. Electric railway journal . ed in this paper (see issue forSept. 8, 1906, page 384). Since that time other testswere made in Germany as described in the ElectricRailway Journal for Sept. 2, 1911, page 397. The runaway stop at Scranton consists, as will be seenby reference to an accompanying illustration, of twodouble troughs about 350 ft. long formed between therunning rails and additional guard rails adjacent, thetroughs being filled with gravel to a depth of approxi-mately 4 in. At the entrance end an ordinary split-switch point is set in the running rail, the switch beingnormally open to d
. Electric railway journal . ed in this paper (see issue forSept. 8, 1906, page 384). Since that time other testswere made in Germany as described in the ElectricRailway Journal for Sept. 2, 1911, page 397. The runaway stop at Scranton consists, as will be seenby reference to an accompanying illustration, of twodouble troughs about 350 ft. long formed between therunning rails and additional guard rails adjacent, thetroughs being filled with gravel to a depth of approxi-mately 4 in. At the entrance end an ordinary split-switch point is set in the running rail, the switch beingnormally open to divert any traffic into the the approach of a regular train under control theswitch is set for the main line by the operator in a near-by interlocking tower. The stop has been elaborately tested by running carsinto it at speeds ranging from 15 to 30 all, fifteen such tests have been carried out. Thefirst five were made with a gondola freight car which,. APRIL 10, 1915] ELECTRIC RAILWAY JOURNAL 707. with its load, weighed 58,000 lb., and the last ten witha loaded box car weighing 76,400 lb. The test cars weredrawn to various points on the grade, then cut loose andallowed to run free into the trough, observations beingmade as to the speed, distance and time required to makethe stop, etc. The damage done during the tests wasnegligible and consisted principally of broken spikesand anti-creepers. Practically no damage was done tothe cars or trucks, which entered and were stopped inthe trough in a very satisfactory manner. It was foundthat the first car bumped considerably as it passed overthe ties under the trough, but that the gravel was thustamped enough so that subsequent cars ran smoothly. Various materials were placed in the trough for thedifferent tests, such as 3/±-in. crushed stone, screenedsand, small gravel and large gravel, and although hardlyenough tests were made to define accurately the lawsgoverning the behavior of cars at various speeds w
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