White Bluffs spokesman. [volume] (White Bluffs, Wash.) 1907-1938, 1927-01-14

Ou dTTlVdl dL I'VE, luc otcciA AOiPCio
are replaced by the electric locomo-
tives, located two ahead and two in
the center of the train, and from Tye,
the run to Cascade tunnel station is
made in % minutes. Allowing Is
minutes at Cascade tunnel for cut
ting out the electrics and inspecting
air brakes, the train when reassem-
bled completes the remaining SO
miles to Wenatchee in four hours.
After thorough review of opera
realizing that considerable improve
ment could be made in the schedule
and substantial reduction in oper-
ating expenses, authorized electrifica-
ton that would accomplish the de-
sired results. This authorization pro-
vided for new system Of electrical
ton as past experience dictated that
extension of the original system was
inadviSable..
The experience, both favorable and
unfavorable, gained from the original
identification was very helpful in Sc
Letting the new 11,000-volt, 25-cycle,
single-phase system.
Some of the reasons for the use
of Is cycles on the new system as
compared with the standard CONNER
cial frequency of 60 cycles are:
l. Facilitates use of full capacity of
6O0O-kw., 25-cycle output of Tumwater
plant because of liberal design of
three-phase machines which make
possible full name-plate capacity at
single-phase.
2. Some kind of rotating apparatus
would have been required to convert
single-phase railway load into bal
anced three-phase load on the power
system supplying the energy.
3. Is cycles is standard for railway
transformers and much other equip
ment which has been developed
4. Less interference with communi-
cation circuits at Is cycles.
5. Regulation of bicycle system is
considerably better on fuctuating
loads, and losses are less than on 60
cycle system. In.
s. Copper ground return because of
higher impedance of rails would have
been required for 60 cycles.
With the limitations contemplated
in the power supply for the new cleo
trifcation, it will be possible always
to operate at practically an unlimited
number of speeds up to the continuous
rating of locomotive because of the
great f1exibility of the motor-generato
type unit.
For regenerating braking, the same
aexibility of control is available as in
motoring It is possible to regenerate
at all speeds within the established
range of the locomotive, to practically
standstill. The varied train weights
over this section and the conformation
|,of the country, make this wide range
a very. effective feature, as the speed,
while regenerating, can be adjusted to
suit the grade of any particular sec
ton.
The two new Baldwin-We stinghouse
electric locomotives for the Great
Northern each consist of two cabs
which are identical, mechanically and
electrically. Each one of these units
is self contained, that is, fully
equipped to operate alone. Present
plans are to operate two cabs as
road locomotive. Each locomotive
weighs about 715,OO0 pounds, is "a it.
4 in. long and has continuous rating
of $500 pounds tractive effort 1916
mph. Maximum allowable speed is
37.5 mph. and maximum rating is al
most 1000 hp.
These two-unit locomotives are the
most powerful of this type ever built.
One of them has been delivered to
the Great Northern at Skykomish and
the other will be completed in De-
cember.
The Great Northern has contracted
with the Puget Sound Power & Light
Company to supply all power for the
identification. Under the agreement
the Tumwater generating plant will
be operated by the power company
and tied in with it's system through
44-kv. railway transmission line at
present, and later possibly by it's no.
XIV. transmission line going via an
other route over the mountains to
| Wenatchee.
| The present project involved the
construction of 110-kv. three-phase,
60-cycle transmission line from the
Beverly substation of the power COM
pany, near Everett, Washington, to
Skykomish; the erection of two new
outdoor substations at Scenic and
Cascade. respectively, frequently
change set will also be installed in the
Skykomish station where connection
is made with the 110-kv. transmission
line of the power company and the
44-kv. railway transmission line, which
is also being erected at this time from
Skykomish to Tumwater.
The two 44-kv. railway transmission
lines, the trolley construction and sig
nal line will all be carried on single
poles along the right-of-way. The
trolley contact line is No. 40 cadmium
bronze supported by inclined catenary
| type of construction.
Careful consideration has been
given to possible interference to sig
nal and communication lines due to
the single.phase system. The dc.
signal system will be changed to &C.