Electricity:
By the 1840s, the basic technology of Draka 19th-century industrialization—reciprocating steam engines, with direct or more commonly pneumatic transmissions to various machines and machine-tools—had been established. The next two generations saw a continuous refinement, increased efficiency, and vast expansion of scale; installed horsepower in the Domination probably surpassed that of Great Britain in the 1850s, and by 1910 it was equal to that of the United States, or equivalent to Germany, France, and Russia combined.
In the meantime, experimentation had shown itself to be a paying proposition, and the overlords of Drakia were nothing if not practical men; accordingly, they subsidized research lavishly. Furthermore, developments in mechanics and especially in industrial chemistry were obviously moving beyond the inspired-tinker stage. Drawing on the partly Germanic educational tradition of their ancestors, both the regular universities and the Technological Institutes (which had originally been craft training centers and lending libraries) increasingly emphasized direct, systematic research in well-equipped laboratories. The largely illiterate and unskilled nature of the industrial workforce paradoxically reinforced the drive for efficiency; by mass-production, assembly-line methods and by "building in" skills into specialized machine tools, it was possible to substitute rote-trained machine tenders for the all-around skilled craftsmen of European countries.
The next major development in power systems was electricity. The initial interest was for communications purposes, and secondarily for electrochemical and electro metallurgical work. Copper-wire telegraphs were introduced in the 1820s, and spread quickly, in the Domination as elsewhere. Long-distance transmission and underwater cables, however, required more theoretical work. The University of Archona [Pretoria, South Africa] succeeded in acquiring the services of Michael Faraday (born 1791, Newlington, Surrey, died 1872, Archona, Archona Province) in 1824. As Director of Electrical Research, he made a number of discoveries, including the basics of electromagnetic induction, and the first electric dynamo and electric motor (1830-33); students under his supervision perfected the lead-acid storage battery. During the 1830s and 1840s, fresh discoveries included electrolytic refining of a number of metals (principally copper and magnesium), electric arc-lights, improved direct-current motors, and electromagnets. In 1838 a new industrial firm, the Faraday Electromagnetic Combine, was established to manufacture and market the new discoveries; Faraday himself was granted 10% of the capital gratis, the remainder being supplied by the government, the Ferrous Metals and Trevithick Autosteamer Combines, and the Landholders' League and individuals.
The combination of dynamo/motor and storage battery made many applications common, although pneumatic-transmission systems remained predominant in most industrial use for several generations. The dynamo was usually powered by axial-flow air turbines, which gave the steady high-speed rotation needed. Carbon-arc lamps quickly took over the high-intensity outdoor and factory lighting roles, and by the 1860s incandescent bulbs had been developed. At roughly the same time small electric generators became common on autosteamers and trains, mainly for lighting purposes. Initially, electric power was generated on the spot in plants, factories and mines via the existing pneumatic transmission methods; there was little incentive to develop central-plant distribution systems until home-lighting became common, or until electric motors began to supplement or replace pneumatic transmission—the latter awaiting the perfection of alternating current motors in the 1870s.
The first large-scale electric power development project was the Quattara Depression Scheme. Located about 120 kilometers west of Alexandria, much of this area of salt marsh was hundreds of meters below sea level. Studies from the 1850s on had reviewed the possibilities of digging a canal through to the Mediterranean and tapping the resulting hydraulic energy, but the distances involved made pneumatic transmission impractical. In 1878 a hydroelectric format was selected, and construction began in the same year; by the mid-1880s, a yearly production of 250 megawatts was reached, climbing to 500 MW by 1890. Initial applications were mostly electro metallurgical, particularly aluminum refining by the newly discovered cryolytic process; large-scale plants were set up on site, and underground DC power cables were laid to Alexandria itself. The discovery of natural gas and oil beneath the half-flooded Quattara, and the growth of chemical plants associated with the evaporation of brine, led to further expansion; in the end, to the explosive growth of the Alexandria connurbation westward, a solid block of factories, refineries, artificial harbors and residential developments along the shore from the Delta to El Alamein.
