File:The Street railway journal (1902) (14575079310).jpg

Identifier: streetrailwayjo191902newy (find matches)
Title: The Street railway journal
Year: 1884 (1880s)
Authors:
Subjects: Street-railroads Electric railroads Transportation
Publisher: New York : McGraw Pub. Co.
Contributing Library: Smithsonian Libraries
Digitizing Sponsor: Smithsonian Libraries

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) STREET RAILWAY JOURNAL. 697 The cost of the electrical installation, exclusive of the central station, was as follows: Thirty-eight kilometer high-tension circuits from Thunto Burgdorf, inclusive of branch circuits to the four-teen transformers F.140,000 Trolley line and track return, inclusive of 6-km doubletrack at switches, including feeders, poles, insulators, wires, switches, lightning protectors, and erection.... 350,000 Fourteen 450-kw transformers, inclusive of small trans-former houses 160,000 Station lighting and repair shops 20,000 Electric equipment of rolling i.tock, i. e., six motor cars, two locomotives, lighting and heating of cars 235,000 Reserve parts 30,000 Total F.935,000 The fare for the entire 40-km trip is 2.05 francs and 2.90francs (for two classes) and 3.30 francs and 4.60 francs, re-spectively, for the excursion trip. The entire electrical equipment was furnished by Brown,Boveri & Company, of Baden, Switzerland. Bgar397Sn MonchWOS* Station Junqfrautl66m
Text Appearing After Image:
SKETCH SHOWING COURSE OF JUNGFRAU RAILWAY Accidents due to the use of high-tension three-phase andtrolley three-phase currents have not been reported up tothe present time, and it would appear as if the danger onthe high-tension circuits may be absolutely removed bythe exercise of care. STANSSTAD-ENGELBERG ELECTRIC RAILWAY This installation differs materially from the Gornergratrailway in having considerable freight traffic and also be-cause of the entire length of. 22.3 km only 1.5 km is rack construction. Some particulars of the Stansstad linewere published in the Street Railway Journal for Jan-uary, 1899, but the line has now been in operation for overthree years, and a brief review of its construction and pres-ent methods of operation will be of interest. The road was begun in T897 and has several iron bridges but no tunnels, as is the case on the Gornergrat railway. Asthe track construction of the latter road has been minutelydescribed it is not necessary to do so again in this c

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