Spirit of Jefferson. [volume] (Charles Town, Va. [W. Va.]) 1844-1948, 1897-02-09
SOME RESULTS WITH ELECTRIC POWER
ON THE b. & o.
BY T. FITZGERALD.
eeenl. SUI. B. . Q. Railroaa.l

from its several aspects; however, if pub
lie interest still remains active in follow
ing the results of this great enterprise and
undertaking on the part B. & o. R. R.,
it is with pleasure that Ireviewits growth
1t was in the pioneer days of electric
lighting, that the B. & o. r. R. installed
its first electric light plant for the purpose
of furnishing, in small way, arc lights
at several of its points in Baltimore, as
noted already in The Electrical Engineer
Since that time the railroad has found it
advisable and to its interest, to take
up the use of electricity both as
means of light, as well as motive power,
probably more extensively than any other
steam railway corporation, and the results
have been both successful and gratifying.
The adaptability of the various applica-
tions of electrical energy as viewed from
the point of economy is shown by making
a comparison of its equipment of but
few years ago, with that of the present,
which has grown to the extent that this
railroad is now operating thirteen plants
with two additional ones now under con-
sideration, representing in all some I, 500
900 candle. power in the shape of power.
Among this list of stations, one of re-
cent and greatest interest, is the one To-
Gated i'll Baltimore. commonly known as
the Belt Tunnel Plant" which has
rated capacity of 4, 500 horsepower Bue
to the difficulty and uncertainty of ferry
transfer, particularly in the winter time,
on account of navigation being closed and
the railroad being dependent upon
this connecting link at Baltimore, coupled
with the desire to lower the schedule time
of its trains between Washington, Balti-
more, Philadelphia and New York, the
question arose as to how this might best
be accomplished. After careful. consid-
Grafton, it twas finally decided to construct
underneath the city of Baltimore, suita-
bic underground tunnel. At the incep-
ton of this great undertaking nodefnite
plan had yet matured as to the exact man
ner in which trains should be opererated
through this tunnel.
1t 1892, when the tunnel was nearing
completion, it was found necessary at once
to take up the question of determining
quickly and definitely how these trains
should be handled, because on account of
the great length of this tunnel (Which is
about one and one-half miles, it was de-
cided, from experience in this direction,
that some different means of motive power
than steam or some meanz of ventilation,
would be required, not only as a matter
of safety and convenience in operation,
but considered from point of comfort to
passengers, and employees of the road.
After considering all points in favor of
and against the several plans submitted
for accomplishing the results desired, it
was in May, 1892, that the contract
was formally closed for installing suit
able electric plant together with specially
constructed electric locomotives for the
purpose of hauling freight and passenger
trains through this tunnel. From the
above date, progress in the way of per-
fecting plans and arrangements was rapid
and in May, 1898, ground was broken for
the power house, which was to furnish
power for the operation of these electric
locomotives.
This work, together with the overhead
construction, progressed uninterruptedly
until its completion in June, 1894.
On June 27. 1894, the first trial
| trip over the Belt Line with the
electric locomotives was made The en-
tire length, including the tunnel proper
and its approaches from either end, at
that time, was about three miles, This
trial trip was satisfactory, and on August
4, the electric locomotives went into
regular service, and have been is use up
to the present time, pulling all freight
| trains.
While those who had examined into the
operation and pulling power of these cleo
trio locomotives We're confident of their
ability to perform the work required, it
was not until October of the same year
that all doubts as to this were dispelled.
1t was on the fourth day of that month
due to some misunderstanding on the part
of the operator that two trains numbering
in all forty-four loaded cars, together with |
three dead steam locomotives all coupled |
together, were stopped in the tunnel and |
started again by the electric locomotive |
which did its work apparently as easily as
with any ordinary train.
1t was on five-tenths grade that this |
performance was made, the total weight |
of the taain being nearly 1000 tons. The
electric locomotive with this load devel- |
oPed a speed of about eight miles per hour,
exerting at times over an eighttenths grade
at the extreme end, drawbar pull of |
about or, 900 pounds.
In the way of speed, with an ordinary |
passenger train, fifty miles per hour has
been attained up this grade.
For some time after these locomotives
were put in service a great many rail-
road men. myself Included, were skepti-
cal as to the results they would ultimately
produce. but from practical standpoint,
am free to say that the electric locomo-
tives operated by the Baltimore & Ohio
Railroad on its Baltimore Belt Line, are
without question, perfect success.
This latter statement confirms itself by
the fact that we are now making addi-
tional extensions, which when completed
will give total length over which these
electric locomotives will operate, of about
four and one-half 1siles.-The Electrical
Engineer
The February number of Demorest's
Family Magazine is beautifully illustrated