598 TRANSACTIONS OF SECTION G. 
which has up to the present not been reached by any continuous-current electro- 
motive, and has only been surpassed by the three-phase 2,000 horse-power electro- 
motives (taken at the one-hour rating) of the Italian State Railways, which works 
out at 30 kilogrammes per horse-powev. 
In conclusion, let us briefly glance at what is being done in the electrification 
of the Gothard line, that main link of commerce between Germany and Italy. 
I am indebted for the following notes on the subject to Mr. Huber-Stocker, the 
scientific adviser to the Swiss Government in the matter of Railway Electrifica- 
tion: The part to be electrified first is that between Erstfeld and Bellinzona, a 
total length of 110 kilométres, of which about 29 per cent. is in tunnel. This 
part also contains the longest and heaviest grades, so that the limitations of steam 
as compared with electric traction are here most prominent and a relief most 
urgent. On this section the average daily train movement, taking both directions 
together, was, in 1911, not less than 1,680,000 kilométre-tons, and the maximum 
on any day 2,282,000 kilométre-tons. It is estimated that in 1918 the average 
train movement will have increased by 35 per cent. over 1911, and in 1928 by a 
further 30 per cent. In the 45 kilometres on the north side of the tunnel the 
train climbs 569 métres, and in the 65 kilométres on the south it descends to 
Bellinzona 900 métres, with a steepest grade of 27 per mille. The section 
Erstfeld-Airolo is to be opened for electric traction in four years from now, and 
the southern section one year later. The present arrangements are made with 
the intention of extending the electric service on the north to Lucerne (60 kilo- 
métres), and on the south to Chiasso (55 kilométres) at some future date not yet 
fixed. There will be two large power-stations, one at Amsteg, where at first 
32,000 horse-power will be available on the turbine shafts, and 56,000 to 60,000 
when the station is completed ; and the other at Piotta, where at first 40,000, and 
finally 50,000 horse-power will be available. The head of water in the northern 
power-house is 267 métres down to the Reuss, and an accumulation of a million 
cubic métres is provided for to compensate for diurnal variations. In the 
southern power-house the head of water is 900 métres, and there the Ritom 
Lake offers a natural reservoir, with 19 million cubic métres, to compensate for 
annual variation in the water-supply. The power-current will be sent along the 
line by two independent cables, each capable of carrying the full power at 
twice 30,000 volts, with earthed neutral. The current will be transformed down 
to 7,500 volts at first, and 15,000 volts later on, if the experience gained with 
the lower pressure should warrant the increase to double pressure. This will 
not involve any additional plant, since the secondary winding of transformers 
both along the line and on the locomotives can from the first be arranged with this 
alteration in view. It is also contemplated to establish sub-stations in Biasca, 
Goeschenen, Lavorgo, and Bellinzona. ‘he trolley wires will be suspended from 
gantries, each wire independently insulated. The section varies according to the 
gradient from 100 to 160 square millimétres. The feeders are separate for the 
up and down line, and are 100 square millimétres in section. At all railway 
stations there are change-over switches for trolley wire and feeders. In the 
tunnels the wires are carried by brackets fastened to the crown of the tunnel. 
The rails will be bonded, and, in addition, there will be a bare return conductor 
either laid in the ground or placed between the trolley wires. A variation in the 
supply of voltage of from plus 10 to minus 15 per cent. is allowed for. There 
will be no motor coaches used, only electromotives. It is intended to haul 
express trains weighing 420 tons with a speed of 50 kilométres per hour on grades 
of 26 per mille, for which service the electromotive will have to develop 
3,000 horse-power on the rails. Goods trains weighing up to 670 tons will run with 
a speed of from 27 to 28 kilométres per hour, and have two electromotives, one in 
front and one in the rear, each rated at 2,800 horse-power. Passenger trains will 
be heated by steam, the boiler being carried in a special heating coach. Except 
for the stipulation that the traction must be single-phase at 15 frequency and a 
voltage of 7,500, which may eventually be raised to 15,000, no definite type of 
electromotive has as yet been selected, but there can be no doubt that several of 
the already existing types of mono-phase electromotive can be adapted to the 
special requirements of the Gothard line. 
