718 A N N U A L R E P O R T O F E L E C T R I C A L C O M M I T T E E S Journal Α . I. Ε . E .

secure better conditions for sound projection in theaters are found to be substantially different from those for direct audition in assembly halls.

A paper describing the technique and apparatus of sound picture recording and reproduction entitled The Electrical Engineering of Sound Picture Systems was presented at the Pacific Coast convention, at Santa Monica, California, September, 1929, by Messrs. K. F. Morgan and T . E. Shea. 1

FOREIGN T E L E P H O N E AND TELEGRAPH MATTERS OF INTEREST

While the Communication Committee has made no complete record of communication developments in other countries, the following items which have been brought to the attention of the Committee are believed to be of interest:

In Europe, in 1929,25 new international long-distance circuits were put into service between places not pre­viously connected with each other. In some cases, there were services between two cities, in other cases between some principal city in one country and numer­ous cities in another country, and in other cases, numer­ous cities in two countries. This, the most rapid expansion of international long distance telephony which has ever taken place in Europe in one year, was made possible by the underground cables which have been laid within the last four years, during which period the number of important European cities connected internationally increased from 17 in 1925 to 76 up to the middle of 1929. The increase in service has been accompanied by a corresponding improvement in quality of transmission, and in density of traffic.

The Anglo-Polish service was extended into Poland to Cracow, Lodz, Poznan, and other towns. The Lodz exchange was connected by long distance with the Swiss telephone system. Nine additional departments of France were given telephone service with Switzerland so that the whole of that country, with the exception of Corsica, is now connected with the Swiss network. In addition, telephone communication between Copen­hagen, Genoa, Milan, and Turin has been established via Switzerland.

Telephone service between Great Britain and Finland, Paris and Finland, Rome and London, Switzer­land and Italy, Hungary and Denmark, and Hungary and Poland is now available. Service between Stock­holm and Reval, Esthonia, via Helsingfors, Finland, has also been established.

In October, 1929, telephone service was opened between two of the Canary Islands (Gran Canaria and Teneriffe) over a submarine cable nearly 40 nautical miles in length. This is a single-core, non-loaded cable with a copper tape return and is designed for the ultimate operation of six two-way carrier telephone

1. Α. I. Ε . E , TRANS., Vol. 49, January 1930, pp. 105-116.

channels in addition to the voice frequency channel and a direct-current telegraph circuit. The cable is in some places nearly 2 miles below the surface of the ocean.

A 20-nautical-mile telephone cable was laid between Algeciras, Spain, and Ceuta, Morocoo, to supplement the cable placed between these points in 1924. This cable is designed for one telegraph circuit, one voice frequency telephone and six carrier telephone channels.

A 12-quad non-loaded cable, 37 nautical miles in length, was placed between Buenos Aires, Argentina, and Colonia, Uruguay. This cable is operated on a 4-wire basis in connection with 2-wire open-wire circuits from Colonia to Montevideo. The pairs have been equalized to 5000 cycles which has made it possible to secure very satisfactory results in broadcasting from Montevideo opera and other programs given at Buenos Aires.

In September, the new underground Paris-Lyon-Marseilles telephone cable was opened for service. It is 800 km. long and contains 130 circuits. In October, the new Italian underground cable linking Naples with Florence was inaugurated. The year also saw the underground telephone cable between Vienna and Graz extended to the Jugoslavian frontier, and the new East Prussian submarine cable laid between Leba and Pillau.

The Czechoslovakian Government during the year placed an order for a 120-kw. broadcasting station at Prague. So far as is known, this is the largest station which has been planned up to the present time in Europe.

ELECTRICAL TRANSPORTATION To the Board of Directors:

In accordance with instructions, your Committee submits a brief review of the recent developments of importance in the application of electricity to trans­portation.

STEAM RAILROAD ELECTRIFICATION Pennsylvania Railroad. The Pennsylvania Railroad

is actively engaged in the construction of three sections of its electrification program. These sections are from Philadelphia to Trenton, N. J., Philadelphia to Norris-town, and New Brunswick to Jersey City and Sunnyside Yard. This construction work involves 88 route miles and 370 track miles. Until the section between Tren-

• C O M M I T T E E O N ELECTRICAL T R A N S P O R T A T I O N : S i d n e y W i t h i n g t o n , C h a i r m a n , A. E . B e t t i s , D . C . J a c k s o n , J. V . B . D u e r , J o h n M u r p h y , H . H . F ie ld , W . S. M u r r a y , K. T . H e a l y , W . B . P o t t e r , E . R. Hil l , R a l p h H . Rice , W . K. H o w e ,

A. S. R i c h e y , N . W . Storer, W . M . Vanders lu i s , H . M . Warren , R ichard H. Whee l er , G . I . W r i g h t .

