ON THE MAINTENANCE OF THE PERMANENT WAY.
As soon as an infant railway can run alone--we mean as soon as
its works are all constructed, its permanent way finished, its
buildings executed, its locomotive engines as well as its carriages
constructed, and its whole establishment of officers and men
appointed and organised--the chief engineer, like a month-nurse,
usually departs to new troubles, leaving the maintenance of the way
to those of his assistants whom he considers, and who in the opinion
of the Directors of the Company are deemed, the most competent to
execute its various details.
The manner in which this important duty is performed on the London
and North-Western Railway is very briefly as follows:--
The line is, according to the nature of its works, divided into
distances of from 17 to 30 miles, to each of which there is appointed
“_an overlooker_,” whose district is subdivided into “lengths” of one
or two miles, to each of which is appointed “_a foreman_,” with his
gang of two or three men.
Every morning before the first train passes, the foreman is required
to walk over his length, not only generally to inspect it, but
especially to ascertain that each of the wooden keys which secure
the rails are firmly fixed; and in case of any deficiency, his first
operation is to put up, 800 yards above the point, a signal flag,
which flies until the necessary repair is executed.
The ambition of the superintendent of the division is, however, to
execute all necessary repairs not only with the utmost promptitude
and despatch, but, if possible, without impeding the passage of the
public; and considering the number of up and down passenger, goods,
and coal trains (vide ‘Bradshaw’s List’) that are continually passing
along the line, the success with which this object can, in railway
management, be practically attained is worthy of explanation. For
instance--
1. In February, 1848, three miles of single rails were relaid by the
Company’s engineer in Kilsby Tunnel; 125 men and one ballast-engine
being employed in this work for four weeks, without stopping the
public.
2. The Beech Wood Tunnel (situated about five miles north of
Coventry, and about 300 yards in length) was entirely relined with
bricks. Two hundred workmen were employed in this troublesome
operation for about six weeks without a single accident, and without
stopping the public, who, indeed, probably, during the whole period
of the repair, passed through without being even aware of the
execution of the job.
3. Between June, 1845, and October, 1848, the Company’s engineer
of the Southern District relaid 57 miles of single line of railway
without stopping a train and without accident.
At the Agricultural Meeting at Northampton in July, 1847, upwards of
11,000 persons were sent to Northampton, and 13,000 returned in the
evening, the carriages they occupied forming one mass as far as the
eye could reach. From the Company’s returns it appears that, of the
above number, not a single person received any injury; and although,
from some unaccountable reason, a good many of them on their return
walked, it is whispered, zigzaggedly, only two out of the whole
number were despatched to wrong destinations.
As the above facts require no comment, it is merely necessary to
explain by what description of arrangements the works of a great
railway can be repaired and renewed without stopping the public.
The two following specimens of the directions issued on such
occasions by the Company’s superintendent will best give the
information required:--
LONDON AND NORTH-WESTERN RAILWAY.
_Superintendent’s Office, Euston Station,
22nd January, 1848._
RELAYING THE RAILS IN THE KILSBY TUNNEL.
The Engineer Department have given notice that the workmen are
ready to commence removing the stone blocks and relaying the
rails in the Kilsby Tunnel.
The Electric Telegraph having been laid through the Tunnel,
the work is to commence on the night of Wednesday the 2nd of
February, and during its continuance the traffic is to be
conveyed over one Line from the passing of the Up Lancashire
Express Train (say 9 P.M.) until 8 o’clock the following
morning, when the Up Line is to be clear for the passage of
the 7 A.M. Train from Birmingham.
The passage of the Trains through the Tunnel during the
night is to be under the following regulations:--
The _Red_ Signal is to be kept on at each entrance to the
Tunnel during the hours the traffic has to pass over the
same Line; and every Train, whether Up or Down, is to stop
short of the Cross Road laid down at the Tunnel mouth.
As a guide to the Drivers where to stop, a Post has been
erected, upon which a Red Light will be shown, and beyond
which the Engine is not to advance.
As a further precaution during the hours of relaying, the
_Green_ Signal is to be shown at Crick, and by the Policeman
stationed at Hillmorton Ballast Pit, as notice to the
Drivers in either direction to shut off the steam.
