. The Street railway journal . and in contact with the inside guard boards, andscarfed them severely. The guards were then reduced i in. MAiiCil 14, 1903.] STREET RAILWAY JOURNAL. 399 ill (k|)lli, as a lucaus to uvcrctime Uiib trouble; it also in-volved a complete change in the proposed plans protecting therail through station districts. The lower cylinders of com-pound locomotives presented moving obstructions similar tothose of steel cars. While endeavoring to meet and overcome these new con-ditions the 85-lb. track rail was replaced by loo-lb. rail, and it head of the lag and the base of th
. The Street railway journal . and in contact with the inside guard boards, andscarfed them severely. The guards were then reduced i in. MAiiCil 14, 1903.] STREET RAILWAY JOURNAL. 399 ill (k|)lli, as a lucaus to uvcrctime Uiib trouble; it also in-volved a complete change in the proposed plans protecting therail through station districts. The lower cylinders of com-pound locomotives presented moving obstructions similar tothose of steel cars. While endeavoring to meet and overcome these new con-ditions the 85-lb. track rail was replaced by loo-lb. rail, and it head of the lag and the base of the stand. This was tu allowfor an independent movement of the insulator tie. In practiceit was found impossible to have an insulator tie every 10 ft.,so that the limits were set for any distance between 8 ft. and 11ft. This irregular spacing of ties also affected the ending ofguard boards at the stands. No standard length of board couldbe used without a very considerable amount of waste. To meet .Vudjiiiatic ConuMlIiiiy Swilcl. OF CAMDEN TERMINAL. SHOWING SECTIONS was }4 in. higher than the old rail. This had the effect oflowering the third rail -y^ in., and also decreased the clearancebetween the bottom of the shoe and track rails an equal dis-tance. It called for a condition of track maintenance thatcould not be met, and the shoes were continually coming incontact with the wheel rails at cross-overs and crossings. Theentire third rail would have had to be raised to bring it backto its former elevation. In view of all the new facts that de-veloped from the experience with the installation as first laiddown, it was deemed wise and prudent to widen the gage, toincrease the elevation and to keep away as far as possible fromsteel cars and compound locomotives. So the third rail wasrelaid to 3oyS-in. gage and T^yo-in. elevation. The entire ab-sence, since this was done, of any noteworthy interference,such as had been before experienced, is the best evidence thatthe change was
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Keywords: ., bookcentury1800, bookdecade1880, booksubjectstreetr, bookyear1884
