davidaulloa/AmericanStories huggingface dataset:
New-York tribune., 1907-05-05
VALVE THAT MEANS SAFETY

The second device, the safety valve &" Go . ,,o,,
which opens automatically to relieve the boiler n,
the excess Of steam pressure When hoyers ,,era
first used TO generate steam the danger of over
pressure was soon and often fatally. demonstrates
therefore, lever, on which was attached va;ob+
the latter adjusted that when cartoi 1850 So
existed ii a boiler the valve would automaticaii',
open, thus relieving the boiler OF the excess ~,
relieved, devised. 1t was discovered WS ~as ts
earlier locomotives were built. that this ''baI and
owing 10 their jarrng, vibratorJ rnotion ond eot' n
many devices We're tried In order that one might
SPrinG loaded valves were tried without sIiccess
the trouble with them being that when these IaI,Ss
they would stay open and not seat
when tle pressure had fallen TO the ''ponnine,'
opened. This difficulty was finally nVercnr;a he
George W Richardson. who devised a SDrino,
loaoed SaLe1y @ valve Itted with an adjustable ring
where the steam is collected-above the vaI,,a go
so thaI, Mhen tile pressure in the boiler was sufi-
Gent 70 raise the valve from its seat the steam
pressure was exerted upon an increased area in
the hsaoRng chamber thus causing the valve to
rais ltliet IRON It's seat and give the required
relief and when, by this action the boiler was
relieved, THIS Richardson Spring Loaded Safety
var |oulo promptly seat within two or three
pounds OF the pressure at which 1t would blow
emit steam Richardson not only made this spring
safety valve In which large area is suddenly
opened for the discharge of steam-a success hut
ne MADE II possible to a spring loaded safety
valve on locomotive. CThe Consolidated Pom
eAllety valve Is the successor of the Richardson
safety valve, 1t may be explanedO While various
improvements have been made in construction the
~ are aiI operated upon the principle laid down
In the earlier safety valves the escaping steam
caused great deal Of noise: the makers req aIzinr
ms. began fitting their safety valves-for locomoe
9tes e esscaPe OF steam and to-day railroad engine
valves will relieve the largest and most powerful
pressure while standing in a station without an
faTadp
New-York tribune., 1907-05-05

Of coddling." Somewhat different IS the contention
OF an official high in the management OF one OF
the greatest manufacturing industries IN the
trya concern. too. that is closely allied with. and
draws its revenus chiefly from, tie Tailroads-who
holds tnaf, while the unions are In a great meas
ure, at fault, IL may be regarded certain that
Wherever there Is lax discipline the officials may
not De excused from responsibility
The Outlook OF last February, placing the
blame FOR the frequency OF railroad accidents with
railway, quoted from the speech Of "distin-
gushed officer made several years since, before
the american Railway AssOciation-the deciara-
ttOn that an Impending calamity lay in the drift
ing or the control from the hands OF the pro1es-
siOnal and technical into the hands of those
transportation machines opportunities for specu-
lators 70 make money This officer how
ever. said later, in the Of the speech,
that some of the great finanCiers who have taken
control of the railroads this danger clearly
and trv to build up the power and ability of the
plOring the fact that discipline has sunk TO a
condition below anything that has existed since
have been watching railroads. expressed the Opn-
ion that this low state Of discipline is very Nttle
question OF shiftlessness the part OF superfn-
tendents and other officers but very greatly
matter of demon alizatiCn. due to the trade union
idea" and also. to the fact that railroad labor
has been taught that IL is a dOwntrOdden and
oppressed body and that all corporations and thei-
officers wicked adding that "the whole tone
Of certain members OF the newspaper press and
or certain occupants OF pulpitS has been to breed
characterization and n chronic sense OF grievance.
All Of which, in far il pOTtFays the lack Os
discipline In railway labor adds emphasis. by the
way. to a recent utterance of The Tribune 70 tho
effect that 'emDlOyeS often risk their lives
and those of others. by carelessness: or a wtlful
disregard OF regulations with which they have
long been familiar
New-York tribune., 1907-05-05
NEW BRAKE YET UNNAMED.

