. Electric railway journal . t the bridge the hand car was put in frontof it, and a jumper was connected between the shoe ter-minal and the head motor car. To warn the bridge workersof the passage of a train, bells were connected in the third-rail circuit and rang continuously while the third-rail was for operation with 600 volts. After the company had de-cided to build the extensions mentioned above, it was evi-dent that more feeder capacity would be required soon, andthe advisability of changing from 600 volts to 1200 voltswas carefully considered. At that time there were fivesubstations, fo
. Electric railway journal . t the bridge the hand car was put in frontof it, and a jumper was connected between the shoe ter-minal and the head motor car. To warn the bridge workersof the passage of a train, bells were connected in the third-rail circuit and rang continuously while the third-rail was for operation with 600 volts. After the company had de-cided to build the extensions mentioned above, it was evi-dent that more feeder capacity would be required soon, andthe advisability of changing from 600 volts to 1200 voltswas carefully considered. At that time there were fivesubstations, four on the main line at Multnomah, Tonquin, June 14, 1913.] ELECTRIC RAILWAY JOURNAL 1053 Donald and Waconda and one on the Forest Grove line atMoffatt. These stations were approximately 12 milesapart. It was estimated that the company could electrify72 miles of track south of Salem on the 1200-volt systemat a saving over the 600-volt electrification sufficient tojustify the changing over of the original mileage to 1200 1 \ 1. r**l/llfr\l1$* 1%- ■-■J
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