Do It Electrically!

Dominion, Volume 20, Issue 52, 25 November 1926, Page 7

Do It Electrically!

Unnecessary Types of Lamps. Attention is drawn in “The Electrical World" to the prevalent use of electric lamps with bulbs of special design, which are expensive and often unnecessary. In domestic lighting, lor example, there are lew occasions when the standard form of bulb will not do all that is required. It costs less than the exceptional types, is usually more efficient, and is more durable. Although “spherical bulb" fixtures often form one of the chief elements in exhibitions and displays, probably only 'J per cent, of the lamps in the home were properly equipped with shades or enclosing media standard lamps could be used m practically all sockets. In large interiors—ballrooms, hotel lobbies, etc. —unshaded lamps in the smaller sizes may be permissible if the bulbs are obscured. In such cases spherical or tubular lamps may be justified lor the sake of appearance. Nevertheless, their use is often overdone, and in many cases standard types of lamps might equally well be used. In the same way tubular lamps are often used in candeliers, when much better results would accrue from the use of standard types. From the standpoint of the lamp company the multiplication of types is a drawback, as it is well known that concentration on a few types' is favourable to cheapness, efficiency, and durability. As a general principle it may be urged that the time for exposed lamps of any kind, even if bulbs are obscured, has gone by. .Much more satisfactory lighting conditions are obtained when lamps aro concealed by suitable shades, of glassware, of which there is .now a great variety available.

Electrification of Railways. The various papers on the Electrification of Railways which were presented to the Sectional World Power Conference, at Basic, were made the subject Of an interesting general report by Dr. E. Hubcr-Stockar, who was formerly chairman of the Department for Electrification of the Swiss Federal Railways.

In the course of this report, Dr. Huber-Stockar states that the papers contain not only instructive detailed descriptions of the electrifications that have been carried out and very valuable records of technical and economical practical experience already gathered, but also interesting and suggestive considerations of fundamental questions involved, as well ns comparative analyses of electric and si earn operations. Electrification, he continues, is the latest, and in certain respects technically the most difficult and econoinoically the most doubtful application of traction for railway purposes. Electric traction has caught up with steam traction on most technical points, and on many it has even overtaken it. while further improvements may be expected. On tho other hand, it is unlikely that any elec-tro-technical novelties will fundamentally change the comparative positions of electric and steam traction, nor that steam locomotives or thermal locomotives of any other kind will be produced that will affect this position. The number of electrifications that have already been carried out is not small, and it has never been decided to return ro steam traction. On the contrary. many electrifications have been extended. But many electrifications on a largo scale which have been carried out are, though generally admitted to be technically successful, not generally regarded as economically profitable, or an incitement to further electrifications under similar conditions. Electrification schemes of this kind, however, are those which provide the most valuable basis for judging (ho sunerioritv of elect ric traction over steam traction for the oncralion of railways generally. Tho question whether a pro-