As result of these expensive experiments there
has also been designed new type Of passenger car
brake as yet unchrstened. which has an (approx-
mately) increased efficiency of Is per cent, as
compared with the high speed brake. together with
features of flexible operation that will add very
material smoOthness and nf stoppage
While the successive named styles OF air bra Ike
described represent what may be termed the well
defined cycles, a host of minor advances have
marked its gradual evolution; a fact that is en-
phasized by the two thousand or more patents that
cover the Westinghouse" II is said to cost the
roads about Sl25 TO equip with iO a passenger
and $50 freight car but the power train-brak ke
p per cent on the latter OF the train crew required
New-York tribune., 1907-05-05

merged in about fifteen feet of water below. kill
Ing the engineer and also carrying the fireman into
the water, but ne escaped with but little injury.
one end OF the baggage car; which was loaded
with a freak animal went into the water and
rear of the car remaining the bridge, which
was about htteen feet above the water The front
trucks or the first car. which combination
loaded with passengers and baggage, went off the
track, but fortunately did not leave the bridge.
The rear trucks Of this car were alm6st OF the
ends of the rail when the train stopped II is be-
lieved that the combination could have been
pushed into the bay by hand and that any reduc-
ton In retardation TO the any increase IN
speed of the same at the time the brakes were
set would have resulted in "a serious loss of life
and destruction of property. The superiority of
the brakes in use. this train undoubtedly
New-York tribune., 1907-05-05
THE CONTROLLED MANUAL SIGNAL

The next step forward was by the OF what Is
called indiscriminately controlled manual signals
or lock and block system IN which the signal
at block tower. or station. IS locked IN posi-
ton. and be released only by an electric I'M
pulse from the tower in advance. This. OF course,
necessitates the concurrent action OF the two op-
orators. and clears away some Of the chances OF
error. A further Improvement. however, was the
use OF an electric circuit in the rails for short
section at either end OF the block. When train
enters block, and the signal is put danger
behind f. that signal cannot be unlocked until
things have happened at the other end OF the
block, viz: The train must have passed out OF
the block. and so over the insulated track section
there; and, also, the operator at that end OF the
block must have performed some act which will
send an electric impulse back. and Join IN
locking the signal at the first block station In
this way very good and satisfactory but
plete protection is had; for the reason that IL IS
possible for part OF the train to pass out OF the
block. and release the block instrument, and YET
leave portion OF itself still standing IN the block
This sort OF accident can be provided against only
by the vigilance OF the operator; he should not
release the signal at the entrance the block until
he has assured himself that the train passing out
completely out Carelessness in this respect some
times leads TO accidents against which the auto
matte signals offer more complete protection.
New-York tribune., 1907-05-05
"AUToMATIC" ON FREIGHT TRAINS.

Tho s,,ccessful performance OF the automatic
brake on passenger trains, suggested 10 some oi
the Rocky Mountain railroads the advantages tliat
uoud be derived by it's on freight trans par
tculrIv on account Of the very heavy gradients or
tho many miles over which their traffic was
moved At this period-about 1888, or l0S-there
was practically Interchange OF iftell cars III
80 .ccont mental traffic, all freight being trans
ferred from the cars of Eastern INES 10 tIiose
ming the Pacific Coast ms [oiiuei co ~ tbe syaiI
TO make practical determination as 70 IIle "a; LII
ability and economy of using the autonlauC ar az
were highly satisfactory mat py L9oo' an - ~ the
cay controlled ia place OF hahd prdhts al ~ '
freight traffic of the Trans Missouri raliroads, ;d
rbe rapld Increase Of railway trafc at lns pello9
drew attention this successful experiment, -
1t would be highly adVantdseouSy yKrb} ~ hovCever
freight trains by power brakes yns 60 s3tisfac.
tnTv MANY believed the conditions OF the latter pc
cIlar TO them and that before deltI hiIIlHs uio''
some standard of apparatus-the when was esseil,
tiaI to its general mploymenteXperlInehtS SIoulu
be made 10 determine whether or not lile al ~ IT,
yised The matter was placed in the hands OF tIe
Master Car Builders Association Tor @ bat
- tests and under its auspices were mace "Il1I
arc known as 'thp Burlington trials, III "Illch tlle
automatic air brake and severa @ otner tspTS p5i% nS
tboroughlv tested in order TO determine WLIch OF
ali the various plans proposed was the most sas
factory. and whch-f anyIthey I would pe eS I"'''e
e or the various brakes tested, the performance OF
the automatic air brake such as was usfp OF
hui The committee reported that even II dld NOT
all Of the essential tier m Of fact
the experiments of the Western ROADS nid stI psnil
unon trains Of from twenty to thirty cars. while
~ uI toSts ~ Huntington were made with those or
nifty cars. which then repTesehteu ~ IN re ISIS the
length used in # freight bt aniomac was entirely
sa tisfactory for all ordinary service but WIien aP
50 much more auickly, and with so much greater
force. than those upon the rear ar uI srTain CON
ditions destructive shocksthe rear portion' T
" brakd running into the frogs tba9 frhss
tests be made TO give the inventors opportunity
New-York tribune., 1907-05-05