With the discovery of the alternateing current motor and generator (1870s, largely in the US and Germany), the mercury-arc rectifier for easy conversion of AC to DC power (Alexandria Technologica] Institute, 1880), and the Tesla transformer (Archona University, 1891), large-scale use of electrical power as a general power source became possible. The concurrent development of steam turbines provided another suitable prime mover.
Developments in the Domination followed a rather different path than those in Europe and the US. As usual in Draka practice, a central agency was established for power generation; the Electricity Supply Combine, in 1890, with financial backing from most potential industrial consumers. Distribution systems within urban areas were mostly AC from about 1895 on. Africa proved to be supera-bundantly supplied with hydroelectric potential—the Inga falls on the lower Congo alone had 10% of the potential of the entire planet—although it was often rather inconveniently placed.
The period from 1880-1910 saw continuous investment in hydroelectric and hydroelectric/irrigation projects, and continuous improvements in transmission efficiencies and range of uses (e.g., electric trains, 1890, fluorescent lighting, 1903, arc furnaces for alloy steel production, 1893). Comprehensive basin projects for the Orange River (1884), the Nile (1889), the Chad/ Benue (1893), and the Congo (1900) were launched, with radical innovations in high-dam and large-scale water-turbine technologies. These were long-term projects; the Zambezi-Cunene scheme, which supplied water for the central Archona Province industrial zone, irrigated 9,000,000 hectares, provided deep-lift barge traffic as far inland as Kariba and generated over 2,000 MW, was started (piecemeal) in the 1880s and not completed until the 1930s. Nevertheless, by 1914 the Domination produced over half the world's electricity, 80% from hydropower, and had a commanding lead in electrochemical and metallurgical technology—producing approximately 90% of the world's aluminum and aluminum alloy production, for example. Supplementary sources of electrical energy included coal- and natural-gas-fired steam turbines; North Africa in particular proved very rich innatural gas, which came on stream in increasing amounts after the discovery of the Libyan and Saharan petroleum fields in 1880-1900. Along the Great Rift, experimental development of geothermal power began in the last decade before the Great War, and theoretical studies of deep-ocean convection taps and oceanic currents as power sources were launched.
One notable feature of the Domination's power-grid was the use of compressed-air storage systems to even out demand. This grew naturally out of the central compressed-air delivery systems which had preceded electric power, and which had left a complex of underground ferroconcrete tanks around most of the Domination's cities. Since demand for electric power was irregular on both a daily and seasonal basis, costly excess capacity had to be kept idle during "off" periods to meet peak demand. The Draka used the power generated in the off hours to pump air into the storage tanks in highly compressed form. When demand rose, the hot dense air was released through pneumatic turbines to generate power; there were frictional losses in the system, but it still allowed savings of up to 25% in comparison to the cost of keeping additional fossil fuel plants on standby, and it was more flexible as well.
Immediately after the Great War of 1919, these storage systems also proved an ideal way of making solar-powered electricity generation practical. Solar water-heating systems had been in operation in the Domination and the U
S since the 1860s, and the constant sunlight of the arid tropics was an obvious energy source. It was also frustratingly irregular. In the period 1910-1916, researchers at the Kolwezara Institute developed a new sun-powered generator: black-painted insulated pipes, running above parabolic steel mirrors that were moved by electric motor's to keep the pipe at the focal point. With a suitable working fluid, this was an economical method of power generation, and one that was extremely suitable for automatic operation and required no nearby water source. Adding compressed-air storage made it possible to even out the power flow, and mass-production brought the cost of the equipment down to levels competitive with any but the lowest-cost fossil fuel and hydropower plants; the flexibility of location was an added advantage. Large areas of low-value desert land in the tropics and subtropics were available, and long stretches of remote railroad and many isolated mining settlements were so equipped. By the 1920s, remote plantations without suitable hydropower sources were buying prefabricated units through the Landholders' League.
