Electrical news and engineering . rst cost of and distributing installation is comparativelylow and great economy for hauling heavy trains over longdistances is secured. The motors are similar to direct cur-rent motors and may be operated on direct current if neces-sary; but this require^ additional, heavy and complicatedcontrol. The first cost and weight of single-phase rollingstock ef|uii)ment is somewhat higher than that of directcurrent apparatus. The limitations of single-phase opera-lion have not yet been determined. Phase—Local conditions mustadapted for through traffic
Electrical news and engineering . rst cost of and distributing installation is comparativelylow and great economy for hauling heavy trains over longdistances is secured. The motors are similar to direct cur-rent motors and may be operated on direct current if neces-sary; but this require^ additional, heavy and complicatedcontrol. The first cost and weight of single-phase rollingstock ef|uii)ment is somewhat higher than that of directcurrent apparatus. The limitations of single-phase opera-lion have not yet been determined. Phase—Local conditions mustadapted for through traffic K. Dimock ?i. The three-phase system is adapted for roads whereconstant speed in uninterrupted hauls is economical. Thepractically constant speed operation of the three-phase mo-tor is against its use on main line railways where variablespeeds are required. Two overhead trolley wires increasethe cost of installation and cause complications. In choice between the three systems in America, localconditions should be Single phase 11,000 volts UihU Islaml Sdiitlicrn Tlioe summaries present llie situation very fairly andshould emphasize the fact that llic most advanced electricalmanufacturers urge no particular . other than the onethat is, in each instance, most economical. Economy ofinsl;illati(in and operation, IokiIIut uilli proxision for fu- THE ELECTRICAL NEWS 73 turc clc\flopnicnt, should be tlie dttiTiniiiing factor in selec-tion of railway apparatus. Generation and transmission of power for railway ser-vice in the form of three-phase alternating current is toothoroughly established to need discussion here; but theinevitable growth of central power plants and the certaintyof arrival of the time when great central stations will sup-ply power for trunk or main line railroads, and interurbanand local lines, together with current for industrial andlighting purposes, must now be considered by every one in-terested in railway electrification. This conditi
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