"Another pair of signals was installed by Dr. Robinson at Kinzua, now Ludlow, for protection of trains stopping at Kinzua (Ludlow) station. These signals were operated by overhead wires as at Irvineton. When a train was opposite one of the signals, it set both signals to red indication by operating a red flag within a circular opening in the daytime and a light in the rear of the flag at night. A loud gong was also installed in each shanty which rang coincident with the signal going to the red indication. When the rear of the train passed the signal in advance both signals returned to clear and the bells stopped ringing. This system was operated with batteries and was removed in less than a year on account of the difficulty of maintaining the batteries."

Biographical Sketch of W. A. Baldwin

The biographical sketch of Mr. Baldwin, as given below is taken from the Biographical Directory of the Railway Officials of America—Edition of 1906.

Baldwin, William Ashbridge, president, Cleveland & Marietta Ry. Office, Pittsburgh, Pa.

Born June 28, 1835, at Philadelphia, Pa. Entered railway service November, 1851, as chainman, engineer corps, Coal Run Road, in Schuylkill county, Pennsylvania, since which he has been consecutively, March, 1852 to 1854, assistant engineer on the same road; 1854 to March, 1857, leveler and topographer, Lackawanna & Bloomsburg Road; March, 1857, to December, 1858, assistant engineer, leveler and topographer, Honduras Inter-Oceanic Road, at Honduras, Central America; December, 1858, to November, 1859, clerk to superintendent, Western division, Pennsylvania; January, 1860, to February, 1862, assistant engineer, Pennsylvania; February 7, 1862, to March 13, 1868, superintendent, Western division, Philadelphia & Erie (Pennsylvania, lessee); March 13, 1868, to May 7, 1870, assistant general superintendent, same road; May 7, 1870, to October 1, 1873, general superintendent, Philadelphia & Erie division, Pennsylvania; October 1, 1873, to September 1, 1881, general superintendent, same division, same road, and S. & S. divisions, Northern Central Ry.; September 1, 1881, to May 1, 1882, manager, Pennsylvania Co., and Pittsburgh, Cincinnati & St. Louis Railway Lines; May 1, 1882, to March 31, 1888, manager, Pennsylvania Co.'s lines; April 1, 1888, to April, 1892, vice-president and general manager, Buffalo, Rochester & Pittsburgh; November, 1893, to date, president, Cleveland & Marietta Ry.; November, 1893, to December 31, 1899, also general manager same road. Retired from that road on April 30, 1906, at the age of 70 years, under the pension rules of the Pennsylvania Lines West of Pittsburgh, of which the Cleveland & Marietta was a part.

Mr. Baldwin died on February 17, 1911, at Sewickley, Pa., at the age of 75. His obituary, as appearing in the Railway Age for February 24, 1911, appears below.

"William Ashbridge Baldwin, former president of the Cleveland & Marietta, which is now a part of the Pennsylvania System, died in Sewickley, Pa., February 17. Mr. Baldwin was born on June 28, 1835, at Philadelphia, and began railway work in November, 1851, with a party of engineers making surveys in Schuylkill County, Pa. In March, 1857, he went to Honduras, Central America, as assistant engineer, leveler and topographer on the Honduras Inter-Oceanic Railway. In December of the following year he returned to this country and entered the employ of the Pennsylvania Railroad. In 1862 he was appointed superintendent of the Western division of the Philadelphia & Erie. By May, 1870, he had become general superintendent of the Philadelphia & Erie division, and in September, 1881 he was appointed manager of the Pennsylvania Lines West of Pittsburgh. In 1888 he went to Buffalo, Rochester & Pittsburgh as vice-president and general manager, but five years later he returned to the Pennsylvania System and was made president of the Cleveland & Marietta."

Part III

THE TRACK CIRCUIT

"Perhaps no single invention in the history of the development of railway transportation has contributed more towards safety and despatch in that field than the track circuit. By this invention, simple in itself, the foundation was obtained for the development of practically every one of the intricate systems of railway block signaling in use today wherein the train is, under all conditions, continuously active in maintaining its own protection.