172 president's address — section h. 



The marshalling at goods yards could be carried on by steam or 

 storage locomotives,' and the other motors supplied with sufficient 

 storage capacity to enable them to effect shunting operations at 

 way stations. It is to be remembered, however, that an improved 

 storage system might remove the existing necessity for the 

 conductor. In the meantime we have a proposal to apply electric 

 traction to existing railways in such a manner that no special 

 plant beyond the actual locomotive is required. The engine (at 

 present being constructed on the plan of M. Heilmann) differs 

 from the ordinary locomotive in the fact that instead of the engine 

 proper being coupled directly to the driving axle, it actuates a 

 dynamo, the current from which is utilised to turn the engine 

 wheels through the medium of motors placed directly on the axles. 



At first sight it would appear that such an arrangement could 

 only result in loss; but a little consideration will shew us that 

 vexatious limits as to diameter of wheels, size of boiler, and 

 length of wheel base disappear, whilst the total weight of the 

 engine can be iitilised for adhesion. Coupling rods are not 

 required, and all reciprocating parts can be balanced without the 

 introduction of disturbing forces, in themselves fatal to the 

 attainment of high speeds ; and as the efficiency of transmission 

 is high, and the engine can be run continually at the most 

 economical expansion ratio, the fuel economy of the machine 

 will probably be greater than that of any existing locomotive. 

 It has also the advantages of being capable of attaining a higher 

 velocity, and of dealing indiscriminately with express and goods 

 traffic. 



Only practical experience can determine whether these results 

 can be obtained without a disproportionate expenditure in first 

 cost and ujikeep. At present it would appear that this locomotiye 

 is destined to form a link in the chain of transition from direct 

 steam to electrical traction on our railways, l)ut that it will in turn 

 be displaced by a conductor or storage system. 



The excessive waste of material which occurs in the stoppage 

 and control of the movement of railway trains is well known, and 

 attempts have from time to time been made to reduce this loss and 

 to obtain some return for the energy given up during retardation. 

 It is a matter for sux'prise, therefore, that no efficient electrical 

 brake has yet been introduced ; by electrical brake being under- 

 stood, not an arrangement where electricity simply replaces fluid 

 pressure as means for actuating the brake blocks, but one in which 

 there is no frictional contact, the kinetic energy of the train being 

 absorbed in the production of electrical currents. On electrical 

 railways it would probably be found economical to conserve this 

 energy, but for present application such complication would be 

 b)etter avoided. 



With respect to steam navigation, the high rate of speed now 

 maintained over long voyages and the regularity with which such 



