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 "When the New York Central electrification project began the railroad decided on a 660-volt, direct current (DC) system employing third-rail, similar in nature to what the Baltimore & Ohio Railroad had used for its Baltimore Belt Railroad project a decade earlier (the NYC looked to the B&O’s project for guidance when constructing its own electrified lines)."

http://www.american-rails.com/...electrification.html

Last edited by Engineer-Joe
Engineer-Joe posted:

 "When the New York Central electrification project began the railroad decided on a 660-volt, direct current (DC) system employing third-rail, similar in nature to what the Baltimore & Ohio Railroad had used for its Baltimore Belt Railroad project a decade earlier (the NYC looked to the B&O’s project for guidance when constructing its own electrified lines)."

http://www.american-rails.com/...electrification.html

Except that was outside third rail, not center third rail.

This picture came up about a year or two ago, as I recall, it was pretty much determined that the third rail was a guard rail for the approach of the track pans.

However, the New Haven did have an active third rail at one point on the Nantasket line in 1895:

NH 3R

NH 3r 2

NH 3R 3

Rusty

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I believe the New Haven Nantasket third rail electrification was at 650 VDC. There were a number of fatalities associated with the operation. The New Haven put out a document indicating how safe the operation was and the only fatilities were trespassers.  This was a GE electrification and there is a fair amount of information on it, including photos, in the GE archives at the Schenectady Museum. 

Great prototypes folks! At the risk of awakening the center stud contact debate again, I give you the Doulter stud system which produced the occasional dead horse and/or pedestrian. It didn't last long . 

https://en.wikipedia.org/wiki/Stud_contact_system

http://www.swehs.co.uk/swehs-trams/xx12b.html

Also, if you get anyone pointing out your two-rail trolleys don't have any overhead wire, just say it's a Mekarski compressed air system.

 

I've often thought about dropping the third rail all the way to below the tie height and have it as just a thin strip similar to that used on Super-O.  Of course, all your rollers would have to be low hanging and it would probably only work as a drag roller operation rather than a push roller.  But it would be worth experimenting with.  Just imagine how realistic the track could look if the third rail was at ballast height.

Penny:  For many years Marklin trains ( HO gauge -German built trains) have used what they call a "stud 3rd rail system".  The 3rd rail contact is a small button located in the center of each tie.  The pickup on the engine is a long sliding contact bar that hits several of the 3rd rail buttons at the same time.  This contactor bar is on springs an moves up and down a great deal, so it is always in contact with one or more contactor buttons.  At switches, the track has ramps that move the contactor bar above the rail height so as not to short out.  They have had this basic system for many years and while they have changed their track design over the years,  trains from 50, 60 or 70 years ago all still run fine on the newer tracks.

Incidentally,   Marklin trains also operate on AC power.  Their sequence reverse system works more or less opposite of regular Lionel, AF or Marx systems.  Instead of interrupting the power to trigger the reverse,  their reverse is triggered by a momentary higher voltage shot so their trains are not as subject to erratic reversal as ours are.  Of course, Marklin has been embracing more modern electronic systems which are controlled totally differently, just as our digital command control systems now function.

Paul Fischer

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