The Bridgeport times and evening farmer., 1919-09-10
ELEC(, IRRIGATION OF ALI,
 TRANSMISSION LINES IS
 APPROVED BY CHAMBER

country can be proved. and it can be t3nd it is not less than Ss10. .O0O, ,O01 a ycaD do we not, looking toward the Conservation of the Nations natural resources. owe it to national, public land urcvatc interests to demand tho ltuvestiEutlon suggested by the De lp1rtWCut of the Interior, so that it's EepCrt may be made a publi, docu- melL pointing out the ways and means cf saving this immense yearly sum of money, while automatically lifting ths heavy burden of unucces- slry trans1ortaIoE now pla-Cd upou the railroIda
 It has been said that the electrifca-
 ton of the New Haven road was a
 well conceived and well executed
 cugincerinE and construction project.
 As -he electrical engineer in charge
 of this work. some credit has been
 transferred to my shoulders, and il
 using the word transferred I can do
 so adviscdlv, for dou3Jess much credit
 was transferred that did not belong
 to me. That the system has been ac-
 cepted by the Swiss people as stand
 ard for it's government roads, and
 that the PonnsvIvania Road has iu-
 stalled # on it's main line between
 New Nori, and Philadelphia. is assur-
 anCe enough that rhe initiative of the
 New Haven engineers was based on sound reasoning. However, no one man can bo right about everythiur.
 The man who is nearer right than any other is the one that recognized
 when the other fellow is right. and SO in the work done by the New H1- ven engineers on it's cIectrti-aJion I can sec innumeraHIe credits that have been given but do not belong to me. Along these lines may T not s-y ef- ! factive results are secured only through assembly and 1eodership2 The great lesson tho New Haven olcct~incatl0n taught me was not how tro catcnary wires should be strung over the propulsion rails. but what the economic results are. now that the catenary wires are there.
 As we gather here today I can name a zonc in which there Is going to waste approximately SI.OOO.O0O for every working day of the year-S SSOO.- 0oo,00O a year. due to the improper form of power generation and it's dis : tribution, My message to you today is that we have this. and it can be done by means absolutely within our power. if we but demand that ir be done. I do uo- so construct that sen tencc tO indicate that there is a sin gle person. company or corporation | who would stand iu the way of such l a procedure. Indeed. the plan which I shall unfold to you now ass the hearty endorsement of the engineer
 ing and technical press and such so- cieties as the Boston Branch of the I. P. F. ard the National Electric Light Association.
  1 from those SO well qualified to pass upon the matter that it is with these l encuuragemeuts I am brought Co you I today Co promulgate ways and means | of bringing the matter to a definite focus looking toward Congressional | approval and procedure.
 The New Haven identification has | shown beyond any preadventure of i doubt that it's passenger freight and switching wheels can be turned by | electricity for less than half the amount of coal expended for steam | locomotive operation, and this result | is obtained using 90 source of cleo | trical power. the operating efficiency | of which is only One-half that con | templated in the plan to be proposed. | The cost of maintenance of steam | IdCCOmOttvcs is cOnservativcIv double | that of electric locomotives ton for ! ton on drivers. These are the two ! great economies to be secured in the | electridcatiou of heavy traction roads | A third economy is that secured in | the ability of the electric locomotive | Co develop greater tractive efforts and l speeds than the steam locomotives ! and by so doing consolidate trains l with consequent reduction of train ] O TFr re-r
 1 homie value under operatin expense. What has been said about the rail- 1 roads can be said with even more tell | ing effect about the industrial plants. | From the figures proceeding it is | clear that there is a clean cut coal | saving of four to one if the railroads | are operated by electricity. The
 savings as between electric and steam | drive in factories are as high as ten to one; and again there appears. as
 in the case of the railroads. the great ly reduced cost of maintaining cleo | tric versus steam equipment in the | factories
 In the territory between Washing ton and Boston extending in from the l coast one hundred miles, but includ- | ing such ce0tcrs as Albany and liar | risburg. there is a demand for IT, Obb,UUU LI-I'. t1t 1QlS the railroads require ,OOO,0OO-iudustria plants | the remaining 1O,OO0.OOO.
 The present load factor of this great 1 regional demand for power is not l more than 15 per cent. This means ! that for every 15 HIP. required, loo HIP. is installed; whereas in the plan ] 10 be proposed the load factor can
 be increased to 50 per cent. or more | Load factor is the ratio Of the aver age load 10 the maximum. Today
 due to the improper form of power l genera tion and distribution, for every three tons of coal burned two are
 wastcd--literalIy thrown away. Now
 you are ready for the answer. It is
 simple
 By the construction of high pow
 cred, high economy tidewater steam
 and hydroelectric stations within the
 territory named, all inter-connected
 with a super-power transmission sys-
 tenn, using also the large plants now
 in existence in the larger cities such
 as Boston. Providence,N New York
 Philadelphia, there will be intcrgrat-
 ed into one great regional zone a
 power system inherent to which vii
 be the three great adjuncts of eco