And what is true in this comparison of the "front shop" light repairs and overhauling, which the steam locomotive must undergo at the end of each division, is still more true of that fortnight in the "back shop"--the heavier repairs and more thorough overhauling that it must have each twelvemonth, if it is to be kept in anything like a decent condition of efficiency. The steam locomotive must go to the "back shop" at the end of 75,000 miles. Barring accidents the electric locomotive need never go there. Its only ordinary repairs are the removing of worn bearings or the occasional rewinding of an armature, which can be easily accomplished in any small shop of a division-point. The elaborate plants of roundhouses, coal and water stations, turntables, cinder-pits, and sizable shops required every hundred or hundred and fifty miles along the lines of a steam railroad disappear, while with the facility of the electric locomotive for long-continued running the division-points themselves may well disappear.

The New York Central railroad in its 440 miles between New York and Buffalo, using steam locomotives for 410 miles of this distance, for many years made three engine-changes upon the one-way run; recently it has done somewhat better than this. The Erie and the Lackawanna between these same cities make the same number of engine-changes. So do the Baltimore and Ohio and the Pennsylvania between New York and Pittsburg, only a slightly longer distance. This is standard steam railroad practice. It is only recently being changed. If these lines used electric locomotives the engines could easily make this entire stretch--with a possible change or two of engine-crews but not of locomotives--and at a vast saving of time, trouble, and money.

These statements are not made idly. This particular one is made upon the authority of the president of the Chicago, Milwaukee, and St. Paul railway, which has successfully undertaken the longest and most scientific electrification yet introduced in the United States. His name is H. E.

Byram, and the main line of his road is to-day completely equipped for electric operation for 649 miles--from Harlowton, Montana, to Avery, Idaho, 438 miles (or about the same mileage as the New York Central's between New York and Buffalo or the Pennsylvania's between New York and Pittsburg) and again from Oth.e.l.lo to Tacoma, Washington, 211 miles.

"We regularly run our electric locomotive the entire 438 miles between Harlowton and Avery on the same pa.s.senger-train," says Mr. Byram, "and if the track were electrified for that distance could just as well run it four thousand miles. In fact, counting in attendance, wear and tear, shop capacity, and the like, we figure that one of our electric locomotives is equal to three of the heaviest steam type."

The forty-five electric locomotives now in service on the Harlowton-Avery section--the first to be installed--actually have replaced the 120 steam locomotives that formerly were needed for it. The power for this section, crossing the high ranges of the Rockies, as well as for the newer section further to the west, which crosses the Cascades, is supplied entirely by water. The fuel saving in 650 miles of just an ordinary busy single-tracked main-line railroad in a twelvemonth--259,000 tons of coal and 31,700,000 gallons of fuel-oil, according to its careful estimates for a single typical year--is considerable. When you come to project these to the busy double-tracked and triple-tracked and four-tracked railroads of our Eastern territory you begin to have the great savings which I outlined toward the beginning of this chapter. And these were only predicated upon the use of coal in the power-houses which becomes quite naturally part and parcel of any scheme of electrification.

Consider the Milwaukee's important experiment in somewhat greater detail.

It has been loath to give out exact figures as to its savings in dollars and cents by its electric installation until a number of years of operation should determine these beyond a point of quibbling or of argument. Some of its economies are quite obvious however. I am not going into the remarkable system of "regenerative braking" under which in the course of a year some 60 per cent. of the current taken from the overhead trolley-wire by the road's electric locomotives is returned to that thread of copper by the seemingly simple expedient of turning the locomotive's motor into a dynamo momentarily and so utilizing the ancient force of gravity upon a descending mountain grade as to actually turn out electric current and return it to the unseen treasury through that connecting medium of a copper wire. It is enough to say that a 60 per cent. return of current is an appreciable amount. If you do not believe this, ask the next trolleyman that you meet what it would mean to his road if 60 per cent. of the coal which his power-houses have reduced to ashes could be returned to good coal again--and an infinite saving made upon brake-shoes into the bargain.

