ELECTRICITY ON THE RAILROAD

New Zealand Mail, Issue 1747, 30 August 1905, Page 67

ELECTRICITY ON THE RAILROAD

INTERVIEW WITH MR G. S. MABEN.

Mr G, S. 'Maben, manager for the New Zealand Electrical Power and Supply Company, of Harris street, returned from a trip to England and America by .the Sierra recently, and has resumed his dut.es in Wellington. His absence from New Zealand was purely v for business reasons in connection w.th the extension of the company’s operations in Wellington and the selection of new plant. The company—or “ the Syndicate,” as it is more generally referred to—camo in for a good deal of opprobrium in connection with the “ smoke nuisance ” of a few months ago. That the company is in earnest in trying to reduce the nuisance to a minimum is proved by the fact that a patent chain-grate automatic stoker was installed about a fortnight since, and two more are ordered, and possibly are now on their way out from the Old Country. The rapidly-increasing demand for electrical power—for lighting, cooking, heating, and power for machi-nery—-has necessitated acquiring another engine. This was settled by Mr Maben in England by ordering a vertical Curtis turbine engine of 750 indicated horse-power, which will practically be the introduction of the turbine into Wellington. This will, it is hoped, be erected before the end of the year.

Mr Maben states that he was greatly struck with the enormous strides electricity had made in England during his sojourn in the colonies —some three and a half years. Particularly was this so as applied to traction. While in America, he was given the opportunity of inspecting some scores- of the large water-power transmission lines, which ranged from 50 to 280 miles in length, mostly 3-ohase systems, with voltages from 20,000 to 40,000. These systems are a great factor in the foundation of new townships in the States, as they are so situated as to provide far cheaper power for factories and lighting purposes for new localities than in the old-standing cities. “ I was particularly struck,’’ said Mr Maben, “with the number of advertisements I saw in America something like this:—‘4o,ooo Electrical Horsepower. Free Sites for Factories!’ exhibited on sections adjoining the railroad. These sites X found were, offered in some cases by the municipal body, and in others by some land company or other. Concessions either for railway, tramway, lighting, or power are fairly easily obtained in America, and experience has proved that the district in which a concession is so granted is decidedly the gainer.”

Mr Maben had the pleasure of seeing several large electric locomotives for freight work, capable of exerting a pull of 70,0001 b during acceleration. He was also present at some trial runs on an electric locomotive designed for a high speed passenger service. The engine was for service on the New York Central Railroad—one of fifty ordered by the big company for haulage between New York and Croton, a distance of thirty-four miles. The arrangement and design of the electrical portion of the engine was of interest. The motors were bi-polar gearless; the magnetic circuit-field windings and mo-tor-fields were integral with the en-gine-frame, and were spring-supported. The armatures were mounted directly on the axle held centrally between the poles by means of the journal boxes, sliding in finished ways on the sideframe: The pole pieces were vertically tangential to the armature, so that the latter is free to move between them •with ample clearance. There were four motors of 550 horse-power each (at 625 volts), capable of pulling a train of 650 tons 70 miles pn hour. While on the runs Mr Maben attended, tbe engine wan pulling 55C tons, and exceeded that rate of speed in a race with one of the New York Central, Ltd., trains over a six-mile course, the steam-driven train being left considerably in the rear. The total weight of the engine, with a steam-heater for the carriages and an air-compiessor for the brakes, was 05 tons. The m«xi.

mum rating was 2800 horse-power, a capacity both in draw bar pull and output—some 50 per cent, greater than the largest passenger/ steam-locomotive now in use. «

With heavier trains, additional engines could he coupled, and worked as one unit, thus effecting a distinct saving. The whole arrangement Mr Maben thought extremely simple, and, compared with the steam-engine, had a great many advantages—little vibration, no boiler-pipes under pressure, valves, or the innumerable parts necessary to the reciprocating motion, etc. The current for electric railways is picked up on the third-rail system, and overhead at crossings. In tramway work, Mr Maben said that in America experience had proved that it was immaterial if two tramways were connected by a steam line. If a trolly-line was run paral el to the same, its average traffic was from twelve to sixteen times that of the steam-line. It was a great pity that in New Zealand no use was being made of the countless thousands of horsepower that was being wasted in our free-flowing, well-watered rivers.