Daily capital journal. (Salem, Oregon) 1903-1919, 1908-01-11
ppOGRESS THE PAST YEAR In STEAM
!'AND ELECTRIC TRACTION METHODS

used in trolley line. For some year,
the Southern Pacific electrical engi
neers have been studying the ques
tion of electrifying tho Sacramento
division of the Southern Pacific Rail
road, which extends for a distance
of 1876 miles; and during the yeaI
Mr.. Sprague, the father of the null
tiple-unit system of operation, and
some of the leading electrical com.
lpanies have been called in to decide
upon the system which will be best
suited TO the conditions. AS this is
a mountain division, 1t will form by
far the most important work of this
kind ever attempted. Considerable
preliminary work has been done by
the Pennsylvania Railroad In its in.
vestigatlon to determine the best
type of locomotive and general
equipment for It's New York terminal
lines. Both direet-current and sim
gle-phase locomotives have been
under test, and we are pleased to
note that in one OF the later designs
the four-wheeled truck has be n
adopted, with view to enable these
heavy and rigid machines to take
the curves more easily. We shall
always believe that the rigid driv-
ing wheel base of the Now York Cen
trail locomotives had something to do
with the bursting open of the track
which resulted in the Woodlawn de-
rallmcnt.
There has been a heevy advance
in the size and power OF steam To-
comotivas during the past year. some
OF these having reached colossal pro-
portions. The most notable passen-
ger engine is a huge express locomo-
tive built for the Pennsylvania Rail-
with cylinders 25 and 80 inches di-
ameter by 26 inches stroke; 4,322
square feet of heating surface,
tractlve power of 15h tons, and n
total weight OF 134h tons. The
drivers are so inches in damster
and six-coupcd. IL was designed fer
the work of handling in one train
passenger trains which otherwise
must be run In two sections. Equally
Is the increase in the
size Of freight locomotives. There
was built by tho American Locomo-
tive Company for the Erie Railroad
this year freight locomotive OF the
Mallet type whose total weight Is
205 tons. The engine Is compound,
with sylindcrs 25 ind 80 inches d.
amcter and 2S Inches stroke. The
total heating surface is 5,214 square
feet. and the tractive effort carries
from 35 y TO AZ tons. The most no
table movement. affecting the eco
monica OF the locomotive, has been
The growing recognition of the value
Of ouperheat. In some cases results
have been obtained from simple en- |
slnes with superheat, that compare |
'avorably with those obtained from |
locomotives. In one COM
Darison mado on a western road be-
ween a simple-cylinder, superheat
locomotive and a compound locomo-
I've OF the same weight and general |
.esign, the efficiency was within five
,er cent of that of the compound;
md the simple superheat engine not
,nly required less repairs, but, be-
ause of tho drying-out effect of the
there was an entire alb
ence of foaming of the particularly
'ad water used on that division.
his vital question is being inyesti-
,ated by Prof. Goss, of Purdue Uni
.rsity, under a special grant Of
S 900 for four years from the Car
egie Institute. The gasoline mo-
or car has been making steady prog
ess. particularly under the foster
lg care of the Union Pacific Rail-
Dad. The latest type of these cars,
5 developed at the omaha shops of
MS IdlltOdui mas AVV hOioS-pSNSI
ngines; can make 60 miles an hour
n level track; and shows excellent
ualities of aeceleration and retard-
tioh. They are built of steel, with
ort-hole windows and rounded ends.
nquestionably, for the operation of
,st and frequent service, this type
as a great future before 1t. 1t Is
lite conceivable tha., under certain
of service, 1t may prove
be the successful rival of the cleo
ie car.
FROM THE ANTILLES.