traction in
all of its applications, as such developments must necessarily
overlap and merge in ever increasing degree until the entire
field of I'ailroad service is covered, including passenger and
freight traffic; yard and terminal switching, and the movement
Fig. 2. New York, New Haven & Hartford Railroad. Harlem River Branch, Oak
Point Yard. Switch engine at work. Single-phase.
of baggage, mail and express matter in the heaviest class of
long distance tninlc line service.
Th(> Ijong Island Railroad was the first steam I'oad to etinip
its lines for passenger travel on an extensive scab' (lllOÔ). and
the S|)okane et Inland Empire, which while not originally a
steam road, was the ñi'st to attempt long distance heavy freight
traffic in lilOli. ami now operates 211) I'oiite mil(>s (-'UT..") km.) in
its electrilied syslem. Eater and moi'e advanced examples of
railroad elecl I'ilieat ion in this class in 1 he Enited States are
9
afforded by the New York "Westchester & Boston: Xorfolk &
Western; Baltimore & Ohio and Chicago, Milwaukee & Paget
Sound.
European railways are more difficult to classify as their
service is usually of a lighter character and the electrifícation
has been more often influenced by terminal and suburban con¬
ditions, or by the existence of high grade tunnel sections of
line, but such important examples as the London, Brighton &
Fig. 3. Denver & Rio Grande Ry., Salt Lake Division. Mountain operation on 49r
grade. Grades reduced to 2% in 1913.
South Coast Railway in England; the i\lidi Railway of Eranee ;
the Dessau-Bitterfeld and Laubau-Konigszelt electrifications of
Germany and the Valtelina Railway of Italy are typical rail¬
ways of the same general class.
Of the examples cited, the New York Westchester & Boston
of the Xew llaveu system presents the highest tyiie of develop¬
ment in jurssenger service, for which it was lU'imarily designed;
this road having been electrically operated from the date of its
completion.
10
The installation hy the Butte. Anaeonda & Pacific. Nor¬
folk & lYestern and the Chieayo. .Milwaukee & Puyet Sound
afford nioderii and interesting examples of the ajiplication of
electric traction to heavy freight traffic; which in all three
cases was chiefly intlueneed hy the existence of sections of
heavy mountain grades. The Butte. Anaconda & Pacific is an
oi'c-carrying road operating between the mines and smeltei's of
the Anaconda Mining Company at Butte and Anaconda, and
Fig. 4. New York, New Haven & Hartford Railroad. Harlem River Branch. Six-
track main line tangent construction.
lias sections of high grades at both terminals. A heavy coal
and ore traffic is conducted in trains of fifty loaded cars of
;î400 tons (ff085 tonnes). The electrification of the entire mile¬
age is nearly conijilete. comprising thirty miles (48.3 km.) of
main route or ninety miles (144.9 km.) of total trackage. Elec¬
tric operation has been recently initiated.
A later mountain (dectrification. still under construction,
is that of the Norfolk & Western between Vivian and Blnefield,
11
West Va., including about thirty route miles (48.3 km.) or
seventy-five miles (120.7 km.) of total track. This is a section
of high grade over which it is proposed to conduct a heavy
coal traffic on 2% maximum grades in trains of 3250 tons
(2768 tonnes).
The latest and most interesting project is that of the Chi¬
cago Milwaukee & Puget Sound, which has quite recently an¬
nounced its decision to equip for electric operation four engine
Fig. 5. New York, New Haven & Hartford Railroad, Harlem River Branch. Freight
engine and train—single-phase. Six-track main line tangent construction.
districts of its main line from Harlowton. Mont., to Avery.
Idaho,—a distance of 440 miles (708 km.) of which the first
engine district between Deer Lodge and Three Forks, 113
miles in length (182 km.), will immediately be placed under
construction. The total section includes several long mountain
inclines on the Belt. Rocky ilouutain aiul Bitter Root moun¬
tain ranges, with maximum grades of 2'/i which it is proposed
to operate with trains of 2500 tons (2268.6 tonnes). While the
12
main linn is siniile tracked only and the traffic density is rela¬
tively low. in point of combined train weijiiits and lenytli of
route, this eleetritication will mark the point of furthest ad¬
vance in this ])articular held.
Heavy Trunk Lines.
There is as yet little to be written under this head, but
broad foundations have l)een laid and the outlines of the f\dnre
su|)(n-striictni-e have already taken shape. The great installa-
Fig. 6. New York, New Haven & Hartford Railroad. Harlem River Branch. Multi¬
ple unit passenger train, six-track main-line tangent construction.
lions of the Pennsylvania anil the Xew "S'ork Central & Hudson
River Raili'oad Companies at Xew Yoi'k City have not yet ex¬
tended beyond the terminal and snbni'ban zones for the trans¬
portation of i)assengei's. baggage, mail and expi'ess; noi' does
the service include any paid of the enormous volume of freight
traffic within these zones, but a large proportion of the expen¬
ditures already incurred will liecome available and applicable
to freight traffic with more extended operating limits and when
13
electric operation is made general and liomogeneons. The elec¬
trification of the Pennsylvania lines in and abont Philadelphia,
which has been already begnn between Philadelphia and Paoli,
20 miles (32.2 km.) is a long step in this direction, and fore¬
shadows continuons electric operation between New York and
lYashington at no distant date. The greatest progress in ex¬
tended homogeneous trunk line operation has ])een attained
l)y the Xew York. New Haven & Hartford Railroad, which has
completed the e(|uii)ment of its four-and six-track main routes
to New Haven. Conn., within the past year and now operates by
electricity trains of all classes between Xew York and Xew
Haven. 73 miles (117.5 km.l. All steam engines will be elimi¬
nated when the full cpiota of electric engines ami cars has
been received. The route and track milage of the electric zone
operated by the Xew Haven Road within these limits, including
joint trackage and controlled lines, is 112 route miles (180
km.) and 633 miles (1019 km.) of single ti'ack of all descrip¬
tions.
