THE RELATIVE: COST OP OPERATING

rrEAn and electric LoconoTives

S. N. HAVLICK

J. P. SANGER

K. C. MALWITZ

T. L. AIJJEE

:^ iNSTrruTE op tecmnologv

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THE RELATIVE COST OF OPERATING STEAM AND ELECTRIC LOCOMOTIVES FOR SWITCHING PURPOSES ON THE

oj

ST. PAUL RAILWAY INDUSTRY TRACKS ^i",^

A THESIS

PRESENTED BY

SPENSER N. HAVLICK AND JOHN P. SANGER

TO THE

PRESIDENT AND FACULTY

OF

ARMOUR INSTITUTE OF TECHNOLOGY

FOR THE DEGREE OF

BACHELOR OF SCIENCE

IN MECHANICAL ENGINEERING

JUNE 2, 1921

APPROVED

ILLINOIS INSTITUTE OF TECHNOLOGY .--^^^^Z^.^'^-*^^^

"-■-' _,,-^vy Professor of Mechanical EngrineeriiiB

PAULV.GALViNUBR/vRY

35 WEST 33RD STREET . ^

v7xJVVl_vJi w^ Dean of Engineering Studies

CHICAGO. IL 60616

Dean of Cultural Studies

THE RELATIVE COST OF OPERATION OF STEAM & ELECTRIC LOCOMOTIVES FOR SWITCHING PURPOSES ON THE ST. PAUL R. R. INDUSTRY TRACKS.

A THESIS

PRESENTED BY

R. C. MALWITZ and T. L. ALBEE

TO THE

PRESIDENT AND FACULTY

OF THE

ARMOUR INSTITUTE OF TECHNOLOGY

■ FOR THE DEGREE OF

BACHELOR OF SCIENCE

IN ELECTRICAL ENGINEERING

JUNE 2. 1921

APPROVED:

cf:'^,^

'/lX6-t4/^-A/^^T-^

Piofettoi of Electrical EogineeiiDg

Deaa of EngiDeering Studiet

Dean of Cultural Studiet

f(

'A I

mE KSLAIIVB COST Qg OPEBATIOM OF STEAM MP ELECTRIC L0C0M0TIVB3 gPR SWITCEIUG SERVICE 01^ THE ST. PAUL R,R, IXfDUSTRY TRACKS

^9811

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The industry switching serviwe of whioh this thesis is a study is furnished to customers located along the C*M.&St. Paul Railroads right- of-way between Montrose Avenue and the northern terminus in Evanston, This right of way is leased to the Chicago Elevated Railways which company has recently installed electric locomotives for handling the freight business. This paper is a study of the relative costs and advantages of this electric operation compared to the former steam operation. All of the data on steam operation has been obtained from records of the C.M,& St.Pual R.R. The elctrio locomotives were in operation for only five months, from Hov, 1,1921 to Mar, 31st, 1921, before the figures here given had to be summarized, but it is the

belief of the authors that the information gives a fair basis of comparison. The data on electrical operation was furnished by the Northwestern Elevated Railroad offices.

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for these five months of service.

Freight and passenger service has been furnished over the line in question siji^ce the St Paul road acquired the right of way, about the year 1900. The original line was steam operated between Montrose Avenue and Evanston until the summer of 1907, Prior to 1907, the northwestern Elevated Railroad operated its trains as far north as Wilson Avenue only. But in 1907, when the C.M.& St. Paul R.R, was loosing heavily by operating heavy steam trains in the Evanston service, and the elev&ted desired such passenger service, the feasibility of an agreement became apparent. On Aug, 22 the agreement became an actual fact whereby the northwestern Elevated took over the passenger service for its elettric line, and the St. Paul retained the operation of the freight service.

-a-

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The expenses were to "be met jointly by the two roads; the steam made to furnish the structure and the electric the rolling stock and electrical distribution system* The structure is now elevated as far as University Place, Evanston, and the Chicago Elevated R.R.Co., which incorporated the northwestern Elevated R.R, Co., in 1911, is now sat isf actor illy handling the passenger service. The right-of-way is still owned by C.M.& St. Paul R.R.

The freight service to the industries located along the right-of-way, was still handled by the St. Paul after 1907, that road taking the freight revenue as its share of the profits.

The industries served ranged along a line approximately eight miles long extending from Montrose Avenue at the south to University Place on the north. At present there are fourteen separate sidings between these two points, The main service consists of delivering coal to these industries and returning the empties to the Montrose Yards. Some few

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loaded cars are handled south, but these a- mount to hut 5fo of the total freight hauled.

Under steam operation the C.M.& St. Paul would deliver the loaded cars daily to the receiving yards at Montrose Avenue and would take away the empties. Here two 80 ton switching engines of the 1-5 type would take the cars, sort them north, distribute and bring back the empties. Originally the engines alternated on day and night shifts, but because of complaints received from the residents along the right of way, the night work had to be abandoned, From then on both engines worked day shifts, the one operating north from the Montrose Yards and returning there at nights, and the other operating south from Central Str. Evanston and remaining at the water tank siding north of Howard Avenue when not in service.

This service was performed on the sur- face apart from the passenger line until

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Jan.16,1915, when the elevation of the tracks was completed. This elevation had ■become necessary "because of the rapid in- crease of population of the residential district through which the right-of-way f asses. It was financed entirely "by the C.M,& St.PaulR.R, From that time on the operation of the freight service presented serious difficulties. To begin with it is never advisable to operate steam locomotives over an electrified passenger division, as it requires very careful dispatching and slows up the entire work. In this particular case, the difficul;^ was augmented by the fact that the steam and electric crews reported to different superintendents and considered themselves as of different comp- anies, AS result many operating difficulties were confronted.

For these reasons, then, a change

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from steam operation under the St. Panl supervision to electric operation under the Chicago Elevated Railroad eame under consideration. The adtisahiltty of this change was strengthed "by several other factors.

First, electric operation would elim- inate the noise and dirt caused by the steam locomotives, which already caused many com- plaints from the residents adjoining the right-of-way.

Second, electric operation would he much speedier than steam, for a locomotive could be selected that would have a much greater average speed thaHiithat of the steam locomotive. While this did not mean that a proportionally greater amount of switching could be handled than before yet the greater speed presented many operating advantages, This was especially true for operation over the structure which required careful dispatching.

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A third advantage lay in the fact that there was already installed over the structure a complete electric distributing system connected to a source of power adequate for any conceivable load demand without prohibitve voltage drop. This power is obtained from the Commonwealth Edison Co., of Chicago and is 600 volts Direct Cuttent being furnished from C.E. substations located at suitable points along the line.

Pourthj it was generally conceded that the cost of electric operation would by no means exceed the cost of steam operation and might perhaps be much less.

The change from steam to electric operation was therefore considered 6n the above grounds prior to 1917, but because of the war the freight had dropped. In 1919 it was again taken up and a careful survey of the structure situation was made, and it was decided to purchase two fifty ton electric locomotives. It was found that one locomotive would handle the business 805?$ of the time bgt that the second was needed

to help out on peak loads and to faciltitate

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operation.

Accordingly the contracts were let, so that the Baldwin Locomotive Works would furnish the mecnanical parts of the locomotive and the Westinghouse Electric Mfg.^o,, should furnish the elctrical equipment. The first locomotive was finished and delivered by iiov.lst ly20 and the second arrived on the 15th of iiov. iy2Q. Train crews were picJced from the employees of the Chicago Elevated R#R« Co., and electric operation begun on Jiiov.l,ly20.

, • . .

