Iowa County democrat. [volume] (Mineral Point, Wis.) 1877-1938, 1909-08-26
MAY ELECTR|fY
ROADS IN WEST
FINE RESULTS I'M CASCADE TUN.
MEL SET OTHER ROADS TO
INVESTIGATING.
PLENTY OF WATER POWER
AVAILABLE ALL THROUGH
MOUNTAIN REGION.

tai lines. are investigating the teaSl-
bility of electrifying certain parts OF
their systems, which gives promise
of changing considerably the methods
of train operation in the west. The
fact that the identification of the
Cascade tunnel by the Great Northern
has proved an unqualified success has
called attention to the possibilities OF
electric power for hauling trains in
the west as never before, and rail-
road officials are figuring on making
improvements along the same line, in
dicating the advent of a new condi-
ton of affairs on the transcontinentaI
lines.
The Northern Pacific is understood
to be getting estimates as to the cost
of the electification of its tunnel
through the Rockies. The Northern
Pacific tunnel is less than mile long,
as against two and half miles on
the Great Northern, so the smoke
nuisance is not so marked on one line
as the other, but there are certain
other advantages in the use OF cleo
trio power over steam power in haul
ing trains through a tunnel, which are
not to be overlooked.
The Chicago, Milwaukee & st. Pau
S considering the feasibility of cleo
%,,ie r.
where the grades are heavy. Public
announcement was made recently
that the St. Paul road has abandoned
plans looking to the identification Of
portions of its system in the west on
the grounds that they were not prac-
ticable, but it is understood that the
s.. Paul officials are looking into an
other set of plans, which seems more
feasible.
The success Of electricity in hauling
trains through the Cascades is said
to have set the officials of the Great
Northern thinking as to the advisa-
billy of utilizing electric power for
handling trains on the Spokane di-
vision. 1t is regarded as likely that
it will only be a short time before
electric locomotives will be operating
on that division, as the plant which
fuTn; shes power to the tunnel can
supply the entire division with the
proper improvements, it is under
s,Ood
AS an indication of the trend of the
~F h. IL, C
being electrified between Ogden,
Utah, and Oakland, Cal Similar big
ger projects are said to be under con-
sideration by the same interests.
The power that will furnish the cleo
tricity for the Hartman line between
Fuel has also to be consumed to sup
ply the electric power on the lines in
the east.
Plenty of Water-Power.
1t is with respect to available gen
Grating power that the Great North
ern, Northern Pacific and the Chicago,
Milwaukee & Puget Sound should be
able to make a marked success in
electriication.> There is plenty of
water to furnish power for the cleo
IRRIGATION of all the lines in the west.
The Great Northern gets its power
for operating electric locomotives
through the tunnel from the Turn.
water river. The Northern Pacific
does not lack similar power, while the
ST. Paul road will find plenty of
water power available in Montana.
Electric locomotives are generally
superior to steam locomotives in trac-
tive power and have greater pOssibili-
ties in that direction, it is said. The
four electric locomotives obtained by
the Great Northern are the biggest
in the country. One can pull a train
Of 10000 pounds. This is no more
than one of the monster Mallet com
pound engines of the Great Northern
can haul. but the electric locomotive
is superior in that it has higher
tort. An electric locomotive has bet
ter starting power. While in motion
a Mallet compound and an electric To-
connective are on par.
Smoke Big Factor.
But while a steam engine can be
made with as great tractive power as
an electric locomotive, the latter is
said to have advantages which mount
up considerably in the aggregate.
Smoke is a big element, fog instance.
An electric locomotive does not need
as much care as steam locomotive.
It is said that 40 per cent Of engine
repairs is due to trouble with the
boilers on account of bad coal, bad
water and other causes. A steam To-
connective engineer has to be some
thing of a machinist, bUt it is said
that q man has only TO work half
day to learn how to fix an electric To-
connective in trouble.
The delay in operating electric To-
comotives over a system in the east
aggregated only ten to fifteen min
utes per $4,000 engine miles, accord
ing to the records. it is said. The
delay in running steam locomotives
for the same mileage, it is figured,
would aggregate TO as many hours.