Omaha daily bee. (Omaha [Neb.]) 187?-1922, 1910-08-28

10 per cent less fuel and using 30 per cent
less water"
The Pennsylvania railroad must use elec-
trc traction between Harrison New Jer-
soy and Sunnyside, Long Island. In con.
rection with its New York improvements
and win employ II to that extent On its
system; but, nevertheless Mr.. A. w. Gibbs
it's general superintendent Of motive power
is quoted with the following pessimisuc
opinion:
The cost OF everything electric is tire
mendous. The electric locomotives such
as they are cost more than double tho
steam locomotives. which thoy replace
and we must add the cost OF track prop
aration. of the power plants, and all that
goes to make the electric system as a
whole.
The demand has frequently been made
that lines leading into terminals should be
electrified In some cases the same de-
mand has been made in the case Of cities
that are not terminals Such a demand
would involve two locomotive terminals
one on each side of the city, with electri-
fication of the space within the city limits,
a supply of special electric locomotives
and the delay consequent upon double
stop
ITO offset the cost OF this. there is no
saving whatever in operation. On the con-
trary. the operating cost is largely in
creased. Even If the railroads could stand
the burden Of cost, it is quite certain that
the public itself would not tolerate un-
necessary delays of this kind.
Naturally the roads hesitate to under
take new electrifications. not only on ac-
count OF the expense, but also because II
is wise for one railroad to profit by the
mistakes Of another and thus avoid costly
repetitions.
while anything Of the kind is possible
with an unlimited expenditure of money,
we do not hesitate to say that the time
has not yet come when such an enormous
outlay OF capital would be justified by
the returns: and further, we assert that
the capital thus diverted would be used
to better advantage in other directions. i"
NO Cause for Alarm.
That these slowly cropping facts adverse
to the electrification of existing trunk lines
| have received consideration is significantly
| reflected in the thorough course of training
| for apprentices which is now a feature on
! the Erie, Santa Fee New York Central,
Canadian Pacific. and many others. In the
various schedules for study and practical
| instruction there is not an alluslon to the
electric engine, its construction, manage
ment or maintenance. The training as out
| lined plainly discloses that the end in view
( is to fit the boys to cope with conditions
which could only prevail with steam loco
motives. and 1t would appear inconsistent,
to say the least, with the advanced motive
power ideas Of the present day, that the
expense Of this elaborate instruction would
be incurred without the prospect of ulti-
mate return in the shape of efficient SER
vice.
Railroads are not exactly philanthropic
enterprises. Many of them supposedly pros
porous are staggering under heavy burdens
of taxation and unjust legislation, and an
incessant fight is in order to make both
ends meet. Hence the policy Of their man.
agement is keenly whetted TO an apprecia-
ton of the facts which this article has
summarized, and 1t is noped that the latter
are sufficiently convincing to delay even
| partial classification to the far distant
future.
| 1t has been shown that, while terminal
identification pays in some Eases, any fur
ther steps In that direction should not occa-
sion any concern to the present employees
Of the steam roads. 1t would not indicate
doing away with shops, roundhouses or To-
comotives, and only very slight reduction
in the immediate terminal repair force
which would be more than compensated for
by large additions to the pay roll of men
qualified in electric locomotive maintenance
The former locomotive engineers and fire
men OF the New Haven road are now en-
ployed on the motors at the same pay which
prevailed before the change, and are still
entered on the roster in the old familiar
steps as he would have been twenty-five
capacities. machinlst or boilermaker