INTERURBAN AND CROSS COUNTRY WORK. 207 
miles. In the previous discussion the load was assumed 
uniform along the line. Obviously it is unlikely to be so, 
and we must accordingly modify the simple arrangement 
there shown. We may still allow the fifty amperes per 
car as before. The exact effect of C and D on the inter- 
urban traffic cannot possibly be foretold, and indeed it will 
constantly be subject to some variation, nevertheless cer- 
tain things can be safely predicted. 
The local traffic between C and A will have the effect 
of shifting the load centre of the section, E A, toward A. 
Similarly the traffic between D and B will shift the load on 
the right hand side of the section, F, F, somewhat toward F. 
If the towns, C and D, are of nearly the same size, the two 
halves of the line will be about equally loaded, so that the 
stations will be of the same size. FE D will assuredly be 
the most lightly loaded section of the line. 
A C -2%~E Di«—44-—>iF B 
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Street Ry.Journal 
  
  
HIG . T, 
Now what conclusion as to the distribution of power 
are we justified in making? Although some data are avail- 
able as to purely urban traffic in cities of known size, there 
are as yet no data for predicting the probable actual travel 
on an interurban line. ’The assumption as to current re- 
quired is as close a guess as one would be justified in mak- 
ing. Any change in the distribution of feeder copper, due 
to assumed differences of load in different parts of the line, 
is somewhat hazardous, and about the only change author- 
ized by the evidence is a change of position of the station, 
E. A situation at or near C is certainly an improvement. 
It might be advantageous to make F equidistant from D 
and B, but in view of the shift in E it probably would not 
be desirable to further increase the distance between sta- 
tions. Throughout we assume that the real local traffic 
over our line in A and B is small, owing to local street 
railways.