File:Electric railway review (1906) (14757583981).jpg

Identifier: electricrailwayr19amer (find matches)
Title: Electric railway review
Year: 1906 (1900s)
Authors: American Street and Interurban Railway Association
Subjects: Street-railroads Electric railroads
Publisher: Chicago : Wilson Co
Contributing Library: Carnegie Library of Pittsburgh
Digitizing Sponsor: Lyrasis Members and Sloan Foundation

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electrification. The three phases are also carried through- polyphase power, it is difficult to escape the conclusion that itis a desirable and necessary adjunct to the system. In con-nection with its application to the New Haven electrification, itmay be said that synchronous motors will be shortly substi-tuted for steam engines in one of our lighting plants. Sucharrangements will bring about the centralization of powergeneration, and by proper field adjustment of the synchronousmotors the general power factor of the single-phase systemwill be raised. Sectionalization. An examination of the electrical connections made in andon the power house, line and locomotives would bring out thestrong similarity of the New Haven system to the well stand-ardized, direct-current (not alternating-current-direct-current)system. In either case the path is from one busbar of thestation to the feeder and trolley, thence to the locomotive andfrom there to the rail and return to the other station busbar.
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New York New Haven & Hartford Single-Phase System—Anchor Bridge and Catenary Construction. out the electrification zone, and are at all points available forpolyphase motors, such as would be used in railway machineshops and for the operation of motor-driven generators inlocal direct-current railway plants owned by the railroad com-pany. A modification of this arrangement which was consideredmay be mentioned; namely, 11,000-volt three-phase genera-tion, single-phase distribution for traction with step-downtransformers distributed along the line, their secondaries fur-nishing 3,300 or 6,600 volts to the sectionalized trolleys. Forthe reason that the life hazard in using 11,000 volts was notconsidered to be greatly increased over that of 3,300 or 6,600volts, and in view of the higher efficiency, lesser currents tobe collected by locomotive shoe contacts, greater reliabilityand the lower operating costs (no transformer substations),the advantages of the 11,000-volt direct transmissi

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