These things have been told. But there has not been told publicly before this time a comparison of operating costs between the Missoula division--half of the Harlowton-Avery electrified section of the Milwaukee--and an adjacent mountain division which in 1918 and 1919 was not electrified, and which moreover is not subjected to the extremely hard winters of the Missoula range. The cost of locomotive repairs for 1918 and 1919 on this steam division was two and one-third times as great as upon the electric, owing in no small degree to the fact that the electric locomotive handles heavier trains and at higher speed than the steam, yet, notwithstanding this increased capacity, has a much lower maintenance cost per mile run. The cost of train crews was nearly two and one-half times greater on the steam division than upon the electric--this also because of the greater train tonnage and speed under electric operation. The expense for enginemen for similar reasons was 55 to 60 per cent. greater on the steam operation.

It is easy enough to talk in generalities, much harder sometimes to come to the bra.s.s tacks of a situation. It is a sort of bra.s.s tack, isn't it, when on this steam division of the Milwaukee, the engine-house expense was two and one-half times greater than upon the electric--and for reasons that we have already seen? We do not need the exact dollars and cents of saving, when these comparisons are placed before us.

Neither do we need exact dollars and cents when we come east to the important electrification of the coal-carrying Norfolk and Western through the Blue Ridge Mountains of West Virginia--a tremendously busy thirty-mile stretch of line over which there constantly moves a vast tonnage of bituminous coal. Conditions here are considerably different from those upon the Milwaukee yet the results that are being attained are largely the same. Upon the N. & W. huge trains of one-hundred-ton steel cars (3250 tons to the train), which formerly required three big steam Mallets, are now being hauled by two articulated electric locomotives, and at twice the speed. Focus your attention upon this last statement and then remember what we were saying about the necessity of keeping the motor-cars moving constantly and uniformly through the busiest streets of our metropolitan cities. It is not any more necessary to the understanding of the real economics of railroad electrification to know that the Norfolk and Western has made twelve double electric locomotives do the work of thirty-three steam Mallets than it is to know that those great mountain-climbing trains are moving at the rate of fourteen miles an hour instead of but seven as formerly. Here is speed; but speed expressed in a double dimension--speed compounded if you choose to put it that way.

While there also arises the interesting further proposition that in any railroad of high traffic density it is intensely important that its trains be kept moving at a uniform speed. In other days the freight movement at seven miles an hour through the thirty-mile heavy grade mountain section of the Norfolk and Western tended to "drag the line" and hold back the trains behind it, despite the fact that upon these more level sections their steam power could easily draw them at fourteen miles an hour. But never without a free clearance. That thirty-mile summit section was indeed a clog to the efficient operation of the line. Electricity removed the clog. And, quite incidentally, the soft-coal smoke in a very dirty tunnel through the crest of the Blue Ridge.

Take such speed, such even traffic flow, and apply it to our overburdened trunk-lines of the Northeast; to make the most definite instance and the greatest necessity. Suppose that no more main-line tracks need be laid upon the railroads east from Chicago and St. Louis, north from Washington and Cincinnati, no more expensive notchings in the mountains that hem in Pittsburg or fresh expenditures in Buffalo, if but a far quickened movement of freight can be obtained over existing rails. Here then is a double economy effected not alone in the use of fuel (still leaving the water-power solution in abeyance) but in a greatly bettered use of existing terminals and trackage. If our railroads can save three quarters of a billion dollars a year by burning their coal and oil in central power-stations instead of in locomotive fire-boxes, it may be fair to say that the terminal economies that might be effected by increasing the existing facilities from 40 to 50 per cent. without physical enlargement would equal the first saving. When the shoe begins to pinch there is many and many a way of relieving the foot.

There are railroaders, and shrewd railroaders too, who will not chime in rapidly. Here is one of them--in the Far West, a mighty operating executive schooled years ago by one of the half-dozen of the real captains of the industry. He feels the need of great relief to the traffic pressure upon his own great system--the greater need of a smoother movement of the traffic upon its rails.