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II

THE SELECTION OF M ELECTRIC LOCOMOTIVE

The dat? and oeloulations used In deciding upon the use of electric locomotives for switch- ing on the St. Paul industry tracks, and the con- siderations for the selection of type and size are given here to make clear the nature of the service and the requirements* included are xhe figures on the investigation of train loads and service demands, both minimum and maximum, and the averages; the data on the size of the loco- motive as limited by the possibility of operation over the elevated structure; a study of the phys* ical features of the track and line; the calcula- tion of locomotive performance in accordance with these conditions; a discussion of speed require- ments, suitable motor size, and number of loco- motives necessary; and finally, the specifications on the locomotive actually selected*

j:

o Or,:( OOl

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FREIGET PRAIH SERVICE for Evans ton Division industry Traclcs

(Figures compiled from the records of the car Accountant, Chicago, Milwaukee, and St. Paul R.R. )

	MOJ^IMLI ♦_ .. .	TOTALS	BOUiJD
	iSORlki BOUMD		aouTH
Month	Engines Oper- ating	! Cars iiauled jijoad Bmpt^	Engines Cars oper- Mauled ating Load Empty
Av,-1917 Jan. 1916 J-eb. Mar. " Apr. "	25 25 24 30 23	336 200 271 466 293	24 25 26 30 2	25 25 24 30 24	10 21 9 9 6	365 166 275 460 409
June "	24	206	-	26	-	242
Aug. "	26	270	-	26	-	257
Oct.	26 u	304	-	31	24	283
])eo.	24	202	-	25	10	191
June 1919 July " ABg. Sep. "	21 30 24 23 25	299 342 231 331	:	22 30 E4 23	—	98 288 246 328
Av. -1917	336a	24	25	10	355
Av. -1918	26	277	10	26	10	268
AV. -1919	24	300	m.	24	-	240

' 1 r

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AVBKACxB FRKlGhi? IRAPFIC PER DAY

MORm BOUHD

Engines 0 Cars Year Operating Hauled Loaded Empty

1917 0.8 11. E 0.8

l^l& 0.9 9.E 0.3

1919 0.6 10.0 ( 4 mo . )

SOOTn B0U.aD

Engines Cars Operating Hauled Loaded Empty

0.8 0.9 0.8

0.3 0.3

11.6 9.6 8.0

AVERAGE no, CABS PER EJ^GIIE OPERATBD

Year	fiORTH HOUIHD Loaded Empty	SOUTH Loaded	BOUiJiD Empty
1917 1918 1919	14.0 10.0 12.5	1.0 0.3	0.4 0.3	15.0 10.7 10.0

DAILY SERVICE- HORTH and SOUTH

Av. Per Day

May to Sept.

(1919 incl)

June 20,22.

2 day av.

EJtGIJifBS

i^umoer 175

2.0 Cars

Mileage Average

16.4

Mileage Total IT79

32.6

J^o.

Cars

Loaded Mileage

Empty j;<o. Mileage

Total

„ no. Mileage

Av. Total Cars Av* TotaT Cars Av. Total 6.6 65.6 T7^ TTf 53.2 "TF" Z7S 118.8

31.0

36.0

67

25b. 0

AS an example of typical heavy work, the following data covering two days is given: June 20th -Night Crew

Took north 10 loaded cars and spotted them. Took out 13 empty cars from industry tracks. June 21st -Day Crew.

Took north 7 loaded oars and spotted them. Took out 4 loaded cars from industry track. Took out 2E empty cars from industry track. June 21st -Night Crew.

Took north 12 loaded cars and spotted them. Took out 1 loaded car from industry track. Took out 15 empty cars from indusAty track. June 22nd -Day Crew.

Took north 25 loaded cars and spotted them. Took out 4 loaded cars from industry track. Took out 22 empty cars from industry track. Actual freight car miles on main track.. 516

Total car ton miles on main track 21948

Average tons per car 42.5

Avearage switching per car placed ...,1.76 Average engine miles per shift ....16.4

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Prom the foregoing data, reasonable con- clusione can he drawn concerning the load to be expected for the electric locomotives. The figures show that the average number of cars handled has not exceeded ten per day for any- time since 1917, For dOfo of the days of the year the maximum load is from 10 to 13 loaded cars per train and forl£^ of the days the maximum is S5 loaded cars per day, For the re- maining 8^ of the time a maximum of 30 to 35 loaded cars per day can be expected.

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LILIITATIOU OF SIZE OF LOCOMOTIVES FOR MULTIPLE OPERATION OVER STRUCTURE.

Per safe operation over the elevated structures, two locomotives operatiiig in multiple must not overload the structure more than would two elevated cars coupled motor end to motor end. Two motor cars so coupled with a total load of £5 tons per truck give a maximum bending moment on a 50 foot span of 445.21 foot tons.

To make a standard fifty ton locomo- tive safe the specifications of hoth the General Electric and Westin^ouse Engines must be changed as follows:

Standard Relocating 50 ton trucks of

Length over Center to c	knuckles enter	W.H. LOCO. 36 » 0" approx.	W.H. Loco. 36 » 0"
of trucks		17' 8"	18 » 0"
Truck base		7' 2"	7' 2"
Overhang		8» 8"	9» 0"

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Length over knuckles

Center to center of trucks

Truck base

Overhang

Standard Helooatlng 50 ton trucks of

Cr«E«

Loco.

37*4" 19 » 6"

7»2"

8«5»'

Gr«£«

Loco*

37»4" 18 »8"

7»E" 9»4"

MiZIMCM SAFE WEIGHT OF LOCOMOTIVE WEEN TWO ABE OPERATED TOGETHER.

WESTIUGEOUSE Standard RElo c at ing 50 ton trucks

47 tons 54.8 tons

GEHERAL ELECTRIC Standard Relocating 50 ton trucks

46 tons 56 tons

Three fifty-ton locomotives operating to- gether would overload one span twenty- three per cent over the present loads.

Fifty tons, then, it must be seen, is a conservative weight to place as theoweight of an engine for use under these operating condit-

lontj

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lons* A fifty ton locomotive oau "be operated on the stucture with any of the"Elevated" ser- vice oars, weighing with balanced load, not more than fifty tons, bat not wi^h a loaded standard freight car or any similar car on which the tracks are close to the end of the car.

A locomotive weighing fifty-six tons would have very little margin of safety when ased with a fally loaded service car, or with another similar locomotive, bat a fifty ton locomotive would be perfectly safe.

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DBTAILS OF LUTE COWLITIOHS IFFECTIMG OPERATIOH.

A map and a profile of the Evanston Branch of the Northwestern elevated are in- cluded with this study. The freight service is operated over approzimately eight miles of this line, from the Montrose Avenue yards where the trains are received up the long grade to the elevation, and along the main line to the last industry tracks in Evanston, There are only three grades of importance along this route. These are: 1st the 800* Is^ grade from Montorse avenue up to the top of the elevated structure, 2nd the 690* Ihfo grade just south of Calvary station and 3rd the 250* 2^ grade north of the Howard avenue station. All of these grades are on tangent track , . although there is a short 4 degree curve at the summit of the 800* grade north of Montrose Avenue, This curve and the others in the line are negligible in obtaining the maximum capacity of the loco- motive, for, as curve resistance is usually

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taken as one pound per degree of curvature, a four degree curve means but four pounds per ton train resistance. Grade resistance on the other hand, amounts to 20 pounds per ton per percent- rise, Ga 20 qV/, so that a lifS grade requires 30 poinds per ton tractive effort in itself* If the curve occurred on the grade, it would act to reduce the maximum capacity of the locomotive to a corresponding extent, but since in this case the grades are tangent the curves only enter into the matter as sources of power consumption.

Of the three important grades, the two shorter, the 690'- 1^1 and 250 » -2^, are compen- sated grades, so that the 800 *-l-^ grade, con- suming the most power, becomes the ruling grade of the system*

The Northwestern Elevated intends reducing this grade in the next few years, so that the 690' -Isfo grade will become the ruling grade, but for the present, the 800' grade must be

considered the maximum.

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CALCULATIOU OF LOCOMOTIVE CAPACITY.

We are now ready to proceed with the deter- of the capacity of a suitahle electric locomotive. In the first place, the weight of such a loco- is limited to fifty tons, considering a standard 0-4-0 type with trucks spaced 18* -8" on centers hy the consideration of desirability of operation over the structures. Such a locomotive aan he obtained from the large manufacturers as standard eqi^ipment. A fifty ton locomotive of this type will have the full weight, or 100,000 pounds on the drivers .When coupled to a heavy train, the adhesion of a locomotive starting on a grade is generally considered as 27^, through of overturning moments and friction, so the fifty ton locomotive will develop a tractive effort of 27,000 pounds when required.