A comprehensive review of the progress to date and the
present status of standard railway electrification is best af¬
forded by the tabulated data recently compiled by i\lr. Kdward
P. Burch of iMinneapolis, appended hereto in tabular form,
which is believed to affoi'd the latest and most reliable list now
available.
ADAPTATION TO TRAIA-AC REQriRKMKNTS.
- Advantages.
The adaptation of electric traction to the requirements of
railway service in many eases seems almost perfect, as many
of the objections and limitations of the older steam service are
avoided and the advantages are so numerous and diversified
as to permit only a brief mention of the more salient features.
The relief from annoyances and losses due to smoke, cinders,
hot gases and the reduction of fire risks is general and of high
commercial value. In tunnels and terminals the value of these
improved conditions is increased and further augmented by
additional gains.
L. C, Winship, Electrical Superintendent of the Boston &
Haine Railroad Company, in a recent article on the electric
14
ojieration of tlie Hoosac Tunnel. (4% miles. 7.7 km.) notes ben-
eñts arising from the electric operation of this tunnel since its
completion in 1911 as follows: llaximnm train tonnage rat¬
ings increasetl from 1800 to 8200 tons (1179-2904 tonnes) ;
track capacity doubled; overtime wages decreased; better rail
adhesion; unobsenrcd signals; no asphyxiation of engine and
train crews; i-educed track maintenance; life of rail and fast¬
enings increased from 3Vg to 4 years to 10 to 12 years; drier and
cooler air and greater comfort to passengers and employees.
The same advantages are gained at electrically operated
])assenger terminals in more or less degree, together with other
advantages of great commercial value, more particularly by
the better utilization of costly terminal real estate and aug¬
mented capacity permitted by multiple track levels and irn-
])roved conditions of operation.
In large terminals and switching yards, electric SM'itching
service is peculiarly convenient and ])rofitable. The fuel sav¬
ing is maximum and the engines are much better adapted to
the service conditions and reipiirements. J. A. Droege, Gen¬
eral Superintendent of the New Haven Road, advises that the
use of such engines permits actual continuous operation, par¬
ticularly in eight-hour yards, and cites a case in which one
engine worked continuously for thirty days in switching ser¬
vice without delays for rejiairs or other attention.
In passenger service the higher rates of acceleration per¬
mit faster train schedules ; terminal delays and terminal switch¬
ing are reduced; also the train mile cost. Similar gains are
made in every branch of service, to which may be added tlie
advantage of higher train speeds, greater engine horse power
and increased engine mileage,—all of which are features of high
commercial value. "Three round trips between New York
and Bridgeport. Conn., can be made in the same time with elec-
ti'ic freight engines as are reiiuired for two round trips with
steam engines"'.—J. A. l)ro(>ge. General Supt.. N. Y. N. II. & 11.
R. R.
At engine terminals llie necessily for <'oal and water sta¬
tions. ash Jilts and turntahles is eliminated and roundhouse
exjienses are much reduced. Mucli less time is lost in shoj)-
jiing engines as the rejiairs are less in amount and the necessity
15
for general overhauling- at intervals of 1:1 to 15 months is
avoided.
The design of eleetrie engines permits ready substitutions
of damaged parts with minimum detention in shops. The uni¬
form radial torcpie of motors contrasts most favorably with the
uneven "moments" of reciprocating rods. The gain in effect¬
ive "adhesion" is about "lO'/c ("Locomotive Operation", Page
20(i. Henderson). The electric engine must be credited with a
fui'ther uniipie and valuable characteristic, in that its horse
power increases with lowr temperatures, thus compensating
increas(>d friction and radiation losses at such temperatures.
Also, higher rates of acceleration permit faster train schedules ;
machinery friction is reduced and track capacity is increased ;
time and money is saved at engine terminal in "firing up" and
drawing fires ; charges for engine fuel and repairs are heavily
reduced;—all of which are considerations of great value.
Large savings are also possible in charges under head of
"Maintenance of Track and Structures", which at least parti¬
ally compensate the additional cost of maintaining the neces¬
sary transmission and distributing systems.
The life of rails, ties and bridges and other structures
forming part of the track equipment may be considerably in-
creasetl.
Fire hazards from locomotive sparks and cinders are elim¬
inated : the painting on bridges and buildings needs less fre¬
quent renewals and the recurrent cost of cleaning rock ballast
of cinders is avoided.
A cheap and convenient source of power is afforded which
is almost universally available for all purposes, including train
lighting and heating; yard, station and other lighting; energiz¬
ing track circuits and other signaling reipiirements ; operating-
pumping stations, drawbridges, transfer bridges, turntables,
shop tools and machinery of all kinds.
The list of benefits and advantages is a long one and if
reduced to ecpiivalent values in dollars and cents would afford
substantial credits to railway electrification, but there are also
other charges to be made to the debit side of the account, which
too often result in an unfavorable balance.
16
I. IMITAT roXS.
Variable Speed.
The inability of the electric enyine to flexibly utilize its
available horse power by inversely varying speed and tractive
effort is a severe haiulicap under some conditions, as later ex¬
plained.
Diversity of Type.
Another factor which undoubtedly exercises a deterrent
effect U|)on the more rapid adoption of electric traction is the
number and diversity of the types now under trial, together
with the yet unsettled opinions of the specialists in this field.
