. Amerikanischer Ingenieur und Eisenbahnjournal . Links, bis sein Sporn in einem der Seitenzähne seiner Führer einfängt. Der Steigbügel wird dann fixiert, und seine Steifigkeit erhöht sich mit der Spannung, die auf den Draht gelegt wird. Durch die Verwendung eines bequemen Abstands zwischen dem PulleyA und .Band, der das Gewicht des Gegengewichts je nach Länge des Getriebes variiert, ist es möglich, den Draht unter einer konstanten Spannung zu halten, Oder zumindest die Variationen zwischen der extremen Spannung so unbedeuterbar machen, dass sie praktisch unberücksichtigt sind. Dieser Kompensator, obwohl sehr leicht, ist sehr
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. American engineer and railroad journal . the left, until its spur catches in one of thelateral teeth of its guides. The stirrup then becomes fixed, and its rigidity increases with the strain that is put upon thewire. By using a convenient spacing between the pulleysA and .Band varying the weight of the counterpoise Fmoreor less, according to the length of the transmission, it is possi-ble to keep the wire under a constant tension, or at least torender the variations between the extreme tension so insignifi-cant as to be practically of no account. This compensator, although very light, is very strong. It is inexpensive ; itsaction is constant, and it is subject to no disarrangement. Itcan be placed in the narrowest passage allowed for the swing-ing of the wires either below the ground or above. Owing to the apparatus which we have just described, andin view of the efficiency which has been demonstrated by am-ple experience, we believe that it may be said that the appara-tus used by the Grand Central Railway of Belgium furnishes. Vol. LXVIII, No. 5.] AND RAILROAD JOURNAL. 211 an entirely satisfactory solution of the problem of operatingsignals and points at a distance by means of wire transmis-sions. The first applications were made for small stations onsingle-track lines. In many of these small stations the localtraffic is insignificant. Nevertheless, the increase in trafficand the amount of switching of trains required the presenceof a man at each end of the station to operate the entrance sig-.nal and the entering points. These men were unoccupied dur-ing the greater portion of the day. The use of the apparatuswhich we have just described permits the operation of theeccentrics for the switches and the signals for entering andleaving to be brought together in the office of the station Tig. 8.