The ruling grade has heen determined as the SOO^'-lhfo grade north of Montrose Ave. The tractive effort required on this grade must, then be figured _to include train resis-

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tance, grade resistance, and effort necessary for acceleration. The train resistance of freight cars varies of course, with speed and conditions of the car and the weather, various authorities give averages of from three to seven pounds per ton for slowly moving trains. The usual value assumed is the mean of these, or five poundd per ton.

The grade resistance is twenty pounds per per ton percent rise, or thirty pounds per ton for a one and one half percent grade.

The acceleration of freight trains is generally considered as one tenth of a mile per hour per second, and this requires a tractive effort of 100 pounds per ton per each mile per hour per second acceleration, or 10 pounds per ton for this train( this is a literal figure).

The total train resistance is , then 5 plus 30 plus 10 which equals 45 pounds per ton. With a maximum tractive effort of 27,000

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pounde, the permissable train weight is £7,000 divided by 45 or 600 tons or 550 tons trailing load, which will be the weight of the average twelve car train.

Comparing the electric locomotive with the steam engine gives practically the same re- sult* The steam locomotive used in this work was the type 1-6, an eighty ton engine with 0-6-0 wheel arrangement, and 127200 pounds on drivers* This locomotive, under ordinary condi- tions, can accelerate a fifteen car train of spprozimatly 675 tons at the Required rate up the one and one-half per cent grade, from stand- still, and more with a running start*

The electric locomotive in comparison has seventy-nine per cent as much weight on drivers ( 100,000 pounds compared to 127,200 pounds )* But because of the uniform application of torque the electric locomotive can develop ten to fift- een per cent more tvsotive effort in starting without spinning the wheels* A fifty ton electr- ic locomotive should, then, be able to handle

.«■

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cozisidera'bly more than eighty per oent of the train weight hauled by an 1-5 steam engine. This means a train of twelve or thirteen ordi- nary forty-five ton cars, and more when a run- ning start is possible*

The average daily load has been computed to be in the neighborhood of ten loaded oars, hence a fifty ton electric locomotive with a capacity of twelve or thirteen, should be capa- ble of performing the service required*

-£3*.

SWSStD REQUIREIviaMTS

One of the objeotions to the steam loco- motive in this industry service was the low op- erating speed of the engines used. Four to ten miles per hour was the normal range, with the average for heavy loads rather close to the lower figure. In order to work the locomotive and crew at maximum capacity, and at the same time to permit of operation over the elevated main line traces without interfering with or delaying the regular service, the freight loco- motive should have a much greater working speed.

A fair value of average operating speed to meiet these conditions has beeJi estimated at fifteen miles per hour, for full load, she elec- tric locomotive, then, must be designed to op- erate at fifteen miles perhour with a trailing load of 550 tons, and at a voltage of 250 volts per motor as the minimum to be ea^ected,

Altnough more power will be required for motors of the necessary size and ratftxig than for smaller, slower, machines, the saving by expediting the work is expected to offset the

i:

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increase in InTestment aad operatiiig costs*

Locomotives eqaippad in this manner shoald be abld to maintain a free running speed, light, of from thirty to thirty-five miles per hour. Light loads can, therefor, be hauled at a comparatively high rate of speed in emergency service.

SIZE OF MOTORS.

The Westinghouse people advise that the mimimum equipment for their forty-seven ton locomotive be at least five hundred hsrsepower, or one hundred twenty-five horsepower per motor for an average operating speed of fourteen miles per hour on tangent level track. Similarly, the the fiftyton locomotive operating at sixteen miles per hour requires four - one hundred fifty horsepower motors.

But a 1^ grade in itself requires thirty bpounds per ton tractive effort, or approximately twice as much as accelerating at 0.1 mile per hour per second on tangent level track. It is

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apparent that the ourrent taken for straight hauling would be much less than that required for operation on a grade.

However, all of the grades on the "Ivans- ton line" are short, the time for which the maximum tractive effort ( which might amount to ZOfo adhesion ) would he required being always less than five minutes. It is usually considered that the one hour rating of a traction motor can be exceeded by sixty-five per cent for per- iods of five minutes or less without danger. In this particular case, the current corres- ponding to SOfo adhesion would be that for a one hundred fifty horsepower motor, or approx- imately 238 amperes plus 65^*

Accordingly, any proposition for smaller motors than these would be of questionable advisability.

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EO. OF ELBOTRIC LOCOMOTIVES REQUIRED. (Two eighty ton steam locomotives were required to handle the maximum demands, one working from the north and one from the south end of the line, and each putting a maximum of ten or eleven hours a day, when the average operating speed was from four to ten miles per hour. All work had to be done in the day time.

The load handled ranges from ten to thirteen cars a day f»r eighty per cent of the time, to twenty-five cars on twelve percent of the days throughout the year, and a max- imum of thirty-five cars the remaining time. One electric locomotive can haul twelve or thirteen cars at an operating speed of fifteen to seventeen miles per hour, and being relatively noiseless, can work an night shifts. Hence one locomotive can handle the demand for eighty percent of the time, and by working two shifts, could handle the twenty-five

car daily load, or, two locomotives could each work one shift to handle the twenty-five

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cars. For the remaining eight percent of the time, three shifts would be necessary, for for this is largely special rush work at special prices*

It is also advisable to have two loco- motives in case of the break down of one, and in an emergency, to operate in multiple on heavy loads, The decision, then must be to purchase two of the fifty ton locomotives secure an option on a third at the same price, to be exercised if made advisable by increased business.

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SBLECTIQJil OF LOCOMOTIVES^ In accordance with the above considera- tions bids and specifications were called for and locomotives ordered. The locomotive fin- ally selected as being the most satisfactory for the service was a Westinghouse special class, 0-4-0, double truck locomotive, with four 170 HP, type 567-R-I Motors, Gear ratio 17to 60, with 34" wheels. The data on this locomotive areas follows:

General Dimensions Length inside of knuckles, about 37* 4" Height over collecting devices in lowered

position above top of running rail, not over

13ft, 8" Height of center of drawbar above jrop

of running rail E» 10.5"

Width over side sheeting and bumpers 8» 6"

Distance center to center of trucks 18' 8"

Track gauge 4» 8.5"

Minimum radius of curvature of track

locomotive alone 50* 0"

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Clearanoe

Trucks, car body and fittings must conform to clearance diagrams shown on Metropolitan West Side Elevated Railway Co., Sheet No. 1594, as revised May 15th, 1917. It is desired to wear out steel wheels without any interference developing from "trolley rail and guard rail on curves of 90 feet radius.

When the motors are in the lowest possible position, the clearance of any part ahove top of rail shall not be less than £" with worn out wheels.

To facilitate operation around short curves, a side bearing clearance of 5/l6" total is desired*

General Construction

The standard steeple type of cab is desired, arranged with two complete sets of motormans controlling apparatus, in- cluding br^e valvfes, headlight switches.

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etc, for operation in either direction,

Motors

Each locomotive will be equipped with four direct current motors of the field control commutating po^e, hox frame type, with heat treated gears and pinions.

The motors will be operated for the present without blowers and blowers may be omilitted*

The specifications for 567-R-l the motor used are as follows; Horsepower at 600 volts 180

Field control yes

Series parallel awitoh yes

One hour rating© 300 & 600 volts 238 amps. Corresponding tractive effort, S.F. 12700^# Corresponding speed, full series, B.F,9MPH Continuous capacity at 600 volts S.F.140 amps Corresponding tractive effort 5800# Corresponding speed 25.3MPH

Cur. corresponding to SO^^j adhesion 405 amps n Time current is stood by motor 3 min. Maximum safe speed 35 M£H

Free running speed light, full mult, 40MPH Free running speed light, series mult.20MPH

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Size of wheels for above figures 34" Size of Journal bearings 5" by 9" Diameter of axle bearings 6»5"

Gear ratio 17-60

Gear face 5"

Control No. of notches, series 8

Ho. of notches, series parallel 5 Uo. of notches, full parallel 4 Current collecting Deiyices The locomotive builder will furnish and install on one end of the cab roof an air operated pantograph; and on the other end, a trolley pole so located that it can swing either way when the pantogranph is lowered. Locomotive builder will furnish and equip each end of locomotive with a Znutson No, 5 trolley retriever and 2£» of cord. The pantegraph and trolley pole must operate on overhead conductor varying from 14* to E2' above top of running rail. Trolley boards

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will extend the length of the cab proper, extending also to a total width of 4' -6", The trolley base will be the type known a U.S. #13.