Reference to the previous list will indicate that the progress in
Enrope has been principally confined to single-phase and three-
])hase systems, while in England and the United States the
struggle for supremacy has been almost wholly between the
single-phase and direct current systems. It was both inevitable
and desirable that evolution should have simultaneously pro-
gressi'd along many different lines, as an exploration of so
broad a field was necessarily antecedent to the adoption of a
final type Ihi'ough a process of the "survival of the fittest"
In late years the convergent tendency of all systems to a com¬
mon type is strongly marked.
The eai'li(>r direct-current 600-volt system has progressed in
successive steps to IfiOO. fifOO and 300(1 volts, with even highei-
stages alreaily foiaeshadowed, but with rising voltage has been
forced to abandon the eai'lier thiixl rail conductors in favor of
the single-phase high tension overhead distribution system,
while on the other hand the single-phase systems show a strong
tendencN' toward the a(.lo[)tion of direct current motors.
Three-i)hase installations have graduated into the split-
])liase syst(>m of the Norfolk & Western, in which single-phase
transmission and distribution are joined with three-phase en¬
gine moloi's. and the latest developimmt of the mercury con-
vei'ter in an experimentid engine now under trial bids fair to
I'econcile ;ill iliffereiices of opinion by combining the chief mer¬
its of all systems into one. The writer cannot refrain from
betraying his inner convictions at this ¡mint by remarking that
the single-phase system is the only one which permits the sim¬
ultaneous and independent opei'ation on the same track of
17
siii^le-phasc. three-phase and direct current locomotives, all
lakino' toirreiit from the same overhead wire.
Restricted Radius of Operation.
Electric traction also labors under disabilities of restricted
radius of operation, which lindts commercial efficiency. Thi.s
is a temporary disadvantage, however, and grows less as the
zone limits are enlarged. Also, the greater freedom and flexi¬
bility of operation within the zone limits applies in compensa-
Fig. 7. New York, New Haven & Hartford Railroad. Electric engine—single phase.
Double articulated truck type, 8-motor, 1360 h. p.
lion, as electric engines are less dependent upon local engine
facilities and can be used with much more advantage on de¬
tached or outlying service; at intermediate yards; on "shuttle"
runs and in assistant engine service on relatively short inclines.
Complexity of System.
Among the penalties to be paid for each step in advance
in all lines of development are the ever-growing complexity of
systems and the higher degree of organization recpiired for
18
operation. Eleetric traction in its liighest form affords a strik¬
ing example of this tendency, as the transfer of the fire-box
and boiler from the locomotives to fixed locations along the
line of route leads to the necessity for an intricate and highly
developed system of inter-related and inter-dependent power
stations, line eqnipment and locomotives requiring more highly
specialized and better paid labor for its proper maintenance
and operation.
Continuity of Service.
There is also a greater concentration of risk both in main¬
taining the physical continuity of service and in the relations
of railways to organized labor. Regarding these aspects it may
be said that train delays and interruptions to service are actu¬
ally less frefpient than before and that while greater depend¬
ence must be jfiaced upon the operating organization, this must
be accepted as incidental to progress in all of the applied arts.
In the evolution of transiiortation from the two-wheeled cart
to the electrically operated trains of the present da,y. each step
has been attended by increasing inter-dependence between the
parts and corresponding losses of freedom in the elementary
TUlitS.
Induction and Electrolysis.
Induction may seriously impair telegraph and telephone
service in adjacent circnits. and is more particularly incident
to single-phase operation. Electrolysis may cause great dam¬
age to pipe systems, under-ground cables and all metal struct¬
ures. but its effects are practically confined to direct-current
operation. Induction can now be practically eliminated by
special devices and methods. It is more difficult to eliminate
electrolysis to the same degree, but more or less satisfactory
means to this end have been devised.
Difficulties of Transition.
Among the minor difficulties should be noted those arising
in the transition stage in changing from steam to electrit;
power, more particularly those incident to train lighting and
heating; mixed steam and electric operation; engine transfers;
track signals; restricted intei-changeability of engines and cars
and other difficulties of adaptation. These difficulties are great¬
est in the earlier stage of 1h(> transition, but rapidly diminish in
19
both absohlte and relative importance as the zone of electric
operation is extended.
FUTURE P0SSIB1I.jITIES AND TEXDENCIES.
The trend of future development in so new an art is diffi¬
cult to forecast as it has as yet barely made a beginning in the
vast field which it is destined to occupy. The problems incident
to the movement of enormous volumes of long distance freight
traffic have but recently begun to receive serious consideration,
and in the next decade it is probable that the greatest develop¬
ment of electric traction will occur in this branch of railway
service.
Speed-Torque Control.
A better utilization of the possibilities of the electric loco¬
motive is probable, which in one important particular compares
very unfavorably with the steam engine of the same horse power
capacity, as it cannot effectively utilize its rated capacity
throughout the same wide range of variable speed and tractive
effort, which has the effect of greatly limiting its field of use-
fidness. This disability is only partially mitigated by various
methods of extending the operating range by the use of various
systems of potential and field speed control or of pole-changing
devices to obtain the desired effect. The radical difference in
the speed-torque characteristics of steam and electric engines
will be readily understood by referring to the accompanying-
charts (Nos. 1 and 2) which indicate the necessity for closely
designing electric engines for the service to which they will be
assigned, as they cannot be operated above the critical speeds
corresponding to their horse power ratings without serious
reductions of horse power capacity; nor can their effective ad¬
hesion be continuously utilized at lower speeds without exceed¬
ing safe temperature limits, or, as an alternative, of accepting
severe penalties at the other end of the scale. Of the different
types of motors most available for railroad service, the single-
phase motor most nearly attains variable speed with equal
horse power.
