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REPORT OF SIGNAL SYSTEM.

To the Honorable the Board of Railroad Commissioners :

GENTLEMEN- February 20th of this year the following instructions issued by your Board were handed me:

Resolved, “That Thos. W. Spencer be directed to ascertain and report to the Board the various systems of Electric and Block systems, the extent of use of each, and results attained."

Immediately a request was sent to the manufacturers and owners of the several Electric, Pneumatic and Hand Block Signal devices, also to parties manufacturing switch interlocking apparatus, if connected with electric signals for blocking trains, so far as they could be ascertained.

The text of this request was as follows: "The Board of Railroad Commissioners desire to know the extent that your signals are used in New York and other States, together with the results as experienced by each company using them. Will you have the kindness to send a statement, giving name of railroad, the locality and number of signals used, also such other information bearing upon the subject as you may have to impart."

Answers to the above, accompanied with pamphlets and diagrams, and in the order they were received, are as follows:

The Beck with Auto-Pneumatic Railway Signal, manufactured at Pittsburg, Pa. This signal may be used at highway crossings, draw-bridges and switches, but it is especially adapted to grade railroad crossings and on block sections.

Under date of March 3, 1884, Mr. W. M. Hawkins, the manager, writes as follows:

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Replying, would say that it has not yet been introduced on any road in your State. In fact, we have just organized and began manufacturing, completing our first set of four double signals, which we expect to place on the Pittsburg, McKeesport and Youghiogheny railroad at once, with an agreement that if it works as represented and shown in our working model, they are to adopt it and put in use ten miles of it on their line in and about Pittsburg. We forward with this copies of railway papers containing illustrations and descriptions of the system as intended for Block system and grade crossings. Will also be glad to give you the result of the test when made by the McKeesport and Youghiogheny railroad." To attempt an extended description of this device would be useless unless accompanied by drawings, and it will possibly suffice to say, that its workings are strictly automatic, and the motive power is the weight of passing wheels on the track, adjoining, and on the outside of which is placed a treadle connecting with a lever or actuating bar, and thence the movement is transmitted to a piston working an air bellows. Another lever actuated at same time changes valves above an air cylinder, which throws on or off the current of air, moving or closing of signals in either direction as desired, and at any distance, the air being forced through a small pipe laid alongside the track. By these means gongs are rung at highway crossings and depots ahead of approaching trains; block signals are set as trains pass end of block divisions, and signals are set ahead any desired distance and thrown off in the rear as blocks are freed from trains. The signals are operated by atmospheric pressure without compression or storing of air, one pump operating ten signals as easily as four or one.

A full description and sketch, showing the device, may be found in the Railway Age of January 17, 1884, published at Chicago.

As to the actual practical result thus far reached, a late application was made to the general manager of the Pittsburg, McKeesport and Youghiogheny

railroad for a report, to which no reply has been received at date of this report, hence nothing can be given as regards its practical, every-day workings, which is to be regretted, as there appears to be abundant reasons why the signal should work successfully.

The McLeod Railroad Air Signal" is an automatic device, manufactured at Boston, Mass., using common air for the transmission of power, for the purpose of displaying signals from any point to any required distance, and is actuated by the pressure of the forward wheel of a train passing over an incline bar by the side of the track-rail, and operating a bellows placed securely in an iron casing, and forcing the atmosphere through a small metal tube to where it is desired to set a signal-warning of the approach of trains at highway crossings, depots, or for “blocking" sections of a railroad, the air actuating valves at the signal.

The Highway Crossing Signal" consists of a lever and steel incline bar to contact with passing train wheels, and a substantial hollow iron post, standing in view of the highway, supporting a drum-head and cross-sign casing of any desired size, to extend out, over, and about fourteen feet above, the highway; also a gong of any desired compass, and a conspicuous lantern, having its sides of different colors, and pivoted to revolve, and a movable sign, upon which any desired inscription may be placed, mounted to move in and out of the casing, all operated by the gravity of a suspended weight, and a gear mechanism, connected with a pipe, air-chamber and bellows, placed such distance away, along the railroad, as it may be desired to give warning, at the crossing, of the approach of the train. When the first wheel of a train passes the air-chamber it drives air through the pipe to the signal at the highway, and releases the machinery, which in turn moves to view the sign, sounds the gong and revolves the lantern continually, until stopped by the first wheel of the train depressing the bar at the signal-post, and which also withdraws the sign and re-winds the mechanism, thus giving ample warning in time to clear the way, and which are discontinued the moment the train passes the crossing.

