Railway and Locomotive Engineering . d the combinedsteam and electric operation has re-stricted the economies which would haveresulted from complete electric opera-tion. Probably the most important of suchapplications has been the introduction ofelectric operation in connection with longtunnels. Here the question of ventilationwas a positive restriction on the intensiveuse of the entire railroad plant. TheHoosac Tunnel of the Boston and MaineRailroad and the Simplon Tunnel in trie operation about lb. of coal arerequired per drawbar horsepower whichgives a direct saving in fuel of 40 percen
Railway and Locomotive Engineering . d the combinedsteam and electric operation has re-stricted the economies which would haveresulted from complete electric opera-tion. Probably the most important of suchapplications has been the introduction ofelectric operation in connection with longtunnels. Here the question of ventilationwas a positive restriction on the intensiveuse of the entire railroad plant. TheHoosac Tunnel of the Boston and MaineRailroad and the Simplon Tunnel in trie operation about lb. of coal arerequired per drawbar horsepower whichgives a direct saving in fuel of 40 percent. The saving in crew cost due to theadditional work which the electric enginecan perform in a given time has beenstated to be between 35 and 40 per application has been effectivein meeting the increasing requirements forterminal facilities. The use of multipleunit electric trains greatly relieves termi-nal congestion by eliminating switchingand making up of trains, common to steampractice. It permits the more intensive. ELFXTRK L()( 0M(.1T1\K A\U TRAIN EMEK(;iXG FROM .ST. CLAIR TINNEL Switzerland are the most prominent ex-amples of such application. The electric locomotive can furnish un-limited power in the form of speed toexpedite traffic over heavy grade characteristic of the electric locomo-tive has resulted in saving heavy capitalexpenditures for additional trackage, andcoupled with regeneration, has addedmaterially to the safety in operation whendescending these grades. The Norfolkand Western Railway is now handlingwith electric locomotives over their heavygrade division more than double the traf-fic with much less congestion than theyformerly experienced with steam. The Norfolk and Western modernMallet compound superheating steam en-gine, equipped with all improvements ex-, cept feedwater heaters, require lb. of; coal per drawbar horsepower when oper-1 ating under their road conditions, andallowing for standby losses. With elec- and elasti
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