Nos. 7 to 12 KARL FREDRIK WINCRANTZ. Managing Director of ...

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signals. On account of the curving track, thehome signal from Asbro has a repeat signal 150metres further out, showing only green lights, butextinguished when the home signals indicates stop.A number of dwarf signals are also put up in thestation yard, normally showing the neutral signal— two lights at an angle of 45° to the right(fig. 4). The dwarf signals are in this instancenot used for the guidance of ordinary shunting,lint are designated for the laying of starting routesand for the passage of goods trains to and fromthe shunting yard. The centrally controlled pointsare as a rule connected in pairs on the same lever,all of which are provided with point locking devicesin connexion with track circuits. The pointscan also be changed over locally from localoperating contacts in the yard. Certain points andscotch-blocks are locked by electric locking devices,and others are locked by control locks, the keys ofwhich are kept in locks, electrically connected tothe respective coupling circuits, in the signal cabin.A smaller, mechanical, switching stand is put upin the shunting yard for safeguarding the start ofthe goods trains towards Ostansjo, which have tocross the track leading to the shunting yard.A detailed study of the signal interlocking gearshows that this is comparatively roomy, withspace enough for 72 levers numbered in sequence.Signals and points are given the same numbersas their respective levers. The dwarf signals aredesignated by the letter D, and the main signalsby the letter H, for instance D 61 and H 69/70,The former signifies that this dwarf signal hasbeen set for neutral when the lever 61 is to theleft, and the latter that the main signal is controlledby the levers 69 and 70. The points, aswe have said above, being generally interconnected,both points are given the same number,e. g. 18, the one furthest westwards being called18 a, and the other one 18 b.The interlocking plant is of the Ericsson standarddesign, but with an unusually broad tracklocking gear, providing space for no less than40 road rulers (fig. 2).To lay the points for an incoming train, twolevers have generally to be moved, an inner one,choosing the right track, and an outer one actuatingthe light signal. Either lever locks the pointlevers in its group mechanically, and checks thestop position of the dwarf signals required. Theincoming tracks are indicated to the engine driverby different main signal combinations, but notby the dwarf signals as is the case for the outgoingtracks. The start signals show a green anda red light only, but each outgoing route is indicatedby two dwarf signals also, each controllingits section of the track. Three levers musttherefore be moved to lay an outgoing route.The centre dwarf signal is first set, and movingthe lever sets this in the 45° go-position. Whenthe inner dwarf has also been set to 45°, theouter start signal lever is moved, which sets thestart signal to clear line and the two dwarf signalsto the 90° go-position. On the power cable gallowsacross the platform repeat signals withgreen lights are fixed, announcing to the stationmaster when the line is clear for start, when thenumber of lights enables him to check which ofthe three lines is indicated. If the train is so longthat it reaches beyond the first dwarfsignal, thego-signal may still he given from the start signal,although the dwarf signal will only show 45°.No clear line signal can be given for eitherincoming or outgoing tracks until the level crossinggates are down. The normal procedure istherefore first to set the signal levers for theproper route, which does not give a clear linesignal. When the train enters the outermosttrack circuit, or for the outgoing line when thetrain is nearly due to start, the gate lever is turned.When the gates are right down, which, includingthe cautionary ringing signal, will takeabout 40 to 50 sees., the clear line signal automaticallyappears in the respective signals. Thewiring connexions are such that when the signalhas once shown clear line, the gate lever mayagain be turned to its normal position, whichdoes not affect the gates until the last truck axlehas passed the level crossing, when the gates areautomatically raised.The abovementioned division of the train routesinto several sections, each with its signal lever,makes it possible to combine these levers so thateach line entering the junction may be routedto or from any track, wherever the track systemwill permit this. Track V and VI may also beentered or left by two routes, an inner one bypoints No. 39 and an other one by points No. 35.This is of great importance in avoiding, as muchas possible, blocking the level crossing in thewestern part of the station yard by the long goodstrains.— 108 —
