ELECTRIC RAILWAYS.

Globe, Volume XXII, Issue 2076, 19 October 1880, Page 3

ELECTRIC RAILWAYS.

["Times."] The utility of the electric engine is abont to be brought to a test in the United States. Eight miles of the iron road are set apart on the Camden and Amboy Bail way, New Jersey, for the purpose of making an experiment. Two locomotives are in course of construction, which, with stationary engines at the terminal points, are expected to be in working order early in the month of September. If the trials to be made yield satisfactory results, it is in contemplation to apply the electric system to the Elevated Railway, which running through the Btreets of Now York, causes, in its present state, a vast deal of annoyance and great inconvenience by reason of smoky locomotives, /gaseous .exhalations, and an intolerable rumbling noise. The electrio engines are calculated to minimise these complaints ; they will prove less noisy, emit no smoke or steam, or fill the air with cinders. In addition thereto, they will introduce great economy in the working expenses of railways. The electricity which supplies the motive power is generated at stationary engines, and thence transmitted to the electric motor, plaoed on the line, which in turn gives motion to the wheels, a copper wire of the thickness of fin. answering every purpose. The motor is very nearly the same as the one in use for the electrio light, and the power so mysteriously created is oommunicated to wheels by means of leather bands. The motive power may be detached at will, a powerful brake works in connection with it, and the train comes to a standstill without any apparent effort. It has been estimated that the city of New York would require no ! more than six electric stations for the use of the four railways which comprise the system of the city traffic. There is no immediate necessity to placo the eleotrio stations in close proximity of the railway track. The benefit arising therefrom is important, inasmuch as it admits the selection of a locality where facilities can be secured for an economical supply of water. Each of the six stations will be required to furnish its quota of power, each quota to be graduated according to the requirements of the traffic. The stationary engines are to be worked on an extremely economical plan. An inferior class of coals, compared with that required for locomotives, would answer the purpose, and, as regards weight, the actual consumption will show an enormous saving. Engineers and firemen, aa now employed on locomotives, may be dispensed with. For the electric engine one man only is required, and the person in charge need not of necessity be a skilled labourer, the work demanding no more than ordinary intelligence. As an illustration of the saving to be effected, it is reported that the New York Elevated Railway is working daily 160 locomotives of 30 horse-power eaoh. Assuming that it takes 101 b. of coals per hour to produce one horse power, it follows that the outlay for coals aggregates 35,000d01. monthly. This estimate assumes the price of coals to be at the rate of 4idol. per ton. The monthly salaries paid to engineers and firemen are oomputed at 25,000d01. and 15,000d01. respectively. The expenditure, therefore, of working locomotives represents a monthly total, in round figures, of 75,000d01. Now, the six stationary engines would consume only about 100 tons of coal daily, or, Bay, 3000 tons per month, involving an expenditure of 12,600 dols. The item might even be further reduced, inasmuch as an inferior quality of coal could ba used. The emoluments to engineers and firemen at six stations would absorb about 3000d01., while that of the staff of electricians on the locomotives is computed at 15,000d01. per month. This gives an aggregate total of 30,600d01., against 75,000d01. expended under the present system, as above estimated. The saving, therefore, would be equal to a sum of 44,400d015. per month, or, say, about half a million dollars per annum. The electric engine, it is stated, can be constructed at a cost of about 3000dol. (£600), which is equal to one-third only of the outlay at present incurred for steam locomotives. The weight of the electrio engine is less than one-half of that of an ordinary locomotive, and the advantages accruing therefrom are that the noise is considerably lessened, and that the wear and tear of the line is reduced. While these items invite the attention of those interested in the management of railways, the chief factor, so far as the interest of the publio is concerned, is that the eleotrio engine ensures a large degree of safety; no smoke, cinders, or objectionable Bmells can possibly annoy the passenger. There is an entire absence of risk from fire, and as the brakes under the electric system can be worked with greater preoision, the guarantee against accidents is very much augmented. Again, the current strength can be regulated at the electrio stations, so as to prevent a train from travelling to.a greater rate of speed than required. Should the experiment be suooessfully carried out, it will undoubtedly confer a great boon on the inhabitants of New York. In that event the course to be adopted on our underground railways becomes obvious. Until the trials now in progress have clearly demonstrated the practicability of applying electricity to railway engines the matter stand in abeyance.