davidaulloa/AmericanStories huggingface dataset:
The Salt Lake tribune. [volume] (Salt Lake City, Utah) 1890-current, 1907-01-01
Public Speaking and
Debate

For every man who wishes
10 be a fully equipped Amer
lcan citizen, Study OF the mas
terpieces OF oratory. Drill In
augmentation. Gathering and
organization OF material. pre-
paration of briefs. Practice in
set and extemporaneous
speaking. Debating and par
IlaInentary practice VIII be
gained In the Literary Society,
Monday. $3.50 10 10 p. m. 81. 90
Tor 3 months term.
instructor, Mr.. r. NJ. Faran.
assistant in speaking, Uniyer-
sity OF Iowa.
The Salt Lake tribune. [volume] (Salt Lake City, Utah) 1890-current, 1907-01-01
Association
Evening Institute
STATE & FIRST
SOUTH STREETS
New Courses

In 'he Association Evening In
stltute are always established
as soon as enough men make
their wishes known. The fol-
lowing begin with the sprin4
term. opening Wednesday. Jan.
uary 2
The Salt Lake tribune. [volume] (Salt Lake City, Utah) 1890-current, 1907-01-01

Miss Lynn and Miss Juliet Kuowlton
entertained party of friends at
watch party last evening.
Miss Florence Clark entertained
number Of her young friends informally
at cards last evening.
The Salt Lake tribune. [volume] (Salt Lake City, Utah) 1890-current, 1907-01-01

Miss Elizabeth Allen entertained a
dozen friends at a skating party last
evening. followed by a supper at the
A lien home.
New-York tribune., 1907-05-05
A FRICTION DRAFT GEAR.

While upon the subject of the achievements of
the Westinghouse Air Brake Company il may be
well give brief mention to certain other of it's
productions that enter the field of safety appli-
ances and deviCcs-briehy, for the reason that
space for more extended discussion Of them is
wanting and not because of any lack of Importance
in them
Among these is the Westinghouse Friction Draft
Gear. a device to be used in the place of the
springs that commonly employed In draft ap-
pliances railway The advantage of this
mechanism is that it has more than double the
yielding capacity of the ordinary spring but al
most entirely without reactive effect The reactve
p OF sPrihgS IN draft gear is prolific source Of
t@iaeu @ tI'ohs Whlch are known TO be the cause of
ma piy OF the most costly and disastrous accidents.
dered how ANYTHING rnade IN, coIJ nosfTI,,
Withstand such terrific jerks and impacts-to which
long trains are subjected, owing the powerful
locomotives, greatly reduced, .with ali the at
ms rms d9ylce has been standard upon the Pennsyl-
have many thousand cars fitted with it, AS a prac-
ucaI result Of its application there has been almost
accompanying wrecks. that so frequent before
It may be remarked that the parting of trains is
onci.u eI u'e most frequent and dreaded causes of
dCcdentS If II results in self lf-COiiSOn-eSDeciall
OF freight train-a mass of debris is deposited on
the first passenger train coming along as in the
ti5se Use OF the terrible disaster Harrisburg
Lago uie ago II also causes delay which, through the
Inrowlngs out of schedules, Is another fruitful
The PENNSYLVANIA people esteem this gear. as
& a device Tor saving property and preventing acct
acting air brake. 'It is proper to remark Just
mere, that TO this great company IS really owed a
vast DEBT of gratitude by the public for the share
IL has had in the development of the Westinghouse
ar brake, and indeed, it's liberal enlightened
Poncy or SpartnS no expense trouble to lend a
heIping hand to the inventors and manufacturers
whose mission 1t Is TO afford protection life
b Hnn ana properly in railroad transportation AL
tnough the Westinghouse people well equipped
with tracks for initial and experimental trials II
Is only under the conditions OF traffic that
the really practical tests be made, and the
most signifcant data obtained: and through its
ttSauIhess at all times to afford such opportunity
ally F A 4' 'A''4uA"io
me Westinghouse company also invented and
introduced the train air signal a substitute for
IIe 5 pen cord for communication between train
ana locomotive. This has proved a most efficient
signalling device and has been in regular service
for nearly thirty years.
within the last few years there has been gradu-
any introduced upon passenger trains, by this
company what Is known an automatic slack
adluster, by which the wear Of the brake shoes is
automatically compensated for and the PERFORM
ance OF the brake made much moro uniform.
New-York tribune., 1907-05-05
THE QUESTION OF SPEED.