A fuller discussion of the characteristics of single-phase,
three-phase and continuous current motors is outside of the
proper scope of this paper, as it is only sought to show the rela-
70
0,0
c
0
1
(L
'Si
20
5000 10OÛ0 15ÛOO zoooo 25000 30000 35000 AOOOO
fLECTFflC MOTlVC POWCf^
Tractive effortin lbs. inthcoklfwriuf^f^,l./ta^
E H V4c HKNKI
Comparative Speed-Torque Characteristics
Clectric anpSteam Locomotives ChaRT No.l.
(continuous ratings )
A ELECTRIC LOCOMOTiVC. 1 i)07. PA'j2.E NG E R TyRE, t>i NC," L E PH A£.C , 2 S Cyc L E-o SERIES COMPCT^-
5ATEP MOTORS 4-, \ OLT3 J1 OOO, VVHCEL PLAN2-a-2, r\J.Y. M.MR-H.R.R.
B DiTro BUT vviTM 2 MOTORS.
C ELECTRIC LOCOMOT I VE J9J J, F fî r 1 H r rv PE , Si NÍ^LE RHASC , 25 C YC LES, S£ R' ES COM¬
PENSATED NÎOTDRS Ö, V c^LTS IJ 000, Hf E;l PI_AN 2-8-2. N.Y'. NI. H-a H. R.F?.
"d ELECTRIC LOCOMOTIVE l3l3, PAS^FNGFR" TYPE, Pi KECT CURRENT, SERIES MO¬
TORS 4-, VOLTS 240O, WHEEL PLAIN O - Ô - O , 13 U f T t", A NM CON DA , Ö PACIFIC R.R
E ATLANTIC TVPE STEAM uOCOMOTlVE 19)0, CVLINDEPb 205 * ?ó', BOILER PRESSURE ZûO*?),
NO SUPCRHEAT, I-IEATiNÛ SUREACC 2320 SO FT, PENNSYLVANIA RAILROAP
"F' MOPERN ATLANTIC TYPE STEAM L O C O M OT i VE, C YL I N PC R S 22" f-ZO,', BOILER
PRESSURE 205LeS., SUPERHEAT, EauiVAUCNT MEATlNû SURFACE 3G90 Sd FT.,BALDWi N
LOCOMOTIVE WORKS
'G" ELECTRIC LOCOMOT H/E- J3l3. PASSCNCCR TYPE, SINGLE PHASE. 10
CYCLES, bCRlEta COMPENSATEP MOTORS2, YOLTS 15000, WHEEL
PLAN 2-10-2, LOETSCHaERG, MO UNTA! N RAILWAY, SWIT2ERLAHP.
K 5AME AS D BuTGEAKCO FOR FREIGHT WOFK
I" MOPERN ATLANTIC TYPC ST£AM LOCO MOT I VC, C YLINDE RS
22'x?ö; Bdiler pressure 2oolbs., Superheat, cquivaieht
H FATING Surface 2400 Sa FT,Baldwin locomotive. WORKS.
(c
0
1
u
a.
\j
j
s
z
(l
(0
Comparative Speed-Torque Characteristics
Electric and Steam Locomotives Chart
of equal continuous horse power .
a modern atlantic type! stcam locomotive, cv l i n o t k s 22 «• e
superheat, tauivalent jhfatlng suppace ^630 sa ft
0alpw1n locomotive works-
bj typical electric locomotive , p) reict current, se rif:h>
B'> motors 4-, volts 2aoo, whee l pl an o - 8 - o,
b"j relative gear ratios b = l, b'-£,
note th e low continuous tractive power whengearcp
for high speepibj; and the loss i n horse power capacit>
at h i gh speed when gearetp fur low speed ib7
I
J I
5000 iOOOO
15000 20000 25000 30000 55000
Tractive: epfort in lps.
•400Ü0
i lcltpic motivl power
in the oferfîatlon or ftailrcmds.
k.h m-hesry'.
No.E.
lo
22
tion of the principal characteristics of electric engines to the
practical operating reipiirements.
Axle Loads.
A further and most promising opportunity is presented for
reducing and limiting the present great expenditures incurred
for ^Maintenance of Equipment and Maintenance of Way and
Structures. The necessity for maintaining the rigid wheel base
within reasonable limits, while meeting the demand for in¬
creased tractive power, has resulted in the imposition of con¬
centrated loads on driving axles, which in modern engines may
reach 65000 lbs. (29490 kg.) or more. The strength of rails and
track has not kept pace with the increasing wheel loads, which
if not unsafe are certainly very costly in construction standards
and track maintenance. The rule of the Baldwin Locomotive
Works for safe working limits prescribes weights of 2240 lbs.
(1016 kg.) on driving wheels for each 10 lbs. (4.5 kg.) of weight
per lineal yard of rail section, or for maximum axle loads of
65000 lbs. (29490 kg.) as above, 145 lbs. (65.8 kg.) rail sections
are required. Bail sections in excess of 100 lbs. (45.4 kg.) are
not in common use and for such sections the rule allows but
44800 lbs. (20325 kg.) per axle. While the recent development
of engines of the "Mallet" tj'pe permits lighter axle loads for
equal tractive power, it is not likely that such engines will long
hold the field against their electric competitor, with their disa¬
bilities of great weight, high machinery friction and costly
repairs. There is also a pronounced tendency in electric engine
design to eliminate all reciprocating parts, including connecting
rods, pins, jack shafts and counterweights in order to reduce
wheel loads, machinery friction and maintenance charges.
