Woodcroft, B. Abridgments of the Specifications, relating to Wyatt, M. D. On the present aspect of the Fine and Decorative Tract. MISCELLANEOUS. Pearce, J. G. Cubical Specimens of Coal, Iron-stone, Limestone and Cold Blast Cast Iron. [OFFICERS. SIR W.G. ARMSTRONG, C.B., F.R.S. | GEO. WILLOUGHBY HEMANS. FREDERICK JOSEPH BRAMWELL. | JOHN V. N. BAZALGETTE. January 13, 1863. JOHN HAWKSHAW, President, in the Chair. The following Candidates were balloted for and duly elected:JOHN WATTS BRASSINGTON, JONATHAN SPARROW CROWLEY, EDWARD GOTTO, and GEORGE WILSON, as Associates. No. 1,079.-"On Railway Telegraphs, and the Application of Electricity to the Signalling and Working of Trains." By WILLIAM HENRY PREECE, Assoc. Inst. C.E. IN the two Papers on "Railway Accidents" by Mr. Brunlees (M. Inst. C.E.) and by Captain Galton (Assoc. Inst. C.E.), read at the Institution during the last session, it was deduced from statistical tables, that the great majority of accidents were attributable to preventible causes, and that of these, 27 per cent. were due to the absence of the Electric Telegraph. No description was however given of, nor was any opinion expressed upon, the various methods and mechanical arrangements in use on different lines for ' supplying this desideratum. The present Paper is intended to furnish this information, and in it to examine the several systems of telegraphic signalling instruments, hitherto adopted in working trains through long tunnels, over steep inclines, at junctions, on single lines, and in other exceptional cases, with particular reference to their liability of error and imperfect construction. It has been asserted that the Authors previously referred to should have given a list of those accidents which were ascribable to the presence of the Electric Telegraph, as well as of those consequent upon its absence; for it is argued that, while in some instances it may have prevented accidents, yet in other cases it actually produced them. Several examples could be cited, where accidents have resulted from errors, or mistakes in the transmission of messages, or from misunderstanding and mismanagement in the working of the telegraph. Some Railway Companies have from such causes even abandoned its use, after it has once been fixed. The Clayton Tunnel accident would, in all probability, 1 The discussion upon this Paper extended over portions of four evenings, but an abstract of the whole is given consecutively. not have occurred, if there had not been a telegraph at that particular spot. This, however, cannot be considered as any argument against its employment in such localities. It might as well be contended that because a distant signal failed, distant signals should be abandoned. The accident in question was not owing to the existence of the telegraph, but to the inefficient regulations adopted in working it. It is only a proof of an incomplete and inadequate system. An accident involving the death of a passenger produces intense sensation. The strictest inquiry is made into every detail. The telegraph, the staff, the rolling stock, the permanent way, are all in their turn severely criticised, and often censured. But the innumerable hair-breadth escapes, where such disasters have been avoided, flow silently by, unheeded and unknown. Many illustrations could be adduced of accidents prevented by the use of the telegraph, affording indisputable evidence of its utility when well-regulated. Captain Tyler, in his Report on the Clayton Tunnel accident, says:'— "On the Great Northern Railway, the leading axle of the engine gave way, as the Scotch express train was entering the Tottenham Tuunel on its way to London, on the 27th July 1860, while the train was travelling at a speed of perhaps 60 miles an hour. The engine swerved first to the right, to the down line of rails, and then, after throwing off its left leading wheel, back again to the up line, on which it had been travelling; and it pulled up, in 400 yards or so, with its train across both lines of rails. None of the passengers were hurt, and no one suffered but the fireman, whose thumb and finger were crushed between the hand rail of the engine and the side of the tunnel, as he held on to the former; and it was to the circumstance that the engine thus grazed, and received support from the wall of the tunnel, that the fortunate escape of the passengers was under Providence due. But it was in the neighbourhood of this tunnel that the two Scotch express trains, when they were in time, usually passed each other, the one being due to reach King's Cross at 9.30 P.M., the other to leave it at 9.50 P.M. Happily, the down train was somewhat delayed in starting, by the number of people who presented themselves to travel by it, and the tunnel was comprised in a section of line worked by telegraph. The signalman south of the tunnel received notice from the signalman north of the tunnel of the up train having passed him; and he was made aware of its having entered the tunnel shortly afterwards by hearing a bell ring outside of his hut, connected with a signal north of the tunnel, similar to that at the south end of the Clayton tunnel to which I have had occasion to refer. He observed that it was longer than usual in coming to him, and heard a good deal of whistling from the engine. He found that his telegraph would not work to the northward, and he received notice of the approach of the down train. He therefore took upon himself the responsibility of keeping up his signals against that train, under the apprehension that there might be something wrong in the tunnel; and he thus prevented what might have been a most serious accident, as may be 1 Vide Reports of the Inspecting Officers of the Railway Department, &c., upon certain Accidents which have occurred upon Railways during the year 1861." Folio. Lond., 1862. Page 93. imagined, when I add, that eight hours were afterwards occupied in clearing the down line before the train for the north could proceed on its journey." On the other hand, Captain Tyler, in the same Report, says :'— "On the Great Northern Railway, on the 14th December 1853, three trains were passing through the Stoke Tunnel, half a mile long, between Corby and Great Ponton. The gradient was a descending one of 1 in 180, and the trains left Corby, which is eight miles to the south of Grantham, at 12:30, 12:35, and 12:45, respectively. The driver of the second of these trains slackened speed very properly, in order to avoid collision with the first; but in endeavouring to prevent one accident he occasioned another, for the third train caught up the second train, and came into collision with it, when it had proceeded about two-thirds through the tunnel, and the guard of the second,-a coal train, was seriously injured. "In my report of the 3rd January 1854, upon that accident, I was led to state prematurely that I was happy to learn that the tunnel was about to be worked by telegraph, no train being permitted to enter at one end of it until the preceding train had passed out at the other end. This was not adopted sufficiently soon for the exigencies of the case; for within three months afterwards another collision occurred, under precisely similar circumstances, on the 7th March, 1854. Three other trains left Čorby for Grantham at 9:36, 9:45, and 10 A.M. The driver of the second train was proceeding cautionsly through the tunnel, at a speed of about 14 miles an hour, that he might not run against the first train, and he also was caught up by the third train. After the second collision the tunnel was supplied with a telegraph." Experience has therefore proved, that there are localities where the adoption of the telegraph for signalling trains is essential. The Author would refer to such places as the Victoria Station, Pimlico; the New Street Station, Birmingham; the Lickey Incline; and the Box, Kilsby, and Stoke Tunnels. But it must not be inferred that, because telegraphs are sanctioned and are used in similar situations, the Author advocates the general and indiscriminate application of the Electric Telegraph, as a primary power, in the working of railways. On the contrary, he does not hesitate to affirm, that the greatest caution should be exercised in its introduction. It should never be employed until its use is imperatively demanded, for the most perfect telegraph is liable to occasional accident and interruption. It is, at the best, like many mechanical arrangements, an uncertain agent. Its defects and probabilities of failure have apparently been reduced to a minimum, but still, implicit reliance cannot always be placed upon its efficiency. The chief advantage of the Electric Telegraph lies in its secondary, or auxiliary character. In this capacity it is an invaluable agent in the hands of a traffic manager, and no railway should be without it, while upon single lines it is absolutely essential. It hastens the transaction of business, instils order and 1 Vide Ibid. Page 91. |