"The game," he says, "is simplicity itself. It is to take the friction out of the pipe and at the same time increase the pressure."

Which in his case means a combination of more freight-cars--or better loading of the existing equipment--and more second or double tracks across the long reaches of the West. Yet when I suggest electrification as a method for the removal of pipe friction, he shakes his head sadly.

"My old chief," he begins, his loyalty showing in his very phrasing, "once thought as you now think. He was anxious to install electric motive-power upon the stiff grades of our mountain division. He had reports made upon the possibility of the thing from three separate sources, the two big electrical equipment companies and our own fairly expert corp of engineers. There was little variance between the reports of these different interests. Almost uniformly they figured the cost of the job at a little more than ten million dollars, or at that time about $550,000 annual interest. A fuel bill on the volume of traffic that we then had of about $300,000 would be saved. That sort of saving did not appeal to me. I told the chief so."

I asked this big railroader how about that mountain division of his to-day, with its traffic greatly increased and its fuel bill more than doubled. He replied by saying that not only had the cost of electrical equipment--locomotives, dynamos, copper wire, all the rest of it--doubled or more than doubled, but the interest cost of getting money has increased all the way from 25 to 33 per cent. And so the wide margin of more than a decade ago has not narrowed perceptibly.

I have introduced this point here because it is most fair and most germane. Unquestionably that paper saving of all the way from a billion and a half to two billion dollars a year that we have just seen would be greatly cut down by the increase in the cost of electrical equipment and of the interest on the money that would go to buy it, but to-day the margin upon the electrification side of the argument is growing wider day by day, while as we go east and the congestion problem upon our railroads increases the margin in favor of electrical operation also increases.

Granted that the costs of electrification are indeed vast, with dynamo units running all the way from one million to five million dollars, with locomotives at $175,000 and upwards apiece, all the other accessories in proportion, the game _is_ indeed worth the candle.

Nor is it always necessary to buy locomotives at the rate of four or even five for a million dollars, with interest rates at 8 per cent. or thereabouts, when a railroad can borrow at all. There is many and many a short cut toward electrification. Take New England, for instance.

Up in that extreme northeastern corner of this land, as we have seen already at some length, the railroad shoe already has begun to pinch very hard indeed. With a few exceptions the railroads there are bankrupt, or virtually so. And yet their economic need and opportunity in electrical installation was never greater than it is at this very moment. If you don't believe this bald statement, imagine yourself the president of that formerly prosperous little railroad down in Maine and your purchasing-agent coming in and telling you that he just paid twenty-seven dollars a ton for tender coal for your locomotives--with Maine richer in undeveloped water-power than almost any other State in the Union!

New England needs electrification of her steam railroads, and needs it at once. It is no new story to her. She began her experimentation with this sort of development more than two decades ago, when the New Haven laid that third rail alongside its busy Bristol-New Britain-Hartford line and installed a frequent electric suburban service. It was a beginning; a beginning that led slowly but surely to overhead wire installations upon several other branch lines of the New Haven system and eventually to the elaborate work in connection with the New York Central's electrification of the Grand Central Station in New York. This last embraced the entire main line from Forty-second Street through to New Haven. It now ends there. And when you talk electrification to one of the high officers of the road he will point to this particularly elaborate installation and say:

"Not on your life. We had your vision fifteen years ago, and we put in this pretty job. Where did it get us? Into debt. It is one of the finest installations in the world, and one of the most expensive. While the increased capacity of the Grand Central Station from the operation of a two-level plan--a scheme utterly impossible under the use of steam as a motive-power--undoubtedly justified the expenditure, the fact remains that, considered independently, our electric zone to-day does not return interest on its investment. Of two locomotives of equal capacity, the steam one will cost $45,000, the electric $150,000. In addition to all of this investment in overhead there is also the cost of its maintenance, and that is not small. Wire-trains for immediate repairs as well as for maintenance must be in readiness day and night with a variety of expert, and expensive, workers. It all costs."