Multiple Unit Control.
It is also probable that some form of multiple unit control
will be developed for the oj)eration of freight trains which will
relieve and distribute the present excessive strains on draft
rigging, track and bridges, which will reipiire the equipment
of freight trains with a system of control circuits. The neces¬
sity for such e(|uipment seems close at hand, in connection with
similar re<|uirements for electric-pneumatic brake control and
the growing need for better means of communication through¬
out the great length of modern freight trains.
23
Ideal Characteristics.
If we may venture to peer into the future sufheiently far to
predict the development of an effective method of variable
speed-toiajue control and of high speed motors of lighter weight
and greater horse power, the general specifications of the ideal
electric freight engine assume form and promise results of the
greatest commercial importance and value. The value of the
great reduction in train mileage and in maintenance of track
and erpiipment which may be secured by the use of engines of
the following specifications will be appreciated by all practical
railway men :
V.-iviable speed-torqiio control.
Electric braking and power recuperation.
Rigid wheel base, not exceeding S' 0" (2.d4 m.)
Reciprocating jïarts None
Xundier of axles Draft rigging limits
Weight on driving wheels, ]ier axle 4(1,(100 llis. (1.8,144 kg.)
Tractive power, 27% adhesion, per a.vle 10,800 lbs. (4,899 kg.)
Horse power, continnous, i)cr axle 720-864 (730-876 ehev)
Vlaxiinum speed, full traction rating, miles jier hr. .2.1-30
llurso power, weight on drivers, per ton 36-43 (40.1-48.2 chev)
Horse power, total engine weight, per ton 30-36 (32.5-40.1 chev)
In the writer's ()]nnion there are no inherent diffictilties
which would make these seemingly high s{)eeifications nnat-
tainable, nor has he any good reason to doulit that such ([uali-
ties will soon be fortheoming should the commercial demand
for them become insistent.
ECOXOMtC COXDITIOXS OF APREICATIOX.
Yield on Investment.
The first condition of economical electrification is of course
tlie recpiirement tliat adeipiate returns shall be earned upon
invested capital. In the case of new railways it must be as¬
sumed that the yield will be sufficient to justify the necessai'y
ex|ienditnre for construction upon the most economical basis,
and if electrical operation is contemplated it will only be neces¬
sary to insure that the additional savings or earnings from oper¬
ation will be at least sufficient to afford a satisfactory return
upon the additional cost of electric motive power. A greater
24
yield will be retinired to justify the conversion from steam to
electric power on railways already ñtted for steam operation,
as in such ease the »ain must be sufficient to pa>' interest upon
both the old and the new investments. In all cases the scale of
oiieration must be sufficient to utilize to best advantage the
large investment in power stations, lines, eiinipment and roll¬
ing stock, and to secure the largest possible divisor for addi¬
tional fixed charges. ''Railroads must have ten trains each
way per day or haul 1.000.000 ton miles, total, per 100 mile (161
km.) division before electrification is practicable"—E. P.
Burch. Another writer. 11. AY Leonard, fixes the minimum
reiiuirement at 250 h.p. per mile of track, but there are so many
motlifying factors entering into the problem that no general
rules can be safely accepted and the ecpiated values of all fac¬
tors must he worked out and established for each particular
case. The most favorable conditions for electrification may be
broadly classified under two general heads, viz: "Conditions
Affecting Earnings" and ''Conditions Affecting Expenses"
COXDtTlOXS AFFKCTIXG KARXIXCy.
Train Frequency and Speed.
Quite contrai-y to the genei'ally accepted belief, the effect
u|)ou earnings is usually of much greater importance and value
than that upon o])erating expenses, as both gross and I'ailway
nel earnings may be much more affected by changed conditions
of siU'vice than by mere reductions in operating ex])ense. Light
trains can be run more ciieaply. which not only increases net
I'evenues per ti'ain mile but permits greatei" freípiency of ser¬
vice. which in turn j'eacts to increase both the volume of traffic
and gross earnings. Heavy trains can be run faster, thus gain¬
ing the benefit of the higher rates for such service without
uiululy sacrificing ti'ain tonnage and train earnings.
Acceleration.
Higher rates of acceleration permit faster schedules in
local and suburban service, which together with the greater
safety and comfort afforiled. ami the relief from annoyances
and damages incident to smoke, cinders and gases and obscura¬
tion of signals, also tend to increase the volume of traffic and
the amount of gross earnings.
25
Competitive Conditions.
Unfavorable competitive conditions may be equalized or
reversed and valuable advertising secured which will corres¬
pondingly affect gross and net revenues.
Multiple Track Levels, etc.
The adoption of multiple track levels and the commercial
utilization of aerial rights over the track levels in the larger
passenger terminals will make the large investment at such
terminals more efficient and under favorable conditions the
income from commercial uses may be sufficient to defray the
greater part of the fixed charges on costly real estate and
buildings.
Real Estate and Land Values.
A change from steam to electrical operation will also re¬
sult in a great advance in the value of real estate along the
line of route, which luifortunately is not shared by the stock¬
holders contributing the capital for the improvement, and
which suggests the thought that some portion of the burden
of expense could be e([uital)ly assessed upon the property own¬
ers most benefitted thereby. * " it would not be wise to
enact legislation which would compel one class of the public
to pay for an improvement which would accrue largely to an¬
other class"—Report of Joint Board on IMetropolitan Improve¬
ments to the iMassachusctts Legislature. IMarch. 1911.
Track Capacity.
