. The Street railway journal . f 100-lb. rail, which makes the increase in ohmic resist-ance of return circuit about 1 per cent. The inductive bonds at the end of the block are arranged 944 STREET RAILWAY JOURNAL. [Vol. XXVIII. No. 19. in a cross-connection between the service rails of each track,as shown in Fig. 30. The block is supplied with alternatingcurrent at its center through transformers connected withno-volt, 25-cycle signal mains running from the semaphore relays are of the motor type with fields sup-plied with alternating current taken from the entering endof the b
. The Street railway journal . f 100-lb. rail, which makes the increase in ohmic resist-ance of return circuit about 1 per cent. The inductive bonds at the end of the block are arranged 944 STREET RAILWAY JOURNAL. [Vol. XXVIII. No. 19. in a cross-connection between the service rails of each track,as shown in Fig. 30. The block is supplied with alternatingcurrent at its center through transformers connected withno-volt, 25-cycle signal mains running from the semaphore relays are of the motor type with fields sup-plied with alternating current taken from the entering endof the block and with the armature supplied with currenttaken from the leaving end of the block. A view of thesetransformers is shown in Fig. 29. From Camden to Newfield, a distance of 30 miles, theblock signals are automatic, electro-pneumatic, with 120 blocksections of the kind described; from Newfield to Pleasant-ville the telegraphic block system is used, with blocks about2 miles in length; from Pleasantville to Atlantic City, FIG. 29.—POLE SHOWING TRANSFORMERS FOR OPERATINGSIGNAL SYSTEM miles, automatic signals similar to those used between Cam-den and Newfield are employed. SECTIONALIZING THE THIRD RAILTo obtain the combined conductivity of the two third railsthey are connected electrically, but at the same time provisionsare made to insure only a short piece of single track becomingdead in the event of an accident. These desirable results, secur-ing the collective conductivity and the sectionalization of thethird rail, are obtained by the insertion of a combined switchand fuse box at points midway between each sub-station, asshown in Figs. 35 and 36. The gaps in the third rails atthese points are filled with pieces of wood flush with thesurface of the rail. The sketch shown in Fig. 37 will give a clear idea of theelectrical connections and arrangement of switches andfuses. The sections of rail marked A and B with the gapbetween them represent one third rail and C and D th
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Keywords: ., bookcentury1800, bookdecade1880, booksubjectstreetr, bookyear1884