The charge Of too fast schedules is not easily
disposed OF, for it opens up a very broad field OF
discussion, and is a matter upon which even the
experts are not agreed. And yet II might be sum-
Harlly answered with the statement that similar
outcry was made. about three-quarters of a CEN
tury ago. against the tremendous speed OF
twenty miles hour-it was denounced by the
press OF that day flying in the face OF Provi-
denceF; that speed greater than that at which in
the worst or the recent disasters, the trains
now known 70 have been running. has been COM
mon Tor years past on the roads on which they oc-
CURED, as IL has been others of great rail-
ROAD systems; that high authority has claimed
no speed we are now running at is beyond
held, by those familiar with the record that there
nave been as many accidents 10 slow as 10 fast
trains but that this charge brings up the further
complaints against railroad managements that they
leopardize the travelling public by experimental
ton, and by speeding construction nd Ufth
equipments not originally built and provided for
such fast time, the defense the first OF which
that only the practical tests under the regular
trathc conditions can be considered conclusive
those trial tracks. and under pre-arranged con-
but not, In their last analysis. being sufficiently
exhaustive to be reCkoned entirely satisfactory and
conclusive and that, but for such "experimenta-
ton" We should be at the stage where the per-
der OF the world; and TO the second OF which the
defense is that It is not founded fact for what
ever shortcomings there may be due merely
TO the inCompleteness OF the expert attainment OF
the day. As regards the construction provision
expert, IL IS proper TO say, does call
TO what he considers serious omission. saws
We have higher and heavier rails. and higher
speed and heavier locomotives, but there has been
absolutely no change in the ties themseyes"-he
believes that the latter should have knee braces
New-York tribune., 1907-05-05

1t should be explained that none of the safety
devices and appliances. they in to-day.
sprang full panOpned" into existence; for exam
PIE, while the westinghouse air brake is known
wherever a rail has been laid few may be
OF the fact that, though in certain essentials II
the same device with which George Westinghouse
fevoIutionized train operation, nearly forty years
ago-it was frst used on the Pittsburg & St. Louis
cPanhandle') Railroad, the accommodate
between Pittsburg and Steubenville in the year of
its invention, 1S69!t is far ahead OF original
motive builders Of to-day OF the first railroad en-
glne. Nevertheless. the performances OF that first
air brake We're so satisfactory that its introduction
IN the passenger service of the various railroads
almost Immediately followed.
The ceaseless vigilance the patient endeavor, the
amount OF technical skill and knowledge, as well
as the high purpose brought TO bear upon the evo-
luton OF the safety appliance strikingly shown
in the history OF the WESTINGHOUSE brake and II
will well repay reading. If only for the reinsurance
the of security in travel that the mere know
Ing Of such an ever present protection will impart
Since Its organization the Westinghouse Air
Brake Company has employed large corps OF in
the brakes in actual service and cooperate with
the railroads In securing the best possible care Tor
and performance of brake apparatus One of its
duties Is to personally investigate every reported
necton, II may he said that such a thing a
failure of the brake mechanism to perform its in
tended functions ts almost unknOwn-at most.
failures are so few that thCV be inteii-
gently expressed by percentage. those
sociated with II from it's Introduction recall dozen
instances-in fact the railroad men longer give
sometimes made by employees in excuse for their
own dereliction CThe reader must not imagine that
the brake apparatus is In any way responsible for
the class OF accidents frequently
has nothing TO do with the latter. which part of
me car structure proper) The information OBJ
tanned through this system has been the greatest
aid in Identifying the need for. and In the per
1ecung or, new brake devices.
New-York tribune., 1907-05-05
THE EARLIER AIR BRAKES.