A further and most favorable condition for electrification
is afforded when the limit of track capacity is reached with
steam operation. The value of the additional track capacity
gained by faster schedules or by the consolidation of trains is
always large and often exceeds the total cost of electrification.
Legislation.
It should be noted that the necessity for electrification is
freciuently occasioned by compulsory legislation or by the
physical disabilities of steam operation in tunnels and termin¬
als, quite regardless of the economical aspects.
CONDITIONS! AFFECTING EXI'FX.SES.
Economic Comparisons.
All physical and financial comparisons of steam and elec¬
tric operation should be primarily based upon trains of equal
26
mimber. aiul weii>iit moving' tlirouiih the same distance
ill equal times, further subject to only such modifications as
may result from inherent distinctions and différences not
sharotl in common. The general failure to observe this rule
commonly results in faulty and misleading conclusions in
which "electrification" is usually credited with savings due
to heavier engines or to better methotls of operation, which
may be e(|ually scHuired with either steam or electric traction.
The reduction of ojuu-ating expenses will be greatest under
conditions of high traffic density, high train .frecpiency and
uniform distribution of traffic over time and distance, which
will afford large divisors for all overhead expenses; improve
the efficiency of laboi' and more effectively utilize the capacity
of power stations and special equipment.
Train Mileage.
A larg(> volume of freight traffic affoi'ds opportunities for
utilizing the inhei-ent i)Ossil)ilities of electric traction to best
advantage, more particularly in conjunction with concentrated
power re((uirements. as the saving in train miles and operating
expenses effected by consolidating the ti'affic into fewer and
heavier ti'ains may readily be larger tluin that derived from
any otlnu- source. Train tonnage ladings are more frequently
determiner! by tiie reipiirements of the time schedules than by
the resistance of the ruling grades and within tractive limits
such ratings may be increased in almost direct proportion with
the engine horse ])Ower. Also, tonnage ratings based upon
full traction or adhesion ratings may be readily increased by
the use of two or more engine units operat(Ml by a single crew.
In either case a large saving in train miles and operating-
expenses should result.
Assistant Engine Service.
The higher percentage of availabl(> adhesion afforded by
the uniform rotary toripie of the (deelric engine is not yet as
fully utilized as it should be. for reasons pi-eviously explained,
but (>ven with the present limitations the exist(Uice of mountain
grades and long inclines recpiiring the use of heavy road en¬
gines and assistant engines is a favoralile condition for elec¬
trification. Tiie extra weight of steam engine and tender
which is saved may b(> added to the train i-ating in tlie form
27
of commercial tonnage. Fast time schedules increase engine
mileage and efficiency and also reduce overtime wages. The
fuel lost by incomplete cylinder expansion and by higher ma¬
chinery friction is saved. Track maintenance is much reduced
and the cost of maintaining secondary engine terminals is
avoided. Electric braking and, in less degree, power recupera¬
tion are included among the attractive possibilities of electric
operation on mountain grades.
Terminals, Yards and Tunnels.
The advantages of electric traction in the application to
large terminal and switching yards or to long tunnels have
been previously noted, hut in the case of large switching yards
it may he further remarked that the cost of engine fuel will
generally not exceed 25% of that required in steam operation
and that the better control and greater tractive power of such
engines will reduce the cost of power requirements, which to¬
gether with the longer hours of service will, in the writer's
opinion, economically justify the electrification of isolated
yards of large capacity.
Length of Division.
For the most economical results it is necessary that the
zone of electric operation he extended to cover the full length
of the engine stage or district and that operation within the
zone be made homogeneous by the inclusion of all passenger,
freight and switching service.
Engine Fuel and Repairs.
Engine fuel and engine repairs are the two largest specific
items of expense in the operating accounts of steam railways,
and apart from the value of train mileage which may be saved
under some conditions or the effect upon gross and net earn¬
ings by changed conditions of operation, the possible reduc¬
tions in these two items will in most cases determine the com¬
mercial feasibility of electric operation. A crude "rule of
thumb" sometimes used by the writer for cpiick approxima¬
tions, assumes that the fixed charges of an electric installation
should not exceed one half of the cost of engine fuel and engine
repairs, plus 10%. It is obvious that economic estimates will
be correspondingly affected by the costs of fuel and that local
conditions of cheap coal or oil fuel are unfavorable to electri-
fication. Sucli conclusions may he modified or I'eversed. how¬
ever, hy availai)le sources of cheap liydro-eleeti'ic power or hv
unfavorahle water conditions, including' scanty or expensive
sources of sui)i)ly or hy scaling and foaming hoiler waters, so
fre(|uently encountered on western roads. In general, the cost
<»f steam genei'ated electric i)0wei- with coal at >1^1.00 to .iil.ôO
pel- ton eom|)ares more favorably with hydro-electric power
than is appreciatetl. more particularly when chea|)er or uncom¬
mercial grades of coal can he hurned under the hollers at the
powei' station. The commercial efficiency of the coal used at
])OAver stations as .com])ared with the coal consumed in steam
engin(>s is relatively very high, (dthough hnrdened with large
transmission and convei'sion losses. The ratios vary in differ¬
ent classes and conditions of service, hut as ascertained hy ex-
])erience on the .\ew Haven lîoad the ratio in passengei- siU'vice
is approximately 1 to '2: in freight service 1 to l" h and in
switching ser\'ice 1 to fi.
Relative and ahsolute (uiantities of coal consumed in dif-
fei'ent classes of electric service in i)0unds per IhOO ton miles.
