matic Block Signals can be operated with one engine located at a point about the center of the system, and I shall make this change in a few weeks, which will reduce the cost of operating the signals. (Signed) J. E. CHILDS, General Superintendent. Report of failure of Automatic Semaphore Signals on New York, Ontario and Western Railway Company - Hudson River Division. The Boston and Albany railroad in New England is equipped with the Union Switch and Signal Company's electric block signals and crossing bells; also the following railroads have the electric crossing bells and electric locking of switches more or less extensively in use: New York and New England; Providence and Worcester; New York, Providence and Boston; Old Colony; New York, Lake Erie and Western; Cleveland, Columbus, Cincinnati and Indiana; Connecticut River; Lehigh Valley, and the Northern Central. The electric block system is in use between Smithville and Worcester, and at the Chenango river bridge on the Pittsburg, Fort Wayne and Chicago; at Lewis and Allegheny tunnels on the Chesapeake and Ohio; and on the Boston and Providence railroads, at all of which places it is claimed to be in successful operation. The Wharton Railroad Switch Company of Philadelphia manufactures the Hall Electric Signals and track instruments, which are extensively used in Rhode Island, Connecticut and Massachusetts, and on the New York and New Haven railroad in this State, where they were first practically introduced. The electric current is transmitted through wires the same as in ordinary telegraphy. The blocks may be of any desired length, and the signals are each operated by a track-lever adjoining the rail, the power being the weight of a passing wheel, moving an armature in the track instrument adjoining the point of contact, and setting a signal in a drum-head elevated ten or twelve feet above the rail. The signal is a red or green target of cloth stretched over a ring of ten or more inches diameter, the whole nicely counterpoised so that the withdrawal of the magnet causes the signal to drop or rise out of sight leaving the disk clear, which is the signal for safety. When set by a passing train it remains in position until the succeeding block station is reached, where another track instrument sends an electric current back to the first signal, releasing it from view. Annunciators are used at stations as follows: As the train approaches the station, say within one mile, a track instrument is used to come in contact with the first wheel of the train, and a gong is rung at the station, both on the outside and in the office where two small bells of different tones are used to distinguish the direction from which the trains are approaching. If it be desirable to stop the incoming train a switch is used which will throw the electric current to a signal similar to those used in the block system, and located one-fourth of a mile from the station, and the approaching train is held. All the yard switches out of the main tracks are connected with these house signals, and when open the effect is to set those signals which cannot be changed until all switches are set for main lines. Highway crossings are protected with bells actuated in the same way by approaching trains, and ringing until released by train crossing another track instrument at the crossing. Junctions are protected in like manner, except at such points the signals on all the converging lines are placed a sufficient distance from the junction, and the normal position of them is at danger. Trains approaching come to a stop, and their presence is announced by a bell in the signal cabin. If all is clear for that train the red signal is lowered and the train proceeds, while by an ingenious electrical interlocking device no other than danger signals can be shown on other lines until the first train has passed entirely through the block. The track instrument by which the train is announced at the cabin is a little distance away from the block signal, and the signal operator may promptly remove the block, thus delaying the approaching train very little, if any; but after the bell in signal cabin rings and block is removed, no right can be given another train to enter the block until cleared of the first train. The track instruments and signals, while somewhat intricate to the lay mind, are, in reality, the simple application of electrical currents in a manner to accomplish the required results, which are certainly very effective. The In case of any disarrangement of the devices all signals fly to danger, and when notice of the defect is given, a green shade is placed in the signal drumhead, notifying caution, and train-men govern themselves accordingly. levers and track instruments of the device have, some of them, been in constant use for two years, and show very little wear. One failure only was reported, and that was caused by the breaking of a lever, when all signals flew to danger in that block. Information from the company of the actual working results was expected to be formally given, but up to this date has not been received. The superintendent of the road verbally stated that the electric system was giving perfect satisfaction, yet it is to be regretted that no report of all failures and their cause can be made. In one instance as stated by Mr. Field, the depot master at Mount Vernon, a track lever was broken and all signals went to danger. This was understood to be the only failure at that point in two years. THE RAILWAY CAB ELECTRIC SIGNAL. "This is a signal designed to be given in the cab of a locomotive, and is audible in its character. It is operated on a principle different from any other signal, in that the signal is made by a negative action, or the fault or absence of the electric circuit, so that any derangement of parts or circuits must result in a signal being given. The principle is as follows: A locomotive is provided with an electric generator, or dynamo machine, run by a small motor, fed with steam from the boiler. The two poles of the dynamo terminate by means of wires, one to the body of the locomotive, and one to the tender frame of the same; these two points or terminals must be insulated from each other, so that when on the rail, the wheel of the locomotive and the wheel of its