First the straight air" which had on the
locomotive its compressor and reservoir. from
which the air forced at the will of the en-
gineers through the train (conducting) pipe" Of
each and through the lengths of hose that
coupled It from TO car to apply the brake
shoes. Its shortcomings were that, the perishable
rubber hose likely to burst, and render il
inoperatiVe: and that. in the OF a parted
train, the half rearward of the point of separa
tion was left without braking power.
The men employed to set brakes by hand were
highly efficient, but the air brake when introduced
could stop trsin in one-third the distance re-
qured by the best of them. In addition TO contrib
uting greater element Of safety, 1t materially
facilitated the movement of passenger trains. for IL
placed their entire control. both with respect 10
starting and stopping and, for the first time in the
hands of the engineers.
Then followed Qs70 the automatic brake" "
which in addition to having main reservoir on
the locomotive, had an auxiliary storage reservoir
on each car: also reversed the actuatng process
of the straight air. in that the train pipe was
kept filled with air and applied the brakes when
the air was permitted 10 escape. or when II es-
capped through parting accident to train It was
quicker and more efficient than the straight ar
could be operated on either section or parted
train and put the possible application or the
brakes in the hands of train crew, and passengers
instead Of leaving the entire brake controi Win te
.ppi
New-York tribune., 1907-05-05
THE POWER TRAIN-BRAKE.

The methods of the Westinghouse Air Brake
Company, the big plant of which employs about
thirty-fve hundred men. apty illustrate the fore
going. 1t is located IN the town of Wilmerding,
which has population of approximately ten thou
sand, largely made up of the employees of the air
brake company. Its staff OF experts is said 20
practically include every who is most familiar
with the subject of brakes in this country: it has
done nearly all OF the brake business. least 70
per cent OF the brakes IN in this country being
or the westinghouse type; all in use here
built upon standards prescribed by the Master Car
Builders Association and based upon the
performance of the Westinghouse brakes: and
this company has been the source OF every real i'm
provement and advance made in the art of power
braking. AS result Of these peculiar conditions
II can be safely said that every brake invention of
merit is submitted to the Westinghouse Air Brake
Company and is acquired by them IL it possesses
any intrinsic merit the possibility of future de-
velopInent. 1t, therefore, seems safe TO assume
that The Westinghouse company must be regarded
as the source of continued advance in the OF
train brakng. The following will give an idea of
the vast and increasing popularity of its product:
SHOWING NUMBER OF WEsTING-
HOUSE PASSENGER AND FREIGHT BRAKES
SUPPLIED Up TO DECEMBER 81. 1885, AND
New-York tribune., 1907-05-05
WHY THE MACHINE NATION :"

It is interesting TO note that the steam gauge
the coil spring safety valve and the inspirator or
injector-the devices which largely make that
terrible embodiment Of explosive power the pres
ent locomotive, possible and safe TO handle-were
al invented in Boston that greater centre OF man
ufacturing, and, also, that the plants that first
turned them out have remained in New England
II is said that the class of workmen employed
IN these different pants-the which are now all
oWned and controlled by the great Manning. Max
well & Moore corpora tior-is very high: and that,
curing the long lives OF these three manu-
cacCurfng concerns there has been the
slightest trouble between the employees and their
employers Also that many Of the employees of
The Hancock Inspirator Company have sons who
have gone 10 different technical colleges and that
some Of them are themselves graduates OF such
institutions as the Boston School of Technology:
and that this, too, is true Of the worklen at the
plants Of the Consolidated Safety Valve Company
and the Ashcroft Manufacturing Company. at
Bridgeport, Conn. II may be remarked that Il is
Just such conditions these that have had most
20 90 with our wearing of the championship colOrs
IN the acf fr7rr
New-York tribune., 1907-05-05
ON ORGANIZATION AND DISCIPLINE.

