. The Street railway journal . ondary importance, if not negligible. At the top of page 34RYE NECK expected, and as shown by the comparison between Figs. 1 and 2,the shorter the run (Fig. 1) the greater is the economy of highacceleration. The energy required for the high-acceleration run in Fig. 1, asshown by the area of the large energy diagram furthest to the left,is The energy required for making the same run under theconditions referred to in curve B is that shown by the energy dia-gram furthest to the right, and is equal to kw-hours. Thedata for both sets of conditions are give
. The Street railway journal . ondary importance, if not negligible. At the top of page 34RYE NECK expected, and as shown by the comparison between Figs. 1 and 2,the shorter the run (Fig. 1) the greater is the economy of highacceleration. The energy required for the high-acceleration run in Fig. 1, asshown by the area of the large energy diagram furthest to the left,is The energy required for making the same run under theconditions referred to in curve B is that shown by the energy dia-gram furthest to the right, and is equal to kw-hours. Thedata for both sets of conditions are given in the upper right-handcorner of the diagram. The figures for the energy input per car mile corresponding tocurves A and B are, respectively, and kw-hours—thecorresponding figures for the energy in watt-hours per ton-milebeing, respectively, an(i TS44- The increase of energy re-quired for the lower acceleration is, therefore, per cent greaterwith the smaller equipment giving the lower acceleration. The. IME IN SECONDS FIG. 2C the author says: I have made these calculations for a number ofcases to correspond with practical conditions; the result is alwaysthat the energy used per mile is less for the lower this point I absolutely disagree with Dr. Hutchinson. The com-parison already referred to between the curves in Fig. 2a and is, as we have seen, opposed to this conclusion. The comparisonof the energy curves on Figs. 1 and 2, in my opinion, contradictsDr. Hutchinsons conclusion entirely. The two run curves in eachdiagram, it will be noticed, are curves of equal area as well as ofequal time, that is to say, the acceleration and coasting are arrangedin both cases in such a manner that the run is made in the sametime. The curves show readily the necessity for higher maximum speedwhen using the equipment consisting of smaller (300-amp.) motors,giving a lower acceleration; and the energy input curves (3a and3b) show a material differe
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