Evening Republican, Volume 15, Number 261, Rensselaer, Jasper County, 4 November 1911 — HOW RAILROAD Is MADE SAFE [ARTICLE+ILLUSTRATION]

HOW RAILROAD Is MADE SAFE

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Tim inclined position of the arm. Indicates that the "block” which the train is about to enter Is "clear."

rThls train has Just entered a "block," automatically signaling “•top” to following trains.

When you travel on a train that speeds over many miles of Intricate

tracks, and then dashes into some city across a network of puzzling switches, 'have i you ever wondered why it was you, felt so secure? Somehow, you are conscious of the engineer’s confidence in his route by the masterful way he rushes his train over the tracks and through the great yards of terminals. Last year one large railway

system carried ten per cent of the estimated passenger traffic of the United States, or 49,491,000 people, without a fatal accident to any of the number. This remarkable achievement, which la an unparallelled record in railroading, is attributed directly to the installation of safety devices. The victory of safety devices has reduced the possibilities of accidents and collisions to the minimum. In America the accident problem has been the most serious to deal with in modern railroad affairs. The long lists of casualties have been presented as evidence that railroad men in general held a reckless disregard for life and property However, this cannot be proven true, an railroad progress has been too rapid to permit of a great deal of time for the developing systems for the safe handling of trains. But the publicity given to all forms of accidents, and their investigation, has been a spur to greater efforts to safeguard lives and property. This effort has developed s universal campaign calling for the expenditure of millions of dollars, which has already resulted in a big reduction of accidents and the' guarantee of greater safety to the traveling public. When you have occasion to travel again, you will find it an interesting study to watch the signals along the track. Ton will then understand why the “semaphore arms” prevent one train from crashing into another, guard against all kinds of accidents, and observe Just how railroad travel Is aaade safe. This system of providing safeguards against accidents and loss of life is known as “the automatic block signal system." Principle a Simple One. The principle governing the operation of this system is simple and easy to understand. Along any line where automatic block signals have been installed the track is divided into sections called “blocks,” the average ot each being a mile or a mile and a halt, la length. At the end of every "block” a signal In the form of a “semaphore arm” is erected, which controls the section on which it is stationed. The position of the arm of the semaphore tells the engineers or approaching trains whether to stop or go ahead. If a block Is occupied by a train, the signal dfriTwifl extend tn a horizontal position, meaning “stop." or "danger,” and it holds that position as long as the train remains in that Mock. Or if any obstruction, such as a broken rail, a misplaced switch, or any object is on tbe track in the "block section,” tbe arm will remain at the “stop” signal until tbe obstacle is removed. In this way the electric semaphore prevents all kinds of accidents, which in tbe past have occurred because no one was there to give warning, or perhaps It was the mistake of some trainman. But the trustworthy block signal places around the traveler zones of safety from terminal to terminal. Through the two rails of the track there flows an electric current from a battery at tbe opposite end of the block. This current controls a small motor, which pulls the semaphore arm down and holds it in that position as long as the block section is unobstructed. But when a train passes the semaphore and enters the block the wheels aad axles of the engine and cars Interrupt the current flowing through the rails. When this occurs the “semaphore arm ” immediately flies to the "stop” position Easy Rules for Crew. It is quite as possible for the current In the rails to be interrupted by an open switch, a broken rail, or any obstruction on tbs track. When this takes plaoe, the semaphore arm comes to the “stop” position. Or should any part of the electric automatic system get out of order, the arm will fly to the “stop” position, and will in no esse give the “clear” signal unless tbe “block" is clear. Bo even when’ tb*. automatic apparatus is not working properly it I. safe. The train craws have simple rules to rotlow. If the arm la in an inclined position, tbe train may go ahead to the next signal. If the arm is In a

horizontal position, the train must stop, and not enter tbe block until “proceed” orders are received or a flagman has been Bent ahead to investigate. These signals operate as well at night as by day. At night when the semaphore arm comes to the “stop” position, It displays a red light. When the arm is in an Inclined position, Indicating a clear block, a green light is displayed. If the lights should fail to work, there is a warning signal in the absence of either the red or green lights. The mute orders are to stop, just as though a red light was flashed down the track. Thus the engineer runs his train with confidence in the electric automatic block system. He knows the man tn the signal tower in giving him the right of way automatically seta signals against all other trains from entering the block which he occupies. Work of the Towerman. After studying the signals of the semaphore arm, which prevent collisions and accidents, the man in the tower who operates the signals comes next. In front of the man in the switching tower Is a map covered with little lines corresponding to the confusing network of tracks which make upsthe Tallway yards and main tracks. On this map each track is numbered and each switch is designated by a symbol. By means of the map in the switch tower, the great problem of receiving and dispatching trains is solved. Tbe tower man has planned the rapid movement of all trains without waste of time or disastrous accidents long before their arrival at signals or stations. In this way hundreds of trains travel over the right tracks with speed and safety, because all switches and block signals are under the control of the man in the tower, whose map tells him when and where all trains are to go.

Mistakes and collisions are almost Impossible, because when the man in the signal tower has set certain switches he cannot open other switches without changing his first signals automatically. It is the same way with every clock signal along the line; once a signal is given it cannot be changed without setting instantly other signals against it On single tracks trains enter the blocks from both directions, and it is necessary to provide signals at both ends of every block. In making the block signals overlap each other, two trains approaching the same block from opposite directions at the same time are prevented from getting “clear” signals to enter the block simultaneously. On many roads of double tracks the semaphores are provided with two arms for controlling two blocks instead of one. This system of overlapping the various block sections gives advanced signals to approaching trains. The extra arm tells the engineer whether the second block signal beyond is at a “slop" or a “proceed” position, and if the first block is clear, and the second obstructed, the train can thus proceed with caution to the next signal. At railroad crossings, ends of double track, and ail places where tracks cross or converge, the switches are operated by “interlocking signals.” By means of levers the switches and signals are so interlocked that it is impossible to give “clear” signals over the same track for two different trains. The interlocking signals differ from the block signals in that two or more semaphore arms are used. Certain arms are used for certain trains.'

Emergency Tests for Efficiency. Quite a few of the leading railway systems, which have a large mileage of automatic signals, have adopted a plan of carrying out “surprise” or “efficiency” testa for trainmen. These are sometimes chlled “emergency” tests, and the object is to make sure that the trainmen are obeying operating rules and respecting all signal warnings. On a western railroad tbe safety movement is being advanced throughout the entire system by a campaign known as the "safety habit button plan.” The slogan that is printed on each button is “Get the Safety Habit" These novelty buttons have been freely distributed among the army of railroad workers with excellent results. .. Another large railroad system has started et the roundatlon of things to promote the safety movement among employes. For the purpose of developing individual efforts and efficiency in maintaining the tracks and roadbed in the best condition, this company oas established a system of awarding cash prizes. Tbe money Is to be paid to the roadniasters and section foremen whose divisions show the greatest improvement for the year. This railway system considers a good condition of tracks to be the first and most Important accomplishment in their work of development. It directly promotes greater safety and efficiency in operating train*.