. Electric railways, theoretically and practically treated . Fig. III. —ELECTRIC HEATER COILS AND CASE. energy where the temperature difference between the carand surrounding air should be kept at as high as 40 to50 deg. Fahr. This, of course, applies only to inter-. Fig. 112. —SECTION THROUGH RISER. urban operation, where stops are two or three minutesapart, and where the front door of the car is never a similar car in city service, stopping eight or nine 176 ELECTRIC RAILWAYS. times per mile, and rmming at about 10 miles per hour,schedule speed, a smaller expenditure of energy would
. Electric railways, theoretically and practically treated . Fig. III. —ELECTRIC HEATER COILS AND CASE. energy where the temperature difference between the carand surrounding air should be kept at as high as 40 to50 deg. Fahr. This, of course, applies only to inter-. Fig. 112. —SECTION THROUGH RISER. urban operation, where stops are two or three minutesapart, and where the front door of the car is never a similar car in city service, stopping eight or nine 176 ELECTRIC RAILWAYS. times per mile, and rmming at about 10 miles per hour,schedule speed, a smaller expenditure of energy would benecessary to maintain the same temperature difference, be-cause of the lower speed protection, afforded by building andmore crowded condition of car. Relatively large amounts ofenergy are required for the heating of trains such as areoperated on deviated roads, where both doors of the car areopened at interv^als of a minute, a minute and a half, andnot closed until after the train has reached considerableheadway on account of the necessity of announcingstations. The heater loads on street car and inter-urbansystems compose a very formidable item of the total energyconsumption. This load does not fluctuate, but is steady,causing an increase in both averag
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