tender are connected electrically only by means of the rail; where wood frames are used in tenders, this insulation is already done; in iron frames the draw-bar of tender must be insulated. We thus have a closed circuit in action by means of the locomotive, the tender and the rail. This closed circuit passes through a magnet in the cab and holds an armature to it. When this circuit is interrupted the armature falls away from its magnet and, in so doing, sounds a bell or whistle in the cab. This continues to sound until the armature is returned by hand to its magnet and held in place by the circuit. "The interruption of the current is made by insulating two abutting rails, one from another, so that when the locomotive wheel is on one rail and the tender wheel on another rail, the insulation between the rails will cause the circuit from one wheel to the following one to be interrupted when the signal is given. The wheels and axle being one in construction, two rails of a line are insulated opposite to each other across the track. "Thus an interrupted circuit, formed as described, gives a signal on the locomotive; this is the generic idea. These signals are worked and controlled as fol. lows: From the two insulated abutting rails separate wires are led, to join which would destroy the insulated condition of the two abutting rails. These wires are led any distance for any signal purpose; they may be led to a switch, a draw-bridge, a station, to block points, or any other point from which a locomotive may be signaled, or which a locomotive may signal. By suitable parts and magnets to move to contact and not to contact, these wires are opened and closed at the points where they terminate. If a switch is closed the wires are closed; if the switch is open the wires are open. When the insulated point of the rails interrupts the circuit on the locomotive before described, such circuit must follow the wires led from the two rails. Thus, fundamentally, if the two wires are closed at any signal point, the locomotive circuit is closed; if the two wires are open at any signal point, the circuit is open, the armature must leave its magnet and the signal be given at the signal receiving point. Thus at switch, bridge, station, block, or any point, danger means open circuit and signal to locomotive; safety means closed circuit and no signal. Thus, a locomotive in motion, with a closed circuit on the rail, has its circuit continued closed, or it is opened, as there may be safety or danger in its path. "The advantages of this signal are as follows: An audible signal is given on the locomotive; no disks or targets are used to signal an engine driver; thus fog, snow, inattention, color blindness, sleeping on duty, can never be a reason for neglect of a danger signal, as is now the case; the signals, being operated on a negative plan, must indicate when inoperative; the freedom from all mechanism of complicated nature, local batteries on line, and various attachments to locomotives and road-bed now used; the automatic nature of the signal, no action being necessary to operate it; the signal independence of every signal point or section from any other point or section, and the independence of each locomotive to operate and receive its own signals; and as a consequence the low cost of construction and repair of the system. "These signals have been operated successfully on the Elevated railway where the difficulties to overcome were various and peculiar to such elevated construction; they have been tested on a surface road and found equal to all requirements. "The mode of insulating rails, and the various points to make and break circuits cannot be fully stated here; but it will be readily seen that with an electric generator on a locomotive, and a closed circuit controlled by insulated rails, and wires continued from the same, that any point may be electrically operated from the locomotive, and that the circuit on the locomotive at regulated points may be closed or opened from distant points at will, and thus all the conditions of any system of signals may be fulfilled, with the added value of the nature of this sig nal being audible, a small steam whistle in the cab on the side of the engineer on the locomotive, and denoting any accidental or malevolent faults in any of its parts. The signals are all recorded on a dial when given in the cab, so that the number of signals received are known." Of this device no practical working results have yet been attained beyond that of experiment, but these show a value to railroad operating that in the near future promises its extensive use. There are exceptions, as the reports state, to the positive showing of danger signals in one of the above systems at least, and possibly in more places. If reports of failures were made from all the places where they are in use, this would probably be more apparent. In the electric block system, the record shows that such failures are so rare as to be of no significance were it not for a lingering doubt that the one failure, even within a decade of years, might be disastrous in its results. But to judge of the merits or demerits of devices like these referred to as compared with the mistakes and errors in judgment made by human beings, without them would be unprofitable. The two combined are the positive protection, and it is the opinion of one who has had a half century of railroad experience, and has been in a position during all that long service to know and feel the responsibility of life and property: "That to teach your employees to depend wholly upon signals, be they ever so perfect, is to make machines of them; not competent railroad men." Signals have been, and will again be, passed even when displayed at danger, and the remark in a letter included in this report, "that a throw-off switch interlocked with a draw-bridge is an essential, and that the train be thrown to the ground at a point distant enough from the opening to prevent its running into the draw," should be carefully considered. Nothing in the above is intended to be construed as opposing any or all devices for the safety of railroad transportation, but rather as approv ing of their value, and of the necessity of their use in addition to human agency. Respectfully, (Signed) THOMAS