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BLOCK SIGNAL.

The "Block Signal consists of an iron standard placed about six feet from the rail, and having a drum-head of the desired size, facing at right angles with and about twelve feet above the level of the track, and having a round disk at the apper part of drum-head, through which a red screen (for danger) is exposed and locked by the passing train acting by pressure of its first wheels upon the incline bar, which in turn operates the actuating bar and air bellows, the latter being placed in an iron casing near the ground, and in fact a part of the signal-post. The danger signal thus exposed will remain in position until the train reaches another incline bar and air bellows, and when passed will operate the bellows as at first one, and drive a current of air back to the first signal, unlocking the screen, which will drop down to the bottom of the drum-head out of sight, giving the train following the right to enter the block. These distances may be two or three miles long, or more.

If desirable, it may be arranged to set signals in a similar manner far in advance, to warn any train approaching from an opposite direction, and by interlapping the signals so that the second or third one away will be shown, any portion of a track may be automatically blocked.

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The device is so constructed that when the first wheel depresses the inclined bar at track, locks the spiral spring in pressed form against the air chamber, holding the inclined bar at track below the contact of following wheels, a sufficient time for a train to pass, when it will automatically unlock and reset itself ready to be actuated by the next passing train, thus reducing the wear and tear of machine to a minimum."

The difficulty of maintaining any device to be actuated by the sudden blow of a passing train has led those interested in the practical use of such transmitted power to doubt its availability, and undoubtedly the reluctance to accept of such a track-working device very considerable. It is a fact that track-levers have been in use now two years, and as witnessed on a recent inspection, where such an arrangement was employed, and for the time stated, no serious wear was apparent, and the fixture had the appearance of being able to perform its work for two more years before a renewal of the lever would be necessary.

The practical results of the McLeod track-lever, bellows and signals have not

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been reached beyond their use at highway crossings, and it is to be regretted that no system of general Track Blocking" has been put in actual working practice, that the whole system, if successful, could then be brought to the notice of railway managers indorsed by an every-day experience which would be more convincing than all the theory or experiments that could be advanced.

On the Old Colony railroad, at the crossing of Harbor View street, there is a track-lever, bellows and signal, said to be crudely constructed, which has been in use several years, and over which sixty trains pass daily; it has not failed to sound the alarm for months at a time, and it may be said not for a year, the fact being vouched for by the gate-tender at that point.

Improvements, it is claimed, have been made and not yet introduced, but the practical working of the machine at Harbor View street, giving the warning in advance of approaching trains for so long a time, shows conclusively that the possibilities of the device are far reaching and may be utilized for the guards of railroad lines against accident either of collision on the rail or of fouling at crossings, and so far as a protection from accidents arising from such causes — the cost of constructing and maintaining the device is probably below any automatical arrangement yet produced.

The condensation of the water in atmosphere in the long pipes could possibly be provided for; how far this has already been done does not appear.

THE UNION SWITCH AND SIGNAL COMPANY.

This company manufactures a variety of automatic electric devices for the protection of railways, such as electric annunciators at highway crossings and at depots; the locking of switches; the automatically locking of draw-bridges as approached by trains and unlocking after their passage over; at grade crossings of railroads, the signals being actuated by the train; automatic electric rail "Block Signals;" the overlapping "Block System" applied to double and single track roads; and the " Blocking" of tunnels automatically, and the crossing of bridges where a double track road is by double lines of rails merged into a single track across a bridge. The signal can in fact, by metallic continuity of rail sections and insulation of joints, be made to protect any part of a railroad over which a car wheel and axle passes.

In addition the company have a Pneumatic System in connection with the Electric; air compressed and stored being the actuating power and controlled by an electric current so ingeniously arranged, that in any event or failure to work of any of its parts the signals fall to danger and so remain until the defect is remedied, and the same may be said of their strictly electric devices.

