This system is as but only 4 years outdated, yet there are at present over 1,000 miles of railways in the United States working below it and in this aggregate there are at the least five railroads formerly operated by steam. The tools of a high velocity interuban automotive having four motors of approximately 100-horse-power capacity, will weigh underneath direct present system 22,500 pounds and below the alternating system 32,000 pounds, or almost 50 per cent, excess over the direct-present gear. The excess in cost would be about 35 per cent. The price of every of these locomotives is about the same. In the case of locomotives the surplus weight of the alternating-current tools is even larger. The excess of useless mileage and the excess ton mileage owing to the higher weight of the steam locomotive have already been famous, low voltage power cable and are additionally causes for excess coal consumption. The associated fee of each locomotive is about the identical. The same quantity of coal in a locomotive boiler will evaporate only about two thirds as much water as in a stationary boiler. The development of the electric locomotive is much simpler. By way of electric locomotives in terminals for switching service nice economies are effected.

The fuel consumption of all the locomotives on this nation in 1905 was about 52,000,000 tons, which was about one eighth of the overall coal production of that yr. Another type of Mallet locomotive, weighing with its tender 250 tons, can haul a train weighing 330 tons up a 2.2 per cent, grade at 15 miles per hour. Owing to this advantage, the three-part locomotive can maintain its high speed independently of the grade. A new York Central electric locomotive can do the same and weighs only one third as much. The rotative effort is uniform in a motor, whereas that of a locomotive is intermittent and achieved through the medium of heavy reciprocating components. Some great benefits of electricity for freight visitors are most apparent on long single monitor lines with heavy grades and combined traffic. Methods for dealing with freight visitors have not yet been completely developed. Two conspicuous alternating present systems for railway operation have been developed.

No in depth system would care to operate its trains without the opportunity of the change of cars with neighboring methods and till railway engineers are agreed as to the fundamental questions of frequency and strategies of prepare management it's probable that no large mission might be put in hand. Based on cautious comparative checks of steam and electric locomotives the engineers of one in every of the massive installations already talked about have announced that the electrical operation of the former steam service is being dealt with with the consumption of solely 60 per cent, of the amount of coal, resulting in a saving of almost $350,000 per 12 months. The values of voltage now advocated for railway and transmission work have precipitated appreciable criticism and opposition. Figures have been revealed exhibiting that the Manhattan Railway below steam operation secured about 1.5 ton miles to a pound of coal; below electric operation this figure has elevated to 3.85. These and different cautious estimates indicate that in the general electrification of via railway lines a saving of 50 per cent, in coal consumption may be effected.

The quantity of current taken by a practice on this system might go to very giant values and this necessitates massive trolley and feeding conductors when the traffic increases in volume. The necessary capital investment have to be offered for and this can most likely be completed in any large occasion by doing the work piece-meal and charging the associated fee to renewals. As offsetting these marked advantages it is important to contemplate the electrical losses within the transmission system and within the motor equipments. This cable could be essential to secure the simultaneous operation of the several locomotives. For the reason that electric locomotive operates in either route and takes its entire energy supply from the trolley or third rail, a lot ineffective mileage of locomotives in going to and from the flip-desk, the water-tank and the coal-chute is prevented. These outcomes are largely resulting from the fact that an electric locomotive or prepare operates at the next schedule velocity than is feasible beneath steam.