IMPROVEMENTS AT THE RAILWAY STATION.

Taranaki Daily News, Volume L, Issue 61, 14 November 1907, Page 3

IMPROVEMENTS AT THE RAILWAY STATION.

■! MORE MODERN METHODS 1 INSTALLED. With the phenomenal increase iii tho world's railway traffic, the rush entailed 1 by the hustle of present-day busiiiss, the mazy-looking lines that wind and turn nbout the busy railway yard are fraught with danger to the ever-growing staff of railway servants. But the world's inventive genius lias, in this as in hosts of other instances, endeavored to meet the position—hence the revoluion in signalling methods and the working of the "points" in the railway yards. Tho New Plymouth railway yards just now present a busy scene, smiths, carpenters and other artisans in their temporary forges and workshops getting ■material into trim for the installation of the new signalling and interlocking system. The work is being carried out by Mr R. G. MyerSeongh, signal and interlocking foreman, acting under the direction of Mr H. J. Wynne, signal and electrical engineer, both of them having had long experience in this special work. A "News" representative was the other day given an explanation of working, and as the public are the people vitally concerned in the improvements, we publish some details. The existing "home" signals will be dispensed with late in January, on a Sunday, and the new system will he brought into vogue with the departure of the first train on Monday morning. A signal cabin, of English design, 30ft

.JJ <IH, .» uu uo.ira 11(5110 uppuaue the present station building, but as the distant signal will not be visible from here, an electrical repeater will bo fixed in the box, this repeating exactly the movement of the signal-arm. The signal stall' will operate fifty levers, painted in different colors to facilitate distinction, and each bearing descriptive number plates, describing what the lever is, and what other levers must be pulled before it can be drawn. There are point levers, which slutt the points; signal levers, to lower the signals; and bar levers, to lock the points, Under this new system everything to or from the main and loop lines w'll be worked from the signal cabin, and three levers at present on the platform will be done away with. The distance from the cabin to the points is about 250 yards. There will be starting signals from the main, loop, port, and i dock lines, and in addition there are shunting signals from the various nicks, the latter, ol course, having nothing to do with the working of the yard. The signalman docs not control shunting to the eastward of the Hnatoki stream. The meaning of the inerlocking system is that one lever is so interlocked with another that it is not possible to lower two conflicting signals, that is, to give two signals in opposite directions at the same time, "hen a signalman pulls over a point or locking bar lever, and then a signal ever, the apparatus is so interlocked that he cannot possibly shift- the point or bar lever until the signal has been lestored to its normal position—"danger." All points connected with the main and loop lines are worked from the signal box, sidings lending on to loop fi'JTi are The points are fitted with facing point locks. This lock 19 so designed that it lias to be pulled before a signal can be lowered. If Ilie points are not in their correct position the facing point lock cannot be drawn. an,] as a consequence the signal cannot l,e lowered. The points on'the main lines are fit tod with detectors anrt locking bar, the object of these being to prevent a signalman from moving points when any train or vehicle is passing over them. The bar is lonpf enough to cover the longest wheel base of the largest ear running on the section. It has to be remembered, too, that in the event of any wire connection breaking, -the signal arm immediately and automatically goes to "dan<?cr." In connection with the despatch of trains the stationmaster will, as now, give the word to start from the station, the engine-driver will sound his whistle, and assuming everything is correct, -the signalman will lower the starting signal. The time-table, of course, is the guide that Ins to bo worked to. Any Special instructions are communicated to the signal-box by telephone. as required. Telephone communication will be between the signal cabin and station office. When a train is entering the station, say from Wellington. the signalman is able to admit the train to either platform or the loop line bv means of home signals erected for the drivers' guidance accordingly. By the employment of the interlocking system. work is concentrated, and one man can do what devolved upon several under the former methods. Tn the past shunters have bad. to run about- the yard and move the points by hand levers at different, places. Xow this work il to lie done from the signal box, which requires only one man at a time to be in it. The adoption of the interlocking system means not only a saving of labor, but renders train travelling very much safer for the public. It minimises very considerably the risk of yard derailments, and lessens the number of accidents to men employed about the station yard.

Amongst the hundreds of railway travellers few stop tn consider at Hip momciiT the precautions taken for their safety or tlic intricacy of the signalling apparatus, lmt it is -well sometimes to roinemlier that in such a work as that under review every liar and every rod must lie exaet to a hair's breadth. or the whole system would lie useless, llcnoe tlie absolute necessity for placing the work of erecflon m experienced hands.