ability of the engine to "stand against" the load in starting long, heavy trains.

Prominent as features, applying to this system as a whole, are the following:

It is the heaviest tonnage mountain grade electrification in the world today in operation. This is substantiated in the fact that one-way freight traffic in excess of 1,150 cars per day eastbound has been obtained, in which the loaded cars average from 60 to 130 tons each. Normal tonnage trains of 3,250 tons, trailing, on the heaviest grade section are regularly operated; 4,800 tons filledout trains on the lesser grades are handled.

Not only this, but 4,865-ton trains have been handled from the western section of the electrified zone up over the 2 per cent grade, down the 22 per cent grade, and over the rising road clear through to Bluefield's classification yard.

This electrified system stands alone today in the world of electrified railroad operation as follows:

It involves the greatest power-house capacity per engine operated, and the greatest substation capacity per mile of line, together with the greatest locomotive capacity in service per mile of line.

It stands to record with the greatest amounts of power ever delivered to individual locomotives, from which was set another record that of trains of more than 4,800 tons each being accelerated by these locomotives from 0 speed to 14 miles per hour in not to exceed two minutes. This has been done numerous times.

Power delivered in accelerating these trains approximated 20,000 horsepower per train, delivered from the power-house.

These engines have maintained temporarily, under dynamometer measurements, the greatest locomotive tractive effort by equipments of this type-a single engine having sustained under these measurements draw-bar pull of approximately 180,000 pounds. This system stands supremely unique in regularly operating the highest heavy train speeds in the world, against similar conditions.

THE PENNSYLVANIA RAILROAD, PHILADELPHIA-PAOLI

ELECTRIFICATION.

MAIN-LINE

This electrification was brought about by the congested traffic conditions at Broad Street Station at Philadelphia. Its limit had

been reached in 1915. Originally this station handled 160 trains a day, but at the time of electrification 574 trains were handled. So important was it to meet schedule starting from the terminal

Phila. Paoli. P. R. R., 11000 Volt Single Phase Multiple Unit Train at Way Station.

that to economize in delay and keep the operating organization in a high pitch of efficiency, the railroad company required reports in case of 5 seconds' delay in getting away from the station; 10 seconds' delay required report and personal explanation. The trackage had been increased to the limit, and certain through trains had been re-routed through West Philadelphia. Still the congestion was such that something had to be done. Relief could be had by enlarging the terminal, but this would have meant the acquiring of adjoining property, the regrading and closing of streets. all of which would have meant many difficulties and enormous expense.

After careful investigation, it was decided that electrification. of the congested line to Paoli, 20 miles distant, was the solution. of the difficulty, with the electrification of another congested branch. to Chestnut Hill to follow.

Broad Street Station is of the stub-end type, which required with the steam an average of eight movements per train. With MU cars, this movement is reduced to two; one in and one out. The rate of acceleration is increased and the length of track at the terminal reduced as the steam engine is eliminated. In other words, it is figured that electrification will save 16 to 20 per cent of the total track movements, which will result in a corresponding relief at the rush hour periods, and in addition there will be a gain in station track capacity to two station tracks.

It is estimated that the electrification of the Chestnut Hill and Paoli lines will give the necessary relief for a period of six years, at which time such further electrification will be made as the requirements justify. Besides the relief to congestion, it is believed that because of the added attractiveness and better schedule, traffic will be increased.

The Westinghouse 11,000-volt, 25 cycle, single-phase current, with overhead trolley, was selected for the service. Since the electrification about 600 trains, 300 of which are electric, and 25,000 passengers a day are handled in and out of Broad Street Station. The electrification includes the equipment of Broad Street

(1) All Steel Passenger Train Approaching Manhattan Transfer.
(2) "Penna. Limited" emerging from Hudson Tube.

(3) Train Entering Terminal Yd. P. R. R. Station, N. Y. City.

Terminal, four main line passenger yards, making about 100 miles of single track in all. The line is ascending from Philadelphia, the maximum being about 15%, and about one-half the line is on curves. To operate the required schedule with sufficient reserve, 93 such cars have been provided. The service necessitates 78 trains a day, operated on half-hour intervals, with additional trains in the morning and evening rush hours.

The electric locomotive was an important factor in the successful solution of the New York Terminal problem of the Pennsylvania Railroad. It rendered possible the use of tube tunnels under the North River for the purpose of reaching the heart of New York City and increase the attractiveness of the magnificent Pennsylvania Station by eliminating the noise, smoke and fire danger of the steam locomotive. There is no steam locomotive operation in the electrified zone, the entire service of the 500 trains daily being handled with electric railway equipment.

These electric locomotives are double articulated locomotives, having a maximum rating of 4,000 H. P. each and equipped with two 600volt, direct current, field control motors. They not only handle the heavy through trains on the 2 per cent grades, in the tubes, but operate at passenger speeds of 60 miles per hour and also work on switching service, rendering valuable assistance in increasing the yard capacity over that which would be possible with steam locomotives. In regular service these locomotives start 850-ton trains on the 2 per cent grade and have a recorded draw bar pull of 79,000 pounds. While designed to start and accelerate a 550-ton train in addition to the locomotive, trains of fourteen all-steel cars, weighing over 1,000 tons, have frequently been handled by one locomotive.

GRAND TRUNK RAILWAY, THE ST. CLAIR TUNNEL ELECTRIFICATION.

The St. Clair tunnel, built in 1890, was the first submarine connection across the American frontier into Canada. The tunnel itself, which is under the St. Clair River, is a little over a mile long, but the total electrification, which extends from Port Huron, Mich., to Sarnia, Canada, is 24 miles in length. Between the years 1890 and 1908 traffic was handled by four special anthraciteburning locomotives weighing about 100 tons apiece. It was only possible with the steam engines to haul a 750-ton train up the 2% grade in the tunnel, and in 1908 it was decided that the tunnel

had about reached its capacity. Six 66-ton, 3,300-volt, singlephase locomotives were substituted for the four 100-ton steam engines. It is now possible to haul 1,000 tons with two electrics. Reports show that the capacity of the tunnel has been increased about 100%. The electrics are ready for service 90% of the time. The power-house, which was also installed by the Westinghouse Company, is located over the tunnel and the power line was under it.

All of the equipment, after eight years' service, is in excellent condition; the operation has been very successful, and as the superintendent said, "The yearly reports are now summed up by stating: 'Everything is going along the same old way. No troubles, no delays.""

Because of the war it was impossible to get moving pictures of this installation.

NEW YORK, WESTCHESTER & BOSTON RAILWAY.

The New York, Westchester & Boston Railway is one of New York's most recent railways, built especially to handle heavy suburban service. The territory, which had previously been served by the New York Central and the N. Y. N. H. & H. Railroads, is bisected by the Westchester route. The idea back of the wonderful construction was to make everything of the best, regardless of expense, knowing that as the road developed the territory, the territory would in turn develop the road. There are 17.5 route miles of 48 miles of single track in operation.

The main line is four-track to Mt. Vernon, N. Y., where it divides into one double track for 2 miles to New Rochelle and a 9.5 mile track to White Plains. It was New Rochelle, by the way, that Geo. M. Cohan made famous as the town which is "Fortyfive Minutes from Broadway."

The other end of the line connects the Harlem River division of the New Haven system, the tracks of which are used for three miles to Harlem River Station. Westinghouse multiple-unit trains are used for this service, which is both express and local; the express trains being run at 37 miles per hour, including a 25second stop every 2.5 miles, while the local trains operate on a