DANGEROUS CROSSINGS

Evening Post, Volume CXII, Issue 3, 3 July 1926, Page 19

DANGEROUS CROSSINGS

VARIOUS WARNING DEVICES

THE PROBLEM AND SOME SOLUTIONS. Level crossing warning devices are ably discussed in the "New Zealand Railways Magazine" for June, in an article by Mr. G. W. Wylcs, A.M.1.E.E., Assistant Signal and Electrical Engineer, N.Z.R. The article reads as follows:— -

The problem of the prevention of level crossing accidents, by, means of the provision of warning devices, gates, booms, or other methods, is one which appeals to many people. During the past few year* iSeas and devices by the score have come Under notice. Many of these ideas have been most ingenious, and must have been the result of a considerable expenditure of time, energy, and, where models have been made, money. • None of the systems suggested would be any improvement on the apparatus used on the New Zealand Railways. This result is due, I think,, to the authors of these schemes attacking the subjects without making themselves thoroughly conversant with the problem they sought to solve and obtaining a full knowledge of what has. already been done. The object of this article is to try and define the problem so1 that those to whom the problem appeals in the future may not be handicapped by wasting effort in evolving devices which are already, an accomplished fact. A study of accident returns over the last few. years shows that accidents were comparatively, infrequent a few years ago, when vehicular traffic was slow. With the increase of speed in this class of, traffic^ the number of accidents shows a yearly increase, and this is taking place in spite of the installation of thousands of level crossing warning signals. As an illustration of this, the statistics for one State in America show that in 1914 forty-five motors were smashed at level crossings. This total reached 960 in 1924. The basic causes of these accidents may be summarised as follows: —The marked increase in high speed vehicular trafiic due to the introduction of motor vehicles; the want of sufficient care on the part of drivers; allowing attention to wander at critical moments; lack of judgment, which may result from a driver being tired and, therefore, not as vigilant as usual. Then there is the fellow who "steps on tlin gas an' goes.to.it." Eventually he does, though not in the way intended. The problem is therefore to give somo indication, visual, audible, or both, to compel the attention of the driver, who for some reason, is not as, vigilant as he should be. This indication already exists at all-crossings in New Zealand, where crossed arm-road signs are erected some distance from the crossing and a "Stop! Look out for Engine" notice at the crossing itself. . For the majority of crossings these notices, coupled with the necessary care to see the line is clear, should besufficient. There are, however, a number of crossings where the view is not very good, and it is at these where a warning signal, which will indicate the approach of a train, may be of assistance to road traffic. These signals may bo audible, visual, or combined audible and visible, and they must indicate the presenoo of a train approaching the crossing. On the New Zealand railways a number of crossings are equipped with automatic bells, and others with an audible and visible signal—the ''Wig-wag." •■.'■; Lv , This signal was selected from m large number of different, designs. It consists of a large red disc, in the centre of which is a red light, fixed oj> a polo by.the roadside. On the ap proach of" a train the disc swings to and fro, giving an indication 'whicb compels attention. A bell also rings while the disc is swinging. There are many similar types of this signal available, and in use on_ different railways, and it may be said generally that they are all equally efficient as a means of giving a striking warning. They are electrically worked and their reliability can be shown by the fact that there are many thousands in use. • A further development of a ■warning signal is now becoming common. This consists of a light signal. The light is placed behind a powerful lens and is easily visible by, day or night. On the approach of a train the light commences to flash and this gives an, indication which compels attention. These flashing lights are lit either by acetylene or electricity, and some have already been on trial in New Zealand. . A steady light or illuminated sign indication' does not compel attention like a flashing light and for this reason has n*ver been adopted to any extent. Further,' a steady coloured light may be mis-read by colour-blind persons of whom there are considerable numbers; We have at disposal for use, therefore/ efficient apparatus for the provision of audible and visual signals of many kinds, and may now turn our attention to the problem of how to operate them. The requirements are, some arrangement by means of which the warning signal can be made to work on the approach of a train from cither direction on a single line and stop working when the train clears the crossing. Similar requirements exist for signalling' purposes and the solution of the problem is the track circuit. This was only achieved 4 after years of experimenting with contacts, mechanical trips, and other devices, none of which proved suitable for practical use The track circuit can control and operate warning signals, gates, or booms as required. ■ .. • Many suggestions are.made:in regard to the use of gates or booms.: ■ Where they are used they are worked mechanically, electrically, or pneumatically as required. Under some conditions this form of protection can be made use of, but these conditions invariably involve delay to road traffic, as for safety the gates must be interlocked with the signals or tablet. Automatically worked gates away from the station would in themselves increase the danger of the crossing, and even when near a station and under control they are no solution to the problem,, numbers of very, serious accidents having taken place on gated crossings, the. gates themselves having increased the seriousness of the accidents. Circuitous approaches and road humps haye been tried: these also at first glance appear to present some advantages, but in practice have not been found to be the solution.

Proposals have been made from time to time to provide some reflecting devices to give a view of the line. In practice mirrors Would be continually obscured by rain and dust and would rapidly lose their reflecting properties when exposed to weather, and, apart from this, at night time under the glare of motor headlights they would be of no use. "" • *

Suggestions made fall generally into two categories—automatic signals and automatic gates or booms. The method suggested for working them is frequently by means of- a wire, which in turn is moved by means of a mechanical trip. This scheme may be may bo made to work in a model, but in practice is a mechanical, impossibility. Electrical methods of operation by means of trips are also suggested. In summing up the matter the writer asks whether these devices would stop accidents and thereby justify the heavy cost of providing them. He points out that ultimately the safety of the road traffic must depend upon the care exercised by the drivers, and

that the only final remedy is bridging and the reduction of the number of level crossings. The expenditure involved would, of course, be enormous, but in the meantime much might be done by education in schools and of the public generally relative to the dangers of crossing and to the care and vigilance needed.