. Electric railway journal . 15 n 1 V * y 11 1 1v. 1 1 11 1 1 \ . \ , \ , 5 10 15 20 25 30 35 40 45 50 55 60 65Seconds 70 75 i 10 85 90 95 100 Efficient Operation HUMMING TIMEIN MIN. CO A STING TIMEIN MIN. % OF COASTING NO. ACCEL. TOTALAMP. MRS. TOTALK. W HRS K. W. C M. AVERAGELINE VOLTAGE 46 1640 546 Inefficien tOperation 22 46 3085 528 Comparison of Efficient and Inefficient Operation of Test Carfor Complete Trip on Van Buren St LineFig. 10—Chicago Coasting Tests—Comparison of Energy Consumption by Efficient and Inefficient Motormen the rat
. Electric railway journal . 15 n 1 V * y 11 1 1v. 1 1 11 1 1 \ . \ , \ , 5 10 15 20 25 30 35 40 45 50 55 60 65Seconds 70 75 i 10 85 90 95 100 Efficient Operation HUMMING TIMEIN MIN. CO A STING TIMEIN MIN. % OF COASTING NO. ACCEL. TOTALAMP. MRS. TOTALK. W HRS K. W. C M. AVERAGELINE VOLTAGE 46 1640 546 Inefficien tOperation 22 46 3085 528 Comparison of Efficient and Inefficient Operation of Test Carfor Complete Trip on Van Buren St LineFig. 10—Chicago Coasting Tests—Comparison of Energy Consumption by Efficient and Inefficient Motormen the ratio of coasting to kw-hours per car mile, shown inthe curves in Fig. 8. Lowering the peak at the cars assists largely in loweringthe peaks at the power house. Low peaks at the cars areobtained by: (1) Accelerating only to the necessary speed, whetherby the use of one or eight points on the controller. (2) Adhering at all times to the prescribed rate ofacceleration. Both of these methods, while decreasing the peaks, will. Seconds to reach 2 3 4 5 full Multiple Zsec — - 2sec 32sec. Current Held 5 -6 ■ two men over the same track with the same stops is easilynoted. The inefficient operator used per cent morepower than the efficient operator, although to a casualobserver the only difference in car operation on the twotrips was in the starting and stopping of cars more evenlyand in a less jerky manner. As a general check on these two runs shown in part inFig. io tests were made to determine the rate of accelera-tion and the possible coasting distances resulting from theuse of from one to eight points on the controller. Thesespecial tests were made with the test car at night and read-ings were made to check the curve-drawing instrumentswhich were used to obtain the current curves. Fig. ii shows graphically the current values whenaccelerating to full multiple from a dead stop in variousprogressive intervals of time. These curves clearly illus-tra
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