The Anderson intelligencer. [volume] (Anderson Court House, S.C.) 1860-1914, 1895-10-16
The Locomotive Of the Future.

and striking developments are being
looked for by the public in the trials
that are now being made, both in
France and America, with electric To-
comotives Of the same weight and
power as the standard up-to-date steam
locomotive. From the day that cleo
tricity was first used as a tractive force,
it has been the fashion to predict the
early decline Of the steam locomotive,
and the substitution of some form Of
electrical traction in its place. 1t was
confidently predicted that motors Of
half the bulk and weight Of the modern
engine would soon be hauling our
trains at unprecedented speed, and
with that noiseless energy and cleanly
operation that distinguishes electric
power.
This swifter and more silent trans
portation was to be accomplished with
less expense than the present method
by steam locomotives.
It is now some years since these
sweeping prophecies were first made
and in the interval electric traction
has had an extended trial on trolly
and suburban lines. It is to-day being
tested on standard gage trunk lines !;
and it is safe to say that, as the case
now stands, there are no indications
that the future existence Of the steam
locomotive is in any way jeopardized.
In judging of the relative efficiency
Of the steam and electric locomotives
there is one ultimate test by which
the verdict will be giver-the test Of
economy. Other things being equal,
the engine which can haul given
train-load a given number Of miles on
the smallest consumption Of fuel will
be the engine Of the future.
There is no sentiment in question
such as this. It is Judged entirely
from the shareholders point Of view.
However much we might like to see
our lightning expresses sweeping from
city to city impelled by the silent
force, it is certain we shall never see
that sight until the day comes when
electric traction can be produced at a
consumption of fuel considerably less
than the three pounds of coal per
horse power per hour that marks the
performance Of the best locomotive
practice Of to-day.
As the case now stands, the economy
lies with the steam locomotive, for the
reason that the power generated in the
boiler is transferred as tractive force
directly to the rails, and it is subject
merely to the loss occasioned by the
internal friction Of the engine itself.
In the case Of the electric locomotive,
in addition to this loss by internal
friction in the engine at the power
house, there is loss between the en-
CINE and the dynamo F; there is loss
in the resistance Of the wire that
transmits the current, and there is
another loss in the motor itself. Now
this treble loss of power must in some
way be compensated for before the
two engines stand even on equal terms.
What compensation can the electric
locomotive offer? 1t was claimed
that it would be lighter, not having to
haul a tender loaded with fuel and
water. But it is not lighter.
The new Heilman locomotive In
France is to weigh over ninety tons ;
and the Baltimore and Ohio Railway
engine weighs ninety-six tons; and
these weights, for the work they are
to accomplish, are rather over than
under the weights of steam locomotives
constructed for similar service. Nor
can it be claimed that there is any
saving in first cost. A ninety ton
electric locomotive cannot at present
be built for very much less than q
steam locomotive of equal power; and
what margin there might be in its
favor is largely Offset by the cost Of
the expensive installation Of boilers,
engines and dynomos, that must be
erected at stated intervals along the
line; and by the cost Of the wiring for
transmission of the current.
There remains then the question Of
maintenance and running expenses.
In this respect, for the first time in
this comparison, We can see distinct
advantage for the electric locomotive !;
inasmuch as the purely rotary motion
of it's moving parts is far less condu,
Give to wear and tear than the combined
peciprocating and rotary motion OF the
moving parts of the steam locomotive.
AS an Offset against this, however,
there must be placed the deterioration
of the system of wiring, and the wear
and tear of the engines and boilers at
the power house. 1t is fair to suppose
that the wear and tear at the power
house-a part Of which is justly
chargeable to each of the locomotives
that it serves-will fully Offset any
advantage that the electric may have
over the steam locomotive in this re-
spect. :.
At present there are no statistics
available by which comparison OF
the cost Of labor in the two systems
can be made. 1t lis probable, however,
that the engineer Of frst-class electric
locomotive would require the services
Of an assistant, in which case the ex-
pense of the power house staff would
have to be reckoned against the electric
system in a orparison.
There remains then the question OF
fuel economy. Unless the electric
system can show very marked econ
amy in this respect, it is evident from
the foregoing considerations that a
strong case is made out in favor Of the
present system of fsteam haulage. The
best steam locomotive practice Of to-
day shows that modern express loco
motive will produce one horse power
per hour on the consumption of three
pounds of coal. It is doubtful it the
best electric light installations can
show better result.
Unless a system Of stationary boil
ers and engines can be produced that
will furnish the electric locomotive
with it's power for one-half the coal
consumption that is necessary for the
generation of the same power in the
steam locomotive, we may rest assured
that George Stephenson's invention
will remain among us for years to come
as the greatest triumph Of the modern
moob nino1 world -NcjeDtjfc Amcri-