The locomotive builder will furnish four rail current collecting devices per per locomotive, in accordance with Railroad companys standard drawings, and will apply and connect one device on each side of each truck, installing the connecting cable in conduit on the trucks as directed,

A single-pole double-throw quick-break knife switch will be provided by the Locomotive Builder in order to connect in the main motor circuit, either the overhead or third rail current collecting devices, as desired. Heating System

The Locomotive Builder wii»l furnish and install* in the center of the cab, a #149 "Estate" caboose stove, sold by the Estate Stove Company, of Chicago. Suitable

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smoke Jacket will Tje provided, snd will "be insul ated from the steel roof ty an #"Bleotro-bestos" stove pipe insulator, sold "by the H.W.Johns- Mansville Co., of Chicago.

Air Brake System Combined straight and automatic air brake system will be provided with separate straight and automatic brake valves. Two compressors, each with a continuous capacity, of not less than 25 cu.ft. of free air per minute, will be provided by the Locomotive Builder and installed beneath the car body.

heights. lotal weight of Loco.#l-108100# inai.260# sand Total weight of Loco.#2-107l20# incl.250# sand

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OPgRATIOn OF TEE ELBCTRIC LOCOMOTIVES The operating charaoteristics of the electric locomotives are shown "by the accom- panying eurve sheets taken from the records and test data of the Westinghouse Company. The first of these gives the characteristics curves of the motors used, using both full field and short field. The short field winding is obtained by cutting out a portion of the regular winding. This decreases the field strength and the torque, hut increases the speed of the motor. The short field is obtained thru special contacts on the controller, and can be reached only when the motors are in series, series parallel, without resistance. The curves shown are for 600 volts across each motor.

The speed surves and current curves are given to show the difference in operating characteristics for series, series parallel and for series parallel, parallel operation.

C/r/^/^y^C T^^/JS 7-/C CO/=H^£r^

/TO , /•./?

^^^^^^^^^^^^

£-J=^/C/£A/CY

Sf££0

y^/^f^£r^£rs eoo 300

J^H|«

	V
AmJ^^^	\
^§1	\

u I m

«; I kv^

^itv r

~ j/yjryy^>^-y

\

•4-1*' M^f -y^y - «r.^j»vr»-

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The speed obtainable in straight series is roughly twice that for series parallel but the current consumption is doubled, as is also the time required to reach maximum speed.

The speed curves as indicated are for a load of 340 tons-300 tons pushing and 40 tons trailing. These indicate very favorably speeds for the requirements of operating conditions*

The speeds to be expected when hauling a full load of 550 tons can be obtained app- roximately from the cahracteristic curves assuming uniform acceleration at 0.1 mile per hour per second until full voltage is applied to the motors and considering the train resistance as constant at 5 pounds per ton, the tractive effort required to accelerate a 600 ton train on the level is

750 plus 1500 ; 2250#, and on a 1^ grade, 4500# more or 6750#. From the curves the current corresponding tothis tractive effort is 360 amperes per motor, whichis the maximum allowablefor periods of five

-36-

minutes or less. The maximum speed on the grade, fu^.! parallel is 15 miles per hour at E80 amperes per motor for full field, and 17.5 miles per hour at 340 amperes per motor for short field.

On tangent level track, the current during acceleration is reduced to 190 amperes and the limiting conditions are £5 miles per hour and 80 amperes full field and 30 miles per hour and 100 amperes short field.

Series-parallel operation practically halves the speed and the total current consumption. This corresponds to the operating requirements, since 15 miles per hour is the desired operating speed.

The maximum speed obtainable with the locomotive running light on short field is in the neighborhood of 40 miles per hour.

-37-

SERYICE AMD PERi'ORMAiJCE OP ELECTRIC LOCOMOTIVES.

Daring the five months of oper£ction, the electric locomotives have haxid:).ed the heavy demands for winter seal deliveries in a very creditable manner* 'Jihe wor^ done during three months of the time was consider- ably above the expected average » as shown by the figures. Talfcen h^^ months, the figures

are as follows:

M0» loaded i^o. loaded

Month LOCO. Mi. cars handled cars/day Loc.m.

lUIB — ^

1015

102a

797

459

664

The average number of loaded cars handled

per day Curing ijfov. and Pec, approximates the

the figure considered in the calculation as

a maximum va!}.ue. Aheavy days wor^fc for the

sxeaitt locomotive is given as 31 loaded cars

JiiOV. ijjov.	96b
Dec*	631
^au*	667
Feb.	536
Mar.	511

33.6	32.3
84.0	£7.7
26.6	22.2
15.3	17.9
lb.5	17.0

« 3

-28-

per day, handled in two shifts hy an engine operating 32,8 miles# The Hov. figures for electricl operation show that an average for Hoy, was 33,8 loaded cars were handled perday, with a locomotive mileage of 32,8

One electric locomotive it has been found, can take as many as 17 or 18 cars up the ttontarosec&T&nue grade. Occasionally it was necessary to double head the two locomotives to take a longer train up on to the structure, but it was seldom necessary to operate three shifts.

The cars are distributed to the industry tracks, in about the same manner and number per unit length of line with possibly a slight preponderance on the far or north end. As an example of the amount of work done, the records for each siding show in the following tables for the month of Mar, 1921, when 564 cars were distributed to the various industry tracks

/

-39-

Tlie number of cars switched, and the location

of each siding are noted.

Miles from Siding Ko. Cars Montrose Ave.

1. N.W.El.R.R.

2. Pt, Dearhorn storage W.H.

3. Consumers yd. #37 4« Sanitary District 5* Consumers #35 6. G. Lill coal Co. , ?• Edgers Coal Co.

8. Ferguson Coal Co.

9. Best Coal Co.

10. Track Elevation

11. Consumers #17 1£« Mars Slator Co. 13* Wis. Lumber Co. 14. Horth Shore Storage 1ft. Mainbstreet team track

16. Sinclair Oil

17. P.S. Company

18. Church St. Team Track

16	.49
29	.81
46	1.16
12	1.20
3	1.62
61	1.90
37	2.26
4	2.28
91	2.80
111	326
22	4.63
16	4.89
9	4.92
2	4.93
10	5.65
10	6.23
18.	6.75
34	7.40

-40-

19, Armour and Company If 7.46

EO. Consumers # 7 17 7*78

Total 564

The total number of car»miles of switch- ing in March is given as 3596.34, and for the other four months, as follows: Month Ko. cars taken north Total Mileage Nov, 1037 6960. 2E

Dec. 976 6468.82

Jan, 77 770 5427.10

»eb, 459 3157.56

Mar. 564 3696.34

Che cars taken north are mainly coal cars. The loads have been averaged with results that show that of the total number of cars taken from the receiving yards, 85^ are 100,000 pounds capacity high side gondolas, ten percent are 80,000 pounds capacity low side gondolas, and five per cent are box cars or emptiejifs. The weight of an empty car average approximately twenty tons.

'}

-41-

With due allowances, the average car weight on

the north end haul can be taken as sixty-five

tons, car and load, and the average south hound

as 20 tons, since only one or two percent of the

south hound cars loaded. This gives an average

oar weight on the round trip as forty two

and one half tons* Then the miles hauled

per month can he calculated*

Month Car mileage

Hov, 6960. 2£

Dec. 6468,82

Jan. 5427,10

Feh, 3157,56

Mar. 2596.34

Month Car mileage

per loco, miles

Kov. 7,20

Dec, 7.78

Jan, 8,14

Feb. 5,90

Mar. 7,04

Ton Miles	LOCO, miles
296,000	968
275000	831
230000	667
134000	536
153000	511
Ton milee per loco.	! Miles/car iutle
306	6,72
330	6.65
340	7,04
250	6,88
300	6.40

-42-

These records permit of the calculation of monthly and daily averages of the first three items.

Item Av. per month Av« per day Car miles 51E2 170.7

Ton miles 217700 7266

Locomotive miles 703 23,4

For the other three items, average car miles per locomotive mile is 7.21, which means that each locomotive handles an average load of 7.21 carSf or an average tonnage load of 306 tons. The maximum may he expected to he ahout twice this value. The average miles per car works out to he 6.74 miles, or, the switching service out and hack is equivalent to 6.74 miles of operation for each car.