(14()0 ton-k-m.) were as follows:
Similar comparisons of the cost of engine I'cpairs in the
same service are not satisfactory on account of ahnormal local
conditions, hut in genei'al it may he safely assumed that under
noi'inal conditions the cost of I'cpairs per engine mile will not
vary hetween one third and one half of the cost in similar
steam service. The saving is of course still greater with had
water conditions. The application of these large ratios to the
great cost of fuel and engine repiiirs may he expected to atford
large operating ei'edits a|)plying on new fixed charges incuri'ed.
'file effect of the many minor faetoi's previously noted upon
the cost of operation, while im|)ortant. form so small a factor
in the final result that a further anal\-sis need not he attempted.
.tunc. I!I14-
P.'isscngcr. c.\]H'css
rUis.
tl.'i.t ( 4.S.2 Itg.)
lil.'i.i) f SS.9 " )
Icciil ...
Oct. Nirv.. 1914
¡•"'reiglit. fast
'' slow
7L'.S ( ,4,3.0 kg.)
7S.() ( 3:7.() " )
I SO. I ( S4.4 " )
(l.lO.t " )
l<ic:il
Switch engines, tier hour
29
COXC'LITSION.
A comprehensive review of the results already obtained
and of the attractive possibilities indicated by the experience
of later years, leads to the conclusion that the field in which
electric traction may be ])roiitably applied is much laryer than
lienerally understood, and that there are many existing o[)-
portunities for capital investments upon a larye scale which
will earn from ten to twenty percent with reasonable certainty.
While the art is not yet fully developed in some applications,
in many others all present practical requirements may be met
with added advantages of great value and proñt. and there is
consequently little reason to doubt a continued development
and further expansion in the field of electric traction as soon
as the financial and legislative conditions permit.
A few typical views showing different phases of jiractical
electric traction, together with an extreme example of steam
traction, are added for their general interest.
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32
Lydall, " Driving ^ysteins for I-^lectrio Locomotives'', K. K. J.. Dec. 27th.
''The 2000 lip. Loetscliberg Locomotive'', K. R. J.. Xov. l.'th.
^'Locomotives for the Butte, Anaconda & Pacific Ry.". June 7th.
"Electrification and lb-ogress in the United States'', E. R. J., June 7th.
Kahler, "Trunk Line E'lectrification Transactions, A. I. Iv E.
Steinmetz. "Why Steam Railroads are Electrified"', E. J., October.
Wurray, "Heavy Electrification Tendencies'", E. J., October.
"The Xorfolk & Western Electrification'', E. J., October.
Helmund, "Electrification of Trunk Lines in Europe'', E. J., October.
Aspin"\vall, "Selection of Klectric Locomotives'', E, J., October.
Babcock, "A Study of Electrification on the Southern Pacific Railway",
Proceedings, A. 1. PL E.
"Progress in Heavy Pllectric Traction'', Birmingham Convention, B. A.
S. S.. Sept. 10-17.
191L
"Track ("onstruction 'Bulletin A. R. E. A., July 1st.
Armstrong, "Engineering Problem of Electrification'', Transactions.
0. S. C. E.
Dewhurst, "A Review of American Steam R. R. Electrification''. E. R.,
Xovember.
Cox. " Pllectrical Oj)eration of the B. A. & P. Ry. 'G. PL R., Xovember.
Harte, ' ' P]r|ui[)ment and Its iNPaintenance 'E. R. J.. Aug. 29th.
"Statistics of Electric Railways for 1913", McGraw Electric Ry.
Manual.
Sinclair. "Maximum Safe L(iads for Steel Tires on Steel Rails", A. S.
l\r. IL. Volume 7, Page 7S().
"Extensive Pllectrification on the St. I*aul Road". PL R. J.. Dec. 18th.
"Some High Record Train Loads'", Railway Age Gazette, July 31st.
Ewing, "Railroad Electrification", Proceedings, Indiana Engineering
Soc i<d y.
IMack. "Maintenance and Ojieration, Detroit River Tunnel". E. E. R..
Xo\-ember.
Katte. "l\Iulti])le Unit Trains on the X. V. C. & H. R. R.''. IL PL R..
Xovember.
L. ('. Winshi}), " Hoosac Tunnel"', E. J.. October.
1915.
Editorial, "Locomotive Development in 1914'', R. .\. G., Jan. 1st.
Storm*, "Progress in Railway Electrification in 1914", R. A. G.. Jan. 1st.
LTurray, ''Conditions Affecting the Success of Main Line Electrifica
tion "'. Transactions. PL-anklin Institute, Piiiladeiphia, Jan. 20th
33
EXPLAXATIOX OF ABBREVIATIOXS.
E. R..T Electric Railway Journal
A. S. C. E American Society Civil Engineers
A. I. E. E ...American Institute Electrical Engineers
E. W Electrical World
S.E.J Street Railway Journal
B. I. C. E - British Institute Civil Engineers
A. S. il. E American Society Mechanical Engineers
Ey. Age Railway Age
Elec. Age Electric Age
A. E. E. A American Railway Engineering .Association
C. S. E Canadian Society Civil Engineers
G. E. E General Electric Review
E. .1 Electric Journal
R. A. G Railway Age Gazette
E. E Electric Review
APPENDIX.
STATISTICS OF ELECTKIFICATION STANDARD RAILWAYS.
(Compiled and furnished by Edward P. Burch, Consulting Engineer. Minne¬
apolis, Minn.. September, 1914.)