I know that it costs, Mr. New Haven. But I also know that it takes but one half the amount of coal to pull a train with an electric locomotive as compared with a steam locomotive of the same capacity. Remember that the steam locomotive's voracious appet.i.te for coal apparently is unceasing. He may stand idle and upon sidings for half or a third of a working day, yet the fireman's task at the fire-box door is steady. While if that fireman be lacking in every-day efficiency, the coal waste is increased, not lessened. The president of a large Eastern railroad has estimated that even a little better handling of the coal-shovels by his firemen would save the road 500,000 tons of coal annually. For even if coal must drive a railroad, if that railroad is driven from a central power-station there is almost no inefficiency in firing there; the central station operates on hourly coal-record sheets and waste is quickly detected.

I have not had in mind, however, for immediate use in New England the sort of elaborate installation which the New Haven has upon the western end of its main stem. What I meant for that road, as well as for sections of other lines up there, was the same sort of comparatively simple electric construction that the New Haven itself has operated for years on some of its isolated suburban lines in Connecticut and Ma.s.sachusetts. I mean, instead of heavy steel pa.s.senger-coaches of main-line standards of size and weight and propelled by expensive electric locomotives, electric motor-cars of comparatively small size and weight, self-propelled and self-contained and operated in trains of from one to twelve cars in accordance with the immediate necessities of the traffic at hand. The New Haven's field south of Boston, where its suburban service is at its very worst to-day, is particularly ripe for installation of that sort. There the once compet.i.tive interurban tradition has come to its final slough of despond.

The traction systems throughout all New England have not been immune from the difficulties that have beset their brethren in other sections of the land. In fact I should not hesitate to say that their troubles have been greater rather than less than their brethren's. More traction mileage has probably been abandoned in New England than in any other distinctive single locality. From Plymouth to Sagamore, Ma.s.sachusetts, there stretch twenty miles of track and trolley-wire which, like the Hampden railroad (once built by one Charles S. Mellen for a dozen miles east of Springfield), never has been used and probably never will be. Two years ago the Bay State's lines in and around Gloucester and the Cape Ann district were all abandoned, while the Connecticut Co. (a New Haven property) constantly threatened to do the same thing in some of its larger cities if jitney compet.i.tion were not withdrawn. A prompt compliance by the local authorities with this mandate saved these towns their trolley service, temporarily at least. It is a grave question whether fifteen years hence we shall have any trolley service in most of our American towns of less than 100,000 population. But the most important abandonment of long-distance trolley service which has come to my attention has been that of the Sh.o.r.e Line Electric, along the north sh.o.r.e of Long Island Sound, for sixty miles between New Haven and New London.

There have been serious deletions in the pa.s.senger transportation machine of New England. The causes that have led to them are many and too involved to be discussed here. The main fact is that virtually none of this trolley mileage, outside of the city systems, is ever likely to come back into use again. A good deal of it should not have been built but, having been built, has become both a convenience and a necessity to the territory which it served and its abandonment a distinct social and commercial blow to that territory.

It so happens too that there is a vast amount of surplus mileage in the form of branch lines and even of some of the secondary main lines upon the steam railroads of New England. And some of this in turn became unprofitable only when it was paralleled by a trolley-line, which quickly changed the situation from one wherein a territory sustained a single thriftily operated line to one where two hotly competing lines could hardly fail both to lose. Now the opportunity is beginning to show itself for a change toward old conditions.

It ought to be and is possible for the New Haven, the Boston and Maine, and some of the other railroads of New England to transform some of their secondary lines into inexpensive combined freight and pa.s.senger roads, using steam, if need be, for their freight service and electricity for their pa.s.senger.

