The Bridgeport evening farmer., 1912-11-15

subject, said that the radius of a No. 20 crossover being '-337O feet" it pro- duced a curve of "1 degree and 42 min utes,' and then being asked at what speed train drawn by a Pacific type locomotive could travel on the No. 20 crossover, having that curve. replied, About 56 miles per hour.'' MT. Have nor, however. afterwards qualified this statement of speed upon a revision of his figures and declared 8 practical speed over a No. 20 crossover by locomotive of the Pacific type could be "46.9 miles per hour.'' George A. DeMore, Roadmaster of the New Haven Co.,, although claiming to have no experience with speeds over No. 20 croseovers, said in reference to speeds over No. 15 crossovers, 'I won't say I have seen a train use a cross over over 40 miles an hour; no doubt in my mind. it might go through Safe ly."
 In addition to the above. practical railroad men of much experience. to- gether with authorities on physics, have advised and convinced me of the feasibility of safely travelling over No. 20 crossovers at an increased rate of speed over and above that testified to by the witnesses above quoted. Automatic Train Control. In the matter of automatic train stops, speed controls and audible cab signals, much testimony was taken to determine whether any known device could have been successfully used by the New Haven Go. in preventing the derailment by automatically stopping the train before reaching the 1 to 8 crossover. Evidence was also taken to determine whether the company had knowledge, express or implied, Of the use and successful operation of any such appliances, and if so. when and whether it was negligent In failing to install it The chief inspectors report above referred to. to the Interetate Commerce Commission on the Federal Express derailment published on Aug. 16. 1911. contained recommendations in harmony with those If Coroner Wilson on the prevention O. like accidents by the stopping of trains before taking crossovers in the following language: That in all situations where accidents are likely to occur through the non-observance by enginemen of signals or rules call culated to insure safety. automatic train control apparatus should be provided to insure that the train
 
 the signals or rules are not prop eriy observed.''
 In this regard there is pertinency in the report of the "Block Signal and Control Board's to the Interstate Corn- merce Commission dated Dec 2e, 1s11 On page il 1t says. in reference to the development and application of auto matic train control systems:
 Railroads Have Been Lax. s.It is futile to advance any 01f- hculties involved in such step as an excuse for failure diligently
 to undertake the development and practical application of euch de- vices to general steam surface railroad conditions.
 Further the board has no 1lesi-
 tancy in saying that had the
 railroads directed the same effort
 towards the development of auto
 matic train control apparatus that
 had been devoted to the develop
 ment Of interlocking and block
 signaling apparatus, we should
 now have adequate Installations
 of automatic train control devices which would permit an engineman
 to handle his train without inter
 ference as long as he did 1t prop
 erly, but would interfere to stop
 his train if he dfsregarded a stop
 signal or ran at an excessive
 speed where speed restriction was prescribed.
 ''The railroads have been decid-
 edIy' lax in developing the auto
 matic stop. and progress has been q
 so slight that the actual experi- ence which is necessary for the formation of proper legislative ind dgrnent is lacking
 sfThe board. therefore does not believe that at the present time,
 legislative compulsion to this end would be wise. It does believe, however, that the railroads should be urged and expected to develop the art of automatic train control so as to provide de- vices which will meet their operating conditions This ap- pears to the Board to be entirely practicable, and should it not be done with reasonable degree of expedition, steps should be taken by the government to stimulate such action.'' BuckIand and Horn.
 The above suggestions, although brought to the attention of H. J. Horn and E. c. Buckland both Vice Presidents of the New Haven Co. l about the time of the publication, 1 have not accustomed the making of any rule by the company directing I it's engineInen to stop their trains at crossovers, have they caused to be installed any device by the company for the automatic controlling of the speed or the stopping of their trains at crossovers or dangerous places up- on tho failure of the engineman to observe or obey the signals. Whether there exists any known 1 device for the automatic stopping of aiY1c or are ignored by enginemen- is hardly 1 the subject of uncertainty in view of their use in the New York and other subways and other places for several