The Salt Lake tribune. [volume] (Salt Lake City, Utah) 1890-current, 1907-01-09
rain Protection

To the Editor OF the Sun-Sir: A
boy was once promenading the streets
shouting :" Hot meat piesl' and deliv-
erIng pies to everybody willing TO put
up 10 cents. One customer turned to
the boy and accused him of misreprc
seutation. "Thesc pies ARC not not
and there S no meat in them, - protest
ed the customer You re a cheat and
q liari -
"Not so fast" answered the hoy
81 do not say that The pies are hot
or that they contain meat. Hot meat
pies IS the name of this pastry and
has nothing to do with its condition
or contents. Hot ment pies -
Tins incident is directly appreeiable
to practice prevailing among railroad
companies of denominating certain CON
dltlons OF train operating as a "block
system Since the recent accident on
the southern railway, which was made
conspicuous by the death Of President
Spencer, there have been various let
ters in the Sun which might lead the
public TO believe that railroad collisions
are inevitable, and that even the block
system fails 10 keep trains from coming
together with disastrous results. A lit
tie investigation of the so-called Fblock
systems will show that some of them
have close resemblance to the hot
meat pies.
There arc several kinds of block sys.
TENS that aim 10 keep railway trains
apart. When railroad operating WAS
hrst introduced the companies depend.
ed on the vigilance of the engineers
and conductors TO get their trains
through safely, and they performed the
duty wonderfully we'll But it came TO
pass that trains were SO numerous and
fast that mechanical aids were con-
sldered necessary TO protect trains
when were not running, so stationary
signals were established at stations for
the protection of trains standing at
these stopping points. The station pro-
lection signals were worked up TO an
elaborate extent and accidents at sta
tlons were prevented, but it sometimes
happened that trains were stopped be-
tween stations. and other trains would
run into them in spite Of the protection
supposed TO be offered by a 1agman sent
out from the DELAYED train.
While tho evolution Of the system for
protecting trains was going on very
plausible but elusive plan was brought
INTO operation. that Of putting time
limit between trains, or prohibiting one
train from passing a given point until
the tram which preceded it had been
gone specified timc. 1t happened oc-
casionally that the time margin for
safety was ample, but the preceding
tram had got stalled around nearby
curve and rear end collision occurred
That led TO the Introduction of the
block system, by which railroad was
divided into blocks A. B. c, d, etc.
ana arrangements were made 10 prohib-
1T two trains from being on the same
olock. There are several WAYS of regu-
latlng the operation Of the block sys-
tenn, the best known means being what
is called manual control, the other auto
matte electric control With the first
men are stationed at the towers sep
aratlng the block Their duty is 10
keep Informed on the movements of
trains and never 10 allow train TO
enter block until the man on the
next lower signals that the prec edinp
lraln has passed out. When properly
carried out this is known as the ''abso-
lule block system,
The automatic block system has a
track electric equipment by which the
signals are kept Mt danger when q
train is on the block
The manual block system is in oper
atlon on the leading railways in Eur
ope, and collisions between trains are
almost unknown. The automatic eloc
URIC system ls used on several American
railroads. and on the whole works we'll
"here The train men are properly in.
structed to obey the signals.
On some roads there is vicious ar
rangement in use called the ''pevmis
SION block system. This permits an
engineer to enter block when the sig
ln mai 1s ut danger and to go on cautionslv.
ihls permission has led TO many acci
dents.
The system in use on the Sortberr
railway and on many others is known
as the telegraph block system. Cnder
the telegraph operators at stations
perform The duties executed >by the tow.
er men OF the manual block system. but
IheE nave many other duties TO per
FORM besides watching trains. and it
very OFTEN happens that failure TO report
trans on the block occurs. Such fail
ures sometimes lead TO accidents The
system is used because IL is chean and
is no block system ar all,
Unless block system is absolute II
IS worse than nothing. for it takes away
the sense OF responsibility of the cnyi.
neer. The protection Of stalled trains
by hagmen is notorious for being ne
greeted. as any one can testify who has
hcen passenger IN a train stopped be.
tween stations
American railroad trains could he on
Grated as safely as those on European
RAILWAYS are II the same precautions
were taken TO prevent accidents An
absolute block system is essential hut
me men operating The system must be
framed 10 obey The rules absolutely
Most of our accidents are caused by
those responsible for rho movements of
trains being permitted habitallv ia
take dangerous chances. Dav after dav
they run past danger signals 10 save
tlme and are commended for getting
their trains through on time. instead of
beng punished for violating important
rules,
II railroad officials were sincerely
ANXIOUS to prevent accidents an auto.
matte tclltale apparatus wonld br in
stalled in connection With every dan
ger signal, as they are on the New York
subway. and no engineer would dare TO
run past danger signal. Introducing
a system Of that kind would cost a iii
Gle money and al times il would cost n
few minutes dciav. hut IT would alfec.
tually prevent collisions. ENGINEER.
New York. December 10