. Electric railway gazette . 1*0 , 1 T ,.: .I, TV 17 T 1 T M° iSV 1 Y in 1 v rtn 1 ?i! 1 ~S TO 1 « T 1 ^rTr- ,|, , , -■-T1-_ 1 -COMPARISON OF GOING TRIPS, SPECIAL CAR TEST, PIKESVILLE ROAD, JUNE 21,Portions of Figs. 14 a nd 17 superimposed. AND JUNE 8, the first, and per cent, as compared with 54 per cent,returning, and 90 per cent, as compared with 59 per cent, forthe round trip. The mean line resistance of ohms wasless than ohms of the first test, probably on account ofthe improved bonding, and the horse-power lost in theline in the second test was only per cent, as compared
. Electric railway gazette . 1*0 , 1 T ,.: .I, TV 17 T 1 T M° iSV 1 Y in 1 v rtn 1 ?i! 1 ~S TO 1 « T 1 ^rTr- ,|, , , -■-T1-_ 1 -COMPARISON OF GOING TRIPS, SPECIAL CAR TEST, PIKESVILLE ROAD, JUNE 21,Portions of Figs. 14 a nd 17 superimposed. AND JUNE 8, the first, and per cent, as compared with 54 per cent,returning, and 90 per cent, as compared with 59 per cent, forthe round trip. The mean line resistance of ohms wasless than ohms of the first test, probably on account ofthe improved bonding, and the horse-power lost in theline in the second test was only per cent, as comparedwith in the first test, probably for the same reason. working conductor is sectional, the sections being connectedwith the supply mains only when cars, are over them. TheLa Burt system, however, differs radically from others ofthis general class in that there are no magnetic switchesor contact-making devices, the working conductor beingput in and out of circuit in the very simple and ingeniousmanner described FIG. 21.—COMPARISON OF RETURN TRIPS, SPECIAL CAR TEST, PIKESVILLE ROAD, JUNE 91, 1893, AND JUNE 8, lE Portions of Figs. 15 and iS superimposed. The average speed for the round trip was 20 miles perhour as compared with in the first test, and in goingout it went as high as 26 miles per hour at one point andseveral times from 27 to 29 miles per hour on the returntrip. Table III., given on p. 177, contains the principal dataand average results of this test. (To be continued.) The conduit is located just outside one of the rails andcontains only one conductor, the rails being used for thereturn, as in the trolley system. The conductor, as abovestated, is sectional so far as conducting material is con-cerned, but the ends are mechanically joined by a non-condricting and flexible medium which behaves exactly asa universal joint. Each section of conductor is supported,at the ends only, upon the arms of two bell cranks; the September 28, 1895. ELECTRIC RAILW
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Keywords: ., bookcentury1800, bookdecade1890, bookpublishernewyo, bookyear1895
