. American engineer and railroad journal . r was in reality primarily intended for streetrailway service, which is evinced by the very long platformsfor easy entrance and exit under the pay-as-you-enter system,and it has also maximum traction trucks, better adapted to cityconditions than to country running as on the branch where inservice. Nevertheless, although the car was not constructed with therequirements of the Erie under consideration, its performancefor the latter has been such that much interest has been awak-ened, and it is believed that it will be the means of effectually Aprii, 101
. American engineer and railroad journal . r was in reality primarily intended for streetrailway service, which is evinced by the very long platformsfor easy entrance and exit under the pay-as-you-enter system,and it has also maximum traction trucks, better adapted to cityconditions than to country running as on the branch where inservice. Nevertheless, although the car was not constructed with therequirements of the Erie under consideration, its performancefor the latter has been such that much interest has been awak-ened, and it is believed that it will be the means of effectually Aprii, 1011. AMERICAN engim:i-:r and journal 151 solving the vexatious problem wliicli has been commented uponIt has invariably made its runs on time, even during blizzard■weather, and is felt to be fully dependable for the service bythose interested. Some interesting figures are available in regard to the econom-ical results which have been attained; for instance, on a recenttest run of 4S miles from West Orange to Forest Hill, tlieiu-o. TRACTION TKUlK. to Greenwood Junction, thence to Newark, and thence to Pater-son and return to West Orange, the batteries were only chargedone hour for the entire run. The power consumption on the 48miles averaged 625 watt hours per car mile, or 43 watt hoursper ton mile, which is about the average power consumption ofthe car on its regular runs between West Orange and ForestHill. Electric current costing 2 cents per kilowatt hour would,therefore, make the power cost in this case i^ cents per carmile. In this special run, to test out the car over greater dis-tances, the maximum speed attained was 32 miles per hour, andthe average between stops 25 miles per hour. From the view-point of acceleration the car shows remarkable efficiency, asnearly as can be determined reaching its maximum speed onlevel and straight track in 1,000 feet. The car herein illustrated is 28 ft. long, inside of corner posts,and 7 ft. 6 in. wide over deep rail.
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