W. SPENCER, Inspector. CIRCULARS OF THE BOARD. John D. Kernan, John O'Donnell, Circular No. 23. STATE OF NEW YORK: OFFICE OF THE BOARD OF RAILROAD COMMISSIONERS, Commissioners. William C. Hudson, Secretary. } SIR-The Board of Railroad Commissioners would be pleased to have you file with it a copy of the annual report of your company to the stockholders, when published. By the Board, WILLIAM C. HUDSON, William C. Hudson, Secretary. ALBANY, December 22, 1883. SIR-The Board of Railroad Commissioners has under consideration the amendments to railroad laws and acts, printed copies of which are appended. The Board will not take action thereon until after a public hearing to be held at its rooms at the Capitol, at Albany, January 3, 1884, at 10 A. M. Such of them as the Board approves will then be transmitted to the Legislature. By the Board, WILLIAM C. HUDSON, AMENDMENTS TO THE GENERAL RAILROAD ACT, CHAPTER 140, LAWS OF 1850, ARE SUGGESTED AS FOLLOWS: Gauge of Railroads. 'An act to SECTION 1. Section 1 of chapter 140 of the Laws of 1850, entitled authorize the formation of railroad corporations, and to regulate the same," is hereby amended so as to read as follows: Any number of persons, not less than twenty-five, may form a company for the purpose of constructing, maintaining and operating a railroad for public use in the conveyance of persons and property, or for the purpose of maintaining and operating any unincorporated railroad already constructed, for the like public use; and for that purpose may make and sign articles of association, in which shall be stated the name of the company; the number of years the same is to continue; the places from and to which the road is to be constructed, or maintained and operated; the length of such road, as near as may be, and the name of each county in this State through or into which it is made, or intended to be made; the amount of the capital stock of the company, which shall not be less than ten thousand dollars for every mile of road constructed, or proposed to be constructed, and the number of shares of which said capital stock shall consist, and the names and places of residence of thirteen directors of the company, who shall manage its affairs for the first year, and until others are chosen in their places. The gauge of all railroads hereafter organized under this act shall be four feet eight and one-half inches. Each subscriber to such articles of association shall subscribe thereto his name, place of residence, and the number of shares of stock he agrees to take in said company. On compliance with the provisions of the next section, such articles of associa tion may be filed in the office of the Secretary of State, who shall indorse thereon the day they are filed, and record the same in a book to be provided by him for that purpose; and thereupon the persons who have so subscribed such articles of association, and all persons who shall become stockholders in such company, shall be a corporation by the name specified in such articles of association, and shall possess the powers and privileges granted to corporations, and be subject to the provisions contained in title three of chapter eighteen of the first part of the Revised Statutes, except the provisions contained in the seventh section of said title. Formation of Railroad Corporations. Section 2 of chapter 140 of the Laws of 1850, entitled "An act to authorize the formation of railroad corporations and to regulate the same," is hereby amended so as to read as follows: 2. Such articles shall not be filed and recorded in the office of the Secretary of State until at least one thousand dollars of stock for every mile of railroad proposed to be made is subscribed thereto, and ten per cent paid thereon in good faith, in cash, to the directors named in said articles of association; nor until the directors shall cause a copy of the articles of association to be published in one or more newspapers in each county in which the road is proposed to be located, at least once a week for three successive weeks, and shall file satisfactory proof thereof with the Board of Railroad Commissioners, nor until the directors shall prepare and file with said Board a map of the proposed route on an appropriate scale, with a profile thereof on a vertical scale of ten to one as compared with the horizontal scale, and shall procure the report of a skillful engineer, based on actual examination and survey, showing the kind and estimated amount of excavation, filling, bridging and materials required, the proposed grades, the number of streams, water-courses, canals, streets, highways, plankroads, turnpikes and tide waters which the route of the road shall cross, intersect or touch, and the manner proposed of intersecting, crossing or touching the same, the general profile of the surface of country through which the road will pass, the feasibility of the route, the manner of constructing the road, and an estimate of the cost of construction; nor until the Board of Railroad Commissioners shall certify that the foregoing conditions have been complied with, and also that public convenience and necessity require the construction of said railroad as proposed in said articles of association. The foregoing certificate shall be applied for within six months after the completion of the three weeks' publication hereinbefore provided for. If a certificate is granted its effects shall be to permit the incorporation of the company by the filing of the articles of association as provided in section 1, and of said certificate within thirty days thereafter, and a continuance of proceedings as provided by law; if a certificate is refused no further proceedings shall be had before said Board, but the application may be renewed after one year from the date of such refusal. Prior to granting or refusing said certificate, the Board shall have a right to permit errors, omissions or defects to be supplied and corrected The foregoing provisions as to publication, proceedings before the Board of Railroad Commissioners, certificate and filing of articles of association, shall be applicable to narrow gauge roads hereafter formed under the laws of this State. After a refusal to grant said certificate the Board shall certify a copy of all maps and papers on file in its office |