The daily morning journal and courier., 1907-02-07

most frequent form or accident eApeIl- enced in the operation of our railway systems, the energy which propels the electric train can be shut off generally with great promptness. On the other hand, the steam locomotive carrying in its fire-box from fifteen to twenty hundred pounds of coal heated to in- candescence, almost invariably sets fire to any broken cars, or other combust- ble material with which 1t comes in contract. The elimination of the boiler carrying steam at high pressure also means the removal of an element of risk which in many railroad accidents has destroyed life. The absence of smoke in tunnels, and consequent abili- ty to see signals clearly at all times, constitutes an advantage of the ut- most importance for electric operation. Cars drawn by steam locomotives must be heated either by some form of stove carried on the individual ears. In the former case, steam from broken steam pipes becomes a serious source of dan ger in case of accident; in the latter the hot coals from the stove, even in the improved modern types which have greatly reduced the risk formerly en- countered, are source of danger. The substitution of the electric heater af- lords opportunity not only for ideal control of temperature of the car, but almost absolutely eliminates risk of fire. The elimination of the gas tank and the oil lamp used for lighting in eta npI nf electric lighting, also implies a material gain in. safety. The danger of detail- ment in the case of the electric locomo- tive is far less than in case of the steam locomotive.
 'The identification of railways where highs speed passenger traffic is in volved. affords opportunity for inn proved methods of protecting trains by signal systems, automatic, or other. The ability to cut off power at will from a given section, and therefore from trains operating upon that sec ton under certain conditions, which arise not infrequently in railway ser vice, may be availed of to prevent ac- cidents. Tn steam railway service, when an operator at a tower having al- lowed a train to pass learns too late that another train is approaching in the opposite direction, he is powerless to avert the impending collision. Where the motive power of these trains, how ever, is transmitted by electricity, the power supplied to the section might be cut off and probably in time to prevent the catastrophe"
 RELIABILITY OF TRAIN SERVICE.
 Regarding the reliability of train ser vice the records of the elevated raile ways in New York city, which were run by steam from 1872 until 1902, and since then by electricity, are cited, That there is an increased capacity of line is claimed by the argument that steam enables the development of much greater sustained traetive efforts with given weight on drivers by reason of more uniform rotatve effort The frequency of stops is also claimed as an advantage
 After a long discussion of the rela- tive cost of operating various systems.
 
 maintenance of way and structures, and maintenance of equipment, con- ducting transportation. and general ex- penses, the conclusion is drawn that the operation by electricity costs eigh- teen per cent less than by steam, In conclusion the authors say: "In order that the question raised may be looked at in proper perspective the following estimates based upon foregoing calcu- lations will be useful: For the equip ment of the entire railway system of the United States as now existing an aggregate powerhouse output capable of supplying continuously 2,100,000 kifo- watts would be required. Of the elec- trlc apparatus installed in the power houses, a change in frequency affects the generators, transformers, and a large proportion of the measuring and indicating instruments, It also affects the cost of the engine or turbine em- ployed to drive the generator At twenty-five cycles, the apparatus affec- ted by frequency should cost approxl- mately thirty dollars per kilowatt At fifteen cycles 1t would cost on the av- craze perhaps thirty-three dollars per kilowatt. Cost of sub-station transfor- mers would be increased approximate ly one-third, and, in round numbers, the total cost of turbines and electrical powerhouse and sub-station apparatus would be increased from seventy to eighty million dollars.
 If it be assumed that one electric locomotive will do the work of two steam locomotives, about twenty-four thousand electris locomotives would be required to take care of the present railway business of the country. As-
 suming the cost of the average elec- tric locomotive to he twenty-five thou sand dollars, the aggregate cost of To- comotives required would be six hun dred million dollars. Allowing for the increased cost of the fifteen-cycle | transformers, it would seem that the difference in cost of the average lOco- motive should be not less than one thousand dollars in favor of the lower frequency, or for twenty-four thousand locomotives twehty-four million dol lars. This is more than twice the esti- mated difference in cost of powerhouse and substatlon equipment. "-New York Evening Post.