What I meant for the New Haven, as well as the other New England roads, was the same sort of simple installation that was operated for many years, and apparently operated successfully, on some of the suburban lines east of Hartford, between Middletown and Berlin Junction, Connecticut, between Providence, Warren, and Fall River, and in the summer months out to Nantasket Beach beyond Boston. I meant cars of comparatively small size and weight and self-propelled, depending upon no locomotive whatever. This field south of Boston, where the New Haven's suburban service is at its very worst, is ripe for installation of that sort, through as far as Plymouth at least, and possibly to New Bedford, Newport, and Providence as well.

To the Boston and Maine the zone of suburban lines of the one-time Eastern railroad from North Station out to Salem, Gloucester, and up to Newburyport and Portsmouth offers similar immediate opportunity. Here are lines on which a minimum of through traffic is being routed to-day and most of that could, if necessary, be taken off and placed on the more direct main lines of the original Boston and Maine, just to the west, and leading direct through to Portland and the north. They thread the territory where the interurban lines are dying most rapidly and being totally abandoned, and where a great public inconvenience is arising as a result.

A further result, and one not to be underestimated, would be the vast saving in the capacity of the North Station, just as the New Haven and the Boston and Albany can make a similar vast saving in South Station. A regular interval service, increased during rush-hours, of multiple-unit cars means no switching service whatsoever. An incoming train discharges its pa.s.sengers upon one side and receives others for the outgoing run on the other side, while it stands upon a single pair of rails and without an unnecessary movement of any sort, which means, in effect, the virtual doubling of a station's capacity.

The New England lines are this very day short--wofully short--of steam locomotives. Yet the immediate installation of electric overhead wires upon some of their congested branches would within a short s.p.a.ce of time release dozens of locomotives which, if not efficient for the movement of long or heavy freights, could move shorter ones; after which could come the heavier installations.

"All right say for Berkshire County, Ma.s.sachusetts," you interrupt, "but how about the southeastern corner of New England? Haven't the rivers down there in Rhode Island all the load they can carry?"

Granted. I indulge in no such wild day-dreams as that of all the railroad trackage of southern New England being operated by water-generated electric power. There is a better plan in view. Before me lies the rough prospectus of the super-power plan of the Northeast Atlantic seaboard, for the surveys of which Congress has already made generous appropriations. In a word this plan provides that in a great congested industrial area consisting of Ma.s.sachusetts, Connecticut, Rhode Island, southeastern New York, eastern Pennsylvania, and portions of New Jersey and of Maryland a present consumption of 17,000,000 horse-power--divided into 10,000,000 for industrial purposes and 7,000,000 for railroad--shall be fully met by the consolidation and connection, through high-voltage transmission lines, of existing steam-electric stations as well as by the establishment of central power-plants at the mine-heads of Pennsylvania and West Virginia, these last with a capacity of but 5,500,000 horse-power and yet helping to meet the present need for 17,000,000.

These are but the coal sources of electrical energy; and I have just stressed the importance of the steadily decreasing coal supply and a consequent steady increase in the price of coal itself. Even the vast and sweeping economies to be gained by the consolidation of steam power-stations as well as by the burning of coal at the mine-head are almost as nothing compared with those to be gained by a scientific grouping and use of the available and little used water-powers of the territory. It is upon this very phase of the situation that the super-power plan gains its greatest value. Do you recall how but a moment ago we saw that the operating economies of the Milwaukee out in the Rocky Mountains were based largely upon the use of water-power rather than upon the consumption of coal in its electric power-houses?

The hydro-electric resources of the super-power territory that have not been developed to their full capacity, if at all, comprise power-sites in the Adirondacks; along the Hudson, the Raquette, and the Black rivers; along the upper reaches of the Delaware and the lower ones of the Susquehanna and last--and greatest--that of the St. Lawrence River itself, taken just below Ogdensburg, New York. This last part of the project ties up very closely with the St. Lawrence Ship Ca.n.a.l project, an international scheme in which the United States and Canada shall share the cost and the benefits, both in power and in enlarged water traffic possibilities. It is estimated that more than 1,400,000 horse-power can be generated in this plan, of which one-half would be available for the use of this country. At present the whole St. Lawrence River ca.n.a.l scheme is under bitter political attack, which renders it unlikely that it will come quickly into effect. That it will not come eventually is hard to believe.

