Popular Science Monthly/Volume 74/March 1909/The Electric Operation Of Steam Railways > 자유게시판

Speaking roughly, seventy five per cent, of the electrical power provided by the switchboard is out there at the wheels of an electric prepare for tractive effort. As already stated the tractive effort at high speeds is far higher for the motor than for the steam locomotive; hence, within the case of electric operation, the limiting weight of the train on grade is increased, also the schedule speed could also be largely elevated by means of double or triple headers. As already stated, the tractive effort of the direct-present and single-section motors falls off with growing pace, though not so quickly as that of the steam locomotive. The steam railway has an extended history and every system has its highly-educated corps of operating engineers. This method of operation is perfectly potential below electricity by the system of a number of management, already talked about, and the size of a practice is proscribed only by the strength of the draft gear.

An extra saving within the upkeep of observe and different less hanging objects offsets the repairs to track bonding and overhead development and leaves an additional saving in favor of electric operation of about 3 per cent. Besides these issues, there are various much less necessary disturbances to steam practise which will have to be offered for, among the most critical of which are the clearances of the third rail and trolley at crossings and at overhead structures; the clearances on draw-bridges and the methods of main currents by such bridges; new splice bars to accommodate rail bonds and the telltale for notifying a brakeman on top of the automotive of a low bridge forward. There may be consequently less wear and tear and fewer chance of derailment and damaged rail. As against these several advantages in working conditions and reliability, there are several disadvantages. A number of comparative figures bearing out the above info of the attainable methods of increasing railway enterprise are usually not with out interest.

The standardization of electric railway apparatus is one in all the greatest necessities of the present situation. 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 entire coal production of that yr. The repairs to steam locomotives amount to about eight per cent, of the total working expense. The repairs to an electric locomotive quantity to far less. The common steam consumption of a good locomotive engine is about 30 pounds of steam per horse power hour developed; turbo-generators at the moment are guaranteed for a consumption of only 15 pounds of steam per electrical horse power at the switchboard. In this nation one of the best engineering opinion appears to have united in pondering that the single-phase system is the one finest tailored for future application to steam railways. The provision of energy to all trains from one power house is objectionable from the standpoint that an accident at the facility home might stop all trains. The one-section motor has the same traits and operates precisely as the direct present motor and may the truth is be operated by direct current-a fact which constitutes certainly one of its greatest benefits. It seems probable that the single-section, excessive-voltage, alternating-current trolley might be used and that for some time direct current will continue to be utilized in terminals.

The final value of the stability in coal saving will depend upon the proportion of time in which the facility station operates to its full capability. This necessitates a heavier and costlier motor gear than the direct current system and acts as an offset to the saving effected in feeding conductors and sub-stations. The only-part system possesses marked advantages for lengthy haul, express and passenger service on account of the nice saving effected in line conductors and sub-stations. With increasing length of line the cost of sub-stations and feeders within the direct present system becomes prohibitive. Each of those substations incorporates transformers for decreasing the voltage from the transmission line and rotary converters for altering the alternating to direct present. It has the nice extra benefit that it may operate on direct currents also and should, due to this fact, enter terminals already equipped with direct current. An electric locomotive, weighing 100 tons, can develop this value of pull, as much as a speed of 37 miles per hour. A typical western freight locomotive, weighing with its tender 165 tons, can develop constantly a draw-bar pull of 25,600 pounds, up to a velocity of 15 miles per hour.

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