IL Is possible to discuss with more assurance the
charges Of ''non-enforcement OF discipline" or at
least to present more generally accepted reasons
therefor. And it must be acknowledged that these
divide the blame pretty equally between the rail-
road arrangements and those under them. One
which has been advanced, in article which ap-
pe0red in The Outlook some time since. by
eX-army officer u graduate of West Point who
has served an apprenticeship the railroads in
every grade OF the operating department from
brakeman to superintendent and who is
gagged as an operating expert in the examination
OF various railways, and editorial writer for
eral and five thousand subordinate officers are in
sufficient to enforce strict discipline among the,
approximately. million and half railway en-
ployes in the United States Said he: Railroads
have much in common with military organizations.
They learn from the accumulated experience
of twelve hundred has from forty to fifty
officers, or one for every twenty-four TO thirty
men, The other is voiced by The Railway Age"
which attributes the low condition of discipline, in
part, 70 the growth OF & certain trade
union idea. which would demand employment for
any man, whether he worthy not; for in
stance" il continues IAN engineer recently
discharged for drunkenness, but his union per-
sisted in the demand for reinstatement, despite
his fault. An equally noteworthy element leading
demand for labor, in consequence of which many
of them are no longer anxious lest they should
lose their jobs; they have grown Indifferent, have
lost their sense of duty and have also lost respect
for authority.
Another specialist does mot think that either
the comparatively small differing or the union is
TO blame for slack discipline" but that "the real
cause Is the great difficulty the roads experience
In getting a sufficiency of skilled labor, and in
keeping (which necessitates a certain amount
New-York tribune., 1907-05-05
THE HIGH SPEED BRAKE.

The greater efficiency of the quick acting brake.
as compared with the automatic led to its very
general application the passenger equipment of
the country and it remained the standard for that
service up to within few years. at which time
there was perfected, and applied to passenger
eouinrent the High Speed Brake. AS its name
Indicates this was the outgrowth-and its first ap-
pIication was made to some-of the especially high
sneed trains which came I'm vogue with the advent
of the Empire State Express. The necessity for
something Of this kind is apparent when 1t is re-
rnembered that-not double. but-four times tho dis
tapco is required in which to stop train at forty
miles as compared with twenty miles an hour,
with the same braking force. In other words the
distance in which "A train can be stopped is as the
eo,,ara Of the speed and not directly the speed.
Speaking in general terms the increased efficiency
of this high speed brake as compared with the
New-York tribune., 1907-05-05

1t will be remembered that the Improvement in
the automatic brake which led TO its general adop
ton on freight trains was wholly confined to the
emergency application feature, the other func
tons of the brake, such most frequently
used in regular service. being satisfactorily per-
of satisfactory performance for a freight brake
was the experiments with the ifty-car trains (at
burHHStonl WIhcn at that time were considered TO
represent the maximum length. The improved
dlton OF the railroads and the great increase in
the power of locomotives have, however led to the
operation of much longer and heavier trains so
thdt now seventy. eighty and hundred
nfrequen5ly found TO be advan-
limitations of the automatic brake in service work,
were found and il became apparent that some i'm
application there. we'll in emergency applica-
lions was necessity of satisfactory brake opera
period of two years, there was finally perfected the
latest form, which Is called the Quick Service
Eidht' because OF It's capacity fOr RAPID serial
phcation In both service and emergency appli-
cations" The result is obtained by substantially
the means described in connection with quick
ing brakes; with the device brakes be
applied in Service" quickly hundred
car train than upon a hfty-car train with the
with substantially equal force the first and last
ears of a long train-which not the with
being applied with somewhat greater force than
those upon the
must be made without injury 10 the large invest
ment made in the brakes with which all of the
passenger and freight cars of this cOuutry-Eng-
!and and the Continent have brakes on but few of
the latter. though they them practically
all OF the former-are fitted this new improve
Hent meets this requirement. Brakes of this
KIND can be converted 10 the new type at a
comparatively moderate cost, when they require
general repairs. In regular service work the new
brake viii stop a long train i'm about half the
distance required with brakes now generally used;
ana. ana. with IT, there is a marked reduction in the
New-York tribune., 1907-05-05