Presented at the Summer Convention of the Α. I. Ε. E., Toronto, Ont., Can., June 23-27,1930. Printed complete herein.

30-96

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ton and New Brunswick is completed, only multiple unit passenger service will be operated electrically in addition to the present electrified service. This electrification utilizes power distribution at 11,000 volts, 25 cycles, single phase.

Delaware, Lackawanna & Western Railroad. This project, comprising 67.9route miles with 160 track miles, is progressing. Power contracts have been executed with the Public Service Electric & Gas Company, the Jersey Central Power & Light Company, and the New Jersey Power & Light Company. One hundred and forty-one multiple unit motor cars, each equipped with four motors, have been ordered. The coaches now used in steam operation will be equipped for use as trailers. Each motor car will be permanently coupled to a trail­er to form a unit. The substation converting appara­tus is to consist entirely of mercury arc rectifiers, which are all now in process of installation. I t is expected that the construction will be substantially completed by the end of 1930. This will be the first extensive installation in this country of 3000-volt d-c. power distribution applied to motor car equipment.

Reading Railroad. The Reading suburban electrifi­cation in the vicinity of Philadelphia is progressing according to schedule, although it has been held up somewhat by grade crossing elimination. The initial installation will consist of about 50 route miles and 110 track miles, and the equipment will be multiple unit cars, orders for which have been placed. I t has been stated that a second step is contemplated upon comple­tion of the first, between Langhorn and Bound Brook and New York and Lansdale to Bethlehem and along the Schuylkill Valley to Reading. Contract has been made for purchase of power with the Philadelphia Electric Company. This electrification is on the basis of 11,000-volt, single-phase, 25-cycle power distribution.

Cleveland Union Terminals Company. The construc­tion of the two substations and six circuit breaker houses or tie stations required for this electrification project, has been completed. Twenty-two 204-ton, 3000-hp. locomotives have been delivered, and power is being supplied to the catenary system west of the terminal for the purpose of training locomotive crews. All construc­tion work will be completed this year and the operation of trains by electric power will begin before the end of the year. The conversion of power will be by means of motor-generator apparatus and the trolley voltage will be 3000 volts direct current. Contract has been executed for purchase of power with the Cleveland Electric Illuminating Company.

New York Central Railroad—West Side, New York City. In connection with the electrification of the freight service on the west side of New York City, south of Sputen Duyvil, three new substations are being constructed. They will be automatic or operated by means of supervisory control. Forty-two road freight

locomotives of a capacity of 2500 hp. each have been ordered for operation between Croton and the 72nd Street yard. They will weigh approximately 275,000 pounds and will be operated from 660-volt d.-c. third rail. For switching in the yards, and operation of the freight trains south of 60th Street, thirty-five combination oil-electric-battery locomotives have been ordered. The Diesel engines on these locomotives will have a capacity of 300 hp. and the battery will have a capacity of 650 ampere hours at the 6-hour rate, at an average voltage of 464 volts. The approximate weight of these locomotives will be 257,000 pounds.

Great Northern Railroad. I t has been necessary t a add new equipment on account of increased demand for service, and four additional motor-generator type loco­motives, duplicates of those now handling the passenger service, are under construction. This electrification is on the basis of 11,000-volt, 25-cycle, single-phase power distribution.

New. York, New Haven & Hartford Railroad. Author­ity has been received for purchase of ten new electric locomotives and thirty-three multiple-unit cars irt addition to nine multiple-unit cars which have beem received during the year. This electrification is 11,000 volt, 25 cycle, single phase.

Illinois Central Railroad. During the past year, freight tracks and yards from Monroe Street to 39th Street, Chicago, having a total mileage of 21.2 track miles, have been electrified as an integral part of the present electrification, which utilizes 1500-volt d-c. distribution. Freight service in these yards will be handled by four 100-ton straight electric locomotives having a one-hour rating of 1460 hp. Switching service on non-wired tracks north of this point will be handled by six 600-hp. oil-electric locomotives, this diversity of motive power being made necessary by the unfeasibility of wiring certain yard tracks north of Randolph Street. This project will enable the handling electrically of all freight service north of Roosevelt Road (with the exception of manifest trains) to be done with motive power other than steam, as is called for by city ordinance.

