. Electric railway journal . th No. 0000 com-pressed terminal bonds. The third-rail is 70 lb., with500,000-circ. mil ribbon bonds soldered to the head ofthe rail, and is of sufficient area to carry the currentwithout additional feeders. There are four substations, located miles apartand having capacities as shown in Fig. 1. Clark Millssubstation (No. 1) is miles from the Utica city line,and Manlius Center substation (No. 4) is milesfrom the city line of Syracuse. Vernon substation () and Canastota substation (No. 3) are the inter-mediate substations. The original capacity of
. Electric railway journal . th No. 0000 com-pressed terminal bonds. The third-rail is 70 lb., with500,000-circ. mil ribbon bonds soldered to the head ofthe rail, and is of sufficient area to carry the currentwithout additional feeders. There are four substations, located miles apartand having capacities as shown in Fig. 1. Clark Millssubstation (No. 1) is miles from the Utica city line,and Manlius Center substation (No. 4) is milesfrom the city line of Syracuse. Vernon substation () and Canastota substation (No. 3) are the inter-mediate substations. The original capacity of the sub-stations was 600 kw., eachcontaining two In 1916 one unitwas transferred fromManlius Center substa-tion to Vernon substationto take care of the addi-tional load at the latterpoint. It was possible toremove one of the unitsfrom Manlius Center asthe Syracuse lines helpfeed this section. Alsothe automatic feature wastaken into considerationas the current-limitingresistance of the auto-matic substation will. EXTERIOR OF MANLIUS CENTER SUBSTATION WHICHBEING MADE AUTOMATIC allow three-car trains to pass this station withoutoverloading the machine. The service required of the substations on this lineis very favorable to the use of automatic control. Theheadway permits the shutting down of the convertersa considerable part of the time, thus making a distinctsaving in the light-load losses. This is especially trueof Manlius Center substation, for many of the trainspass at this point, the headway between local and lim-ited trains is less in this section, and the substation islocated considerably nearer one of the substations inSyracuse than the distance between substations on theOneida lines. The busbar voltage at Syracuse is 650,whereas on the Oneida line it is 620. This allows theSyracuse lines to feed considerable power to the Oneidaline through a connection at the junction of these lines. Probably the most interesting feature of this installa-tion is that, of th
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