R 1724 Fig. 5.The new L. M. Ericsson designs of operatingmachinery, incorporating a point lock (fig. 5),control the points electrically. The motors aredriven by 130 volt D. C. By discarding the hooklocking device (fig. 4) lubrication and cleaningof the points is facilitated, especially in wintertime when ice and snow often interfere with theworking of the hook locks. Rollers are furtherprovided underneath the point tongues, whichwill carry the tongues during switching and makelubrication of the points quite unnecessary.The arrangements for local operation of thepoints are of new design in so far as, to allowthis, the switch lever must not only be placed inan intermediate position, but a relay placed ina small box close to the switching lever mustalso be dropped. This is done by means of atumbler switch above the interlocking gear (fig. 2,the far part of the cabin). A control lamp inthis box is also lit when the relay is attracted.When the relay drops, the motor circuit fromthe levers is broken and the scotch-block is disconnectedfrom the track circuit. Permission forlocal switching may thus be given and retractedeven if the train is standing on the track circuitthrough the points concerned, which is a greatadvantage when the trains are so long that thereis not room enough for them in the loops. Adim light at the local operating controls in theyard announces in the now usual manner thatthe points may be operated locally.The loose key used for local switching mustbe taken out after each switching operation andinserted the opposite way in the key-hole. Thisis designed so that when the key is inserted thehandle must point the way in which the tongueshave to move. When the points are connectedin pairs, the points furthest from the local leveralways move the first, which makes it easy tosee when the switching is completed, as therewill be no current for the near points until thefar ones have closed. As an additional check,a switching light is always provided at the farpqints.As mentioned above, five pairs of level cross-Fig. 6. Fig. 7.— 109 -
Page 1 and 2: VOL. 7 1930Nos. 7 to 12KARL FREDRIK
Page 3 and 4: The Svenska Radioaktiebolaget Audio
Page 5 and 6: the condenser C and the coil L. The
Page 7 and 8: showing a continuous large increase
Page 9 and 10: The Hallsberg Electric Interlocking
Page 13: with groups of express trainsbetwee
Page 17 and 18: signal levers that must be moved fo
Page 19 and 20: terminals A and B. 5, and S,' are t
Page 21 and 22: X is the distance to the point refe
Page 23 and 24: Through W r . — W llt (equation 7
Page 25 and 26: ) line 2:where a is the wave-length
Page 27 and 28: or also:I. e.: If the inducing line
Page 29 and 30: φ is the angular velocity and y, r
Page 31 and 32: coupling may b2 distributed along t
Page 33 and 34: Fig. 2. An Automatic Fire Alarm Sta
Page 35 and 36: Fig. 7. Thermo.-contact filled in W
Page 37 and 38: R 1591Fig. 16. Fire Station Apparat
Page 39 and 40: Fig. 20 a. "Svenska Tcatern" lire i
Page 41 and 42: A further demonstration of the risk
Page 43 and 44: New Interlocking and Signalling Pla
Page 45 and 46: is effected automatically by the tr
Page 47 and 48: the old plant, with its three inter
Page 49 and 50: Fig. 2.Fig. 1.Sonic drawbacks or di
Page 51 and 52: The characteristic impedance Z. of
Page 53 and 54: Fig. 4.is taken from this paper, an
Page 55 and 56: Fig. 5.If we measure the impedance
Page 57 and 58: geneity can be calculated from the
Page 59 and 60: with any greater accuracy than one
Page 61 and 62: n is, however, a scalar magnitude f
Page 63 and 64: that ZL is almost equal to Z B and
Page 65 and 66:
Fig. 15.Fig. 16.160
Page 67 and 68:
The air core transformer can, there
Page 70 and 71:
Fig. 1.Fig. 2. Fig. 3.
Page 72 and 73:
F 1584 Fig. 4. Interlocking Machine
Page 74 and 75:
Porcelain Insulators and Insulator
Page 76 and 77:
at once, but first after some years
Page 78 and 79:
R 1751 Fig. 3. Above, Distribution
Page 80 and 81:
always had a relatively short life,
Page 82 and 83:
Fig. 1.When the D. C. voltages and
Page 84 and 85:
orIf the resistance H 0 of the pote
Page 86 and 87:
valve not being the same as the ano
Page 88 and 89:
-10Fig. 9.sistance W, of a valve, t
Page 90 and 91:
non-linear distortion, the magnitud
Page 92 and 93:
On the Calculation of Delays in an
Page 94 and 95:
By the use of the previously deduce
Page 96 and 97:
We, therefore, make an extremely sl
Page 98 and 99:
generally thusExample: We supposel
Page 100 and 101:
Fig. 2. Delays at free selection of
Page 102 and 103:
Page 104 and 105:
Page 106 and 107:
Page 108 and 109:
Working Reliability and Maintenance
Page 110 and 111:
TABLEII.The results of the control
Page 112 and 113:
Lead Covered Rubber Cable Installat
Page 114 and 115:
Husum sulphate mill, hall of paper
Page 116 and 117:
ed lead impregnated cable is not re
Page 118 and 119:
Fig. 7. Connecting cover for pendan
Page 120 and 121:
Fig. 12. Junction box for switch.wa
Page 122 and 123:
not be alive any longer than is abs
Page 124 and 125:
lation technics is required. Above
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Nos. 7 to 12 KARL FREDRIK WINCRANTZ. Managing Director of ...

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