NEW RAILROAD SIGNAL

Waikato Times, Volume 99, Issue 16654, 20 November 1925, Page 2

NEW RAILROAD SIGNAL

STOPS IMPERILED TRAINS.

ELIMINATING THE ENGINEER. More than 5000 miles of track on forty-five railroads throughout America have been, or are being, equipped with automatic train control devices. The Inter-state Commerce Commission requires that 77-i5 miles of track be thus equipped by January 1 next. All of the forty-five railroads designated as “Class 1” carriers are adopting this improvement and thirteen have completed permanent installations.

One of the most extended installations will be that, of tiie New York Central. After twenty-three years of study an automatic train stop system has lieen selected to operate over 871 miles of line. The cost will he more than 5,000,000 dollars. It is estimated Ihc forty-five, lines affected by the ruling of the- commission will expend 20.000,000 dollars in thus further safeguarding train operation.

Four general types of automatic control are being tested under the commission’s orders and railroads are at liberty to choose the mode best suited to their needs. The object of all is to eliminate the fallible human clement from among the causes of railway accidents. The old system of signals is pronounced admirable in itself, signifying danger ahead without loss of time. But there remained ever the possibility that the engineer in charge of the locomotive would fail to see ihc warning. New train control devices make use of the present signal arangement, but seek to eliminate dependence on the engineer. The presence of danger is

brought to the attention of the engineer as before, Iml in case of negligence on his part, ttic new method lakes control of the train out of his hands. Should there tie obstruction of any kind ahead the approaching train is automatically slowed down—if necessary brought to a complete standstill. before the danger point has been reached. In extreme cases the train will be stopped with emergency brakes. The new devices further safeguard life by bringing signals more insistently to The engineer’s attention. There is always the chance that signals will not be observed. The engineer’s attention may be diverted at the moment the train flashes past, or the signals may be obscured by rain, snow or fog.

To prevent this a set of signals will be placed inside the locomotive cab. A series of lights burns brightly to announce danger, and the engineer is less likely to neglect these than warnings outside. As an additional precaution a whistle will be blown inside the cab. Tracks Carry Messages.

The control dcx-ices are surprisingly simple. The tracks may be used as conductors for sending electric danger signals. If a train is standing somewhere ahead, Ihc circuit is closed, and so the approaching train is notified. The agents employed are weatherproof and dependable under all conditions. Once a locomotive receives tbe warning the engineer may cooperate by slowing down or bringing the train to a standstill. But should he fail to do so the train will stop without his lifting a finger. Many inventions have been submitted. One road has experimented with no less than 350. General installation is expected to open a new era in the mechanics and safety of American railroading.