dent it was handling an extra baggage car. also
extra parlor car. 1t left Atlantic City on time
at $50 a. and was due in New York three hours
later The distance of 1854 miles between the
former point and Jersey City Is made I'm two hours
and fortynine minutes. making five regular station
stops, two nag stops and frequently a number of
deadhead stops for bridges, etc. which will give
you idea of the running time of this train.
After stopping at Ezabethport the day i'm
question to unload passengers and baggage the
train proceeded, few minutes late. 1t was run
ming on track NO over the Newark Bay Bridge.
the centre of the bridge and over thirty feet of
just been installed with a view OF extending track
No. TO point adjacent to the draw. The new
track had been partially laid but was not con-
nected with track No 3 The engine and first car
engine and tender turned and were sub
New-York tribune., 1907-05-05
THE BLOCK SIGNAL SYSTEM.

Perhaps that disregard is not more often or more
dangerously exhibited than in the non-Ohservance
of signals An operating expert, quoted earlier has
pointed out that. while block signals are accom-
plishIng great deal-perhaps more than any other
one factorthe most elaborate devices for the safe
operation of railways naught. II the men
using @ them are not properly trained dan and hands5 S
railway managers fix their attention From al
as this authoritT has further the u Stated too Often
lax discipline winls at disregard OF signals In order
tive method. and leaves nothing to the engineers
discretion as Viii be shown In the DESCRIPTION 5dtqn
10 form his judgments OF the many and diverse
in the public prints of late. well OF the argu-
ment here made concerning 1t; the rules and regu-
haustive study and experiment, ana Of hard won
experience. the brief sketch OF it's history and
strate. and to deviafe from them. il any way. is
simply 10 court the very disasters that have been
the most significant guide posts to point the way
TO present approved practice.
Before describing the evolution OF railway sig
mailing 1t may be we'll to define the block system.
which which IN some form or other 1t has always been
the se%Paratins % Of trains by space intervals and and
for many years throughout America. e.. the de-
termination Of space by the lapse OF time between
BILE extent. It must be patent to the reader that
II space can DO maintained between trains there
In a recent publication of the Interstate Com
meree Commission II is stated that the first block
signalling In America appears TO have been on the
line between KensingtOn Philadelphia), Penn. and
trenton, y. J., IN 1868 1S64. 1t to say
that "the space interval adopted after the
occurrence OF disastrous rear end collision OF
eastbOund extra trains at night carrying soldiers
from the seat OF war TO New York and New Eng
land" From that Il seems 70 have been gradually
extended northward over few lines that. eventu-
ally; were taken over by the Pennsylvania Rail
road; at that time IN 1872 length Of ninety miles
was being worked by the block system There Is
nothing to be gained by following 1t step by step
as IL made its way throughout the country, for,
though that would doubtless be interesting, IL will
be more instructive to study the deveopment OF
signalling itself. the simple elementary form OF
which is the "telegraphic block. Operators at two
consecutive stations, signal cabins, whatever
IL may be on railroad. communicate with each
other by wire, using the Morse alphabet. con-
ventOnal Bell signals; operator admits train
10 a block when the other operator informs MIN
that the train last admitted has gone This is
crude and subject MANY OF failure.
New-York tribune., 1907-05-05

every other one" and adds that they are not
very expensive" "
Perhaps. however the real answer is to be found
IN tne rernorSeiess demand. on the part Of the
publc, Tor speed; the up-to-date merchant is
pretty apt to keep in stock the goods. in his line
his customers want 1t should be remarked i'm this
connection. however. that il is contended by no
small number of transportation experts that the
ceaseless and unwtse nagging, for their assumed
falure 10 move passengers and goods with SUM-
Client rapldity. has been very disturbing to all
classes OF the operating forces of the roads, and
mas mad much to do with the frequency of acci-
dents or late As one has expressed il, lit has
made their fingers all thumbs
New-York tribune., 1907-05-05
THE AUTOMATIC BLOCK SIGNAL.

