Page:A voice from the signal-box.djvu/19



These incidents are particularly frequent upon those lines where the “Disc” and “Cross Bar” signals are in use, as the leverage in the high box is much shorter than it is upon the ground, and the signalmen is apt to consider that so long as he has got the lever into its appointed place, and the spring into its proper groove or catch, after the passing of a train, that the signals are properly at danger; this is a great mistake. With the “Cross Bar” system you have a much better purchase in pulling the signal round to show “all-right” than in pushing it back to “danger.” In the former case you are assisted by the weight of the body, but in pushing the lever you have not this advantage, and if great care be not taken, in some weathers, the signal may be standing at “all-right,” or nearly so, when it should be at “danger,” the way in which the lever has been moved being just enough to tighten up the slack wire without moving the signal round. In this case the driver will be unable to pull up before reaching the home signal, and so an accident ensues. The experienced signalman in working these high boxes is generally able to tell by the travel of the wire, the strain he feels upon the lever, and the force he uses in putting it over to “danger,” whether the signal has properly acted or not, as he is able to allow for the action of the weather upon the signals and points. The failure of signals to act properly in this way causes many accidents, and also much contradictory swearing between the engine-driver and the signalman. It is easy for the signalman to prove that the lever moving the signal was in its proper place, consequently, the engine-driver is blamed for running past it when it is supposed to be dead against him, whereas the very reverse may be the case. Inquiries into these matters should be taken in hand very