SUBSTATIONS FOR ELECTRIFIED. RAILROADS

It is of interest to note that of the two above-men­tioned 3000-volt d.-c. traction installations, one is on the basis of mercury arc rectifiers and the other of motor-generators. The substation design character­istics vary accordingly.

DIESEL-ELECTRIC LOCOMOTIVES

Four combination oil-electric-battery locomotives, known as ''three-power'' units, have been ordered by the Michigan Central Railroad for use in Chicago. The New York Central Railroad has ordered two and the Chicago, Rock Island & Pacific Railway one, of

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the same type, for use at the La Salle Street terminal, Chicago. Thirty-five oil-electric-battery locomotives have been ordered by the New York Central Railroad in connection with the west side electrification in New York City, as above mentioned.

The Delaware, Lackawanna & Western Railroad has ordered two three-power locomotives equipped to receive power from 3000-volt, d-c. trolley. These engines in general resemble those of the New York Central Railroad.

The Illinois Central Railroad, as above stated, has in operation six 600-hp. Diesel-Electric locomotives.

The Erie Railroad has purchased one 800-hp. Diesel-electric locomotive.

Perhaps the outstanding Diesel-electric locomotive of the year is the "No. 9000" of the Canadian National Railways. The two engines of this locomotive have a total rated capacity of 2660 hp. at 800 rev. per min.

R A I L CARS

There has been a steady increase in the demand for heavier and more powerful rail car power plants. In 1927, eight cars of over 500 hp. were produced; in 1928, fifteen; and in 1929, thirty-seven cars which weigh about 180,000 pounds. Designs have been completed for two eight-cylinder gas engines of over 500 hp. In this connection, it is of interest to note that five steam rail cars of 400-500 hp. have been ordered.

M A R I N E TRANSPORTATION

At the close of 1929 there had been completed six turbo-electric driven ships aggregating 56,000 tons, using motors totaling more than 71,000 shaft-hp. capacity. Electric propulsion has been applied for the first time to railroad car ferries, large pleasure yachts, etc. A number of Diesel-Electric craft have been produced.

AVIATION

The developments in aviation during the past year include the "altimeter," indicating the distance above the surface of the ground; the magneto compass, vir­tually a d-c. generator using the horizontal component of the earth's magnetic field as its field; the electric-gasoline engine "temperature indicator; and an oil immersion heater for warming oil before starting motor-generators and dynamotors. Power plants of extreme lightness for radio purposes have been developed to take the place of wind-operated generators.

CAR RETARDERS

Retarder installations, both electric and pneumatic, for gravity freight classification yards, have been con­tinued during the past year. One of the advances which has been made is in the use of track circuits and cab signals for the hump yard locomotives. A retarder scheme utilizing a magnetic braking circuit has been

tried abroad with considerable promise of success. This will eliminate all mechanical contact with the car wheels.

SIGNALING

An extension of railroad signaling of importance has been made in centralized remote control of switches and signals, to enable the despatcher to control trains directly (without train orders) by manipulating switches and signals from his office.

COMMUNICATION ON RAILROADS

Carrier current telegraph circuits have been extended during the past year on railroads. Further tests of communication with moving trains have been made with success, although tests of radio communication between front and rear of long trains have been discon­tinued under orders from the Federal Radio Commission.

AUTOMATIC T R A I N CONTROL

Little additional installation in the field of automatic train control has been indicated during the past year. Two systems, one the so-called "Coder Type" with continuous cab signal indication, and the other the "Intermittent or "Track Induction Type," which merely requires acknowledgment from the engineman when passing a track inductor, are the most common types of installation. Some railroads are installing cab signals over considerable mileage without the train control features.

STREET RAILWAYS

There has been a great deal of activity in this field during the last two or three years, especially in develop­ing high speed motors with either worm or double reduction gear drive, wherein the motor is entirely spring supported.

The tendency is towards the use of motors of larger capacity than formerly, with lighter cars and very much higher rates of acceleration. In order to secure these higher rates of acceleration with reasonable comfort to the passengers, it has been necessary to develop new control systems with many more steps than in the old hand controllers. The tendency is toward the use of automatic multiple contact control, and a variable automatic control has been developed which may be either foot or hand operated. The rate of acceleration thus depends simply on the pressure of the foot on the pedal.

G E N E R A L

Attention is called to the development of various types of apparatus which apply to transportation as well as to other forms of electric utilization, as described in the appropriate committee reports; such as turbines and other power plant facilities, circuit breakers, lightning arresters, high tension cable, sub-stations, hydro-electric facilities, etc. Attention is especially called to quick-acting circuit breakers, both oil and air, which are especially applicable to railroad work.