. Die Straßenbahnschau . Nehmen Sie die Plätze von Dimmen vor, ein Lave Zimmer für Dimmen, die vor oder hinter sich liegen .^ 488 ^IMD^V^aiya^)^^ ÜBERKOPFBAU IM BAL-TIMORE & OHIO TUNNEL. Bei der Umstellung einer Dampfstraße auf elektrische Traktion ist der interessanteste Teil der Installation zum Dampfbahnmann und zum Elektroingenieur der Überbau. Das Krafthaus ist praktisch das sameas für jede große elektrische Eisenbahn und enthält nichts, das nicht gründlich erprobt und getestet wurde. Die Strecke sechsundneunzig Tonnen Lokomotiven für den großen Tunnel der Bal-timore & O
1375 x 1817 px | 23,3 x 30,8 cm | 9,2 x 12,1 inches | 150dpi
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. The street railway review . take the placesof thim in front, an lave room for thim who are natherin front nor behind .^ 488 ^Imd^V^aiya^)^^ OVERHEAD CONSTRUCTION IN THE BAL-TIMORE & OHIO TUNNEL. In the change of a steam road to electric traction themost interesting part of the installation to the steam rail-road man and to the electrical engineer is the overheadconstruction. The power house is .practically the sameas for any large electric railway and contains nothingthat has not been thoroughly tried and tested. The track ninety-six ton locomotives for the great tunnel of the Bal-timore & Ohio railroad at Baltimore. We will notrepeat the details then given of these mammoth electricmachines, but will at once consider the overhead con-struction which has been designed to conduct success-fully the enormous current taken by these locomotives.If the trathc in the tunnel could have been handled bylight trains at short intervals as on all other electric sur-face roads, no new plan would have had to be devised. OVERHEAD LONSTRUCTION AT ENTRANCE TO TUNNEL. and road bed needs little change for electric traction.This leaves the locomotives and over-head work as theonly part of the work that is really new. Even the largeelectric locomotive, however, is not entirely untried, andwhatever doubts steam engineers may have as to theirability to do the steam engines work, there is no doubtin the mind of the electrical engineers acquainted withrailway work. In our January, 1895, issue, we gave the details of the for the overhead work. But in this case electric tractionhad to be adapted to the traffic instead of adapting thetraffic to electric traction as is generally found best. Thetunnel is only a link in a through line and long trainsmust be hauled in their entirety, hence the necessity forheavy locomotives. These locomotives take from 500 to3, 000 amperes of current when in service or about tentimes as much as any electric motors now taking currentfrom trolley wires. This is also