In automatic signalling the signals are set and
CLEARED by the movement OF trains. irrespective
OF operators. Theoretically-that is so far sig
nails concerned-with this method, IT would be
possible TO start train. say. from Jersey City, and
let it go to Philadelphia, without the intervention
of either operators train dispatchers: for the
signals ahead OF Il would automatically announce
the fact. to the engineer, that the blocks ahead
were clear, or We're occupied, while signals auto
matically "set" behind the train would protect it
in that direction Obviously. dispatchers and op-
orators necessary for other purposes; but a
line OF railroad with automatic block signals. the
greater part OF the signals places where there
operators. and therefore entirely out OF
the control OF such These signals go to stop
danger (the horizontal position OF the
phore blade) by gravity; that is, they coun-
ter weighted that they will always stand at dan
ger' unless they actually pulled to clear
held at the latter position by the action of some
external power. In fact, IL is a fundamental prtn-
cple, in all correct signalling, that the semaphOre
shall be counterbalanced that it will go to the
danger position IN of broken connections, de-
rangement of mechanism interruption OF control.
New-York tribune., 1907-05-05
A WESTINGHOUSE BRAKE FEAT.

express trains OF tho Jersey Central August I
am handing you herewith a pencil sketch show
ing the bridge which the derailment occurred
The train in question ordinarily consists OF an en-
gne and three cars but the date OF the acct
New-York tribune., 1907-05-05

in the days Of the hand brake. the expense is more
thtln onset: though, OF course, this is the least
consideration. for the saving OF life limb
Ghd property would make II cheap at any price
one such achievement the following however
Simply told will indell5ly fix that convictions and
enng its enect-the happening is sufficiently hair
raising in itself!-through word painting and in
the straightforward language the formal
New-York tribune., 1907-05-05
THE ELECTRO-PNEUMATIC SYSTEM.

The automatic signal is moved TO the clear posi-
tiOn by compressed air electricity In the cleo
tro- pneumatic system, used the Pennsylvania
Railroad. the Long Island Railroad. the New York
subway TO some extent the New York Central.
on the Central Railroad OF New Jersey. and
several other roads, the signal is cleared by adj
mitting compressed air 20 a cylinder. the pressure
of the air In that cylinder moving the piston from
end OF the cylinder TO the other. precisely
piston is moved In the cylinder OF a steam engine.
When the air is discharged from that cylinder. the
ger position. Air is supplied from central
pressing station and is carried pipes along the
line OF the railroad Branch pipes lead to the in
dividuaI cylinders OF the signals The air is al
lowed pass from these pipes TO the working cyin
ders through valves which valves controlled
by electricity. An electric current is constantly
flowing through the rail, and this is part OF the
automatic control When that electric circuit
through rails is complete and flowing around its
normal the air valve Is held open, and air
flows from the pipes into the signal cylinders. and
the signals thus held clear. The instant that
a pair of wheels passes into the block, this flow OF
current is short-crcuted: and. instead of passing
around it's complete course. IL passes across from
the magnet pulling the valve open being de-ener-
gtzed the valve Closes the air of from the
Signal cylinder, and the signal goes to danger 10
follows that anything which Interrupts the circuit
in an automatic block section will the signal
to go danger; thus, automatic signals with
complete track circuits detect broken rails and
open switches and offer degree of protection
which cannot be obtained by any other signal sys-
tenn.
New-York tribune., 1907-05-05

HAND BRAKE
STRAIGHT AIR
lS 90
PLAIN AUTOMATIC
1872
QUICK ACTION
AUTOMATIC
lS 81
HIGH SPEED BRAKE
1S 9 f
NEW TYPE,'L"
EQUIPMENT 1907
New-York tribune., 1907-05-05

to overcome the defects-then revealed for the first
tme-in connection with long train operations and
arranged to test the improvements the following
New-York tribune., 1907-05-05


CARS FROM
New-York tribune., 1907-05-05
THE QUICK SERVICE BRAKE.

cent Within the last few years this type has been
htted 10 all Of the fast passenger trains, and many
roads use II upon all passenger equipment.
New-York tribune., 1907-05-05

many hours by such examinations It may be
added that. contrary to popular belief these estab
hshments not merely huge manufacturing
plants. theN largely .eXnerrnent stations
New-York tribune., 1907-05-05
AUTOMATIC BY ELECTRICITY.

