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The New Zealand Railways Magazine, Volume 4, Issue 4 (August 1, 1929)

Along The Iron Trail — Controlling Railway Trains — A Wonderful System

page 49

Along The Iron Trail
Controlling Railway Trains
A Wonderful System

The elaborate system of modern train control designed for the protection of the rail travelling public, and the functioning of the emergency machinery of the railways in the event of a mishap to a train (fortunately a rare occurrence in New Zealand), is described briefly in the following article by “A.O.H.” in the “Dominion.”

Thundering wheels, a rush of air, and shrill blasts from the engine whistle screaming into the night; a line of carriages writhing behind like an illuminated centipede, and above them a trailing pennant of black smoke. The rounding of a curve, a jolting and grinding as the wheels of the engine strike a slip on the line, and sudden disaster threatens. In a flash the steam is cut off and the brakes applied, but the engine cannot right itself, and with a stagger as from a fatal thrust, it topples over, while the driver and the fireman jump for safety. The carriages remain shuddering.

The manner in which the Railways Department sets to work demonstrates the careful provision made for cases of accident. Serious disruptions of the railway service of New Zealand, although few and far between, are a contingency for which the Department has always to be fully prepared. With up and down traffic on a main line blocked, urgent measures are needed, and the breakdown service that is always ready at a moment's notice is one of the most important factors in railway transport.

Ready, Aye, Ready!

Immediately after an accident in this district, advice of what has occurred is flashed to Wellington, the District Engineer is notified and the machinery of the Department is set in motion. Where an ordinary railway line is affected, the Inspector of Permanent Way takes over, and if the accident concerns a bridge, then the Bridge Foreman is the man of the hour. A breakdown gang, composed of men from the workshops and other sources, is at once dispatched, and they set off at full speed with a fully-equipped train. If the accident is nearer Wanganui, then a breakdown train is sent from there.

Back in the central control office at Wellington the operator of the wonderful selective telephone instrument clears the way for them. By means of his machine, which is in constant, independent and simultaneous touch with all stations along the line, he directs that any trains between Wellington and the scene of the accident are to allow the breakdown train through. The operator also advises certain stations to obtain a quota of gangers, plate-layers and workmen, who are to be ready to join the breakdown train as it passes. In addition, he notifies gangers in close proximity to the accident to proceed independently to the scene of the trouble. This they do, taking their trolleys, and as there are a ganger and a team of four, five or six men on every seven miles of railway line in New Zealand, it is not long before a good number are scurrying along the rails.

Hospital and Workshop.

As the relief train speeds on its way those on board give their equipment a final inspection. It is not likely that anything will be missing, because one of the most important tasks of the Store Foreman back at Wellington is to keep the breakdown train provided with every requirement for an emergency. There are, first of all, a complete first-aid outfit and medical stores needed by a doctor in case there are any injured persons. At a glance one can lay one's hand on anything required. For the use of the workmen there is a crane on a wagon, supplemented by all manner of tools, jacks and lifting page 50 page 51 gear, a complete carpenter's outfit, powerful lamps and any additional equipment loaded at the last moment for the particular needs of the situation. Telephone apparatus is also carried, with which the relief gang can at once get into touch with the control office simply by throwing a line over the telephone wires along any part of the track. This saves considerable time and trouble if there is no fixed telephone handy. By means of the apparatus a fuller account of the accident, the measures needed and particulars as to any further equipment required can be notified to Wellington.

In the meantime the operator at the control office in Wellington is working at top speed. One of his first acts is to secure an engine from the nearest station where one is ready or if none is obtainable at once then he directs that one be uncoupled from the least important train and dispatched by itself or with carriages to the relief of the passengers of the wrecked train. In this case also, every facility is given the relief train to get through with the least possible delay. The train schedules are rearranged in the best manner possible, and stations are notified of the emergency measures, which are varied or sustained until the railway system in the affected area is again running smoothly.

Personalities Of The Service. Mr. W. J. Yamm, the popular Wood-mill Foreman, Otahuhu, recently promoted to Car and Wagon Inspector. Wanganui.

Personalities Of The Service.
Mr. W. J. Yamm, the popular Wood-mill Foreman, Otahuhu, recently promoted to Car and Wagon Inspector. Wanganui.

