Model Railroader Magazine 1937 March Plans for a ten wheeler

Model Railroader Magazine 1937 March Plans for a ten wheeler

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Model Railroader 1937 March
CONTENTS
CONTINUOUS CAB SIGNALS how railroads work
LEVEL TRACK ISNT LEVEL
HEAVY INTERURBAN PROTOTYPE although only 60 ft. over all, south shore coaches are class 1 equipment
BUILDING A LOCOMOTIVE part 4 making the equalized pilot truck and forming the boiler shell
THE HO GAUGE NEW HAVEN uses over head power distribution with pantograph, catenary, and all
DETROIT UNION RR new O gauge pike to be operating in time for 1937 national convention
AN O GAUGE SWITCHER
ANOTHER TEN-WHEELER northern pacific 4-6-0 typical of early twentieth century designs
NEW MILWAUKEE CLUB ROAD Milwaukee union terminal RR puts new O gauge division in operation
CONTINUOUS CAB SIGNALS
ONE of the most used types of train control and cab signaling is the continuous inductive. This is a close cousin of radio. It operates on the closed circuit principle which is so fundamental in railroad signaling, so that any failure of the apparatus, either wayside or on the engine, causes a restrictive indication and stops the train unless the engineman acknowledges.
To obtain two indications on the engine, a clear and a restrictive, a series circuit is used. This is shown in the upper of our two sketches. A radio frequency current is fed into the rails at the head end of the block. If no train is in the block this current does not complete its circuit. If a train is in the block, as shown, the circuit is completed by the wheels and axles. If the signal ahead indicates danger the current is cut off at its source.
Under the pilot of every locomotive running in cab signal territory are a pair of coils, one over each rail. These are wound in opposite directions, so that they pick up this radio frequency current from the rails. An amplifier brings it up to such strength as will work the locomotive apparatus, and as long as the current is received the cab signal indicates clear. A broken rail, an open switch, a train in the block ahead or in the same block, will all cause the current to stop and the signal will indicate stop.
If a third indication is wanted, a parallel circuit through the rails is added as shown in the lower sketch. This parallel circuit does not affect the front end coils, as they are wound in opposite directions and the current is traveling the....

LEVEL TRACK ISN'T LEVEL
A RAILROAD grade is seldom absolutely level for much of a distance, even when the surveyors originally planned it that way. The grade just simply doesn't stay put.
Every time the track is reballasted the grade rises about six inches or so. Ballast is just dumped alonsgide the track, section gangs jack up the track itself so that it's entirely clear of the old ballast, and then the new ballast is shoveled in place and tamped solid.
But the track can't be jacked up at all places. There are bridges where ties are bolted directly to the bridge structure and grade crossings where the elevation is determined by the street or highway structure. When it comes to re-ballasting the track is not touched at these permanent locations, but for 100 ft. or so on each side of them the ballast is removed on each side of the tracks and between multiple tracks. Then the old ballast from between the ties is shoveled over into the ditches so formed. New ballast is added in such quantity that the track goes gradually up grade to the new elevation. This grade on each side of a permanent structure is called a runoff.




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