made by opening wide 0uPon the locomotive) the
communication between train pipe and atmosphere,
become completely exhausted IL will however. be
third Of mile longIit viii take consideTabls time
10 discharge all Of the air from such length Of pipe.
was the objection 10 the automatic brake in emer
Sry aPnlta'ous @ undeT slch conditlons. rms
matte
About the time these experiments had been going
automatic car-coupler now known as the Master
Car Builders Standard, and The one that is uni
Nersally used by all railroads. It a marked
improvement upon tho link and PIN type hereto
fore employed. both because Of its greater strength
ana OF us autoinatlc character, which materially
reduced liability Of accidents to trainmen in their
ahd humane can Tor improved coupling ana brake
appliances 70 prevent the great loss Of life and
bTakinG and coupling traiIs by hand; but 1t was
obvious that 10 make any practical headway in
quired among all railroads to certain essential
features 70 be standardized, for, to become useful
capable of interchangeability in mode Of operation,
and largely so as to construction. As there IS no
common ownership OF railway equipment. It
not an easy matter to propose form OF such con-.
struction that would be universally acceptable.
Finally. however. the testimony in favor of the
automatic coupling and the quick acting brake
generally accepted as a solution of the problems
for which they were intended; and, as direct
result Of these practical demonstIatlonS' the I'M
portant legislation known as the SAFETY Appliance
act enacted. by the Congress. in 1923 1t re-
qured the by all the railroads IN the country.
Of automatic air brakes. and of automatic car
other. 1t should be noted that thS SslStatioh uiu
not precede. but followed, the practical recogn-
vices: and also that 1t was made effective only
by virtue tho fact that the railroads were suf-
such action as would make this elemental act
eficient-by providing certain standards for adoP-
tion Reasonable time given by the govern
ment for the application of these safety devices
and, this date practically al ot the trelgnt cars
being Of the standard type determined by the Bur
n o
New-York tribune., 1907-05-05
THE QUICK ACTION AUTOMATIC.

AS result OF the 1886 Burlington experiments
what is known the Quick Action Automatic
Brake was invented. by means Of which the rapid
ity of serial action in emergency appIicatons-as
compared with the automatic brake-was greatly
increased that the difference of time OF appca-
ton between the first and last OF a ffty-car
train was so slight to entirely eliminate objec-
tlonable shocks and collisions. material gain in
power was coinciGently obtained.
. The distinctive feature of operative difference
between t"tE the quiek-acting brake and the auto
matte brake resides wholly ir emergency appli-
cation"Ithe application that is made to produce
me, 5ne quickest possible stop. With the automatic
brake this is accomplished by the quickest possible
reduction of pressure in the train pipe. which is
New-York tribune., 1907-05-05
FEEDING WATER TO BOILER.

The third device is the inspirator a variety of
injector for steam boilers. IN which a tet OF steam
raises the water from the tender and supplies It
20 another steam Jet, which delivers It under
pressure 10 the boiler. Locomotives were originally
fitted with pumps which were attached TO and oper-
ated from the .'cross head was possible to use
these pumps with those locomotives, for they were
at slow speed but speed increased IL was
found impossible TO operate them With the invention
of the injector this problem solved. The early
tn5ectors-as originally designed by Giffard-were
operated under then conditions OF steam pressures
hut as the steam pressure still further in
creased. 10 meet more modern demands. IL became
necessary 10 have an improved form In 1875
John Hancock, OF Boston. conceived the idea of
the double injector. which he called the Hancock
Inspirator, and which comprises a set Of tubes or
ter5er, and delivers it a second set which in
turn, forces the water into the boiler, described
This inspirator Will operate from the lowest the
highest steam pressure. and IS capable OF feeding
water into the boiler under any and all conditions
under light or heavy service, with high low
steam pressure.
Many difficulties have been experienced with
high speed locomotives in securing the proper ap-
plances TO be used IN connection with these in
spratOrs particularly check valYes-Valves through
which the water can pass only way; the fall
We OF these TO operate properly would cause the
insprator 10 fail-and unless the latter is able
Do its work the engineer is forced to stop his
gine The Hancock Insprator Company has
brought out many forms Of safety check valves.
ard other devices, that have completely obviated
this. With its present inspirator-and its auxiliary
devices-proper water feeding" for locomotives,
hnp0