The Topeka state journal. [volume] (Topeka, Kansas) 1892-1980, 1911-06-07

until the man himself is r. ached, and
at that point the human and fallible
element enters, and with it the posi-
bility of failure and disaster. When
the signal is set at clear, the train is
permitted to proceed at full speed, and
when it is set at danger the train is
supposed to be stopped. Unless some
automatic mechanical appliance is
used, this stopping of the train must
be effected by the engineer himself;
and If, for any reason voluntary or
involuntary, he does not act, the whole
protective value of the signal system
is ineffective. These facts have caused
many engineers to devise automatic
apparatus which shall act without hui
man Intervention If the engineer fails
to heed the warning of the semaphore.
and, while the construction of such a
device seems simple at first glance,
practical experience has shown many
difficulties to be surmounted II reliable
action is to be insured.
Mechanical tripping devices, raised
from the ground to a position where
they engage with a projection on the
locomotive when the signal itself is
set at danger, have been found liable
to arrangement from many causes.
and are especially unreliable and inef-
fective in the stormy weather of the
winter season. AT the very time when
trains are delayed and disorganized
by heavy SHOWS, such devices, with
moving parts close to the ground, be-
come unreliable and ineffective, and SO
fail to meet the requirements. Other
so-called automatic devices involve
the use of electric currents, with in
sulation of important parts of the
machinery and track, rendering them
unG esirable to be exposed to the rough
usage and varying climatic conditions
inevitable in active railway service.
Under such state of affairs 1t is
not to be wondered that railway men
have been distinctly skeptical as to
the practicability of producing an au-
should be free from these objections,
and which should be found operative
at all times. independently of rains.
SHOWS, or casual distractions upon
the ground"
The device that has already been
mentioned as in practical use is the
invention of s. H. Harrington, of New
York. In this the safey device is
suspended from a pole alongside the
track far above anything which
could interfere with it. A short iron
bar hangs from a chain in such a
manner that it will strike against a
| horizontal transverse level attached to
the roof of the cab, moving the lever
! the air brakes throughout the train.
besides sounding a whistle to alarm
the engineer. When the signal is set
at clear, the weight is lifted high
ing any rigidity. so that the appara-
tus is free from disturbing influences.
| The writer says in conclusion:
Experience with this form of auto
| matic-signal control has shown its re-
| liability and success. BY attaching
| the apparatus to the distant signal,
OF to pole 1000 feet in advance of
| the semaphore the train is stopped
| at the signal whenever it is set at dan
ger. even in time of fog or storm,
when the engineer may not be able to
see distinctly. With such a device
it is impracticab1e for the engineer to
run past the signal. even If he is dis
posed to take that risk, the action
( being taken entirely out of his hands
| and placed in control of inanimate and
automatic mechanism"