The period after 1919 saw an enormous expansion of the Domination's power grid as the New Territories were settled. Hydro developments were very extensive, often as part of multipurpose flood-irrigation-power projects. The petroleum resources of the Persian Gulf, Iran, Central Asia, and Ferghana were also brought on-stream, but very little of the oil was used for central power generation; instead, the natural gas was burned in situ and used as the basis of a very extensive electro metallurgical and electrochemical complex along the Gulf.
The most startling development was the Bosporus Project. Theoretical studies had been done before the Great War, and had shown that the Gallipob-Golden Horn strait between the Mediterranean and the Black Sea contained two consistent and very powerful currents, one at depth flowing into the Black Sea and one on the surface flowing out. From 1920-1937, a series of enormous underwater structures, a steel and ferroconcrete grid, was inserted into many miles of the strait, often in conjunction with elaborate surface structures amounting to a minor city suspended over the water. Large low-speed turbines fixed to the underwater frames were driven by the currents, and the power transferred to generators by hydraulic pressure. Initial capacity (1927) was approximately 1,000 MW, and the final total was in the 6,000-7,000 MW range.
Railways and Road Transport Railways:
Railways—in the sense of roads with rails and wagons running on flanged wheels, had been in use in mines for centuries before 1800. In the 18th century a number of British coal mines built small railways to link their pits with water-transport; traction was by gravity or horse-power. The mines of the Crown Colony of Drakia quickly adopted internal rail systems, and shortly thereafter built small surface lines-—to transport ore to central crushing and smelting plants, or to bring coal short distances to the fixed engines.
Application of steam power was an obvious development, but practically impossible until a better prime mover than the Watt engine was available. Trevithick conducted a number of experiments using the existing mine railways, and once the correct road-bed was developed (crushed rock, timber crossties and iron I-section rails spiked to the ties) began developing locomotives to replace the existing animal-traction systems. Once the concept was proven on a local scale, he lobbied for the first main-line systems; the Archona-Virconium was begun in 1805. Like all subsequent main-line railways in the Domination, this was built to a 1.75-meter gauge and was government owned and operated. The locomotives were much simpler than the road-engines being developed at the same time, and the inflexibility of a fixed route was offset by the lesser rolling friction on iron rails. Railways were used for traffic between towns, and for heavy-goods haulage: coal, stone, grain, metals and so forth. Local distribution from the railheads was by animal traction, or increasingly by autosteamer and steam drag. The primary initial limitation was the shortage of iron rail, but after the conclusion of the Napoleonic Wars excess capacity in England and the increasing domestic production removed this bottleneck.
Railway mileage. Domination: Railway mileage, U.S.A.
1810 50 1810 nil
1820 500 1820 100
1830 2,500 1830 1,000
1840 10,000 1840 3,500
1850 25,000 1850 12,000
1860 48,000 1860 40,000
1870 60,000 1870 50,000
1880 90,000 1880 100,000
1890 140,000 1890 195,000
1900 200,000 1900 230,000
1910 270,000 1910 310,000
The Transportation Directorate was organized in 1822, and became the major shareholder in the Drakian Railroads and Harbors Combine, sole operator of rail transport outside a few narrow-gauge specialty lines. Since DR&H quickly became the world's largest single railroad enterprise under one management, it was a short step to becoming the world's greatest manufacturer of locomotives, rolling stock, and other equipment, however, this was so closely tailored to local conditions that it had surprisingly little effect on worldwide practice.
