The mirror. (Stillwater, Minn.) 1894-1925, 1908-10-15
Electrical Development.
~~~

Pepper Read Before the CAauta,.qua Circle.
ELECTRICITY is by no means a
r new factor in the industrial ac-
tivities of the world today. Since
Benjamin Franklin's simple ex-
pertinent with the kite, proving light
ming and thunder to be caused by elec-
trio current, and his subsequent inven-
tion of the lightning rod (which by the
way gave him high place among sci
'entitic men) early in the eighteenth
century, it's progress has been steady
and in the last decade phenomenal.
Sixty years ago the magnetic tele-
graphic lines measure over 100000
miles, and use wire enough to 60 eighty
times around the globe. Submarine
cables lie beneath the oceans thereby
bringing the different nations of the
world into closer communion. The tel
ephone, which, by means of electricity,
transmits the spoken words instead of
mere conventional signals, is one of
the most important inventions of mod
'ern times; its value in business is be-
yond calculation. More than 100000
miles of wire are now in use for tele-
phones alone. Electric lighting and
the automobile industry are directly
due to the adoption of electricity as
one of the most energetic forces the
world has ever known. But l shall
not attempt to name the numerous
fields electricity is used in.
You all know that in the most ex-
elusive and out-of-the-way places it is
used for lighting purposes if for no
other. It is within the last decade tho
that it has entered a new field of activ-
ity: the experiments in this field, if rat
isfactory, will bring about the most
radical changes in the railway systems
OF course such changes will take many
years and the expenditure of billions
of dollars, but labor and cost are moth
ing compared to the results expected.
Several steam railroads have been
experimenting with electricity in the
aast few years, but shall refer to the
identification of the New York Cen.
tral terminal, and the adoption of elec.
trio motive power by the New York
New Haven and Hartford Railroad, in
this paper. for they furnish the best
examples Of these experiments.
the New York Central is using wha,
is technically known as the "low-vo
age, direct-cnrrent, third-rail system,
while the New York, New Haven anC
Hartford. is using the "high-voltage
alternate-current, overhead troile!
system.' There is considerable differ
ence in the construction and operation
OF these two systems. For instance
the third-rail system used by the frs
named road has two central power sta
tiOns; one ut YOnkers and one at Por
Morris, with three snb-statiOns OH Il;
line. With the overhead trolley sys
tenn used by the other road, the cos
and expense of operation are not 8
large. With this system but one cen
trail power station is required to gene
rate and transmit current snfficien
to operate the twenty-five miles no,
in service.
While using steam as their mOtiv
power the railways entering the Gran,
Central Station in New Y ork city wer
compelled by law to burn hard Goa
the cost being about FIVE dollars pc
ton, and requiring about ninety men t
handle it. With the electric syster
these figures are greatly reduced. Th
central power station of both lines al
located. far away from the Grand Ger
trail Station, where they can burn sol
coal at cost of three dollars or less
ton. Furthermore, they use an autt
matte firing device, which requires br
three men at each power house to OPT
rate them.
When installing the third-rail systel
the New York Central made many in
provements that cost it thousands {
dollars. The most important being q
outer casting of wood that covers tt
top and sides aud which necessitat,
the electric contact being made beneat
instead Of on top the rail. This I
course makes it harmless to those WI
work around It or have TO cross oTl