Norwich bulletin., 1916-10-07

MT. Morrison said the Aicnalnlan could pull the signal from the tower at South Norwalk where the system
 was automatic. There was lock and block system at South Lyme. like that at Bradford. and was the same in 1913.
 He did not remember whether the dis tant signal was the same as at Brad ford. At Norwood Junction the sig nals have always been automatic, so far as he knew. MT. Morrison said changes had been made within a year and within three or four weeks. There Is a lock and block system at Chick ering tower. He was sure there were three home signals in the east bound track. At the tower at Air Line June tion system was automatic on the
 east. and lock and block signals were located east of the tower. and is the end of the lock and block system. In 1915 there was tower at Strat- l ford, with automatic system, but the tower is not in operation there now. 1 There is a tower at Bronx river draw
 bridge with distant signal at Hunts l Point, with an automatic systme. There | is tower at Mt. Ver-len with lock and block system, for both east and west l bound trains. At Cedar Hill, near New 1 Haven, there is a tower west of the Air Line junction, that is automatic, with switches controlled at the tower l by the interloclling system. He knew tower 79 in New Haven tunnel. with no electric features, and all is mechan- | ical There is no block system there.
 The system at Burnside Junction is automatic.
 The MiddTetown drawbridue system is electric interIocking and automatic at the distant signal, as at Bradford. i The operation of a drawbridge and de- | rail are on the same plan as the work l ing of the distant signal at Bradford, | insofar as the breaking Of the circuit. although the system differs.
 Upon redirect examination by Mir. | Phillip, the witness said the electrical distant signal at Bradford was in | stalled in 1915 MT. Ellis of the inter 1 state commerce commission Is an cleo | trical engineer, and knew he was cleo l trica1 engineer on two railroads. He l Is signal engineer for the commission | CTS MT. Morrison said the signals on | the night of the wreck were not open | to public inspection in the tower. The | signals proper, and the levers in the 1 tower were carefully guarded by rail-
 road employees from the time of the wreck to the time of official inspec- l ton.
 | George A. Carmichael, the next wit 1 ness, testified that he Was Of the Rhode | Island Utilities Commission since the | creation of the commission. He ar rived at the site of the wreck about g | o'clock that night or about two hours and a half after it's occurrence. He | noted that the first home signal was | at horizontal and with a, red light. At | II o'clock that night he went to the distant signal and it was set at eau 1 tfon and with yellow light. He made | no examination of wires. He was pres
 ent at the official inspection two days 1 later and made notes of the inspection l The inspection was made by Mir. FL lis, signal system expert of the inter l state commerce commission, and MT
 i Morrison and other railroad officials
 1 were present The inspection com
 | menced at the distant signal and then
 | MT. Ellis went back to the tower, but
 | witness was not present at the tower
 | inspection.
 l Upon cross exa animation by MT. Fitz-
 gerald. Mr. Carmichael was asked ii
 he made tests to see how far the flag
 man of 633 went back from his train
 on the night of the wreck. but the
 query was objected to and sustained
 l He said he was not a mechanical oI
 | electrical expert, and based his knowl-
 l edge of what he obtained from those
 l who made the inspections. There was