-43-

BASIS OF COMPARISOli OF COSTS liinieii It is desired to maJce an accurate comparieon of the relative costs of two, flifferent methods oi £oing tne same thing certain fundamentals relations should exist between the various detailed cost item£» TO eliminate the possiblility of more or less serious errors, these five conditions should be fulfilled.

First: the nature and amount of service performed, and the operating conditions where these affect tne cost( as in this case; weather conditions of rignt of way, efficiency ot train crew, etc.) should be similar to all practical purposes.

Second: all costs for both methods of operation should be averaged over the same period of time, or reduced to sucn an average, because of the rapidly varying unit prices, Third:the total cost of eacn service

X

-44-

Should oontain the same or corresponding factors in "both estimates. That is, if the figures on one method neglect maintain- ance of way, the other should not include it»

Fourth: th* same degree of accuracy should prevail in all figures. It is unfair to use an accurately measured figure for some one item of the cost of one syatem an only a rough estimate for the corresponding item in the other system.

Fift^: the cost of each service should be reduced to as fundamental units as possible, to do justice to each method of service.

When it is impossible for any reason to comply with these requirements, the results obtainable can be considered only as more or less close approximations. A study of the relations of steam and electric locomotives on the St. Paul industry service shows that all of these conditions cannot be properly fullfilled.

-45-

In the first place, the steam locomotives formally used on this work were pooled by the C,M.& St. Paul Chicago Terminal division with more than a hundred others. Ho one locomotive spent a great amount of time in the Bvanston Line service, and from the nature of the cost accounting system, this fact makes it extremely iliffioult to properly apportion the cost of the Evanston line» WHile the general nature of the service over the Evanston line is the same as that over the whole Chicago Division, great care must "be taken in determining the ratio of avergge service on this line to the total service performed, to arrive at a fair unit cost*

On the other hand, the electric locomotives are used only in this specific service, and careful cost records have heen made making it possible to absolutely determine the exact cost of operation.

The operating conditions with simiiir

-46-

but not exactly the same, for the elettrlo crew, "being under the direction of a Yardmaater at Buena Park, could he worked the more efficiently. As to climatic conditions, and conditions of right of way no practiaal difference exists.

, Hie second condition can he met with a reasonahle degree of accuracy, Factors are available for reducing all costs to a present day basis, and operating expenses can be average over similar periods of time.

It is also possible to compute corres- ponding costs for both steam and electric operation. These have been classed under three headings: fixed charges, operating expenses and maintainance and damage charges. In both cases maintanance of right of way is neglected, as the freight service forms but a small proportion of the traffic over the line so the difference with steam and electric freight charges is negligible*

-47-

The condition requlBing similar accuracy of results for the two costs charges has proved absolutely impossible to fulfill, for, as stated above, the cost of steam operation must be estimated from the operliting expenses ofa whole division while exact figures are avail- able for the engine. An attempt was made to follow through the charges against the identical locomotives used in the Bvanston line service for a period prior to the introductio of electric operation, but the because of the many arbitrary assumptions necessary in so doing it becam evident that the results would not justify the great amount of time and labor required in so doing. Hence, while exact data were available for some few items, the majority of the costs were figured as an average for the class 1-5 locomotives.

The most arbitrary assumptions had to be made in selecting the unit cost basis of omparison* For this type of service, three units might be used. The most fundamental of these is

-48-

the gross ton-mile, which, for operating expenses, is practically independent of quantity of service, length of trains, size of locomotives, or similar items, somewhat similar to this is the cost per loaded car handled. This basis assumes that the operating conditions are similar, and that the average mile per car is the same in each case. But no records could he obtained from C.M.&St.P R.R. of the number of cars handled over periods for which locomotive costs could be computed. These units are therefore not

available.

This leaves the locomotive-mile as the only possible unit with which to work, and even this is unsatisfactory for the steam operation because an assumption must be made of the average Aperating speed of the engines, and miles figured from the hours in service. This is not at all satisfactory, the average operating cost per mile can be figured on this basis for the locomotives as a class, but this figure may not hold tfor the Bvanston

-49-

line, because of the possibility of a limited amount of service, lees tha^ the average, be- ing required during a shift, with a resulting c cost per mile much higher thaxi the average.

In considering fixed charges, the loco- motive-mile basis is xmfair to the locomotive operating at less than full capacity, or haul- ing the longer trains. In the absence of other data, the most satisfactory method of coirputing fixed charges per locomotive-mile is to assume the same mileage per year for the steam as for the electric- i.e«, assume the same service for each, which may or may not be near the truth,

I t is evident that the comparative fig- ures cannot be relied upon as better thali a rough estimate of the relative cost of steam and electria operation. The figures on electric costs can be depended upon as fairly accurate, but too many arbitrary assumptions and approx- imations are necessary to permit of accuracy with the steam computations.

f:

-49.

COST OF OPEEATION OF ELECTRIC LOCOMOTIVES.

To arrive at a fair basis of comparison of the relative costs of steam and electric locomotives, the figures must he obtained for some unit of work performed. Before such unit costs can be calculated, however, the total cost of operation over a definite period must be arrived at. In obtaining these amounts for the electric locomotives for five months of operation, the cost is separated into some twenty-eight items, for convenience in determ- ining the total expenses, and in studying the distribution of cost with variation in amount of service. The following items are those considered by the Engineer Accountant of the Northwestern Elevated R.R. in his in- vestigation of cost changes. Train Crew Labor.

The employees necessary for freight operation include motorman, switchmen, trolley men and a yard master. These men are paid an

-50-

hourly rate, and time cards, made out eaoli day for each man, are handled "by the regular routine of the elevated roada. The exact amount paid for labor can be obtained from fheae cards.

Inspection and Repairs to Electric Locomotives.

Each locomotive is inspected every second week and any necessary minor repairs made as required. The labor for such inspection is shown on the shop time sheets, and the material required is recorded by the store- keeper.

Time of General Office Clerks devoted to freight purposes.

This item covers the labor of the time- keeper force in making up the entries for labor for freight purposes, making out the payroll, etc. 5he time of all other clerks and officials is not included.

-51-

Sand

The cost of sand includes the actual price paid for the sand plus the actual lahor costs for handling it into bins. The cost of dry- ingit and placing it on the locomotives is taken care of under item 2. Stationery

This includes all stationery supplies furnished "by the elevated road to the Freight Crews, such as reports cards, time cards etc. Actual costs as shown hy the storekeepers requisitions and the purchjising department are used*

Interest on Captial invested*

The toatl amount invested in the two electric locomotives is covered hy an application for expenses #43£ amounting to |63,872.28 ^Interest on this is figured at 7^, the rate allowed by the Illinois Public Utility Commission in the 1919 valuation of the Elevated Companies, as shown on page 61

-52-

of the Final Order of the Commission; dated

Jan. 4,1921, The interest at this rate amounts

to $ 4,790,42 a year, or $399.20 per month.

Depreciation of Blectrio Locomotives

An attempt was made by the Engineer

Accountant of the Elevated Roads to determine

the life of the electric locomotives from

the earperience of the other roads with

similar service conditions* Axu ezteneive

correspondence on this subject, with engineers

skilled in valuation an estimating, tends

to prove that the life of the locomotives

will average from twenty to thirty years

with a ten percent scrap value, A typical

reply is that of Sidney Withington, Electrical

Engineer for the New York Uew Haven and

Hartford Railroad who says,

" It seems to me that maintainance is not

always 100^ as it might be economical to allow

locomotives to deteriorate and replace them with new ones after a period of years*

-53-

"Forthermore It seems to me that Obsolescense should be oonsidered, as the development of electrification ia rapid and it is not impossible that improvement will be made wituxu ohe nexL twenty ;^eard which

will permit the use of equipment so much more efficient than equipement at present available as to auilce general replacement economically advisaole*

" All things considered therefore, it would be my opinion ■Cue/c 20 years would be a reasonable assumption as to the length of life."