On the approach of a Train to either entrance, the Policeman
on duty is to sound the Telegraph Bell, whereupon the
Policeman at the other end will respond by sounding his
Bell; and immediately after telegraph “_Line clear_,” or
“_Line blocked_,” as the case may be.
If the answer be “_Line clear_,” the Train is to be allowed
to enter the Tunnel, the Policeman at the entrance
telegraphing back to the other end “_Train in_,” whereupon
he will not again telegraph, or allow any Engine to enter
the Tunnel, until he receives Telegraph Notice from the
other end “_Train out_.”
The same process and precaution is to be observed with every
Train that may arrive, and no Signal is to be considered
received and understood until responded to.
Whichever end first rings the bell to announce the approach
of a Train, that Train is to have the precedence, and a
Train arriving at the other end is to be kept clear of the
Crossing Points until the first announced Train has passed,
when, after telegraphing “_Train out_,” and getting the
response from the other end, the Policeman at that end will
ring his bell as notice that he has a Train waiting to
enter, which is to be allowed to proceed after passing the
Signals as before described.
Three Policemen are also to be stationed in the Tunnel, with
Fog Signals and Hand Lamps, to signal the Trains as they
pass through; and one additional at each entrance, to assist
in the Signals and crossing the Trains.
The Drivers are to be strictly enjoined to approach the
Tunnel with caution, as a Train may be standing outside, and
on passing through they are to be prepared to bring their
Train to a stand, should it be necessary to stop
unexpectedly.
H. P. BRUYERES.
LONDON AND NORTH-WESTERN RAILWAY.
_Superintendent’s Office, Euston Station,
30th August, 1848._
RELAYING OF THE UP LINE BETWEEN BERKHAMPSTEAD AND TRING.
The Engineer Department have notified that they are prepared
to relay a portion of the Up Line, between the 27¾ and 30
Mile Posts, north of Berkhampstead Station.
The plate-layers are to work at the undermentioned times,
viz.:--
From 3.50 A.M. to 5.40 A.M.
That is, after the passing of the 12.15 Night Mail Passenger
Train from Birmingham, until the 2.0 A.M. Goods Train from
Rugby becomes due. Again--
From 7.50 A.M. to 8.55 A.M.
That is, after the passing of the 6.45 A.M. Wolverton
Passenger Train, until the 7.15 A.M. Passenger Train from
Northampton becomes due. Again--
From 9.55 A.M. to 10.50 A.M.
That is, after the passing of the 7.0 A.M. Passenger Train
from Birmingham, until the 9.45 A.M. Passenger Train from
Bedford becomes due. Again--
From 12.40 Noon to 1.50 P.M.
That is, after the passing of the 10.35 Goods Train from
Wolverton, until the 10.30 A.M. Passenger Train from
Birmingham becomes due, when the relaying will cease for the
day.
The interval from 12.40 Noon to 1.50 P.M. for relaying will
be allowed daily, except on Thursdays and Saturdays, on
which days, in consequence of the Up Special Cattle Trains,
the relaying is to cease after the third interval, viz. at
10.50 A.M.
Although all the Up Trains will travel on their own line,
should any arrive out of course during the hours the
Relaying Party are engaged, they are not to proceed forward
on their journey until advised by the Policeman engaged with
the Workmen that the Line is ready for their passage.
Until the relaying be reported complete, the Drivers and
Guards of all Up Trains are to be instructed before leaving
Wolverton that they are to be in readiness to stop on the
instant the Policeman engaged with the Working Party signals
them to do so.
A Policeman is to be specially appointed to attend the
Working Party, and stop any Train should it be necessary.
The work to commence on Friday next, the 1st of September.
No Pilot Engine is to be allowed to leave Tring on its
return to London during the time of the four intervals
allotted to the Relaying Party.
(Signed) H. P. BRUYERES.
In cases of slips of embankments or other heavy accidents of any
description, the Company’s engineer is prepared to collect and
forward to the spot with the utmost possible despatch the amount of
men and materials required.
* * * * *
Having concluded a very faint outline of the difficulties attendant
upon the construction of a great railway, and upon the maintenance of
its permanent way, we will now proceed very briefly to describe the
practical working of the whole concern.