When all is said and done, however, this super-power plan, so sweeping as to be all but staggering to the imagination, and yet sponsored by the shrewdest and most far-seeing of American engineers, is based primarily upon the consumption of coal at the mines rather than in distant factory engine-rooms, central power-stations, or locomotive boilers. It is estimated that it can be operated at a saving of at least 30,000,000 tons of coal each year to the industries and railroads of the district which it embraces, or, at a modest average of eight dollars a ton of coal, $240,000,000 a year to commercial America. Shimmery copper wires will carry silently and continuously what will amount to at least one half of the coal tonnage not carried by the railroads for power and lighting purposes. A copper wire knows neither snow, blockade, nor traffic congestion. And railroad experts estimate the super-power plan as a saving of another $150,000,000 annually in coal freights. A total of more than a million dollars a day saved in just one corner of American industry is not to be sneezed at, even in these days when we talk so easily and carelessly in billions.

In this great single super-economy the railroads of eastern New York, Pennsylvania, Maryland, southern New England, and northern New Jersey may easily share. In fact it is definitely planned that they shall share in it. The list of feasible users of this concentrated power includes the Fitchburg division of the Boston and Maine, all the way from Boston to Rotterdam Junction, New York (oddly enough the western half of this division, from Greenfield to Rotterdam, through the Hoosac tunnel, 104 miles, has for some time since been marked for electrification by the road's own engineers); the connecting Delaware and Hudson from Mechanicsville, New York, to Wilkes-Barre, Pennsylvania; the New York, New Haven, and Hartford from the present terminal of the electric zone at New Haven through to Boston, both by the Sh.o.r.e line and the Springfield line (this predicates of course the electrical operation of the Boston and Albany all the way east of Springfield--and why not west of that point also is not easily discovered); the main line of the Erie, from Jersey City to Susquehanna, Pennsylvania; the Lackawanna, from Hoboken to Elmira; the Lehigh Valley from New York to Wilkes-Barre; the Central Railroad of New Jersey-Reading-Baltimore and Ohio group to Washington, to Hagerstown, Maryland, and to Gettysburg, Pennsylvania; the Pennsylvania, from New York to a point just beyond Harrisburg--all of these main lines and a host of their branches. Such is the railroad portion of this embracing scheme. The only important road in its territory that is omitted from the electric program is the New York Central, which has such low grades and hence such economical use of power that the economy of electricity is least necessary to it. If ever it should desire to cooperate in the plan, it probably can gain the power for its main line--west of Albany, at least--from Niagara Falls, and for its network of busy lines in northern New York from the abundant water-powers of the Adirondack preserve or the huge St. Lawrence River international power project.

This all seems most logical. In the case of New England it so happens that the super-power plan--which is now seemingly certain of eventual execution--embraces just that section of the territory where there is the least surplus of water-power. The rough, wild rivers of the north of Maine, of New Hampshire, and of Vermont can and yet will operate almost all of the mileage of the railroads of those States; the distant mines in the Pennsylvania and the West Virginia hills will run the lines in the rest of New England. Power--power to move railroads--will cease to move across the most congested strip of North Atlantic seaboard in noisy and overcrowded and inefficient car-loads of coal. Power will come on the copper wire and will move the silent trains around Boston, New York, and Philadelphia--and many of them--some of them with big and efficient locomotives and others by st.u.r.dy small individual motors set within the car-trucks. The steam locomotive in this northeastern territory is nearly doomed. I think that eventually it will be doomed everywhere within the United States (our disappearing coal supply will be the chief factor in this), but first and foremost of all in the great congested areas which, having no coal of their own, live in constant and deadly fear that an overworked and overgrown railroad structure may yet fail to bring to them all that they need for their imminent necessities.