The first Trevithick locomotive engines had vertical cylinders driving gear-trains which in turn powered the wheels. By the mid-1820s, horizontal cylinders linked directly to cranks on the outside of the driving wheels had become standard. The Diskarapur Works began turning out standardized "classes" of locomotive at about this time, with interchangeable parts. Power and size gradually increased, with fast-express passenger trains reaching averages of about 40 mph by the 1840s. Condenser cars (where the exhaust steam was recondensed into water to feed the boilers) became an early feature, as did petroleum fueling in the northern provinces. Other notable innovations were pneumatic-powered stokers and air brakes, introduced in the 1830s. The nature of traffic on the DR&H (mostly long-distance heavy minerals, coal, and agricultural products) resulted in innovations in handling and marshaling techniques, such as "unit" trains and multiple locomotive use. Railway stations were usually located on the outskirts of urban areas, with passengers and goods distributed by autosteamer or later by mass-transit systems.
Fast pneumatic-drive express trains were introduced in the 1850s, with the Cape Town-Archona "Gold Train." This was powered by a locomotive mounting an industrial-type three-cylinder uniflow reciprocating compressor, with a regenerative heat-pump to transfer the waste compression heat to the feedwater. Transmission was via axial-flow air motors on all wheels, including those of the ten passenger cars; speeds of up to 110 kph were achieved, especially on the long straight stretches of the interior plateau. The ultimate development came in the great trans-continental expresses of the 1890s, the Apollonaris-Suakim (Atlantic-Red Sea) and Cape-Alexandria (Indian Ocean to Mediterranean) runs. These huge passenger specials were radically streamlined, constructed largely of new alloy-steels and light metals, and powered by giant steam turbines driving turbo-blowers; the wheels ran on frictionless air bearings. Average speeds of 170 kph, with bursts of up to 200 kph, were achieved.
The period 1890-1910 saw a further burst of innovation. The increasing use of electrical power in industry naturally provoked interest in the Transportation Directorate. Experiments with electric locomotives had been going on in a low key since the 1860s, but it was not until large-scale power generation and long-distance transmission got underway in the late 1880s that main-line use became practical. The first line to be electrified (on a 5,500-volt AC system) was, understandably, the Alexandria-Quattara line, in 1884. Some sections of the southern network were converted to electric traction in 1886-90; in particular the perennially overloaded Archona-Virconium and Archona-Shahnapur. Electric traction showed numerous advantages: central power stations were more efficient than locomotive prime movers, electric' locomotives could operate well above their rated horsepower in "burst" mode, and with regenerative braking they fed power back into the net on downslope runs. As additional bonuses electric locomotives required no water supply, were indifferent to altitude and temperature; they proved to be simpler to maintain than the various steam engines and, once the techniques were mastered, easier to build. In 1900 the 25,000-volt overhead
system was standardized and a 10-year plan to electrify most of the heavy-traffic main lines was launched, and by 1914 30% of the Domination's mileage and 50% of the ton-miles were electrified. The all-electric Cape Town to Alexandria express of 1912 maintained an average speed of over 190 kph.
Direct-drive steam engines remained popular everywhere, due to their huge numbers and industrial inertia if nothing else. The European networks (particularly in Switzerland and other countries rich in hydropower) had installed significant mileage of electrified line by 1914, and were experimenting with direct and hydraulic-transmission diesel systems. The Americas had some electrification, but were pioneers in internal-combustion/electric (particularly diesel-electric) traction. The high-speed diesels developed for airships in the 1880s and 1890s proved to be ideal for this purpose, and by 1910 were supplanting steam engines on fast express runs.
There were also important advances in fixed way and rolling stock in the period before the Great War. Central traffic direction was introduced (Domination, c. 1900; US, a few years later) and made much higher traffic densities safely possible. The Domination began converting to ferroconcrete ties and welded rails in the 1890s, re-laying about 40% of their track by 1914 and making considerable savings in maintenance costs. Improved suspensions were instrumental in raising average speeds, and specialized cars of all types grew in number and complexity. Sealed freight-containers of standard size were another innovation, originally (1895) German, but rapidly taken up in other European countries and the US; they also spread to shipping and the new intercontinental airfreight services in the same period.