The following railroad companies have in practical every day use the devices of the Union Switch and Signal Company. In our own State the New York Central Railroad Company along the Fourth Avenue tunnel have the electric locking of the switch and signal interlocking system, also at the north end of the Grand Central depot, blocking the approach throughout the whole line of depressed tracks. Several highways are protected with the electric annunciators or gong bells.

An inquiry was responded to by Mr. J. M. Toucey, the general superintendent "that the system gave perfect satisfaction, and that the protection afforded was considered indispensable."

The draw-bridges in the channels of Jamaica bay are protected with an automatic electric distance signal each way from the draws; the signals being interlocked with the latch holding the draw in place, and by which the removal of the latch breaks an electric current, and the distant signals fly to danger and cannot be cleared until the draw and the latch are again in place.

The Boston and Albany railroad at the grade crossing of the Harlem, in the village of Chatham, N. Y., have the electric home and distant signals for both roads. How far dependence is placed on them was not ascertained, as the law requiring the stopping of trains is observed.

The New York, Ontario and Western, and the New York, West Shore and Buffalo Railroad Companies, jointly operating the tracks south of Cornwall, have thirteen miles of their double tracks from that point south, protected with fortyone two-arm semaphore pneumatic block signals, being the most extensive electric block system of its kind in the United States. Several draw-bridges, one tunnel, and one or more highway crossings are protected with electric signals. A com

munication directed to Mr. J. E. Childs, the general superintendent of the New York, Ontario and Western railway, was answered as follows:

NEW YORK, ONTARIO AND WESTERN RAILWAY COMPANY, WALLKILL
VALLEY RAILROAD COMPANY, GENERAL SUPERINTENDENT'S OFFICE,
No. 24 STATE STREET,

NEW YORK, November 13, 1884. j

THOMAS W. SPENCER, C. E., Inspector for Board of Railroad Commissioners State of New York, Utica, N. Y.:

DEAR SIR-I am in receipt of your favor of November 11, and take pleasure in giving you information in relation to the Electric and Pneumatic Signals.

These signals, as you are aware, are located upon thirteen miles of the West Shore road, immediately south of Cornwall, which is operated by this company under a long lease.

This portion of the track used by the West Shore and Ontario and Western companies lies along the foot of Dunderberg, Storm King, Crows Nest, and other mountainous regions of the Highlands of the Hudson, where the rocky cliffs on the one side, and the very deep water on the other, necessitate many sharp curves. In some cases the water in the river was ninety feet deep only twenty feet from the shore, with bottom of shelving rock, where we were unable to make an embankment, and were obliged, in several instances, to put in long spans of iron bridges. We also have on this thirteen miles two jack-knife draw-bridges, one cantilever bridge, one tunnel, and the sharpest curves upon the road.

It was considered advisable, on account of these objectionable features of this portion of the line, to place upon it the best system of automatic signals that could be found. Mr. George Westinghouse, of Pittsburg, having just procured letters-patent upon his new Automatic, Electric and Pneumatic Block Signals, we arranged with him to equip this thirteen miles of the line.

The power for compressing the air is furnished by two ten horse-power engines located near either extremity of that portion of the line which is covered with the Block Signals. The air, after being compressed, is passed through coils of pipe and two cylinders, where it is cooled, after which it is sent through a pipe one inch in diameter, which is laid between the tracks. At intervals of three-fourths of a mile we have established semaphore signals for each track. These signals are located at points where they can be seen for the greatest distance, and are connected by a pipe with the main air-pipe lying between the tracks. The signals are operated by compressed air cylinders, the valves of which are controlled by electric currents, one of which passes over the line on telegraph poles, and the other through the rails. The signals are controlled by short circuiting electric current in the rails when a train or engine passes over the track, the current passing through the wheels and axles from rail to rail. Opposite each semaphore signal is a battery well, built of brick below the surface of the ground, and contains for each semaphore signal a seven jar battery.

When a train passes into a block, the sigual immediately behind the train shows both arms at a horizontal position by day, and two red lights at night; this is called an absolute danger signal, or the second danger position. The second signal from the rear of the train shows the upper arm in an inclined and the lower arm in a horizontal position by day, and a red and white light by night; this is called the first danger position.

