. Electric railway journal . inal Company,explained the circumstances surrounding this outlined the results of studies made to determine the best system ofelectrification forthis terminal, lead-ing up to the de-cision to use directcurrent at 2400volts with an over-head contact sys-tem. He also gavedetails of the roll-ing stock. Duringthe three yearsthat have elapsedthe work has goneforward as rapidlyas war conditionswould permit, thetunnel having beencompleted inMarch, 1917. Fivepassenger locomo-tives, quite similarto those in use onthe Butte, Anacon-da & Pacific Rail-way, have been
. Electric railway journal . inal Company,explained the circumstances surrounding this outlined the results of studies made to determine the best system ofelectrification forthis terminal, lead-ing up to the de-cision to use directcurrent at 2400volts with an over-head contact sys-tem. He also gavedetails of the roll-ing stock. Duringthe three yearsthat have elapsedthe work has goneforward as rapidlyas war conditionswould permit, thetunnel having beencompleted inMarch, 1917. Fivepassenger locomo-tives, quite similarto those in use onthe Butte, Anacon-da & Pacific Rail-way, have been de-livered and theoverhead construction is complete excepting at the Mon-treal end, and this will be placed next March. It is planned to give details of the design of the over-head in a later article. The illustrations, however, in-dicate its general appearance. There is but one substation in the electrified zone,located nearly centrally in it at the portal of the 3 1/3-mile tunnel under Mount Royal. This is housed in a. TRANSMISSION LINE TERMINALSTRUCTURE AT MOUNT ROYALTUNNEL SUBSTATION
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