File:The street railway review (1891) (14761102045).jpg

Identifier: streetrailwayrev08amer (find matches)
Title: The street railway review
Year: 1891 (1890s)
Authors: American Street Railway Association Street Railway Accountants' Association of America American Railway, Mechanical, and Electrical Association
Subjects: Street-railroads
Publisher: Chicago : Street Railway Review Pub. Co
Contributing Library: Carnegie Library of Pittsburgh
Digitizing Sponsor: Lyrasis Members and Sloan Foundation

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Text Appearing Before Image:
e street railway has two derails 5, and two dwarfsemaphore signals 3. The normal position of signals i, 2, 7 and 8 is at clear, asshown by the broken lines, the levers in the machine being One of the plans for protecting grade crossings which issimple and inexpensive is to provide derails on the streetrailway track which are normally open and are closed bythe movement of a lever which is located on the oppositeside of the steam track from the derail. The conductor ofthe street car must cross the steam track and close the derailbefore the car can proceed. Such an arrangement is in usein Denver and was illustrated in the Review, June, 1897;at the crossings there described blind curves are providedonto which the street car runs, instead of merely being de-railed. The accompanying illustration shows the derailing de-vice made by the Paige Iron Works, of Chicago, and in-stalled at a crossing of the Chicago & Alton Railroad andthe Alton Railway & Illuminating Companys road at Alton,
Text Appearing After Image:
DERAILING DEVICE FOR PROTECTING STREET AND STEAM RAILWAY CROSSING AT ALTON, ILL. reversed, giving the right of way for trains on the steamroad. The normal position of signals 3 on the street rail-way is at danger, the lever being in normal position, towardthe front of the machine, with the derails 5 open. As it is not intended to employ the regular services of asignalman in a tower to manipulate the levers, but to havethem thrown by the conductor of the electnc car, it is de-sirable to arrange the interlocking mechanism so that hecannot change the position of the signals 2 or 7 after atrain on the steam road has passed either I or 8, for unlessthis protection were provided,he might change signals 2 and7 immediately in front of a fast approaching train, and causea collision, the distance between the home signals and thecrossing not being sufficient in which to stop a train thathas passed the home signal at speed. This is accomplished by forming a rail circuit from thedistant signals to

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