You will see by this system that when one train follows within one mile and a half of another, they are warned that a train is preceding them, and the first appearance of the signal not only indicates danger, but absolutely locates it; for instance, if the engineer sees a signal with the upper arm inclined and the lower arm horizontal, or showing a red and white light, he knows that a train is ahead of him, but that the block immediately ahead of this signal is clear and that the train or obstruction is upon the second block. If he sees a signal with both arms projecting in a horizontal position, or showing two red lights, he knows that the danger is imminent, and that a train or obstruction of some nature is upon the block ahead of this signal.

I inclose a book of instructions to employees, which, without describing the details of the signals at all, gives them all the information which they require and shows the simplicity of the system.

In addition to this we have every switch upon this portion of the line interlocked with the circuit in the track in such a manner that whenever the switch is opened two danger signals are shown upon the main track from which the switch is turned. The electric current also passes into the rails of the side tracks out to the clearance distance, so that should a car standing on the side track be moved by malicious persons, or should it be blown by the wind to a point where it might interfere with traffic, two danger signals are immediately placed automatically upon the track in the direction from which trains approach.

We also have two draw-bridges which are connected with this system in the following manner: The two jack-knife bridges on this portion of the line are connected with this system without changing the form of the automatic signals, two of them being made to act as distance and home signals for the draw-bridge. When a train approaches within 8,000 feet of the bridge an electric bell is sounded continuously directly over the head of the watchman who attends to the drawbridge, warning him that the train is approaching and that he must not open the draw. This bell rings from the time the train passes over a point 8,000 feet until it passes a point 7,000 feet from the draw-bridge, when the gong ceases to sound. If, during the time the train is running from the 8,000 feet to the 7,000 point, the watchman should, contrary to instructions, undertake to open the draw-bridge he cannot do so without first setting two danger signals in the face of the train while the train is still one and one-half miles distant from the bridge, After the train has passed over the point 7,000 feet from the draw bridge, the draw-bridge is locked by electricity and cannot be opened. As these draw-bridges are on double track, the signals operate in the same manner for both directions.

This I consider a very perfect system for the protection of a draw-bridge, and I could suggest only one improvement which we are considering; that is, to have a switch near the draw-bridge, which shall throw the train off the track rather than let it into the draw in case the engineer disregards the signals.

We also have some crossings protected by electric bells, which ring at the crossing when a train approaches from either direction within one mile, and the bell continues to ring until the train has passed the crossing.

We also have, aside from the Block System, an electric tunnel block signal protecting trains while passing through Haverstraw tunnel, which works automatically. When a train reaches a point within 2,000 feet of the tunnel, by short circuiting an electric current in the track a danger signal is set in the rear of the train, which remains at danger and prohibits other trains from entering the tunnel until this train has passed entirely through and 2,000 feet beyond the tunnel, when the signal goes to safety and the track is clear for following trains.

I have kept an accurate account of all failures which have occurred upon the line and have sent copies of monthly report to the general manager of the Union Switch and Signal Company of Pittsburg, and am assured by him that the percentage of failures is much less than upon any other system of signals that has ever been invented.

Inclosed I send you a copy of report of failures of the signals for the month of October. During this period 1,065 trains passed over this portion of the line There are in all forty-five signals, including the home and distance signals for the draw-bridges, making 47,925 signal movements during the month. From the attached report you will see that the total number of failures during this period was, including October 28, when a break occurred in the main pipe at Fort Montgomery, which set all signals at danger, sixty-eight, or about one-seventh of one per cent.

You will observe that with only one exception the signals went to danger and consequently caused no harm other than a slight delay to traffic

These signals have been in operation since April 1, 1884, and in that time but two failures of the signals have been reported when they showed safety and should have indicated danger.

You will also observe that a number of failures occurred through broken battery jars. We find these jars were too light and are now substituting heavier ones. You have no doubt seen reported in the papers that an engine ran into Popolopen draw-bridge in the month of October. This was not through any failure of the signals, as the engineer admitted having passed the distance signal 7,000 feet, and a home signal 650 feet from the draw, both set at danger.

From experiments recently made, I believe that this thirteen miles of Auto

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