. Electric railway journal . for a Concrete Case This Is a Supplement to W. S. Murrays Discussion Before the Canadian Society of Civil Engineers on A. Paper Entitled The Engineering Problem of Main-Line Electrification [The Electric Railway Journal for Dec. 20 containeda telegraphed report of the discussion by W. S. Murray,formerly electrical engineer New York, New Haven &Hartford Railroad, on the paper The Engineering Prob-lem of Main-Line Electrification which was presented andread by A. H. Armstrong before the Canadian Society ofCivil Engineers at Montreal, Que., on Thursday ev
. Electric railway journal . for a Concrete Case This Is a Supplement to W. S. Murrays Discussion Before the Canadian Society of Civil Engineers on A. Paper Entitled The Engineering Problem of Main-Line Electrification [The Electric Railway Journal for Dec. 20 containeda telegraphed report of the discussion by W. S. Murray,formerly electrical engineer New York, New Haven &Hartford Railroad, on the paper The Engineering Prob-lem of Main-Line Electrification which was presented andread by A. H. Armstrong before the Canadian Society ofCivil Engineers at Montreal, Que., on Thursday evening,Dec. 18. Owing to the date of the meeting it was impos-sible to publish other than a condensation of Mr. Mur-rays remarks. The following paragraphs give a fullaccount of this part of his discussion.—Eds.] mr. Murrays comparison for a concrete case Having shown the application of single-phase tractionto extremely heavy and dense traffic on the New York,New Haven & Hartford Railroad, let us make a study of ?0r. 70,000 105,000Tons Daily Fig. 1— Comparison—Relation Between Capital Costs and Traffic Density the relation of electrification costs to the density of traffic. We must again resuscitate the single-phase system inorder to compare it to working, and to avoid beingcharged with generalizing, an actual case will be concrete example is offered by a Western railwaywhere the electrification territory comprises a route dis-tance of 119 miles, or a total of 260 miles of single track,including a summit grade rising 3700 ft. with a maximumgrade of per cent for a length of 12 miles. The application of known cost constants of construc-tion was made, and the efficiencies of generating, line andmotive power apparatus were included in the considerationof this case. This comparison between the and systems of train propulsion was made upon the basisthat the total costs of electrification necessarily increase inproportion to the densit
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