. Electric railway journal . officials of the company, the newtrain stop or decelerator has been established. As installed for test purposes at Forest Hills, the December 9, 1916 J ELECTRIC RAILWAY JOURNAL 1203 train stop consists of a stretch of roadbed about 300 , without running or third rails, but provided withthe usual 6-in. x 8-in. wooden guard rails. Betweenthe latter crushed stone 1 in. in diameter is piled againsteach guard timber, and as a precaution against injuryto the guard timbers a section of T-rail is installed asan inside guard and covered to a depth of about 3
. Electric railway journal . officials of the company, the newtrain stop or decelerator has been established. As installed for test purposes at Forest Hills, the December 9, 1916 J ELECTRIC RAILWAY JOURNAL 1203 train stop consists of a stretch of roadbed about 300 , without running or third rails, but provided withthe usual 6-in. x 8-in. wooden guard rails. Betweenthe latter crushed stone 1 in. in diameter is piled againsteach guard timber, and as a precaution against injuryto the guard timbers a section of T-rail is installed asan inside guard and covered to a depth of about 3 stone. The inside rail is about 8 in. from theguard rail, and the section of retarding track is pro-vided at the connection with the ordinary running trackwith a thin wedge of wood, steel plated, to guide thewheels more accurately as the train leaves the runningtrack. Upon approaching the decelerating track with fullpower on the motors the supply of energy is automat-ically cut off as the third rail shoes break their contact. BOSTON SAFETY STOP TESTS—CLOSE VIEW OF FRONT OFFOREMOST TRUCK AFTER TRAIN HAS COME TO REST and the train enters the crushed stone right of way atfull momentum. The wheels are embedded in thecrushed stone, forcing the latter down into the roadbedand against the guard timbers. The dead cars rapidlylose their momentum as the wheels roll forward, and asmooth stop with a retardation of about 2 persecond results. A four-car train upon which a repre-sentative of the Electric Railway Journal rode, aftera rainy night came to a dead stop in ten seconds froma speed of about 22 , the foremost wheels in thetrain coming to rest at a point 203 ft. from the entranceto the derailing track. Beyond an insignificant jar asthe train left the running rails, the retardation wasvirtually as smooth as in an ordinary service applica-tion of the brakes, and much smoother than an emer-gency stop would ordinarily be. At 25 a four-car train stopped in 232 ft. In s
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