. The Street railway journal . , TIME. FIG. 3.—PASSENGERS AND KW-HOURS PER HALF TRIP,CAR NO. 169 first been determined. For the purpose of this paper a line wasselected having light grades and reasonably small line losses,a line passing through the business center of a city and reach-ing the residential section, thus at all hours of the day calling. LIS ».58 7 08 TIME. FIG. 2.—KILOWATTS AT PEAKS DURING DAYS RUN for a fair average number of stops and t
. The Street railway journal . , TIME. FIG. 3.—PASSENGERS AND KW-HOURS PER HALF TRIP,CAR NO. 169 first been determined. For the purpose of this paper a line wasselected having light grades and reasonably small line losses,a line passing through the business center of a city and reach-ing the residential section, thus at all hours of the day calling. LIS ».58 7 08 TIME. FIG. 2.—KILOWATTS AT PEAKS DURING DAYS RUN for a fair average number of stops and therefore reasonablyrapid acceleration, in order to make the time schedule. Four types of equipment were selected for this service, asfollows: Car 169, having a 20-ft. body, single trucks, two 25-hpmotors, and a gear ratio of 1 to ; car 138, having a , two trucks, two 35-hp motors, and a gear ratio of 1 to and during the same relative hours. Each car was equippedwith a wattmeter, an ammeter and a voltmeter; the wattmeterreadings at the end of each half trip were recorded, and at theend of the run checked by the ammeter and voltmeter wattmeter was also carefully calibrated with a standardmeter, using a water rheostat as a load. The peaks were notedat times of acceleration and on grades. These tests have beentabulated as follows: Fig. 1, the average watt-hours per ton-mile. Fig. 2, kilowatts
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Keywords: ., bookcentury1800, bookdecade1880, booksubjectstreetr, bookyear1884
