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Electricity Beats Steam

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Electricity Beats Steam IT IS THE FUTURE MOTIVE POWER. Electric Engines Wake Sixty Hileft an Hour on the French. Railroads. Two locomotive engines driven by electricity and intended ,tb attain a speed heretofore un* heard of have been constructed at the Cail engine factory in France. Electricians are agreed that these engines constitute a hew departure in electric traction. It is only sixteen years since electricity was first used as a motive power; and during that short time it has jnade more progress tlian steam has done in nearly eighty yehre. In 1879 Siemens and Halsike experimented at Berlin with a train of which electricity-' drove the motor, but they never accomplished a greater speed than eight- miles an hour. Electric tramways have been im. proved -md :multiplied since that first attempt, especially .in the United States, where there are now 550 Imei1' in operation. The City and South London Rad^ay has also for some years employed' electricity as a motive power. and has succeeded in attaining a speed of from twenty-five to" thirty miles ian liour, and lately the Baltimore and Ohio Railway lia« -employed a number of electrical engines on its various lines, some of which have. drawn their 'trains at a speed of 40 miles an hour. But France is first in the race with electric, engines of high speed. Fourteen months ago some very interesting experiments were made with the Fusee between Havre and! Beuzeville, a-ud afterwards on the line between I'aris and Mantes. The- engine, drew a heavy train at a spred of 50 miles au hour, and would have exoeeded that limit if the Govern- ment had liob stepped in and forbidden any increase of speed as dangerous to the public. Encouraged by this success, tlie Campagnie de 1 Ou< st orcleted two new electrical* locomotives to be built ,»t, the Cail factory,-ajid they will shortly bt/tried on eitlier the Didppe or the Trouville line. These, locomotives are of 1,500 horse-power, which is nearly three times that of the Fusee. The new engines have power enough to nKwe 250 tous at a speed of 60 wiles an hour 011 a level. Ttie engines are constructed in the following manner: An enoisiopB boiler is protected on the righi and left by two lateral reservoirs or bunkers, vontaaning 400 cubic feet of water and six tons of coal. The heating surface is much greater than that of it,he Eusee, which had 432 square feet. The nieclianical energy is first- transformed into electrical energy by the means of a vertical ,st«ani engine working two generating dynamos. These are excited, separately, by another smaller dynamo, which serves, at the same time, to light the train by incandescent, lamps. The .motors are placed directly over the axles, to which they Hllpart a revolving- motion. These motors are sheltei-ed by a roof, or rather a spacious cabin, with e- sliarp prow in front to diminish the resistance of the air. This cabin is lighted by lateml windows, and: lias a ventilator in the roof. The engineer and the fireman work within it, and the first has at his command the vertical engine, the rheostat of electrical excitation, the brake and the whistle. A tablet, placed at the height of the eye, indicate* by :L l-egistering apparatus, the speed and the intensity of the electro 1I.Otjvt' force. This nw t"j> <4 electro-motive engine is mounted on two eight-wheeled trucks, thus insuring great stability and smoothness ia running. It is safe to predict that electrio traction luts definitely entered the field of prac- tical usefulness. Other companies will sooix follow the example of the Oompagnie de l'Ouest. if merely for the sake of the saving of coal, and the public will appreciate the speed, cleanliness, and uomfort of the new system.1 Sixty miles an hour now, perhaps 150 to* morrow-why not?

REV. TUDNO JONV) -

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