The Washington herald. [volume] (Washington, D.C.) 1906-1939, 1915-08-28

in perfect working order. as a piece OF
mechanism-in fact. 1t is almost human
in its workings and has produced a rec
ord in the display of signals on some
roads of failing only once in million
signal movements, on the side Of danger.
That there is something fundamentally
wrong with the wayside signal as a safe
guarding means, whatever the type OF
apparatus employed or however faith
fully the signals may be produced or dis
played, has been demonstrated to the
satisfaction of the travelling public In
the past, although the public may be en-
tirely unconscious of the reasons for
their dissatisfaction.
What is it then that is fundamentally
wrong with the present method of rail-
road signaling? This is the all-important
question.
The inherent weakness in the present
method OF signaling from the roadside.
through constantly and rapidly varying
instances and changing neIds Of vision.
especially under high speeds, may be
epitomized as that of placing. with too
great a hazard, sole reliance upon an
adequate visual method of communicat-
ing timely information or warning to the
engineer, under the varying conditions
encountered at present in railroad travel.
Subject to Uncertainty.
Such a method is subject not only to
the uncertainty arising from lack Of dis
cerment of the roadway signals on the
part of the engineer but they are capable
OF disregard or disobedience oftentimes
when observed
In other words the wayside signal Is
helpless to safeguard traffic when the
signal beside the track cannot be seen
or when seen 1t is not always understood
or obeyed
To appreciate the dangers and respons-
Utilities which an engineer has to meet
and to gain some idea of the strain i'm
posed upon him under such a system Of
signaling a fast flyer let US consider
the extreme case of driving such a train
as the Twentieth Century Limited, that
has run at speeds ranging from seventy
five to eighty-seven and one-half miles
an hour.
The running time Of that train for ex-
ample has been between Syracuse and
Albany, n. Y. distance of 14s miles, in
162 minutes, including slow-downs, and
and within which distance are met Isl
stop signals, the failure to timely note.
understand. or obey any one of which
might mean the destruction of all on
board of that train.
The engineer driving such a train must
not only have an iron nerve and a quick
decision, but he must be intently alert
and maintain a sustained vigilance with
an unfaltering and deliberate aim of the
eye that is riveted ahead for a long
period of time throughout his run and
especially on stretches where he is oblig-
ed to locate signals every thirty-five sec
onds.
During a heavy downpour of rain that
beats against the observation window of
the cab in a binding sheet, the engineer
must oftentimes consult his watch in or
der to get his bearings and his memory
should be intensely alert in order to re-
call the points where the temrestuous
weather might produce dangerous or I'M
safe track conditions.
Beyond the sounds occasioned by the
rapid exhaust of steam and the vibra-
lions OF the wheels in striking the rail
joints the other noises to the ears of
the layman become an unintelligible dis
cord. but the engineer. however should
be able to detect the cause of every noise
made by the engine IL is running in or
der to correct or nurse any arrangement
that may arise in the mechanism.
Is it surprising. then. i'll view of the
exacting demands imposed upon the en-
gineer that he sometimes runs past a
signal because overlooked, on account OF
inadequate visual presentment of the
signals due TO the swift impressions and
the conditions under which his vision is
unable TO cope or perhaps on account of
his attention being withdrawn or dis