. The street railway review . ,i0OCC FIG. 2—RESULTS OF LINE FIG. 3—I. H. p., n. H. p. AND LINE LOSS. /ere^ -tb-sj 312 STREET RAILWAY REVIEW. [Vol. X, No. 6. By reducing the kilowatt-hours per car-mile to a speed of lOmiles per hour the following figures were obtained and will serveas a fair basis for comparison. Car No. 23 drawing three loadedtrailers required kw. h. per car-mile and when run withoutload kw. h. per car-mile. No. 8 when run empty over thesame route used kw. h. per car-mile. These figures show times as much power was required to draw the three trai
. The street railway review . ,i0OCC FIG. 2—RESULTS OF LINE FIG. 3—I. H. p., n. H. p. AND LINE LOSS. /ere^ -tb-sj 312 STREET RAILWAY REVIEW. [Vol. X, No. 6. By reducing the kilowatt-hours per car-mile to a speed of lOmiles per hour the following figures were obtained and will serveas a fair basis for comparison. Car No. 23 drawing three loadedtrailers required kw. h. per car-mile and when run withoutload kw. h. per car-mile. No. 8 when run empty over thesame route used kw. h. per car-mile. These figures show times as much power was required to draw the three trailersas was required to run the car alone and that No. 8 ran somewhateasier than No. 23, the figures being in the ratio of 7 to 9. LINE TEST. In order to obtain the resistance of the feeder system from dif-ferent points to the station, two line tests were made during thenight when there was none but the test car on the road. First thetotal resistance of track and trolley was measured and from theresults of the second set of measurements, we were able to separate
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