New-York tribune., 1904-10-05
ELrcrRLc rREIGHT SERVICE.

In+ar71rban electric railways which are twenty.
fifty and even a hundred miles in length are be-
coming so common in the eastern part OF the
United States as to deserve little notice unless
they possess some novel characteristics such
exceptions 10 the rule are found IN two roads
in Eastern Pennsylvania, described py halph
Scott in The Engineering Magazine" for Octo-
Der. One reaches from Wrkesbarre southward
to Hazleton twenty-four miles away. and the
other from Wikesbarre northeastward through
Scranton 10 Carbondale thirty-slx miles distant.
The two are apparently operated by different
companies but they are alike in character.
Here then are sixty miles Of double track road,
built on a private right of way, equipped with a
third rail and using direct current. but in one
particular illustrating new idea.
These roads carry freight as well as passen'
gers a part Of the former is moved by steam
in long trains bur part is transported by cleo
tricty and at the same speed as the passengers.
In fact both are carried in the same vehicle,
which resembles the combination baggage car
and smoker often seen in suburban service
on steam roads but runs alone and not in a
train Extra seats can be adjusted on short
notice in the freight compartment, but the space
there is ordinarily devoted only 10 merchandise.
A speed of forty or fifty miles is not uncommon.
Scranton and Wilkesbarre, for instance are
nearly twenty miles apart but the trip from one
10 the other is made in thirty minutes, includ.
ing several stops.
When the substitution Of electricity for steam
on existing railways was first seriously can
vassed, eight or ten years ago. experts were ac-
customed to distinguish among three kinds OF
traffic. The proposed change was most strongly
recommended for the conveyance of passengers
for short distances and at frequent intervals
Its application to through expresses was re-
garded as less desirable. Even greater doubt was
entertained concerning the wisdom Of movin.
freight by electricity. More confidence is eyinced
to-day than formerly In the expediency of tbis
last possibility, however, and the exDeriment
which is now being tried in PENNSYLVANIA sbould
soon show whether that feeling is well grounded.
IT should De easy to separate the returns for
freight handled by one method from those for
that transported by the other. and tbus learn
whether the venture Is remunerative or NOT
Economy is not, to De sure the only phase of
the question deserving attention II in this re-
spect steam and electricity are on even terms
the latter has unique merit which alone might
turn the scale in its favor The acceIeratton Of
car or train on starting is effected more easily
by electricity than by steam, because II has n
more powerful torque. Still. practical railroad
men must have definite information as 70 the
felauVe cost OF the two systems before follow.
ing the example which has just been set
The plan here described is. after all an,I,.
cable to only small share Of the freight traffic
OF the country. Most of 1t must be conducted
with long trains. However. after a road is once
provided with the means of supplying electricItv
the latter can be utilized in any one of three ~
'our ways. 1t would he feasible 10 equip freigb.
cars with individual motors. thus following the
precedent established in the passenger service
d the elevated roads in this city. The first cost
u doing so would be so enormous as 70 ta-a
mes breath away 1t would probably be founa
ueaper and more convenient TO place ar tha
Nsao OF train a separate locomotive, like those