The New York herald., 1921-04-15

imum tractive effort is necessarily lin
tied. but even relatively speaking it Is
superior in this respect to the steam
locomotive. Actual experiments on the
st. Paul have shown that the electrical
locomotive can accomplish twice the dis
tance of the steam locomotive without
going to the shop for repairs and in
spection. On one division of its line 220
miles in length one-half of the round
houses were discontinued on the intro
duction OF electrical operation.
There Is nothing unfair in the writer's
mind in comparing the relative merits
OF both types OF locomotives. True. the
steam locomotive is self-contained, but
II has to carry its fuel with 1t at sac
riflce of other freight that would yield
revenue, and is wasteful in this respect
as well as in its consumption OF fuel
when no useful work is being done.
Regenerative braking was not claimed
as one OF the outstanding advantages
Of electrifcation but is regarded as
merely Incidental. The facts that it min
ir1izes thu 1angers on perilous mountain
grades. .-vss the braking equipment
from the hardship that its application
on steep grades egLlfls and makes the
descent pleasanter for passengers are
sufficient to deem 1t worthy OF note in
considering electrihcation.
In speaking OF water power capacity
] pointed out that all OF il could not
be utilized because OF prohibitive en-
gineering expense, but undoubtedly the
major portion of 1t can be profitably
harnessed. IL II could be all put to
work it would of itself furnish all the
power necessary to move our trains but
because this is impracticable water and
coal must each supplement the other,
not in the unscientifc manner in'which
they are now used but In an efficient
WY, through concentration at central
points and transmission by great inter-
connected systems
Mr.. Reynolds is quite correct in his
contention that the railroads would find
it cheaper to purchase their power than
to generate 1t themselves. The ideal
condition would be for the railways TO
construct the necessary equipment for
the reception and application OF the
power along their roadbeds. and have
the power furnished at certain points
by independent public utility corpora
tons. The latter could dispose e- sur
plus power to farmers, Industries and
households along and contiguous to the
track, a function which the railroads
could not properly fulfil because their
business should be strictly confined to
transportation.
~
ditional purpose OF distributing tho bur-
den OF providing new capital between
the public utilities and the railroads and
thus considerably facilitate the neces-
sary financing. Power for the st. Paul
is not manufactured directly by the
company but is supplied by the Montana
Power Company, which derives most OF
its energy from the harnessing OF the
Missouri River.
II IL admitted that at the present
moment only few OF the strongest rail-
roads could undertake an eloctrification
programme. AS normal conditions are
restored. however, and the railroads
demonstrate their earning power under
fair treatment, their credit will be re-
established and they will be in position
to carry out constructive developments.
railroad electrihcation will receive an
impetus from the development OF our
water resources and the perfection OF
interlocking power systems. And the
determining consideration In the minds
of railroad executives viii be not only
its efficiency but its cheapness. Certainly
electriication cannot or will not be
accomplished in one year or two. but
like most other great developments II
will come gradually but surely.
WILLIAM J. KEARr.
NEW YORK., April Il.