. Electric railway journal . l blow-outso that heavy currents can be opened. The three smallerswitches, one for each of the two heaters and one tor thedynamotor circuits, are designed specially for 2400 blades are controlled by levers attached to thegrounded part of the locomotive frame and insulated fromthe live parts of the switch by rods of treated wood. There are two fuses for the motor circuits anil one mainfuse for the trolley circuit, all of the copper ribbon type andfitted with hinged covers to facilitate fuse renewals. An ammeter is located at each engineers position andindi
. Electric railway journal . l blow-outso that heavy currents can be opened. The three smallerswitches, one for each of the two heaters and one tor thedynamotor circuits, are designed specially for 2400 blades are controlled by levers attached to thegrounded part of the locomotive frame and insulated fromthe live parts of the switch by rods of treated wood. There are two fuses for the motor circuits anil one mainfuse for the trolley circuit, all of the copper ribbon type andfitted with hinged covers to facilitate fuse renewals. An ammeter is located at each engineers position andindicates the current in the circuit of one pair of ammeter and air gages are illuminated by a gage lightconnected in the headlight circuit, so that the headlightswitch turns on simultaneously the headlight and gage lightat the same end of the locomotive. The main motor rheostats are formed of cast-iron gridsassembled in a frame and insulated by mica. Twenty re-sistance units are provided for each passenger locomotive. Butte, Anaconda & Pacific Equipment—Side and End Views of 2400-Volt Freight Locomotive mutator, through longitudinal holes in the armature core,and thence exhausted through openings in the bearing continuous capacity of each motor is 190 amp on 1200volts under forced ventilation, and the input is 225 amp on1200 volts for the one-hour rating. For the double unit thecontinuous rating is equivalent to an output of 2100 hp. The operating equipment on the locomotives includes theSprague-General Electric Type M multiple-unit control, andit is designed to operate the four motors in series and series-parallel. The pairs of motors with their respective re-sistances are all connected in series on the first point of thecontroller. The resistance is varied through nine pointson the controller and finally short-circuited on the tenth orrunning point. The pairs of motors are then operatedsimilarly in series-parallel and all resistance is cut out onthe ninetee
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