Identifier: streetrailwayjo241904newy (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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alternating current at 11,000 volts, this current to be generated at a frequency of 25 cyclesper second, and to be delivered through three-conductor cablesto transformers and converters in sub-stations suitably locatedwith reference to the track system, the current there to betransformed and converted to direct current for delivery to thethird-rail conductor at a potential of 625 volts. Calculations based upon contemplated schedules require fortraction purposes and for heating and lighting cars a maxi-mum delivery of about 45,000 kw at the third rail. Allowingfor losses in the distributing cables, in transformers and con-verters, this implies a total generating capacity of approxi-mately 50,000 kw, and having in view the possibility of futureextensions of the system it was decided to design and constructthe power house building for the ultimate reception of eleven5000-kw units for traction current in addition to the lightingsets. Each 5000-kw unit is capable of delivering during rush
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ONE OF THE 5000-KW MAIN ALTERNATORS IN THE POWERPLANT hours an output of 7500 kw, or approximately 10,000 ehp, and,setting aside one unit as a reserve, the contemplated ultimatemaximum output of the power plant therefore is 75,000 kw, orapproximately 100,coo ehp. The power house is fully described in another article in thisissue, but it is not inappropriate to refer briefly in this placeto certain considerations governing the selection of the gen-erating unit, and the use of engines rather than steam tur-bines. The 5000-kw generating unit was chosen because it is prac-tically as large a unit of the direct-connected type as can beconstructed by the engine builders unless more than two hear-ings he used—an alternative deemed inadvisable by the engi-neers of the company. The adoption of a smaller unit wouldbe less economical of floor space and would tend to produceextreme complication in so hn;e an installation and, in viewof the rapid changes in load, which in urban railway service ol

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