. The Street railway journal . be used to span the angle plate, or a shortbond can be placed under the angle plate. The advan-tages of a long bond are, of course, that the bond is notsubject to as great vibrations as if only a short distance isspanned; its disadvantage lies in the additional amountof copper required. On suburban roads where exposedtrack is used, there is an additional disadvantage in placingthe bond outside the angle plate, owing to the liability ofits loss through theft, the amount of copper contained in abond being sufficient to tempt the unscrupulous. Theprincipal objection
. The Street railway journal . be used to span the angle plate, or a shortbond can be placed under the angle plate. The advan-tages of a long bond are, of course, that the bond is notsubject to as great vibrations as if only a short distance isspanned; its disadvantage lies in the additional amountof copper required. On suburban roads where exposedtrack is used, there is an additional disadvantage in placingthe bond outside the angle plate, owing to the liability ofits loss through theft, the amount of copper contained in abond being sufficient to tempt the unscrupulous. Theprincipal objection brought against attaching bonds to thebase of the rail are their interference with the paving, andto their location under the head of the rail where the ter-minals project through the head that the upper ends of thebonds are subject to vehicular wear. There is a large class of rail bonds at present on the mar-ket, and it is the purpose of this article to illustrate and de-scribe the mechanical features of these bonds. So many. FIG. 1.—WEST END BOND improvements have been made recently that it is thoughtthat a description of the latest types of bonds manufacturedby the companies mentioned will be of value. Fig. 1 illustrates the West End bond manufactured bythe A. & J. M. Anderson Manufacturing Company of Bos-ton. It is designed to go round the angle plates and eachend of the wire, which is commonly a No. 00 and tinned, isprovided with a tapering steel bushing through which thewire passes. Holes are drilled in the rail web to receivethese bushings, and they are then forcibly driven in. Byreason of their tapering form these bushings are com-pressed as they enter the hole, and the wire which passesthrough them is in turn compressed. Soft steel bushingsare used because it is possible to drive them in more forci-bly than if copper bushings or the wire itself without thebushings were used. The wire is usually about 80 ins. inlength, and the ends are joined together by means of ati
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Keywords: ., bookcentury1800, bookdecade1880, booksubjectstreetr, bookyear1884
