schedule of 22 miles per hour. The maximum speed on all trains is 60 miles per hour. The rolling stock consists of 28 multiple-unit steel passenger cars, 2 steel combination passenger and baggage cars and one 80ton switcher locomotive. The control on the cars are such that acceleration is automatic, and each car is equipped with two Westinghouse 170-horsepower single-phase motors. The locomotive is similar to the sixteen furnished the New York, New Haven & Hartford, and is used for general switching purposes. The growth of the traffic has been rapid, the train schedules showing 211 trains a day. This road connects, or will soon connect, with every unit of the New York Rapid Transit system, and is a striking example of the high speed service which can be rendered by Westinghouse equipments handling congested suburban traffic. LONG ISLAND RAILROAD ELECTRIFICATION. The Long Island Railroad has the heaviest electric suburban service in the world. It was the first steam railroad in the United States to substitute electricity for steam, July 8, 1905. The road uses the Pennsylvania Railroad terminal in New York City, going under the East River by Pennsylvania Railroad tubes. It operates 532 trains a day on its 217 miles of track. There are 409 passenger motor cars, 50 steel combined motor cars and 20 steel baggage motor cars. The trains run at a schedule speed of 32 miles per hour, at a maximum speed of 62 miles per hour. Since the introduction of electric operation, passenger traffic has increased 355%, freight traffic 195%, and earnings 197%. To electric operation is due the wonderful growth of Long Island's population and the increase in passenger and freight traffic. Multiple unit was chosen as the control for these cars; headway. switching and lay-over time at the terminus was consequently reduced and the speed of the cars increased. Trains of varying lengths up to 10 motor cars are operated with multiple unit control; it is possible to move 8 to 10 trains per hour from one track as against 5 or 6 before electrification. It is figured that their Long Island station would have to be increased three times its present size if steam were used. Except for a comparatively few through trains which are hauled to and from the Pennsylvania station in New York by electric locomotives, all of their traffic is handled by this control. The power for this road is supplied by Pennsylvania Railroad power-house equipped with Westinghouse turbo-generators aggregating 60,000 kw. The substations are also equipped with Westinghouse apparatus. N. Y., N. H. & B. 80 ton B. & W. Switcher Loco. at work, Oak Point Yd. The New York, New Haven & Hartford Railroad electrification is the largest and most important trunk line electrification in the world. The initial work, which extended from Woodlawn to Stamford, Conn., has now been continued to New Haven, a route of 73 miles from New York City. In addition, the Harlem River Division and the Oak Point and Westchester Freight Yards are now operating with electric locomotives, making a total trackage in the electric zone of approximately 550 miles. (During Mr. Whalen's address moving pictures were flashed upon the screen, illustrating various electric installation and engines employed, the methods by which the electric engine is substituted for the steam locomotive at transfer points, and the great adaptability of electric power to freight and passenger service under highly congested surroundings. The pictures of the Hoosac Tunnel and the Hudson River "tube" exemplified in a striking manner the advantage of electricity over steam, and strikingly emphasized the fact that electricity has robbed present day railroad travel of the terrors and discomfort of the smoky, gas-impregnated tunnel.) THE PRESIDENT: Gentlemen, you have just listened to a very instructive and detailed account of steam road electrification, vividly illustrated by actual train operations and hope we will have a general discussion covering the points so clearly amplified. I see Mr. Smith of the United Railways in the audience and would be glad to hear from him. (Applause.) MR. E. D. SMITH (Chief Engineer, United Railways Co.), St. Louis: Mr. President and gentlemen: I have been very much interested in the lecture this evening. The proposition of electrification of steam roads with us is, of course, not a matter of consideration, as we are not in the steam railroad business. I was interested in the extreme variations of tonnage which are handled by the same crew. That variation seems to be very marked in a great many of the cases that we have illustrated tonight. The question of producing power, of course, is one that is generally understood that a great saving can be effected by producing it in the power-house. I do not know that I have anything further to say, Mr. President. THE PRESIDENT: Mr. Jonah, is there anything you can say on this subject? MR. FRANK