. Electric railway journal . tion of the machine being about 30 lb. With skillful manipulation, which an intelligent track-man soon acquires, excellent work can be done with thismachine. The roadmaster estimates that the averagecost for grinding joints is about 40 cents each. September 23, 1916] ELECTRIC RAILWAY JOURNAL 543 150-Lb. Third-Rail for New Lines ofthe Interborough in New York City The Interborough Rapid Transit Company will installapproximately 100 miles of 150-lb. third-rail on its newlines which form part of the dual system of rapid tran-sit of New York City. The accompanying illu
. Electric railway journal . tion of the machine being about 30 lb. With skillful manipulation, which an intelligent track-man soon acquires, excellent work can be done with thismachine. The roadmaster estimates that the averagecost for grinding joints is about 40 cents each. September 23, 1916] ELECTRIC RAILWAY JOURNAL 543 150-Lb. Third-Rail for New Lines ofthe Interborough in New York City The Interborough Rapid Transit Company will installapproximately 100 miles of 150-lb. third-rail on its newlines which form part of the dual system of rapid tran-sit of New York City. The accompanying illustrationshows the cross-section of the third-rail that has beendeveloped for these lines. The actual weight is 153 yard, and the cross-section is slightly more than15 sq. in. The principal dimensions are shown in theillustration. The rail will be supplied in 60-ft. lengths,10 per cent of which may be shorts. The specifications for this rail call for a carbon con-tent of not less than per cent and a resistivity of. 150-LB. NEW THIRD-RAIL FOR THE INTERBOROUGH RAPIDTRANSIT COMPANY not more than seven times that of annealed copper. Thepercentages of manganese, sulphur, phosphorus, silicon,etc., are not specified. A notable fact in connection with this rail is that thepercentage of carbon is unusually high for a materialhaving such high conductivity. This means that the railwill be stiffer, that the installation will be simplified,and that it can be used in 60-ft. lengths, thus requiringapproximately one-half the usual number of bonds. A Protected Impedance Bond The latest development in impedance bonds for useon electrified portions of trunk lines as well as on inter-urban railways is that of the bond shown mounted inits case in the accompanying illustration. The connec-tions for the rails are brought out at the side ratherthan at the end, and the bond has a cover designed toprevent the breaking of the bond or leads by draggingequipment. The rail connections are brought
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