Montpelier examiner. [volume] (Montpelier, Idaho) 1895-1937, 1915-01-15

SUCH d ldTRe scale Will, dI iedSJi SET
tie the engineering and economic
questions that enter into the advis-
ability of making such an installa-
ton, and will limit similar future
problems to the means of raising the
money required for the change.
A novel feature of this installa-
tion will be regeneratiye electric
braking control to hold back the
trains on long descending grades
and to return power to the line.
When the train drops down a sharp
grade, the locomotive motors are
Immediately turned into electric
generators, and they begin produc-
ing current and returning it to the
line.
In this way train going down
mountain grade will help another
coming up. Obviously this scheme
will improve the load factor of the
electrified section to a marked de-
gree. 1t is figured that 25 to so
per cent of the energy required in
upgrade movement will be returned
to the power line by this means.
The air brakes will thus be need
ed only in cases of emergency so
that besides economizing in the con-
sumption of power, this method of
holding train in heavy grades Of
fers marked advantages over ordin-
ary friction braking owing to the
great saving in wear on track,
wheels and brake shoes.
The motor equipment will enable
the freight locomotive to haul a p
500 ton train up all gradients of |
per cent at speed Of approximate
ly 16 m. p. h. and this same train
J load, unbroken, will be carried over
the 1.66 and 2 per cent ruling
grades on the west and east slopes
E of the Rocky Mountain divide with
: the help of a second similar freight
: locomotive acting as pusher. Tracl
{ nroyision is made at Donald, tbs
s summit of the grade to enable tbs
/ pusher locomotive to run around th'
J. train and be coupled to the heat
e and for electric breaking on tn
o down grade. In this case the entir
train will be held back by the tw
70 locomotives, the braking OF the tW
A locomotives being under the contrt
a of the motorman in the operatin
: cab of the leading locomotive. tn
- locomotive will have electric brakin
capacity sufficient to hold back II
q entire train on down grade, leavin
4. the air brake equipment, with whic
,o they are also equipped, to be use
- only in emergency and when stol
m ping the train.
ic It will be seen from this that ele
or tric braking provides the create
on salty in operation, and also retur
a considerable amount of energy
at the substations and transmissi
,re lines which can be used by 9th
m trains demanding power.
for Experience with heavy railro'
ice operation in and near New Yo
- City shows that electric locomotiN
en0 can be run 1000 miles without
no. snection under the conditions exi
ger mo there. 1t seems probab
ayy therefore. that the locomotives VIII
am will be placed in service on
mountain divisions of the ChieaI
'ap Milwaukee & st. Paul can be rel
hnd anon to make from $50 to 300 m
in at the outset. Present steam 10
be- motives require inspection and ov
10. hauling after every l25 mile r
and while waiting for trains. t
'on CONSUME so per cent as much Goa
while pulling train.
i is As there will be no delays
mic coaling, taking water, cleaning I
ar waiting for steam, it is expeC
tnat that the tonnage win be hant
cleo with fewer locomotives, higher a
,uffi- AGE speed and regularity vi
cost will result in better operating
- ditions both to the patron and to
AZ eunloyees of the road. Passeni
e IN will be able to enjoy the noun
ipat- scenery without annoyances inci'
ctric 10 steam locomotion. Another :
Il in IF interest is that while the ST
81 locomotive is at its worst in free
=" weather. the electric locomotiv
sctrlc Al its best at that time. since
fore tically the only difficulty exper
nents al with the electric locomotive
,tion prevent the motors from ne
=, an while doing maximum work.