G. JONAH (Chief Engineer, St. L. & S. F. R. R.), St. Louis. Mr. President and gentlemen, I do not think I can add anything to the discussion of the electrification of steam railroads, for I know very little about electricity. About all I can say, after hearing this address, is that it is very interesting, and I am very glad to be present with you tonight. (Applause.) I wish to take this opportunity of extending my thanks to the officers and members of the St. Louis Railway Club for the kind invitation that we are accepting tonight, given to the Engineers' Club. You will notice that we are all very much interested in the proceedings tonight, and we are thoroughly enjoying the experience. (Applause.) THE PRESIDENT: I wish, in turn, to thank you, Mr. Jonah, for your expression of good wishes, and to say to you and to all the members of the Engineers' Club that we certainly appreciate having you with us tonight. As a glance around the room will show, there is a large number of strangers with us tonight, and we attribute those strangers to the membership of the Engineers' Club of St. Louis. I assure you that the officials and members of this club heartily appreciate your presence with us. THE PRESIDENT: Mr. H. R. Carpenter, of the Missouri Pacific is present; we would like to hear from him. MR. H. R. CARPENTER (Asst. Chief Engineer, Mo. Pac. Ry., St. Louis). Mr. President and gentlemen: I have been highly entertained by the lecture; I am a good deal in the position of Mr. Jonah; my knowledge of electricity in connection with railroads is very small, and I do not think I could add anything to the subject by any remarks that I may make. However, I have been very highly entertained by the lecture, and I have no doubt that the future will bring forth a great deal more on this subject of electrification of our western, as well as our eastern roads. THE PRESIDENT: We would like to hear from Mr. C. E. Smith. MR. C. E. SMITH (Consulting Engineer, St. Louis, Mo.). Mr. President and gentlemen: I do not know why I should be called upon to speak of electrification, except perhaps to give voice to a thought that came to me tonight. The first work that I ever did on a railroad was done twenty years ago this spring on a three-rail line. In mentioning the matter to a representative of one of the large electric companies here tonight, he could not tell me where the line ran. It was the line between Hartford and New Britain, Conn., and it was in 1897, is my best recollection. I know that we burned up a lot of tape, and came pretty nearly getting burned up ourselves. About three months ago I looked over the matter of electrification from Baltimore to Philadelphia, to see how that work was done, in connection with a study that I was making of the installation of some electric switching locomotives in St. Louis. In Baltimore I was very much interested in what I saw at the Jackson Street wharf of the Pennsylvania Railroad, where switching is done by horses. The cars have been switched there by horses. for twenty years; they have a stable with about sixty or seventy horses, and each car is switched by eight horses. A hundred cars a day are switched in and out of the terminal, and it is remarkable to see the facility with which the cars are handled. In the same city, the great transcontinental passenger and freight trains of the B. & O. are being hauled through the terminal by heavy electric locomotives. I cannot imagine any greater contrast than to have seen both of those methods in force in one day. The lecture tonight has been very interesting, and I know it has proved very instructive to everybody here. There is nothing whatever that I can add, only I am impressed with the fact that there are many problems confronting us at this time which can and will be solved by the installation of electricity, and this is going to become more and more the case in our large cities where ground area costs so much money, and it is necessary to utilize it by means of putting one story on top of another. At first glance, it would appear that it would be economical to install electric locomotives all over our terminals, but a very careful investigation was recently made in Chicago in connection with the electrification of the entire terminals there, and it was found that it would cost about $175,000,000 and to elevate the terminals would make a further cost of $125,000,000 more on the various railroads-a total of about $300,000,000, and the recommendation to do that was not adopted. But I have recently noticed that in one passenger terminal there, they have practically concluded that electricity must be used, as the plans indicate very conclusively that they intend to use electric locomotives. There is no question whatever in my mind but that the development in transportation tends to the location of the power-house near the source of the power-at the coal mine, or at points where low |