The Directing Mind.

The system of train control is intricate, yet simple. In his office at Wellington the operator at the telephone apparatus is the central figure. By the turn of a small switch on the board in front of him he is immediately in touch with the particular station he desires. A two-valve wireless set, used in conjunction with the telephone, amplifies the voice of the man at the other end, which is heard through a loud-speaker to the right of the operator. The latter can call Marton—the furthest station in his district—as easily and quickly as he can get into touch with Thorndon.

In the course of his ordinary duties a voice comes to the operator from the reproducer, announcing the arrival or departure of a train from a station. The operator immediately marks the great chart on his desk, which shows the progress of trains on the different lines in his district. A man who has “been through the mill,” the control operator knows how to direct the running of trains. No train may proceed on its journey to a further point unless on advice from him. The goods that trains carry are distributed and loaded at his direction—all particulars of their freights are beside him. He directs shunting at a distant station, authorises watering operations, enables trains to make up for lost time, holds up others, and generally has the whole transport business of the railways in his district under his thumb. In the night watches he is still a constant worker, and by means of the red lines on his charts, ever growing, one can watch the progress of each train from station to station, while from the reproducer come the hollow tones of voice after voice, setting his pencil flying.

Such is the control operator's regular work; planning, informing, inquiring, directing. His is a task of great responsibility, and little do sleepy passengers, listening to the rumbling of the wheels over the rails, realise the careful control that is being exercised. So elaborate is the control operator's check on trains and so accurate his calculations, that if a train is much delayed between stations he soon makes inquiries, and if the delay continues he directs the stations on each side of the section in question to send along a man to investigate. Upon advice of an accident being received he has only to turn the “universal” switch to call up instantly and simultaneously every station in his area and give his directions to an unseen host of listeners.

The central control office in Wellington is the nerve centre of an extensive organisation.

* * *

It must not be thought that extension of electrified railroad lines implies that the days of steam transportation are ended. On the contrary, steam power is basic to railroad operation.

… The new era in railroading will not supplant the old, but will supplement it.—General Atterbury, President, Pennsylvania Railroad.

page 52

locomotive Development at Home

For freight train working and long-distance passenger haulage, the steam-driven locomotive will for long remain supreme. At Home vast progress has been recorded during the past few years in steam locomotive development, and there are, to-day, few finer haulage machines at work on the Home railways than the “Flying Scotsman” engines of the L. and N.E. Railway, the “Royal Scot” giant of the L.M. and S. line, the Great Western “King George V.,” and the Southern Railway “Lord Nelson” and “King Arthur” machines. Of late there has been a much greater employment of the three and four-cylinder simple locomotive in Britain. Higher working pressures have been introduced, and steam distribution valves of the poppet or Lentz design brought into service. In some instances the steam distribution valves are operated by the Caprotti valve gear, around which such great interest centres. Super-heating has made rapid strides, and everyone is very closely watching the experiment of the L.M. and S. Railway with the Schmidt-Henschel high-pressure system, previously referred to in these pages. Much more probably yet remains to be heard concerning the trials conducted by the L. and N.E. Railway with the Kitson-Still locomotive. This is a combined steam and internal combustion 2-6-2 tank locomotive. It has eight 131/2in. by 151/2in. double-acting cylinders working on the Deisel principle, these being arranged under the boiler in two opposing groups of four each. Through a geared jack shaft the cylinders drive 5ft. six-coupled wheels. Steam pressure is 180lbs. per sq. in., and tractive force 24,500lbs. Steam is employed in the cylinders for starting and for low-running speeds, the locomotive otherwise being operated as an internal combustion machine.

Accident Prevention

Figures recently published give the number of accidents in factories and workshops in England and Wales in 1928, as 126,366, of which 578 were fatal. The action taken last autumn in response to official representations regarding safety-first arrangements by a number of important employers’ associations, however, has had good results and substantial progress was being made on accident prevention in the industries chiefly concerned. Commenting on the above figures and the progress of the accident prevention campaign now in progress in England, the Home Secretary observed that the outlook was distinctly encouraging and he hoped for a much fuller and wider development of this movement in the near future.