The evening times. [volume] (Grand Forks, N.D.) 1906-1914, 1906-10-22

cab, where 1t is strong enough to light
up the white lamp. II. however, there
is another train In the next block, tn,
current is decreased by it to such an
extent that the coil. otherwise bal.
anced, is made to operate a switch.
thereby changing the current to the
red lamp. This is the engineers sig
nal of danger ahead. So long as an
exact balance is kept up between two
connecting blocks, the current causes
the white lamp to burn. AS soon as
another train takes some of the cur
rent this balance is destroyed and the
red lamp is lighted by the automatic
switch, which acts as an instant detec
tor of any theft of current by another
train. Any novice In electrical mat
ters can see that, in theory, this de-
vice is all right. In experimental
practice 1t has proved satisfactory in
England. The only American road to
have given it trial is the Chicago
4 Eastern Illinois, where the verdict
was entirely favorable.
Little Change In Signaling.
Trains are practically signaled to-
day as they were when Robert Stew
enson moved his first engine-that ia,
the engineer is required to look ahead
and depend absolutely on his eyesight
to see distant object that is danger
GUS to his train in time to stop. When
trains ran at slow speed this method
was effective, but under existing con-
ditions it is obsolete. Every train
should carry it's own signals. becom-
Ing In other words, "a moving block"
and those signals should he placed
In the cab of the engine where they
cannot be overlooked. or hidden by
smoke. fog or storm. AS it is, there is
entirely too much strain on an en-
gineer of fast passenger train, and
the wonder is that collisions occur so
rarely. The familiar "shop talk" of
railroaders indicates that narrow es-
capes are of frequent occurrence, and
some of the anecdotes have hair
raising" effect.
There can be no question but that
one or more of these devices meets
the situation. Some Of the best rail-
readers in Pittsburg unqualifiedly en-
dorse them. but decline to be quoted
personally through fear of bringing
down on themselves the wrath of
higher officials. One of the most re.
cent objections to the adoption of this
plan is that the motive power on all
steam railroads is being gradually
changed to electricity, and 1t has not
vet been proved that the new devices
would be available for electrically pro-
PEELED locomotives. Once in success
full operation On steam-driven lOcomo-
tfves our electrical engineers, famous
for solving difficult problems. may be
relied on to provide effective insula-
ton and modify the device to suit any
new conditions that may arise. Every
railway collision but emphasizes the
necessity for immediate action.
Though the signaling is the most con-
sentative Of all departments of rail-
reading there is no reason for it's
standing absolutely still.
The advantage of having a distinct
and continuous signal directly in front
OF an engineer is too apparent to need
argument With it he does not have
to depend on fleeting glance-the
plain indication as to whether or not
the track Is clear Is before his eyes
all the time. even to the point of mott
flying him when anything goes wrong
with the signaling mechanism itself.
No temporary lapse of memory or
judgment can interfere with his read
Ing or comprehension of it, for it goes
right along with him and cannot pos
sibly be misunderstood. There is
nothing uncertain, in the message 1t
conveys to him. and he cannot avoid
seeing 1t unless he closes his eyes, or
Is suddenly stricken with blindness.