As a fair average of the estimates a life of Zti years is assumed, with a scrap value of ten percent, 'fhe original cost is 63,6?2«23 so the salvage value is estimated at $o, 367.23, and, assuming straight line depreciation, the annual depreciation is ^b7,485.0b divided by 2o, or ^ 2,29^,40 The monthly charge is then ^1^1. 62*

I

m •

-54-

Ineuranoe on Elec. LooomCtive^

Tlie actual cost of insurance , as submitted b^ MT Love, Ass't Auditor, is $171«16 per ^ear or fl4«27 a month*

Sand Dryer Interest The sand dryer was purchased for use in freight service exclusively, at a cost offSVO. Allowing interest at Tg^ as above, this amounts to $20.25 a year, or $1.69 a month* Sand Dryer Depreciation. The estimated life of tne s^nd dry*' er is 10 years, with practically no scrap value at the end of this period, ihia ggves a depreciation charge of ^ 27.00 per year of $2. 25 per month. Lubrication of Locomotives In spection of the records of the Shop Department shows tnat the average amounts of lubricants used per month were as follows: Electric car oil 10 gals,

compressor Oil 2 gals,

wear Urease 37 lbs.

Woolen Packing Waste 5 los.

-55-

The resulting cost then for the five month operation pertaining lubricants totaled |40.90

Locomotive grake Shoes The cost of Brake Shoes is governed by a contract per 1000 car miles which works out as follows:

Month	Mileage	COntraotnPrice	Cost per mo.
Kov.	968		.9293		.90
Dec.	831		.9293		.77
Jan.	667		.8579		.57
Peh.	536		.8579		.46
Mar.	511		.8579		.44
	Other Supplies	for	Fri^ght	Service.

This item includes such supplies as cannot be allowed to any particular phase of service, such as tank car covers, coal for heating locomotives etc.

Yardmasters Office Telephones

There are two phones in the yard masters office. One is a company phone for which a proper proportion of the switching operation cost is |2.50 per month.

-56-

The Illinois Bell Telephone is an exten- sion of the one in the main of five at Buena* The charge for this phone is 75yi. per month for the extension plus one half of the regular phone cost of this telephone. The total cost for the operation of these telephones over the five month period amounjfed to |70,55. Yardmaster*s Office Rent

The portion of the Buena Station owned "by the St. Paul and leased to the Northwestern is used by the freight department as an office and storehouse. The area of this part is ahout 557 square feet.

Based on the 1919 valuation of the whole building, and at 7^, the rental value of the part used "by the freight "business would "be approximately |900.00 per year or |75.00 per month, according to Mr. Helton, Real Estate Agent of the Elevated.

-57-

Yardmaater*s Office Electric Light The Yardmaater reports a total of 1401 hours of electric light. There are five 23 watt Mazada lamps used and this would give a total of

161.1 M. which at 5{j per ZBH would make the total cost of the five months operation amount to |;8.055

The total cost of heating the Yardmasters office for the same five month period amounted to $71.10

Taxes on Locomotive. *

$500.00 per year or 41.67 per month. Electric Energy used by Locomotive

This is actual cost, as shown by meter reading in locomotives, multiplied by the rate paid by the elevated company for electrical energy.

Repairs to Bldg. used exclusively for freight purposes.

This item is the labor and material cost for repairs to freight buildings as shown by labor

-58-

tlme sheets and requisitions*

Repairs to freight track trolley equipement This item covers only repairs on trolley equipment used for freight purposes and is shown hy lahor time sheets and storehouse requisitions*

Repairs to station and platforms Repairs to stations and platforms by freight oars and is covered "by labor tint sheets and storehouse requisitions* Damage to Freight Care. Cost of repairs to freight cars is actual cost as shown by labo time sheets and requisitions*

:: Damage to contents of freight csrs* This is the actual amount paid to claimant for damage to contents of the car*

Personal damage on ec count of freight accidents*

This includes actual amount paid to claim- ant plus any costs accruing*

Maintalnance of freight trolley equipment.

-59-

TMs Is the actual cost of malntalnauce of overhead trolley equipment on freight racks,

OtherExpenses

This item carries the actual cost of items not allocated to any other itm, such costs as switch light oil, matches, coal for flagman's shanty and various other small items due to freight operation.

Tax on freight business.

The 1919 Tax bill from the St. Paul Co. gives the tax on freight business at I 7,240.50

Owing to the large increase in freight rates in 1920, and the exceptionally large business done in 1920, it is ewtimated that the receipts for 1920 would be approximately $9000 per year of |7,50 per month.

Bent of G.U.S.&MR.B. Locomotives.

W^ile one electiio locomotive was delivered prior to Uov. 1st 19E0, the other was not put into service until Nov. 15th. In the interim an electric locomotive was rented from the

-60-

Chicago North Shore & Milwaukee Railroad and the rental price was paid during the month of Bee ember*

ajhie is the actual cost of repairs to the Uorth Shore Locomotive while in our posse- sion*

-61-

C08t Of Electric Operation,

By the methods outlined in the preceding section, the cost per month for each item can be calculated, and the total expense of electric operation can he computed for each month*

Since the basis of comparison must be on the locomotive mile as a unit, the cost of each item is given as total for the month, and as dollars per locomotive mile.

Hovember 1920*

Train Crew |3,3S6,00 Insp. & repairs to 148.03 den. office exp. 15,00 Elect. Loc. Int. CThfo 399.20 Elect. LOC. Depreciation 191.62 Elect. Loc. Insurance 14,27

Sand Dryer. Int. (^7ffo 1.69

Sand Dryer Depreciation 2.25

Lubrication 8.80

Braice Shoes 968 Miles © .9293

Other supplies 7.63

Yardmaster telephone 13.63

" office rent 75.00

" E light 1.34

" " heat 14.22

Taxes on Locomotive 41.67

Cost/ Loco .Mile.

|3.445 0.153 0.0156 0.413 0.198 0.0147 0.00175 0.00233 0.0091 0.00093 0.0079 9.0141 0.0775 0.0014 0.0147 0.043

-6E-

Elect, Power

Any other expenses

Tax on freight

SEE,E4 109,10 750,00 ^.

Train Crew

December 1920.

I 2841.78

Insp, & repairs to 398,84

General Office Clerks 15,00

Elec.Loc, Int.^ 7|^ 399.20

" " Depreciationi^l 191.62

" " Insurance 14.27

Sand Dryer Int. €7-|^ 1.69

" " Depreciation 2.25

lubrication 8.80

Brake Shoes 831 miles .77

Other supplies for freight610.12

Yardmaster telephone

" office rent

" " li^ht

If It

heat

TaxBS om Locomotive

Elect. Power

Repairs to trolley Equip.

Freight car damage

Any other expenses

Tax on freight

Rent of G.U.S.&M.Loco

1920 Train Crew Insp. & repairs General Office clerks Elec. Loc. Int. © 7^ " " Depreciation " " Insurance Sand Dryer Interest ©7^^

" E Depreciation Lubrication Brake shoes Other supplies Yardmaster telphone

13.36 75.00

134 14.22 41.67 312.32 83.05 112,96 490.11 750.00 ££85^0a ' $6663.37

,841.78

398.84

15.00

399.20

191.62

14.27

1.69

2.25

8.80

.57

0.3333 0.113 0.775 |F75^ —

3.425 • 470 0.0181 0.472 0.2305 0.0172 0.0024 0.0027 0.0106 0.00093 0.7350 0.0161 0,0903 0.0016 0.0171 0.0502 0.3780 0.1000 0.1360 0.5900 0,9030 0,3430

14.52

.425 0.470 0.0181 0.472 0.2305 0.0172 0.0024 0.0027 0.0106 0.0009

0.0218

-63-

Jan. 1921 (oont.)

