. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . illustrate my electric heavy interurban railroad op- Regenerative braking has proven itselfan immense advantage in heavy grade op-eration. The saving in power, wheel andbrake shoe wear, delays and damage dueto stops to cool wheels, while attractivein themselves, are all overshadowed by theincreased reliability and safety of opera-tion. Air brakes are held in reserve foruse in emergency and for coming to acomplete stop. Electrification has revolutionized tunneloperation. In the Elkh
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . illustrate my electric heavy interurban railroad op- Regenerative braking has proven itselfan immense advantage in heavy grade op-eration. The saving in power, wheel andbrake shoe wear, delays and damage dueto stops to cool wheels, while attractivein themselves, are all overshadowed by theincreased reliability and safety of opera-tion. Air brakes are held in reserve foruse in emergency and for coming to acomplete stop. Electrification has revolutionized tunneloperation. In the Elkhorn tunnel of theNorfolk and Western Railroad, bad railconditions due to condensation and the diffi-culties due to smoke and gases, steamoperated trains commonly took 30 to 40minutes to clear. The electrically operatedtrains now clear in about 2/z minutes, andso far as the operation of trains is con-cerned, the tunnel may be considered asnon-existent. The same relief has beenexperienced in the operation of the Hoosactunnel of the Boston & Maine, the Sarniatunnel of the Grand Trunk, the Detroit. ELECTRIC LOCOMOTIVE AND TRAIN EMERGING FROM ST. CLAIR TUNNEL erates two sixty-ton locomotives in coalhauling service. They are coupled togetherand operated as a unit, and for monthspast have been in service 24 hours a day,except for four hours once a week whenthey are inspected and the necessary re-newals and adjustments made. The freedom from the necessity forstopping for coal and water is in itself agreat advantage on a busy track, particu-larly where heavy trains are operated withmore than one engine per train. The ab-sence of boilers to be washed and fires tobe cleaned makes through runs over twoor more divisions possible. The higherspeed available with electric motive powerincreases the possible length of operatingdistricts, and often the elimination of in-termediate terminals. tunnel of the Michigan Central and others. In suburban service the multiple unittrains offer the marked ad
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