The progressive ideas of William Ashbridge Baldwin were responsible for the first tests of the closed track circuit under actual operating conditions. It was through his confidence in this invention of Dr. William Robinson that the possibilities of the application of the closed track circuit to the safety of train operation was proved. Mr. Baldwin, at the time the first signal installations were made at Kinzua, Pa., and Irvineton, was general superintendent of the Philadelphia and Erie, now part of the Northern Grand division, Central region, Pennsylvania System, and because he made possible the development of signaling to its present standard by his interest and active co-operation in the 70's in making train movements safer, it is but fitting that he should be given a place in the memorial to Dr. William Robinson.

Before stating Mr. Baldwin's railroad activities it will be well to describe briefly the way in which he became interested in Dr. Robinson and his work. Dr. Robinson shortly after being graduated from college began work on a signal system to prevent train accidents which were of numerous occurrence, and made a model of his open wire system which was exhibited at the fair held by the American Institute of Electrical Engineers in New York in 1870. At the close of the fair, he sent out circulars to officers of various railroad companies explaining his system. The one received by Mr. Baldwin interested him to such an extent that he arranged for Dr. Robinson to make an installation at Kinzua, Pa., in 1870. This installation was of the normally open wire circuit controlled by track levers. After the installation, Dr. Robinson seeing that it had many serious defects began studying how to correct them. This was accomplished by the invention of the closed track circuit. He then exhibited his closed track circuit system of signaling at the State Fair held at Erie, Pa., in 1872, where he had his track circuits operating under water in a long tank. Dr. Robinson had previously explained the principles of the closed track circuit to Mr. Baldwin who requested him to make such an installation at Kinzua, Pa., in place of the open wire circuit. After this was in service, Mr. Baldwin ordered another installation to be made at Irvineton, Pa., and because of the good service rendered, this signal soon came to be called the "Old Reliable" by the locomotive enginemen. (A picture of this signal appears in Part I.)

Old Employees Describe First Installations

Through the courtesy of A. J. Whitney, general superintendent, Northern Grand division, Central region, Pennsylvania System, and A. H. Rudd, chief signal engineer of the Pennsylvania System, the following information was developed from interviews with Wm. Metzger, 88 years old, of Irvineton, Pa., once an engineer on the Philadelphia & Erie; Associate Judge J. W. Hughes, of Warren, Pa., formerly yard master at Irvineton; John Christie, car inspector at Irvineton, and J. C. Curtis, formerly a train dispatcher on the Renovo division. "About 1872, Dr. Robinson, who probably came from Altoona, erected a signal governing westward movements, near Irvineton. This signal was located just west of Irvine Run bridge, on the north side of the main track (this track is now an eastward track), in a small frame building adjacent to the track and was electrically operated back of a circular opening about two feet in diameter, by display of a red flag during the day and a light in the rear of the flag by night. A bell was also located in the signal shanty and another bell in the telegraph office of the station, located at the junction of the two railroads (see sketch). A trip device, operated by the wheel flange, forced contact with wires carried on the telegraph poles and operated the signal and bell in the signal shanty as well as bell in the telegraph office. The signal was known as the "Old Reliable" and the words "Dr. Robinson's Patent" were painted around the circular opening.

"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.

Part III