That such a step will bring eventual economies, vast economies, one can have no doubt. The New Haven for the nonce may be failing to make a profit on its elaborately electrified main line between New York and New Haven, to the power-station of which it must haul coal a long way and over congested rail routes. But with that unseen power stretched further and further upon its lines I have no doubt that adequate transportation service, freight and pa.s.senger, can again be given to the communities which it serves. What is true of the New Haven is equally true of the Albany, the Boston and Maine, and the other railroads of the New England area--after all, railroads of real inherent strength despite the great abuses which they have suffered. And what is true of all these railroads of New England is of course true of the railroads elsewhere within the nation, and true even if the economy be but the one of coal or oil consumption in a central power-station; far more true of course if water-developed electricity be found available. For notwithstanding the great developments of our water-powers that have been made in the last fifteen or twenty years, the experts of the geological survey down at Washington say that the undeveloped water-power of the United States is still approximately 54,000,000 horse-power. Much of this is of course in the West and the Far West where there is as yet but little traffic congestion upon the railroads. In such cases the gasolene-unit cars are ofttimes the best solution of the problem of the local pa.s.senger service.

There are instances too in the Northeast where single units are still the best solution of this most perplexing transport problem. And in the Northeast there is a considerable proportion of undeveloped water-power still remaining. But whether this be drawn upon chiefly, or the coal at the mine-head, the engineers of the super-power zone plan eventually will decide; the fact remains that here in a strip beginning at Washington and ending at Portland, Maine, and stretching from one hundred to one hundred and fifty miles inland, is the scene of our greatest railroad congestion, and the scene where in any traffic crisis the possibility of breakdown becomes most imminent. Yet across this strip and through it the laggard steam locomotive still continues to draw long trains of coal--with 20 per cent. of it destined for his fire-box and the fire-boxes of his fellows.

And this in an era which we have been pleased to call the age of electricity!

No matter from what angle one may view them, the possibilities of a far wider extension of electric motive-power on our railroads are fascinating indeed. Nor are they in this day and age to be regarded as particularly radical or revolutionary, or new and untried. Remember all the while, if you will, that the first important electrification of a section of standard steam railroad in this country--the Mount Royal tunnel section of the Baltimore and Ohio railroad through the heart of Baltimore--was nearly thirty years ago. Since that day a good many other like experiments, large and small, have followed in its wake. Other lands have both followed and preceded us. These other lands are not asleep to-day. Despite the terribly crippled condition of Europe to-day, elaborate plans are being made over there--particularly in France, in Switzerland, and in Great Britain, and even in Spain and in Italy. The British plans are still quite vague. The French are more definite. It is now planned to electrify at least 6000 miles of the 26,500 miles of French railway; a single system, the Paris-Orleans, has made definite preparations for bringing this power, the most of it water-generated, to more than half of its mileage, about 3250 miles all-told. In Switzerland work is already rapidly under way for transforming the entire Federal system of railways, approximately 1900 miles, from steam to electric power. It is to be a huge job, the cost of which is roughly estimated at $200,000,000. Little Switzerland shows great pluck in even tackling it. But when you ask the managers of their railways why they are undertaking it they shrug their shoulders and smile and reply:

"Think of the economies that it will bring us."

Think of the economies it will bring us, us Americans. If a thing is good for a little republic overseas with but 3300 miles of rail trackage all told, how much better must it be for the big republic with 265,000 miles of line? Have the French or the Swiss railroaders more vision than we Americans have? I should hate to say that, particularly in the face of such a development as that of the Milwaukee, to say nothing of our great terminals in New York, in Philadelphia, and elsewhere. Have they more funds with which to tinker and to experiment? Of course not.

We have the vision. We have the money. We simply need the correlating force that shall join the two in the immediate relief of our sadly wobbling railroad situation. Such a force would be big business in the truest and the finest sense of the word. It would be something more; it would be statesmanship, railroad statesmanship if you please, railroad statesmanship of the sort that we stand so sorely in need of to-day.

CHAPTER IX

MORE ABOUT ELECTRIC MOTIVE-POWER