The Salt Lake tribune. [volume] (Salt Lake City, Utah) 1890-current, 1910-02-15
ELECTRICITY ON
CENTRAL PACIFIC
Prominent Engineer Discusses
Possible Use of the Power
Over Sierras.


American Institute of Electrical Engi"
neers about the electric system of the
Great Northern railroad at Cascade tun-
mel ono of the greatest undertakings
of its kind in the world spoke as fol'
lows concerning the possible use OF the
power over the Sierras on the Central
Pacific
Without discussing earlier ipstalla'
tons, it is Of interest to note that so
far as a present developed this Cas-.
cadc tunnel installation is one of three
IN this country Of almost identical re-
quiremcnts; that is, operation through
tunnel of heavy freight and passen-
ger trains on severe grades at moderate
speeds.
Each OF these is characterized by
different electrical system. Two, the
Sarnia single-phase and the Cascade
three phase, are in operation. while The
Detroit tunnel dreCt.current locomo-
tives have been fully tested
''In each case the steam locomotive
could only be used under The maximum
disadvantages. the very worst possible
conditions Adoption of electrical oper-
alton by almost any method offered an
effective remedy. and 1T is an encour-
aging fact that each of these lnstalIa-
tions overcomes many difficulties lncI-
dent to steam operation under certain
limitations, and that we have as re
suit higher speeds, greater capacity, and
increased safety and cleanliness.
'.But none of these installations rep
resents trunk line requirements under
conditions which exist on many of our
roads II has been my fortune to have
for nearly three years made study
of such a trunk line. presenting What |
consider perhaps the most dlih-
cult problem | have ever en-
countered refer To stretch
of nearly l40 miles on the
Sacramento division OF the Central Pa
ciic railroad over the Sierra Nevada
mountains. There is much about the
investigation of this which it would not
be proper for me 10 touch upon. and |
will only refer TO il in a brief way.
''The section in question is normally
singlc-trackcd, with sidings every few
miles which raise the aggregate track
age to something over zoo miles. The
physical conditions are such AS to pre-
sent extreme difficulties 10 double
tracking, although second tracking is
being added for part of the distance:
There are nearly thirty-two miles of
snowsheds and tunnels. and 'n winter
the snowshcds form practically contlnu-
Gus tunnels. The grades are severe,
there being a rise of about 1000 feet IN
cighty-thrcc miles in one direction, with
a ruling grade of "A per cent, and the
amount of curvature is startling.
cover this division practically the en-
tire freight and passenger traffic from
the Union Pacific railroad for central
California passes. Freight trains. often
over third of a mile in length, and
with 1000 to $500 tons trailing load. are
operated in both dircc tions. These trains
require as many as four consolidation
locomotives. or two of the heaviest Nal
let compounds.
"The running speed is sometimes as
low as seven miles an hour, and the
schedule speed for the division is scri-
ously interfercd with by opposing trnf
tc. Coupled with this freight operation
is passenger operation IN both direc-
tlons, IN trains up to nearly 400 tons
trailing load, way trains, !"limited. -
Pullmans, and fast mail trains, operat-
ing at double the freight speeds, and
with coastng speeds as high as fifty
miles an hour.
"This division is approaching the limit
OF steam capacity. especially when con
sidered IN relation to the balance of the
system, and the question is whether
such a division can be operated cleo
tricallv. and if so. what can be gained
therebyl Would the object be economy
in fuel' Such alone would not warrant
electrihcation, although the general line
of investigation of railroads operated by
electricity will show about 90 per cent
in coal economy If carried out, cleo
IRRIGATION Will be primarily for the
purpose of increasing capacity, and
thereby elfeoting ultimate economy
"The specifications already require OPP
Grafton on this road of 2000-ton trains
AT fifteen miles an hour on q "a per
cent grade, and 400-passenger trains at
twice this speed This last condition in
wolves a much larger motor capacity at
the head of passenger train than the
gratifyingly large capacity exhibited by
the locomotives of the Cascade tunnel
not in tractiye effort, but in the prod"
uct of tractive effort and speed
"The investigation of the possibilities
Of electrIfication on this road have been
conducted on plan somewhat different
from that ordinarily taken. 1t was not
deemed wise first TO decide upon sys-
TEN, but rather 10 ascertain the costs
of locomotives by various systems which
could perform q service determined as
essential 10 effective operation, and
then To collate all the facts, advan.
tageous and otherwise, affecting cap
ital cost and cost of operation. after
which the best system TO meet the ex-
IF asked what system would probably
be Indicated, ! must frankly say i do
not know. That electrihcation is pos.
sible | do know, and that such can be
successfully carried out | do not doubt,
with increased capacity and general
economic results, That il will be 80
done ] also firmly hope and believe. but
] am impressed with the absolute neccs.
sitv that in considering a problem of
| this cha actCr, as well as all other nrnh.
lens which arc continually confronting
the electrical engineer. there is no de-
velopment which can be reasonably un-
dertaken which should curtHil, and none
which should be disregarded.
We are passing through that newt
able stage Of development and elimina-
ton essential 10 final correct decisions
and permanency Of results. However
critical, therefore, | may sometimes
feel AS To the inadeouacy of any system
lin some particular application / wei