Rent, Yardmast ere Office |75.00

Light, " " 1.34

Heat, " " 14.22

Taxes on Looo. 41.67

Electric Power 213.10

Reprs to trolley equip. 40.93

Freight car damage 34.30

Other ezpenees 65.45

Tax on Freight 750.00

Repairs, O.K. S.&M.LOCO. 40.88

$4911.34

.1125 0.0020 0.0213 0.0625 0.3200 0.0614 0.0515 0.1280 1.1250 0.0613 |7.36

Feb. 1921

Train Crew Insp.^ repairs General Office Clerks Cost of Sand Stationery Bleo. Loco.

n n

n n

Sand Dryer,

n n

Interest 6 7|f^ Depreciation Insurance Int. ^ 7i5J Depreciation Luhrication Brake Shoes, 536 mi. Yardmaster's telephone " Office, Rent " " , Light " " . Heat Taxes on Loco. Elec. Power Freight car damage Other Sxpences Tax on Frei^t

|3

,770.36

129.88

15.00

• 0,00

13.50

399.20

191.62

14.27

1.69

2.25

8.58

0.46

15.14

75.00

1.34

14.22

41.67

116.50

9.91

66,85

750.00

,627.44

13.3000 0.2420

o.eeeo

0.0000 0.0252 0.7450 0.3570 0.0266 0.0032 0.0042 0.0160 0.0009 0.0283 0.1400 0.0025 0.0265 0.0777 0.2175 0.0185 0.1060 1.4000

-64-

March, 1921

Train Crew |1395,45 |2,«7S00

Insp, & repairs 89 ,21 •1745

General office clerks 15*00 #0294

Cost 4f sand 47,64 .0933

Elect. Loc. Interest©7i^ 399.20 .7820

w " Depreciation 191,62 .8750

" " Insurance 14,27 ,0280

Sand Dryer Interest *£7if$ 1.69 .0034

" " Depreciation 2.25 .0044

Lubrication 6,03 .0118

Brake shoes 511 miles ,44 .0009

Yardmaster's telephone 13.90 .0272

Yardamster's office telephone 75.00 .1470

1.34 .0026

14,22 .0278

41.67 .0816

110.20 .2160

95,94 ,1880

55,72 .1090

750.00 1,1700

5S05.79 6,4700

Yardmaster's office light

Yardmaster*s office heat

Taxes on locomotive

Elect, Power

Maint, of Overhead Equip,

Any other expenses

Tax on freight

Totaling and averaging the various items over the five months, and grouping them under the proper headings another tahle can be prepared as on the following p&ge;

-65-

Cost Item Total 5 mo* Fixed Cfegs. Interest $1996,00 Depreciation 958,10 Insurance 71,35 Taxes 208.35 Sand Dryer Int. 8.45 Depr.11.25

Av./ mo.

Co St /log. Mile

II

Operating Expenses. laBor ^^11500. 66 Insp. Repairs 1419.54 Labor Gen. Off. 74.00 Sand 145.04

Stationery 13.50 lubrication 40.90 Brake shoe chgs. 3.14

Supplies

Telephone

Light

Heat

Fuel^ower

617.75

70.45

6.70

71.10

1074.36

^399.20

191.62

14,27

41.67

1.69

2.25

P300.13

283.91

15.00

29.01

2.70

8118

.63

123.55

14.09

1.34

14.22

214,87

159.45

750.00

Other expenses 797.23 Tax on freight3750,00

Maintainance and

Damages Trolley Equipment 123.98 24.60 Freight Cars 157.17 31,43 Overhead 95.94 19.19 Grand Total $23850. 63|4'5'70. IS

$ .5780 .2725 .0203 ,0594 .0024 • 0032

.2750 .4036 .0213 .0414 .0038 .0116 ,0009 ,1760 ,0200 .0019 .0202 .3060 .2270 1,0680

.0353 ,0447 .0273

p. 7266

-66-

liiis gives the UotJai cose of tii© elec- triciil oper6,tion as $6.7366 per locomotive mile, an average over xne five montiis. This is the figure to oe used in comparing the cost of electric locomotive service with that of steam. Wh&le there is some chance of error due to the fact that records were tafcen over only five months, still these five months should give a fair approximation of the yearly average. At any sate, the error is negligible when some of the assumptions necessary in deter- mining tne steam costs are taicen into consid- eration.

-67-

COST OF STEAM OPERATION.

The steam locomotives used in the switching service on the Evanston Line of the C. M. & St. p. R. R. were of the Northwestern 1-5 class. This is a 0-6-0 type of switching engine having a tractive effort of 28,158 lb., a weight on drivers of 127,000 lb., and a grate area of 25.8 sq. ft. Com- plete dimensions and specifications are shown on the accompanying blueprint and table.

This type of engine was used on the switch- ing service for the reason that it was the only type of C.M.& St. P. switcher that was light enough to operate on the elavated structure. It so hap- pens that if its weight and tractive effort are calculated theoretically, they agree substantially with the actual results.

As was ex|>lained before, the cost data on steam operation is largely of an arbitrary nature, and represents average costs on the Chicago Ter- minal Division of the C. M. & St. P. R. R. rather

-68-

than the specific cost of operation on the Evan- ston Line,

To reduce these costs to the locomotive mile unit, three different methods were uded.

For fixed charges, the total yearly charge was divided by the yearly mileage which would prevail if the electric locomotives continued to operate at their present average net speed.

For operating costs, exclusive of labor and .those items which were common to both steam and electric operation, figures were first obtained on a locomotive hour basis. This was possible because all the C. M. & St. P. costs are figured on an average switching speed of six miles an hour. This cost per locomotive hour was then di- vided by an arbitrary speed of one and one quar- ter miles an hour, which represents the approx- imate speed on the Evanston Line.

For labor costs, the wages per hour were di- vided tjy the speed of one and one quarter miles an hour

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TABLE OF ITEMS ENTERINg INTO THE COST

OF STEAM	OPERATION..
Itemized		Cost per	Cost per
Factors		loc. hr.	loc. ml.
Fixed Charges
Interest			.2380
Depreciation			.1427
Insurance			.0013
Taxes			.0391
Coal		1.8500	1.4800
Repairs (running)		.5148	.4110
Repairs (classified)		.2844	.2275
Enginehouse expense		.8676	.6940
Water		.1014	.0811
Lubricants		*0252	.020S
Other supplies		.0489	.0391
Labor			4.4300
General office clerks	etc.		.0214
Telephone - Yardmaster		.0194
Rent - Yardmaster 's office		.4068
Light - »•	It		.0019
Heat - "	n		.0202
( Continued on	next page.	)

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TABLE OF ITEIVIS ENTERING INTO THE COST OF STEAM OPERATION, ( Continued ) Itemized Cost per

Factors. loc. ml.

Freight car damage Tax on freight Any other expenses

Total cost of steam operation

.0480

1.0680

.2270

9.5177

The detailed figures and methods used in obtaining the above results are shown in the following discussion:

YEARLY MILEAGE.

The yearly mileage used in computing the fixed charges per locomotive mile for steam operation was assumed to be the sajne as for the electric service. This is true for all practical p\irposes because the distance transversed by two locomotives of practically the same size and power, in performing a definite service is nee-

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essarily the same.

Prom figures furnished by the transporta- tion department of the Chicago Elevated R.R., the total mileage made by the two electric loco* motives from Nov. 1, 1920, to Mar. 31, 1921, was 3,513. As this represents the mileage for five months for two locomotives, the yearly mileage per locomotive would be:

3513 X 12 X 1 s 4210. 5 2

NET SPEED

The total mileage and the total hours of service of the two electric locomotives were ob- tained for the months of November and December, 1920.

Month Mileage Hours Net Speed Nov. 968.48 728 1.325 Dec. 831.00 639 1.305

It is known that the net speed attained in steam operation is smaller than that in electric service, but no definite figures were obtainable

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for the former. Therefore an arbitrary speed of one and one quarter miles an hour was assumed, which is slightly less than the net speed of el- ectric operation. This is probably higher than the true net speed of the steam service, but it will serve for purposes of comparison.

FIXED CHARQES

A value of $20,000 was given to the class 1-5 steam locomotives as a present day reproduc- tion price. This was obtained by applying a fac- tor of 2.5 to the "before-the-war" value (|8000) .

II^EREST.T

The rate paid by large railroads such as the C. M. & St. P. for money ranges from 4-1/2 % to 5-1/2 %. An average value ot 5 % was assumed for this purpose. The yearly interest charge is divided by the yearly mileage to obtain the cost per locomotive mile.

20.000 X .05 s .238 / loc. mi. 4210

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DEPRECIATION

The depreciation rate charged against steam locomotives of the 1-5 class is 5 %* This repre- sents a 33 year life, altho at the end of that time the locomotive may be madeo(Sf totally dif- ferent materials due to classified repairs.

