. Electric railway journal . kilo-watt-hour, the stationrating being 10,000kw. Including fixedcharges the total costsof direct current andalternating c u r r entaverage centsand cents perkilowatt-hour respect-ively at the cost of substationoperation is centper kilowatt-hour, andthe operation of thetransmission system amounts to cent, or a totalgenerating expense for transmission and conver-sion of cent per kilowatt-hour. The correspondingfixed charges on the substation equipment and trans-mission system amount to cent and cent re-spectivel
. Electric railway journal . kilo-watt-hour, the stationrating being 10,000kw. Including fixedcharges the total costsof direct current andalternating c u r r entaverage centsand cents perkilowatt-hour respect-ively at the cost of substationoperation is centper kilowatt-hour, andthe operation of thetransmission system amounts to cent, or a totalgenerating expense for transmission and conver-sion of cent per kilowatt-hour. The correspondingfixed charges on the substation equipment and trans-mission system amount to cent and cent re-spectively, or a total of cent, which, when addedto the operating costs, gives a total of cent. Tak-ing all costs into consideration, the alternating currentsystem generates, transmits, converts and delivers en-ergy to the direct current substation buses at centsper kilowatt-hour, estimating transmission and conver-sion losses at 16 per cent. The transmission voltage of13,200 appears low for the distances ARNOLD BAY STATE REPORT—OPERAT-ING EXPENSES IN PER CENT OFREVENUE It is probable that a material decrease in the powerrequirements can be secured by the installation of addi-tional feeder capacity. Tests indicate an excess loss ofabout 14 per cent and on several lines the voltage isabnormally low. The addition of feeders costing $850,-000 would reduce the average direct-current transmis-sion loss 10 or 12 per cent and save the company about$85,000 a year. The report discusses the companys rolling stock re-quirements in great detail, emphasizing the difficultiesof standardizing cars for all the service rapid transit entrance into Boston can be secured, andthrough interurban routes outside established, a dis-tinctly new type of car should be developed. It wouldthen be desirable to standardize equipment as far aspossible along three lines: First, high-speed interur-bans; second, large city equipment; third, light one-mancars, the two last nam
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