Railway and Locomotive Engineering . gged mountain railway, including of April, 1916, service was extended tomany long grades and short radius curves, Harlow^ton, making a total of 231 miles Ihe length of haul being nearly six timesas great as any trunk line now operatingwith electric locomotives. The length oftrack between Harlowton, Montana, andAvery, Idaho, is approximately equal tothat from New York to Buffalo or fromBoston to Washington. 212 RAILWAY AND LOCOMOTIVE ENGINEERING. July, 1916. The passenger service consists of twoall-steel finely equipped transcontinentaltrains in each directi
Railway and Locomotive Engineering . gged mountain railway, including of April, 1916, service was extended tomany long grades and short radius curves, Harlow^ton, making a total of 231 miles Ihe length of haul being nearly six timesas great as any trunk line now operatingwith electric locomotives. The length oftrack between Harlowton, Montana, andAvery, Idaho, is approximately equal tothat from New York to Buffalo or fromBoston to Washington. 212 RAILWAY AND LOCOMOTIVE ENGINEERING. July, 1916. The passenger service consists of twoall-steel finely equipped transcontinentaltrains in each direction, the Olympianand Columbian, and a local passengertrain in each direction daily between DeerLodge and Harlowton. Freight traffic through the electric zone Regeneration, or the recovery of en-crg> on the descending grades, by re-versing the function of the electric mo-tors reduces the cost of operation andfurnishes a ready solution of the difficultbraking problem. On the long sustainedgrades in crossing the three. GENERAL VIEW ANDVERTICAL GEX comprises from four to six trains daily ineach direction. Westbound, the tonnageis made np of manufactured products andmerchandise lor Pacific Coast points andforeign shipment. Eastbound tonnageincludes grain, lumber, products of themines and some live stock. As a large part of the traffic is throughfreight, trains are made up of an assort-ment of foreign cars, including box amiflat cars, coal and ore hoppers, stock cars,refrigerators, etc., varying in weight from11 to 23 tons empty and as high as 70tons loaded. These cars being owned bymany different railway systems are equip-ped with air brakes adjusted lor differentconditions of operation, and in accord-ance with different standards as to brak-ing power and type of equipment, thusmaking the problem of holding the Ion.;trains on the heavy down grades by airbrakes, a most difficult one. During initial operation on the RockyMountain Division, the cap
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