Single-Phase System.
f p, - I - Ceneral Trolley Route Track
1 ame o Ijocation Voltage Miles Miles Locomotives
New York. New Ilaven tk Hartford, Conneetieut 11,000 110 072 100
Boston & Maine, iMassachusetts 11,000 S 22 5
Norfolk & Western, Virginia 11,000 oO To or S.l 2() or 25
Pennsylvania, Philadelphia 11,000 20 90 0(1915)
AVindsor, Essex & Lake Shore, Canada 6,600 07 lO 1
rirand Trunk. Michigan-Canada ... 3,300 4 12 or 19 6
Spokane & Inland Lmpire, Washington 6.600 152 ■M()2 12
London, Brighton & Soutli Coast, Fngland 6,600 60 160 0
Kiruna Riksgransen, Sweden 15,000 SI 90 15
Christiania-Drammen, Norway 15,000 33 12 17
Thainshaven-Lokken. '' 6.600 33 3.6 3
Midi, France 12,000 1(Î5 295 Kí or 73
A'illafranche. " 15.000 S S 1
Bernese Alps. Lotschberg. Switzerland 15,000 52 55 IS or 16
Rhaetian, 10,000 40 or 46 48 or ISO 11
St. Gotthard, 15,000 68 or 73 100 —(19161
Baden State. (¡ermany 15,000 31 34 12 or 10
Prussian State, " 11,000 19 50 or DO 13 or 45
Bavarian State, " 11,000 15 16 2
CO
4^
Tjanl)an Konigszelt,
i (
11,000
81
124
45 or
]\Iittoiiwal(l-Tiuisbruck,
Austria-Gerniany ....
15,000
06
69
9 or
Waitzen Budapest,
Austria
12,000
34
36
4
Vieiiua-Pressburg,
15,000
43
45 or 50
8
St. I\>lten-Mariazell,
' *
6,000
63
68
14
Total
1253
2216
338
or
or
or
1204
2420
432
* Spokane & Tnland Empire
lias ill all 21(5 route iiiiles
and 204
track miles.
Direct-Current System.
Baltimore «Je Oliio,
Maryland
GOO
4
10
14
Xcw York Centra],
New Mork
OGO
50
250
63
New York (Ventral,
Detroit
600
0
20
10
Pennsylvania—
Long Tsland E. R.,
Long Island
000
100
250
2
"Manhattan Terminal,
Mow York
600
24
100
35
West Jersey & Sea >Shoro,
New Jersey
000
75
150
0
Pieihnt)nt tV: Northern,
Carolinas
1,500
140
160
12
Canadian Northern,
Canada
2,400
18
20
7
Miehigan & Chicago,
Mieliigan
2,400
92
100
0
Toledo & Western,
Oliio
000
59
89
5
Illinois Traction,
Illinois
000
200
450
22
Waterloo. Cedar Falls & Northern,
Iowa
1,200
50
100
6
Fort Dodge, Des IMoines & So.,
"
1,200
120
145 or 126
9
Butte, Anaconda & Pacific,
Montana
2,400
30
90
17
Chicago, Milwaukee & St. Paul,
i C
3,000
113
108
16
Direct-Current System.—Continuel I.
Xaiiic of Railway
Oeueral
Trolley
Reute
T rack
Location
N'oltage
Miles
M iles
Loconioti
British ('o]iinil)ia Kleetric.
British ( 'olumhia . .
.. l.-hio
2-1
50
7
Oregon Kleetric,
Washington
Liioo
154
ISO
10 or
United Railways,
Oregon
l.dOO
2 S
55
1
Portland. Eugene S: Eastern,
1,500
05 or 122
100 or 5 10
5 or
Oakland. Antioidi óc Eastern.
Oalifornia
1,200
100
100
4 or
Southern Ihicifii—
Oakland Division.
L'd)o
si or 50
121
1
Pacific Electric.
1.500
57
114
14
North Eastern—
Newcast le-Tyneinouth,
England
()00
57
Si'
6
Da rlington-Newjiort.
"
1,200
IS
44 or 50
10
Eancasiiire A ^'orkshire—
JRiry-Holcotnlie Brook.
;> 50(1
■1
4
Bury-Maiudiester.
tioo
10
20
.Metropolitan,
London
(100
20 or 55
50 or 70
20
ijondon & So. Western,
England
000
25
75
0
London No. Western.
Í1
000
14
70
0
Stockholm-Sa It/.oeliailen.
Swe(|eii
1 ,"00
5
0
0
.NFoselhutte.
France
2,000
i)
10
5
Sr. (teorges-La Mure.
L'OlO
20
21
4
Paris Orleans,
000
1 +
40
11
Western,
' ^
000
5(1
150
0
.^^idi. near \'illa framdie.
"
S50
55
50
0
Bernia Railway.
S\vi1 zerla ml
750
0
Lugano. Tessorete. Pontet I'cso.
1 .000
5
0
0
Milan-Porto Ceresio, Italy 660
Budapest Suburban, Hungary : . . . . 1,000
Poprad-Csorbasee, " 1,650
Melbourne Suburban, Australia 1,200
Total
Three-Phase System.
Italian State—
Valtellina, Italy .3,300
Milan-Leceo, 3,300
Giovi-Genoa, " 3.300
Savona-Ceva, " 3.300
Mt. Cenis, " 3,300
Burgdorf-Thun, Switzerland 750
Swiss Federal, " 3,300
Great Northern, Washington 6,000
Total
Grand total
48 81 5
123 or 55 130 or 123 12
21 21 0
150 323 0
326
or
329
2171
3953
or
or
2234
4184
67
72
14
32
60
16
13
46
65
30
33
5
11
12
5
26
28
3
or 23
26
4
4
6
4
196
283
116
or
206
3,620
or
3,704
6452
or
6893
780
or
877