126 REPORT— 1853. 



5. That the semaphore for the guidance of the engine-drivers of trains on each 

 line of rails be worked from within the electric-office by the attendant there, showing 

 — 1. "A clear line to and beyond the next station." 2. " An encumbered line," for 

 caution. 3. " Danger," for stopping the passing train as soon as possible. And to 

 prevent interference, any ordinary signals for other management purposes might be 

 made at a distance from the station above and below. 



II. General Management. 



To be peremptory on all officers and men, but with a discretionary power with the 

 station-master only. 



Suppose the case of management at station D, in respect to signals to and from C 

 and E. 



1. That in respect to management at station D, the departure of each train from D, 

 as soon as it has gone quite clear of the station and is fairly on its way, be notified to C 

 and to E, and reciprocally from C and E to D, the quality of the train being indicated^ 

 and the time being registered in the journal at each of the stations. 



2. That no second train be allowed to start from C until notice has been received 

 that station D is clear, so that at C it may be known that the whole line betwixt the 

 stations and beyond the next station is clear, and collision, whilst no new obstacle is 

 allowed, rendered impracticable. 



3. That in the case of express trains passing C without stopping, warning of an 

 encumbered line be given by the semaphore whenever a train is intermediate betwixt 

 C and D, that the engine-driver may bring his train to hand-speed. 



4. That no new obstacle be allowed at station D, or on the line near it (except in 

 a side line), without previo\is notice to C, waiting a reply indicating " all right." This 

 wiU apply to shifting of carriages by shunting branch lines, crossing lines or junctions. 



5. That, for security at junctions, crossing lines, &c., there be always an electric 

 station at, or within commanding view and range of such junction ; and that all trains 

 and carriages arriving therein should come up at slow speed, and never enter on the 

 main line till the signal of "clear line and station " be seen. 



6. That the telegraphing station at junctions communicate with the next station 

 thereon, as D with d, as well as with those above and below. 



7. That no train pass any important junction but at slow speed. 



8. And that response be made to each signal, to intimate that the announcement 

 is observed and understood. 



Several of these rules, it is well known, are already prevalently in use, but not as a 

 general system. But luider the arrangements on the system suggested, regulating 

 the progress of trains so as to leave a clear line up to the i.^xt station and beyond it/ 

 and allowing no new obstacle without a previous signal to the backward station, and 

 the response of " all right," it seems hardly possible, within the ordinary range of cir- 

 cumstances, for any collision to occur. And it will be obvious, that had such regula- 

 tions been in force, some of the most calamitous results from this fearful source of 

 accidents which have hitherto occurred could not have happened. 



III. As to Discretionary Powers with the Station-master. 



It being admitted that a stringent regulation after the manner of the plan suggested 

 might retard the business operations on lines of great traffic, a discretionary power 

 with the station-master, to be exercised on his personal responsibility, would be de- 

 sirable, and might be necessary. 



By means of the time-book or journal, however, he could always ascertain with 

 tolerable accuracy the time he had certainly at command, and by enforcing the rule 

 of a hand speed in the following trains, he might provide (except in tunnels where 

 more special rigidness of rule might be called for) against the risk of running into a 

 foregoing train. 



The carrying out a plan of this kind would obviously involve expense ; but it may 

 be questioned whether the results in damage to cai-riages and costly engines, and 

 awards of damages by juries, in regard to collisions, with the restraining of travelling 

 by apprehension of personal danger, have not on the whole been as great or greater 

 in expense and loss. But in any case the public might fairly pay for the additional 

 security, for which a very trifling advance on the fares would be sufficient to com- 

 pensate. 



