The Stourbridge Observer, Cradley Heath, Halesowen & District Chronicle.
Stourbridge, West Midlands, England, 1880-08-21 00:00:00

ELECTRIC RAILWAYS.
(From The Times.)

The utility of the electric engine is about to be
brought to a test in the United States. Eight miles of
the iron road are set apart on the Camden and. Amboy
Railway, New Jersey, for the purpose of making an
experiment. Two locomotives are in course of con-
struction, which, with stationary engines at the ter-
minal points, are expected to be in working order
early in the month of September. If the trials to be
made yield satisfactory results, it is in contemplation
to apply the electric system to the Elevated Railway
which, running through the streets of New York
causes, in its present state, a vast deal of annoyance
and great inconvenience by reason of smoky loco-
motives, gaseous exhalations, and an intolerable
rumbling noise. The electric engines are calculated
to minimize these complaints ; they will prove less
noisy, emit no smoke or steam, nor fill the air with
cinders. In addition thereto, they will introduce
great economy in the working expenses of railways.
The electricity which supplies the motive power is
generated at stationary engines, and thence trans-
mitted to the electric motor, placed on the line,
which in turn gives motion to the •wheels, a copper
wire of the thickness of three-quarters of an inch
answering every purpose. The motor is very nearly
the same as the one in use for the electric light, and
the power so mysteriously created is communicated to
the wheels by means of leather bands. The motive
power may be detached at will, a powerful brake
works in connexion with it, and the train comes to a
standstill without any apparent effort
It has been, estimated that the city of New York
would require no more than six electric stations for the
uses of the four railways which comprise the system
of the city.traffic. There is nb immediate. necessity
to place the electric stations in close proximity of the
railway track. The benefit arising therefrom is im-
portant, inasmuch as it admits the selection of a
Locality where facilities can, be secured for an econo-
mical supply of water. Each ,of - the six stations will
be required to furnish its quota of poyrer, each quota
to be graduated according to the requirements of the
traffic. The stationary engines are to be worked on
an extremely econontical plan., An inferior class of
coals, compared with that required for locomotives,
would answer the Rurpos_p, and, as regards weight,
the actual consumption will show an enurmous saving.
Engineers and firimen, as now employed on locomo-
tives, may be dispense.d with. For the electric engine
one man only is required, and the person in charge
need not of necessity be a skilled labourer, the work
demanding no more than ordinary intelligence.
As an illustration of the savmg to be effected; it is
reported that the New York Elevated Railway is
working daily 160 locomotives of 30-horse power
each. Assuming that it takes 101 b. of coals per hour
to produce one-horse power, it follows that the outlay
for coals aggregates 35,000 dols. monthly. This esti-
mate assumes the price of coals to be at the rate of
dols. per ton. The monthly salaries paid to
engineers and firemen are oomputed at 25,000 dols.
and 15,000 idols. respectively. The expenditure, there-
fore, of working locomotives represents a monthly total,
in round figures, of 75,000 dols. Now, the six stationary
engines would constime only about 100 tons of coals
daily, or say, 3,000 tons per month, involving an
expenditure of 12,600 dols. The item might even be
further reduced, inasmuch as an inferior quality of
coals could be used. The emoluments to engineers
and firemen at six stations would absorb about 3,000
dols., while that of the staff of electricians on the
locomotives is computed at 15,000 dols. per month.
This gives an aggregate total of 30,600 dols. against
75,000 expended under the present system, as above
estimated. The saving, therefore, would be equal to
to a sum of 44,400 dole. per month, or say, about half
a million dollars per annum.

The electric engine, it is stated, can be constructed
at a cost of about 3,300 dole. (2600), which is equal to
one-third only of the putlay at present incurred for
steam locomotives. The weight of the electric engine
is less than one-half of that of an ordinary locomotive,
and the advantages accruing therefrom are that the
noise is considerably lessened, and that the wear and
tear of the line is reduced. While these items invite
the attention of those interested in the management
of railways, the chief factor, so far as the interest of
the public is concerned, is that the electric engine
insures a large degree of safety ; no smoke, cinders, or
objectionable smells can possibly annoy the passenger.
There is an entire absence of risk from fire, and as the
brakes under the electric system can be worked with
greater precision, the guarantee against accidents is
very much augmented. Again, the current strength
can be regulated at the electric stations, so as to pre-
vent a train from travelling to a greater rate of speed
than required.

Should the experiment be successfully carried out,
it will undoubtedly confer a great boon on the inha-
bitants of New York. In that event, the course to be
adopted on our underground railways becomes obvious.
Until the trials now in progress have clearly demon-
strated the practicability of applying electricity to
railway engines the matter stands in abeyance.