posed or existing electrifications ls ,9"l’l" to pay is difficult to answer, and this difficulty is delaying many elcctnficauptions. Investigations involving a airplay of figures and calculations cannot be expected to decide whether 01 not electrification should be adopted. Electrification involves expendituie and that expenditure can, as . a rule, only be remunerative >1 118 traffic increases. Electrification may' be a less risky investment than other equally expensive improvements, but t o fact remains that every new capital investment will make the railway economically more sensitive to a decrease in traffic. It is. therefore, easy to understand why even managers who believe in the benefits of electrical operation have not yet studied it on a large scale. Electrification on a modest scale is not attractive to them because it could not, even if economically antisfactory in itself, materially improve the results of I lie operation of the railway as a Whole. Conservatism of thia kind is most pronounced aniong private railway companies, and, in fact, most electrifications on a large scale which have not been dictated by technical necessities, have been carried out by State-owned railways. It would, however, be an error to suppose that State railways mo le-s concerned with the economical success of electrification than private railways, for there may be beneficial effects which justify electrification without being its object, as has been the case in a number oi countries, especially m Europe, ' Tho hesitation of many railway companies in the matter of electrification is also due to technical reasons, especially the choice of system, though it. is generally admitted that successful elec trification depends less on this than on the way the work i s .carried out. The existence of different systems, both ot electrification and of supplying the energy, has a deterrent effect. Comparatively few big railways have been constructed during the last ten or fifteen years, but in parts of the world wn.we railways are needed for future development, electrification on a large scale may bo expected, especially as no scrapping or equipment such as is necessary when steam railways are electrified will be required. Dr. ITuber-Stockar next, deals at considerable length With the various arsons why tho electrification of an existing steam railway may bo economically or technically necessary, and points out that all railway experts have known lor a considerable time that electric traction is superior to steam traction when tho following conditions are present -. dense traffic, expensive coal, cheap electrical energy, high cost of labour, steep and numerous grades, low interest _ on the capital required for electrification. A knowledge of these points, however, satisfies no administration which has to undertake the responsibility of elect,'ifieation. As regards the first four points, electrical operation will mean an improvement as compared with steam traction after a certain time, but all the factors are quantitatively indeterminate, for they only answer tho questions whether tho traffic is heavy, the grades numerous and' steep, the coal not cheap enough and the electrical energy not too expensive, the savings in wages I* rge, and the capital is not too expensive. These questions cannot be answered in a general way, but there are no cases winch,cannot be compared with some existing electrification. .. The most effective, and valuable aid | to promoting electrification is likely to be the spread of a proper understanding of the results obtained with electric operation, both as regards equipment and traffic conditions. The very extensive literature on the subject, can only be applied with difficulty owing to the gloat variety of ways in which the mat-er is

presented, especially as regards the methods of comparing steam with electric traction. A standard method of describing and analysing tho equipment of electric traction and its operation should therefore be considered. Dr. Stockar finally summarises his report as follows:—

(1) Tho electrification of railways by substituting electric for steam traction is a problem capable of a definite and technically satisfactory solution in every case.

/2) Electric traction lias everywhere given satisfaction and is favoured by the staff, passengers and residents in tho neighbourhood of the lines. . (3) Cases arise in which electric traction is the only possible solution from a technical and indirectly from an economic point of view. (4) Conditions lor electrification to beau economic success .only appear to be pre-ent when traffic is heavy and gradients long and steep; favourable factors are cheap electric power and expensive coal ami manual labour. (5) Dart of Ihe economic success of an electrification can be sacrificed if the smoke nuisance is very great. (G) Still further sacrifices may be made when the railways aro State-owned according to the national benefit derivable from electric operation;. in such cases, however, improvements in economy of working will in future be given first place, at least in tho eyes of the railway authorities. (7) No definite and easily applied rules for determining whether a railway is ready for electrification arc available. (8) Electrification can be promoted by publishing details of installations and working results. Those should be comprehensive and exhibit a certain degree of uniformity, particularly as regards the definitions of numerical quantities. Miscellaneous Items.

Poultry farmers in the Knott End and ■Preesall District, Lancashire, are installing electric lighting in their hen coops and sheds. Tho' installations will be controlled by a time switch, so that the lights will bo switched on at an noiir 'equivalent to dawn in June. Specially low terms have been granted by the supply authority for the lighting used at this period. It is expeeto.ij.bat in this way the output of hens will be much increased.

Electric irons are now being hired out by the Preesall (Lancs.) Council at a charge of one shilling per quarter. Considerable progress is being made in the use of artificial lighting of tennis and badminton courts iu England, though a number of problems yet remain to be solved. Experiments on the lighting of badminton courts are being conducted at Alexander Palace, London, and elsewhere, while at Queen ,s Club the illumination of the covered lawn tennis courts is being closely studied. In Japan electricity is being used for preparing tea (in the early stages), lor silkworm rearing, for rice husking, and for killing the moths which do enormous damage in the rice fields. It is being employed in Germany for sterilising' milk, ns well as for such more obvious' purposes as producing artificial rain, ventilating cowsheds, warming hothouses. and preserving fodder. A most important use to which it can tie put is for heating water. FTot water is not used to the extent it might be <m the farms because it is difficult to obtain 1 . Electric water heaters, however, form a useful night load, and their use eouh! be encouraged with advantage both to the supply undertaking and the armor. As the French report to the recent conference at Ba J le pointed out. (he problem is financial rather than tccnnmiil, and. apart from any other reasons, increasing labour difficulties will lead to a greater use of electricity on the land.