Identifier: streetrailwayrev161amer (find matches)
Title: The street railway review
Year: 1891 (1890s)
Authors: American Street Railway Association Street Railway Accountants' Association of America American Railway, Mechanical, and Electrical Association
Subjects: Street-railroads
Publisher: Chicago : Street Railway Review Pub. Co
Contributing Library: Carnegie Library of Pittsburgh
Digitizing Sponsor: Lyrasis Members and Sloan Foundation

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not to be electrified. This distance of 12 miles is soshort that current will be conducted at the generator pressure with-out being transformed directly to the trolley line which passesthrough the tunnel. This trolley will be suspended in the tunnelitself on transverse suspension wires fixed on hooks cemented intothe walls. The trolley will be of the two wire type and the re-turn current will pass through the rails. The span wires are to helocated about 25 meters (80 ft.) apart. It did not seem necito choose a shorter distance owing to the fairly even temperaturein the tunnel which prevents any considerable difference in thesag of the trolley suspension wires, the trolley pole being so con-structed that no matter how much sag there is in the wires, itwould be impossible for the trolley pole to fly off the wires. Allbonding of rails will be done with plastic bonds. There will be a train switching station in the center of thetunnel which will be made use oi when trains, owing to delay.
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THREE-PHASE LOCOMOTIVE FOR THE SIMPLON TUNNEL. Swiss Federal railways in order that a comparison between steamand electrical traction could be made on a large scale and on aline which is especially suited to show the special advantages ofelectric traction. As only a limited time is left before the openingof the tunnel, which is fixed for the early summer, certain con-templated technical arrangements had, on account of this shorttime, to be modified. It was quite impossible in the short timeto construct entirely new locomotives, so the existing material willbe used. The earlier mentioned manufacturing firm was, at thetime, building two three-phase locomotives of 900 and 1,000 h. p.each for the Italian State railways and as there was a possibility oftransferring these to the Simplon tunnel line, by the consent of theauthorities of the Italian State railways, the three-phase systemwas decided upon. Many existing systems illustrate that three-phase operation isperfectly feasible for elect

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