. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . passenger loco-motives put in service a year ago, theMilwaukee makes a 440 mile run withone engine. During the stop at DeerLodge, the midway point, only the enginecrew and train crews are changed. Thelocomotives are taken oflf for shop in-spection after mileage varying from 3,000 to 5,000 miles, which means an inspectionevery eight or ten trips. Under this op-eration these locomotives have been mak-ing records of from 10,000 to 11,000 rev-enue iniles per month. This again is anexample of inte
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . passenger loco-motives put in service a year ago, theMilwaukee makes a 440 mile run withone engine. During the stop at DeerLodge, the midway point, only the enginecrew and train crews are changed. Thelocomotives are taken oflf for shop in-spection after mileage varying from 3,000 to 5,000 miles, which means an inspectionevery eight or ten trips. Under this op-eration these locomotives have been mak-ing records of from 10,000 to 11,000 rev-enue iniles per month. This again is anexample of intensive use of facilities. There are two objections often ad-vanced to electrification: one is the cost,and the other is the fact that the detailsof type and system have not been fullydeveloped and standardized. Electrifica-tion is expensive, but in no case has itfailed to at least carry the capital chargewhere applied. The situation is a paral-lel to industrial application where elec-trification has virtually supplanted allother forms of power. New tools arealways expensive and electrification is a. IXECTKIC ON C. M. & ST. P. RV. new tool, but you can get with it thatwhich you caimot obtain with any othertools. If we are to keep abreast of thetimes we must spend money. The properunits must be provided for the future,regardless of cost, otherwise we shall berestricted in our industrial growth andsocial development, to avoid which al-most any price would be cheap. Doesany railroad lay its double track becauseit will pay for itself at once? Couldseme of the larger systems justify theirrevisions of grades and curves on thebasis of savings? No terminals or changeof route, or grade revisions are expectedto pay for themselves on current busi-ness, but are built for the future expan-sion. If we were to hesitate for the objec-tion of final development, we would halt all progress. Standardization is a goodthing after development has reached thatstage which will permit of its most e
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