Post by piccadillypilot on Apr 10, 2005 18:50:10 GMT
From The Railway Magazine, September 1898. Given today's knowledge the final paragraph is particularly interesting.
In a previous issue we remarked upon the questionable speculation of using electric traction upon the London underground railways. The two companies have now arranged for an experimental working by electricity of a piece of line on the District Railway between High Street, Kensington, and Earl's Court stations, at an estimated cost of £20,000, to be borne in equal proportions by the two companies. It is, however, interesting to note that Mr. J. S. Forbes, the Chairman of the District Railway, is not quite such a believer in the problematical advantages of the change as some other officials of the London underground railways. After alluding to the purely electrical railways now under construction, he said: —<br>
Our railway is a totally different problem. There we have our way made part in tunnel, part in the open, part on girders, part on arches, etc., involving very difficult questions of structure, and with a certainty that, for a time at least, we shall be under the obligation to admit on our railway, under running powers, the trains of some other companies which will probably be propelled by locomotives. Therefore, the problem is not so easily settled as is that of the question of the underground railway in the centre of London or in the south of London. The Italians say that men who go slowly go surely. We cannot afford to be in a hurry over a matter of this sort.
The Metropolitan and Metropolitan District Railways have not far short of a million of money sunk in steam locomotives and the works necessary for that system of locomotion. To introduce electric traction would mean over another million expended in the same way, and with what benefit—at least to the shareholders? There would be no reduction in working expenses, and the profits of the working would have to pay interest on another million of capital.
If the atmospheric conditions of the tunnels serve as an excuse for agitating for the change, why not use oil-burning locomotives ? Only a trifling addition to the present engines would be necessary for this purpose. One of the Metropolitan engines—No. 62—is already fitted up on " Holden's" successful system, and is giving every satisfaction.
In a previous issue we remarked upon the questionable speculation of using electric traction upon the London underground railways. The two companies have now arranged for an experimental working by electricity of a piece of line on the District Railway between High Street, Kensington, and Earl's Court stations, at an estimated cost of £20,000, to be borne in equal proportions by the two companies. It is, however, interesting to note that Mr. J. S. Forbes, the Chairman of the District Railway, is not quite such a believer in the problematical advantages of the change as some other officials of the London underground railways. After alluding to the purely electrical railways now under construction, he said: —<br>
Our railway is a totally different problem. There we have our way made part in tunnel, part in the open, part on girders, part on arches, etc., involving very difficult questions of structure, and with a certainty that, for a time at least, we shall be under the obligation to admit on our railway, under running powers, the trains of some other companies which will probably be propelled by locomotives. Therefore, the problem is not so easily settled as is that of the question of the underground railway in the centre of London or in the south of London. The Italians say that men who go slowly go surely. We cannot afford to be in a hurry over a matter of this sort.
The Metropolitan and Metropolitan District Railways have not far short of a million of money sunk in steam locomotives and the works necessary for that system of locomotion. To introduce electric traction would mean over another million expended in the same way, and with what benefit—at least to the shareholders? There would be no reduction in working expenses, and the profits of the working would have to pay interest on another million of capital.
If the atmospheric conditions of the tunnels serve as an excuse for agitating for the change, why not use oil-burning locomotives ? Only a trifling addition to the present engines would be necessary for this purpose. One of the Metropolitan engines—No. 62—is already fitted up on " Holden's" successful system, and is giving every satisfaction.
