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) 
. e W\ 
Amesbury 
Merrimnc 
Haverhill Newbury NS 
B‘m N port —\ (! 
A “CWhury 
N Newbury 
Qm, Bradford 
= 
% o Methuen 
I A ‘{\\\S’ Lawrence\ 
B o0 ‘ Georgetown. 
? Dracut North Andover 
- 
A Andover Hamilton 
) 
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 
v "‘ /_'//// 
  
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-