The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1901-11-03
WILL USE A THIRD RAIL
PART OF THE BURLINGTON ROAD TO
BE EQUIPPED FOR ELECTRICITY.
Invention That Is Thought to BE Prac-
ticabIe and Which May Effect
q Great Saving.


the Burlington has practically decided to
equip a portion of the companys subur-
ban line with the third-rail electric system.
Back of this statement lies the important
fact that officials of at least two great rail-
way systems believe that the problem of
operating surface lines by electricity has
at last been solved. If their view of the
matter is correct suburban traffic on steam
railroads throughout the country will be
revolutionized and the fear of competi
ton by electric lines. which for years has
been a haunting specter to steam railway
officials, will be removed. To-day public
test of the device in question was made
at Clyde on the suburban line of the Bur
lington road. Railroad officials and cleo
tIical experts from all over the country
attended the test
For more than three weeks the inventor
of the system, E. w. Farnham, superin-
tendent of transportation of the Burling
ton system, has been experimenting with
his device on half-mile track at Clyde.
Although the Burlington officials as such
have had no connection with the matter,
they have been watching the experiments
closely, with the result that they are said
to be convinced that the third rail as used
by the new system is practicable. This
view OF the case is also held by w. c.
Brown, formerly general manager of the
Burlington and now vice president of the
Lake Shore road. After seeing the system
work Mr.. Brown said that he firmly be-
lieved that electricity as a motive power
can now be applied to the movement of
heavy trains in suburban service.
For the purposes of the demonstration 4
large car was used and run at a high rate
of speed, fully Illustrating the way the sys-
tenn works and its efficiency. 1t is claimed
that the electric traction power feeder as
1t is called, is capable of operating a heavy
train of cars at as high a rate of speed
as that attained by steam roads and with
perfect safety. 1t is also confidently as
serted that the feeder will work in all
Kinds of weather without a reduction of
power or efficiency, and also under all
possible conditions that arise in suburban
traf1c: That it is simple and almost in
capable of getting out of order is said TO
be easily demonstrated. If it proves en-
tlrely practicable the system WILL it is
serted, save 31R per cent. of the cost of
operation by the ordinary, or overhead, sys-
tenn and fully as much of the cost of opera
ton by steam.
So far as the application of the system
10 steam roads is concerned the item of
expense is the vital one AS electricity has
advanced as a means of transportation the
steam roads centering in large cities and
extending between cities that are not too
far apart have suffered materially i'm loss
OF revenue Their inability successfully to
compete with electric roads has been due
10 the cost of operation of steam as COM
pared with electric power If as claimed
the new system is powerful enough to take
care OF heaVy suburban traffic and will
save 3112 per cent. in cost of operation
tnere Is no reason why railroads all over
me country need fear loss of revenue by
competition of electric lines.
For many years railroads having large
suburban traffic have been looking for an
electric motive power that could be used
on their lines, and thus far all devices have
tailed TO solve the problem. The Illinois
Central officials, for example, have spent a
great deal of time and money in searching
Tor an electric system adaptable to subur-
ban traffic on steam roads. 1t was early
conceded that the overhead system would
not 40, because of the expense and the i'm
possibility of operating other tracks where
there are overhead wires. Furthermore
the overhead system is a too uncertain
quantity TO trust in moving the immense
raInc that seeks the steam roads at the
rush hours
Mr.. Farnhams device provides a dead
rail except where the current is required
Tor the motor car. This feature apparentlv
guarantees against leakage, and makes it
perfectly safe of operation as no injury
can be received from contact with the third
the car itself.
The mechanical construction of this third
ran eliminates all necessity for lubricants
there being no friction nor wear upOn the
parts In its operation the shoe or power
contact, carried upon the truck of the
motor car, passes along upon the surface
or a sect1onally charged feeder At stated
intervals is moving rail, which. when the
iron shoe plate comes into contact there
With, travels longitudinally with the NOV
ing car, in either direction and thereby
closes switch. throwing the current to
that particular section Of rail- or any dis
lance ahead as may be desired and thence
to the motor through the shoe plates
Each motor car is provided with two
shoes. that before the rear shoe leaves
one section the forward shoe is in contact
with the following section and another
switch set. AS the rear shoe leaves a sec
ton the rail operated by gravity returns at
once to its normal position, but does not
open the switch until the last shoe of the
train has left the charged section. which il
opens and remains in such position until
another car comes along requiring current
for motive power