20.000 X ,03 s 1.1427 / loc. mi. 4210

INSURANCE

Very little data was obtainable on insur- ance rates for steam locomotives. Prom an anal- ysis of the cost of work train service prepared by the Illinois Central R. R. , a rate of .00028 on the value of the locomotive was found.

20.000 X .00028 - |. 00133 / loc. mi. 4210

TAXES

The allocation of taxation charges to indi- vidual locomotives is a very difficult task, and is never carried out on a road of the size of the C. M. & St. P. It is known, tho, that the rate is the same for steam and electric locomotives in the same service. Therefore that proportion-

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al part of the charge oU the electric unit, de- termined by the ratio of the present day values, was used for the steam engine taxation charge.

20.000 X .0625 e J. 0391 / loc.mi. 32,000

COAL

An attempt was first made to obtain the weight of coal used 1^ the identical locomotives •in the Evanston service over a period of time for which the mileage was known. Because of the complexity of the records, the value of such a figure would not be worth the time expended.

Instead, the average weight of coal burned per locomotive mile on the Chicago Terminal Div- ision of the C. M. & St. P. R. R. was obtained from the office of the Terminal Superintendent over three months of average operation. The serv- ice on this division is entirely switching, and equal parts of it are handled by locomotives of classification 1 and C. Therefore, if the aver- age coal consumption is multiplied by the ratio of the 1-5 grate area to the average grate area of the division, a fair value for 1-5 operation

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.may be found.

Average coal comsumption on Chicago Ter. Div. for Oct., Nov., and Dec. 1920 s 173#/loc. mi.

Average grate area on Chicago Ter, Div. = 36,6 sq. ft.

Grate area of 1-5 locomotive = 25.8 sq. ft.

Therefore Class 1-5 consumption •

173 X 25.8 B 122, say \2^ lb. / loc. mi,

36.6

The cost of coal delivered to the locomotive on the Chicago Terminal Division is |4.94 / ton. Taking into account the auditing department speed of 6 mi, / hr., and the actual speed of 1.26 mi. per hr., the cost of coal per locomotive mile may be determined as follows:

125 X _6 X 4.94 - |1.4800 / loc. mi.

2000 1 .25 ^ -

REPAIRS ( RUNNING )

The cost of running repairs was determined for three locomotives operating in the Evanston service. The cost per locomotive mile on. a basis of a speed of 6 mi. / hr. was first determined, and from this, the cost in the industry service

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was found "by use of the speed ratio.

Locomotive Cost Mileage Cost / loc. ml. 1507 1367.00 14,861 .0920 1522 1531.62 19,965 .0767 1526 297.52 2,433 .1204

3196.14 37,259 .0858

.0858 X 6>00 . .4100 / loc. mi. 1.25

REPAIRS ( CLASSIFIED )

The cost of classified repairs was obtained In the same manner as was the cost of running repairs.

Locomotive	Cost.	Mileage.
1504	1044.62	690
1505		18,732
1507	1484.54	14,861
1322	583.19	19,965
1528		11,452
-		- ^

3112.35 65,700

3112.35 X 6.00 s 1.2275 / loc. ml. 65,700 1.25

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ENGIKEHOUSE EXPENSE

The average cost of enginehouse expense per locomotive mile on the Chicago Terminal Division was obtained from the Terminal Super intendant for the months of Oct . ,Nov. ,and Dec. 1920. This figure was multiplied by 6/7, the ratio of the weight on drivers of the class 1-5 engines to the average weight on drivers of the entire div- ision. It was again multiplied by the speed ratio to obtain the cost per locomotive mile for the industry service.

.1686 X 6 X 6.00 s 1.6940 / loc. mi. 7 1.25

WATER

This figure and the two following were ob- tained in the same manner as the above.

,0198 X 6 X 6.00 tt $.0811 / loc. mi. 7 1.25 -

LUBRICANTS

.0049 X 6 X 6.00 • $.0i02 / loc. mi. 7 1.25

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OTHER SUPPLIES

This includes the cost of repairs to tools, furniture, and other movable articles required by steam locomotives.

.0095 X 6 X 6.00 r $.0591 / loc. mi. 7 1.25

LABOR

This item includes the wages of the train crew, the switchman at Buena, and one half of the wages paid the yardmaster at Division St. It represents the same complement of men as are ta- ken into account in the cost of electric opera- tion. The total hourly wages paid are. divided by the speed of 1.25 mi. per hr. to obtain the cost per locomotive mile.

REMAINING- ITEMS

The remaining costs are those which are common to both steam and electric operation. They are taken directly from the electric opera- tion cost data and transferred.

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SUMMARY All of the cost data o"btained on the two s systems of freight service for the St, Paul ind- ustry trades axe summed up in the comparative table given below.

COST ITEMS

COST PER LOCO.^,

	FJiECTKTC	STEAM
fixed Charges
Interest on Locomotive	10.5780	$0.2360
Depreciation "	0.E726	0.1427
Insurance "	0.0203	0.0013
Taxes "	0,0594	0.0391
Interest on Sand Bpyer	0.00E4	-
D6pre£iation __" ^I.	0.0032	&
TOTAL	$0.9355	$0.4211
Operating E35)enses
Train crews	10.2750	$3.5790
General Office Clerks	0.0213	0.0213
Electric Power	0.3060	-
Coal	-	1.4400
Water	.	0.0768

4~..

80-

COST ITEMS

COST PEB LOCO . -MI .

ELECTRIC

$0.0116 0.4046 0.0452 0.1066 0.0019 O.OEOS

Labrioante

Inspection & Repairs Supplies for Locomotive Yardmaster's Office Rent

" " Light

" " Heat

" " TelepliojaeO.0200

Supplies for Freight Service 0.1760 Other Szpeuaes 0.2270

Taxjon J?r e i£h t 1.06b0

TOTAL $5.6836

Maintenaiioe & Laioages Repairs to Trolley Equip. $0.0353 Maint. of Overhead. Equip. 0.0273

Repairs to Freight Buildings

Damajge lo_Freijght_Cars 0.0447

TOTAL #0.1073

STEAM f 0.19 60 1.2960 0.3600 0.1066 0.0019 0.0202 0.0200 0.1760 0.2270 1.0680 .6138

0.0447

.0447

(JRAJaH TOTAL

$6.7266

.0796

/

4-

i- ,

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(Dhese figures show that the totai operat- ing costs of steam locomotives are greater than those of electric locomotives for this switch- ing service, due to the much greater operaTJing expenses .The fixed charges against electriocop- eration are however, more th&li twice those ag- ainst the steam* Xhis is due principally to the much greater original cost of the electrical equipment, and in some measure to the fact that the steam road can obtain mone;y at a lower rate of interest, and that the depreciation is leva on a steam locomotive because the factor of ob- solesenoe is not considereded*

Maintenance and damage to equipment other than the locomotive is of course greater for the electric engine<i because of the extra electrical equipment so affected.

She operating costs show the great advan- tages of the electric locomotive. The largest saving is, as may be expected, in the fuel cost, the electric locomotive requiring only iipO.306

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per locomotive mile for electric power as against $l«6l88 for coal and water on the steam locomotive, Tlie next greatest saving is in tiie item for inspection, reapirs and renewals. T/here this amounts to only $0»S9£9 per locomotive mile for tne electric locomotive, the steam engine requires $1.2950. Other items show a proportienace saving.

It will be noticed that many items are taken at the same figures for both steam and electric operation.Jj'or the most part, these are arbitrary assumptions based upon the condition of approximately equal service rendered. Such items as lardmaster's Office expenses, Supplies for freight, tax on freight, general office cler^fes etc., are taken as for equal amounts of freight service, and corresponding numbers of locomotive miles perJiJ year. Simile not strictly, accurate, "Chis is sufficiently so for these items.

I ..

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Considered as a whole, tiie electric locomotive is much tne more economical for the switching service on the St, Paul Industry Tracks .fhe total saving, as shown by these figures is practically 25^ of the cost of steam operation.

Since all of the outstanding con- siderations are in favor of electric operation; i.e., the greater convenience of one management and one dispatcher for the passenger and freight service; the greater speed of operation with less interference with passenger schedules and more wori done per unit time; and the quietness of operation, with tne elimination of the smoke and dirt nuisance, the change to electrical operation is fully justified»

THESIS

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