200 POWER DISTRIBUTION FOR ELECTRIC RAILROADS.
habitants. And all this, with few exceptions, is the result
of extension of strictly urban systems and not of independ-
ent effort at new avenues of intercommunication,
This character of growth is attested by the fact that of
i)
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Amesbury
Merrimnc
Haverhill Newbury NS
B‘m N port —\ (!
A “CWhury
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Qm, Bradford
=
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I A ‘{\\\S’ Lawrence\
B o0 ‘ Georgetown.
? Dracut North Andover
-
A Andover Hamilton
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Lowell WLES /
20 Welnham
Chelmsford 2. Billerica Dat oy '
Billeffca _ f'
illerica : =
qulngton andmc Peabody g /\i\{’\}
‘ Wakefield Y, }
‘Woburn N / el lchiead
"‘ 9P Sullfipscott
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Stioneham w
/ M]edford /\
Winchester
Arlington 3
Belmont! S,
aters, Cambrid\ee'®
Waltham vy
3 PN
-
S
< Brook-
line
Framingham
Wellesley
' Natick 2
% Milton 28
Ashland Dedham Hyde.Park
Braintree
Holliston Randolph
Stoughton (A von
lilford
Brockton Whitman
FIG. 106,
the entire network only the road from Lowell to Nashua
y
N. H., and the isolated Nantasket Beach road, differ in
engineering features from the general practice on purely
urban roads. Practically all the work is done in the ordi-
nary way at about 500 volts. Of course, the fout ensemble
is a shocking example of inefficient and costly distribu-