The Story of Electricity

time possessing problems of their own, are the great terminals such as the Grand Central Station of the New York Central and Hudson River Railroad in New York City, the new Pennsylvania Station in the same city, and that of the Illinois Central Station in the city of Chicago. Not only is there density here but the varied character of the service rendered, such as express, local, suburban, and freight, involves the prompt and efficient handling of trains and cars. Now, with suburban trains made up of motor cars, a certain number of locomotives otherwise employed are released; for these cars can be operated or shifted by their own power. Such terminal stations are often combined with tunnel sections, as in the case of the great Pennsylvania terminal, where the tunnel begins at Bergen, New Jersey, and extends under the Hudson River, beneath Manhattan Island and under the East River to Long Island City. It is here that electric working is essential for the comfort of passengers as well as for efficient operation. But there are tunnel sections not connected with such vast terminals, as in the case of the St. Clair tunnel under the Detroit River. While the field and future direction of electrification is fairly well outlined and its future is assured, yet this future will be one of steady progress rather than one of sudden upheaval for the economic reasons before stated. To-day there are no final standards either of systems or of motors and the field is open for the final evolution of the most efficient methods. Notwithstanding the extraordinary progress that has been made many further developments are not only possible now but will be demanded with the progress of the art. The great problem of the electric railway is the transmission of energy, and while power may be economically generated at the central station, yet, as Mr. Frank J. Sprague, one of the pioneers and foremost workers in the electrical engineering of railways has so aptly said, it is still at that central station and it will suffer a certain diminution in being carried to the point of utilization as well as in being transformed into power to move locomotives, so that these two considerations lie at the bottom of the electric railway and on them depend the choice of the system and the design and construction of the motor. The two fundamental systems for electric railways, as in other power problems, are the direct current and the alternating current. In the former we have the familiar trolley wire, fed perhaps by auxiliary conductors carried on the supporting poles or the underground trolley in the conduit, or the third rail laid at the side of the track. All of these have become standard practice and are operated at the usual voltage of from 500 to 600 volts. The current on lines of any considerable length is alternating current, supplied from large central generating stations and transformed to direct as occasion may demand at suitable sub-stations. Recently there has been a tendency to employ high voltage direct current systems where the advantages of the use of direct current motors are combined with the economies of high voltage transmission, chief of which are the avoiding of power losses in transmission and the economy in the first cost of copper. These high voltage direct current lines were first used in Europe, and during the year 1907 experimental lines on the Vienna railway were tested. IN Germany and Switzerland tests were made of direct current system of 2,000 and 3,000 volts and in 1908 there was completed the first section of a 1,200-volt direct current line between Indianapolis and Louisville, which marked the first use of high tension direct current in the United States, and this was followed by other successful installations. With alternating current there can be used the various forms of single phase or polyphase current familiar in power work, but the latter is now preferred, and in Europe and in the United States in the latter part of 1908 the number of single phase lines was estimated at 27 and 28 respectively, with a total mileage of 782 and 967 miles. A trolley wire or suspended conductor is used. To employ a single phase current, motors of either the repulsion type or of the series type are used and are of heavier weight than the direct current motors, as they must combine the functions of a transformer and a motor. It is for this reason that we often see two electric locomotives at the head of a single train on lines where the single phase system is employed, while on neighboring lines using direct current, one locomotive of hardly larger size suffices. With the polyphase current a motor with a rotating field is used, and they have considerable efficiency as regards weight when compared with the single phase and with the direct current motor. The polyphase motor, however, is open to the objection that it does not lend itself to regulations as well as the direct current form, and with ingenious devices involving the arrangement of the magnetic field and the combination of motors, various running speeds can be had. The usual voltage for these motors is 3,000 volts, but in the polyphase plant designed for the Cascade Tunnel 6,000 volts are to be used. They possess many advantages, especially their ability to run at overload, and consequently a locomotive with polyphase motor will run up grade without serious loss of speed. The single phase system has been carried on on Swiss and Italian railroads, notably on the Simplon Tunnel and the Baltelina lines with great success, and the distribution problems are reduced to a minimum. In the United States a notable installation has been on the New York, New Haven & Hartford Railroad, where the section between Stamford and New York has been worked by electricity exclusively since July 1, 1908. Here the single phase motors use direct current while running over the tracks of the New York Central from Woodlawn to the Grand Central Terminal. On both the New York, New Haven & Hartford and the New York Central locomotives the armature is formed directly on the axle of the driving wheels, so consequently much interest attaches to the new design adopted for the Pennsylvania tunnels, where the armatures of the direct current motors are connected with the driving wheels by connecting rods somewhat after the fashion of the steam locomotive, and following in this respect some successful European practice.