Shepherdstown register. [volume] (Shepherdstown, Va. [W. Va.]) 1849-1955, 1912-07-25
Electricity VS. Steam.


New Haven and Hartford Railroad ex-
poets to have $50 miles Of its lines work.
ing electrically within the next Is months,
while the New York Central counts on
having 233 miles of track electrically op-
Grated.
These are the greatest enterprises in
the way of the electrification OF steam
railroads yet undertaken in this country.
Their importance will be appreciated by
considering the fact that the proposed
electric lines of the New Haven Railroad
alone would reach more than half way to
Chicago.
II is evident therefore that the electric
locomotive has become serious rival OF
the steam locomotive.
There is a steady increase in electric
traction upon roads heretofore using
steam, and the mileage Of this new method
of trunk line operating is growing month
by month.
Only electric locomotives or electric
traction could make practicable the de-
preston of the tracks and the running OF
more than one level OF rails below the
street surface. Steam locomotives must
have direct outlets to the air for their
smokestack exhaust when there are many
of them, as there are in all large terminals
To put one level of steam locomotives
below another and to confine all OF them
within or beneath station structure
would spell ruin and damage, If not dis
aste1, in a short time.
The smokestack gases are destructive
to metal surfaces, quite apart from being
Objectionable 10 neighboring residents.
On the other hand, electric locomotives
exactly meet the conditions Of the prob
lem.
Each steam locomotive is power
generating plant in itself, while the elec-
trio locomotive merely utilizes energy
which is generated at certain central pow
erhouses or stations. Even under the
best conditions the steam locomotive
cannot produce power with anything like
the economy of stationary plant, but
while thus relatively wastetul, these To-
comotives can be called into service as
they are needed and can be retired 10 the
roundhouse after their duty is discharged.
Each steam locomotive management is
concerned only with its single problem.
The central plants, on the other hand.
supply motive energy for large number
OF electric locomotives or motor cars and
must be run continuously, whether the
drain be merely the average or the max
imum. Again, should the power plant
fail the whole section may be brought TO
a standStill, because the electric locomo-
tive is user and not generator CT en-
ergy.
For infrequent service the steam loco
motive is the more economical tractor.
For distant communication even by
fast trains the best types OF steam loco
motives are undoubtedly more efficient
and cheaper at present.
A big steam locomotive costs about
SO, 900, while large electric locomotive
represents an outlay of $4,000, but be-
cause OF the nature OF the mechanical
movements Of the latter its upkeep is
only about half as costly as that OF the
steam locomotive, while its drawing
power is relatively higher for any fixed
measure Of effort.
The electric locomotive is far more re-
sponsive TO a sudden or excess demand
than its rival brother OF steam.
Besides this, the electric drive seems
to grip the track far better than that OF
steam and the electric locomotive gains
headway or acceleration faster than its
older rival. The electric locomotive has
another advantage over the steam loco
motive which becomes especially notice.
able at crowded terminals where every
foot Of track space is precious. The big
200 horsepower electric locomotive,
compared with its competitor OF about
half that rated strength, has an overall
length OF only 81 ieet, against nearly 68
feet on the part Of the steam locomotive
and its necessary tender.
A natural development of the electric
locomotive has been the multiple unit
system of motorcar and trailer for sub
urban service. A number Of these units
make up the different trains and they are
so arranged that there is a motorcar at
each end and the train can be started in
either direction without any shifting.
While the single operator has his sta
ton at the head Of the train, still he con-
troIs every other motor in the succeed
ing cars, and all of these are helping TO
move the train onward. The multiple
unit makes it possible to adjust the ser
vice more nicely TO the changing traffic
needs Of each hour, and this naturally
makes for operative economy.
The natural objection TO electriiicafion
which the laymen of critical turn Of
mind will raise is that the whole system
may be halted by a temporary derange-
ment at the power plant or by any other
single cause which may happen along
the line. To degEee this is correct so
far as the usual run Of electrical railways
is concerned, but the New York Central
is an exception. II resorts TO a reserve
of storage batteries.
r.. 49, T-L:1.<xe ,<@o~..,