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This system is as yet solely four years outdated, but there are at present over 1,000 miles of railways within the United States working below it and in this aggregate there are a minimum of five railroads formerly operated by steam. The equipment of a high pace interuban automobile having four motors of roughly 100-horse-energy capacity, will weigh under direct present system 22,500 pounds and under the alternating system 32,000 pounds, or nearly 50 per cent, excess over the direct-current tools. The excess in price could be about 35 per cent. The fee of each of these locomotives is about the identical. Within the case of locomotives the excess weight of the alternating-present equipment is even larger. The excess of useless mileage and the excess ton mileage owing to the larger weight of the steam locomotive have already been noted, low voltage power cable and are additionally causes for excess coal consumption. The cost of every locomotive is about the identical. The same quantity of coal in a locomotive boiler will evaporate solely about two thirds as much water as in a stationary boiler. The development of the electric locomotive is much simpler. By way of electric locomotives in terminals for switching service nice economies are effected.

The fuel consumption of all of the locomotives on this country in 1905 was about 52,000,000 tons, which was about one eighth of the overall coal manufacturing of that yr. Another sort of Mallet locomotive, weighing with its tender 250 tons, can haul a prepare weighing 330 tons up a 2.2 per cent, grade at 15 miles per hour. Owing to this advantage, the three-part locomotive can maintain its excessive velocity independently of the grade. A brand new York Central electric locomotive can do the identical and weighs only one third as a lot. The rotative effort is uniform in a motor, whereas that of a locomotive is intermittent and completed via the medium of heavy reciprocating parts. The benefits of electricity for freight site visitors are most apparent on long single monitor traces with heavy grades and mixed traffic. Methods for dealing with freight visitors haven't yet been completely developed. Two conspicuous alternating present programs for railway operation have been developed.

No extensive system would care to operate its trains without the potential for the change of automobiles with neighboring methods and until railway engineers are agreed as to the fundamental questions of frequency and strategies of train management it is possible that no large venture shall be put in hand. Based on cautious comparative checks of steam and electric locomotives the engineers of one in all the large installations already mentioned have introduced that the electrical operation of the previous steam service is being handled with the consumption of only 60 per cent, of the amount of coal, leading to a saving of practically $350,000 per 12 months. The values of voltage now advocated for railway and transmission work have triggered considerable criticism and opposition. Figures have been revealed showing that the Manhattan Railway below steam operation secured about 1.5 ton miles to a pound of coal; below electric operation this determine has increased to 3.85. These and other cautious estimates indicate that in the final electrification of through railway traces a saving of fifty per cent, in coal consumption could also be effected.

The quantity of current taken by a practice on this system may go to very giant values and this necessitates large trolley and feeding conductors when the visitors increases in quantity. The mandatory capital investment have to be supplied for and this can most likely be achieved in any massive instance by doing the work piece-meal and charging the fee to renewals. As offsetting these marked advantages it is important to think about the electrical losses within the transmission system and in the motor equipments. This cable would be essential to safe the simultaneous operation of the a number of locomotives. Since the electric locomotive operates in either direction and takes its whole energy provide from the trolley or third rail, much useless mileage of locomotives in going to and from the flip-desk, the water-tank and the coal-chute is prevented. These outcomes are largely because of the fact that an electric locomotive or practice operates at a higher schedule pace than is feasible under steam.