The automatic signal worked entirely by eec-
tricity involves the general principles OF Op-
Grafton as the electro pneumatic signal This kind
OF signal has recently come into very great use.
The Union Switch and Signal Company has put
out about % O0o signals OF this class The rrs one
was put in service only ten years ago, and hair o,
the total number sold were during the last year
which shows the immense rapidfty with which TINS
system of signalling is extending. In the case or
the automatic electric semaphore signal the con-
troll by the track circuit is precisely the same as
IN the of the electro-pneumatic signal put the
operation of clearing the signal is performed oy
little electric motor placed In at the base or
the signal pole. The uninterrupted flow or eiec.
tricity through the track circuit causes the snal
to be held clear IL the circuit is broken, certain
magnets i'm the signal mechanism are de-energized.
and the signal goes 10 the danger position by
gravity.
EXPLANATION OF SIGNAL PICTURES.
Figure I shows electro-pneuuiatic signals. The
signals carving a letter "A' marker ara
automatic signals. controlled by track carcu1tA
New-York tribune., 1907-05-05

understood that either Of these would instantlv
respond 10 every vibration but by the introductioS
Of an auxiliary spring at the end of the tube this
IS absolutely prevented, and the perfected gauge il
he result. o-0S~ -
The Washington herald., 1907-01-22

Mr. Babcock chairman OF the House
District Committee. and Representative
Madden. Of Illinois, had a conference yes
terday in regard 10 the consideration II
the pending bill introduced by the latter
for I5-cent gas.
Mr.. Madden urged that the time was
rapidly slipping by. and II any sort OF
fair consideration was 10 be given TO the
subject, there should be some agreement
soon looking toward a hearing either be-
fore the District Committee or a special
committee. Mr.. Babcock said that he
would take the matter up before the Dis
trict Committee Thursday morning and
try to get an agreement for a day for
hearing by the fun committee.
1t is proposed 10 make this hearing pub
lie and open 20 representatives Of the gas
company and the people Of Wass.ngtOn.
Mr. Madden and the members OF the APP
preparation Subcommittee on the District
appropriation bin viii be present and take
part in the hearing. The friends Of the
proposition 10 reduce the price Of gas are
confident that they will get the Madden
bill up before the House. and that the
whole situation as 70 the gas monopoly in
the District viii be thoroughly discussed.
Data to BE Given.
Mr.. Madden has gathered an immense
fund of information as 70 the cost OF
making gas under modern methods, and
also has the essential facts in regard 10
the operations Of the Washington gas
companies, and promises 20 get this data
before the House before the close Of the
session.
Strenuous opposition 10 the reduction
Of the price is expected to make its ap-
pearance in the Senate. Senator Cal
linger chairman Of the Senate District
Committee. is preparing ii resume Of the
various discussions Of the subject OF
cheaper gas that have been had in the
Senate, and Will lay IL before that body
when the subject comes over from the
House.
There is some feeling among members
OF the House Appropriation Committee
that there should be an inquiry into the
conditions under which contracts are
made for the District government in the
matter Of street lighting. The fact that
all the street lights are now covered by
a three-year contract at a high price. il
is feared, may make it practically inn
possible for Congress 10 have supervision
OF the matter. The three years term
carries The contract through one Con
gress and halfway through another
III this way the latter Congress is in a
measure commit p % the oantTaCt, haV-
ing In its first session been obliged. as
was the Appropriations subcommittee
this session. TO accept the terms Of the
contract The natural thing would be.
after having once approved the existing
contract, 70 authorize its renewal Many
members believe that the three years
contract is a dangerous precedent, and
that il may lead 20 abuse sooner or later.
The Washington herald., 1907-01-22
CONGRESS IN BRIEF.

In the House bills were passed recognizing the
artillery, forbidding corporations and national
hanks to give money 10 c0mpaign funds in Fed
Gal elections, settling the boundary between
New jersey and Delaware. regulating o1Dotria-
tion Of American citizens ard authorizing an
investigation q child labor and the employment
Of women in factories. The House adjourned TO
meet to-day.
In the senate the salary amendment to the
legislative bill went over on objection by Sena-
tor Berry. A joint resolution was passed ex-
tending the time for homcsteaders IN North
Dakota and Idaho. Senator Morgan proposed
an inquiry into Colombia stock in the Panama
Canal Much Of the d1y was occupied with con
sideration Of the compromise resolution ON the
Brownsville ARRAY, in the course Of which a Tio-
lent colloquy occurred between Senators Tiilman,
Camack. Spooucr. and others The Senate,
after sueuiing an hour and q half IN secret leg
islatiYe session 70 adjust the difficulty. adjourned
to meet to-day,