. Electric railway journal . No. 1—Exterior ofsubstation as partlycompleted. No. 2 — Installingconduits for small wir-ing in floor of station. No. 3—Looking atthe glass roof. No. 4—General viewback of the switch-boards. No. 5—Oil switchesand disconnectingswitch arrangement. No. 6—Rear view offeeder August 20, 1921 Electric Railway Journal 271 car-equipment failure or other fault from feeder net-work to ground. The old specification of no feeder tapsnearer than 2,500 ft. to the station is not applicablewhere the heaviest load is 250 ft. away, and 2,500 ft. isabout as far as the st
. Electric railway journal . No. 1—Exterior ofsubstation as partlycompleted. No. 2 — Installingconduits for small wir-ing in floor of station. No. 3—Looking atthe glass roof. No. 4—General viewback of the switch-boards. No. 5—Oil switchesand disconnectingswitch arrangement. No. 6—Rear view offeeder August 20, 1921 Electric Railway Journal 271 car-equipment failure or other fault from feeder net-work to ground. The old specification of no feeder tapsnearer than 2,500 ft. to the station is not applicablewhere the heaviest load is 250 ft. away, and 2,500 ft. isabout as far as the station feeds. The manufacturersspecification of sufficient feeder resistance to limit theshort-circuit current of one feeder to three times fullload of one machine is also not applicable where onefeeder has a peak-hour average demand of 3,000 amp.,which is approximately the rating of one would require a 30 per cent drop in this feeder orabout a 500 kw. loss at $40 per kilowatt per of various sorts, described below, weretaken to protect the machines, operators and circuit-breakers, and the minimum resistance to anyone point on the trolley network was made ohm, which would, obviously, limit thecurrent to 20,000 amp. at 500 volts. This resist-ance was obtained, in mos
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