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About Geyser Judith Basin Times (Geyser, Mont.) 1911-1920 | View This Issue
Geyser Judith Basin Times (Geyser, Mont.), 30 April 1915, located at <http://montananewspapers.org/lccn/sn85053135/1915-04-30/ed-1/seq-2/>, image provided by MONTANA NEWSPAPERS, Montana Historical Society, Helena, Montana.
GEYSER . TUDITII BASIN TIMES DEVICE ENDS 1 4)ERTRIctm917:0:rne RAt IIE introduction of steel pas- senger cars on the railroads having been the means of sav- ing hundreds of lives, the in- terstate commerce commission now proposes to find some de- vice that will make derail- ment, collisions and wrecks. impossible. A nation-wide search Is being conducted undee congressional order, and to Anatol Gollos, a Chicagoan, has fallen the honor of being the first inventor in the country to procure an official investigation, the reward coining after three years of work on an automatic train control and recorder. Tests are made by the government only after the pre- liminary inquiry has shown that the device is practical. The tests of Mr. Gollos' invention will be made on the main branch of the Chicago, Burlington & Quincy railroad, e stretch of six miles of track having been equipped for the purpose. They will be held under the personal direction of II. J. Lyon, inspector of safety appliances for the com- mission, who has reached Chicago prepared for a six months' study of the subject. The Gollos automatic, train stop device con- sists of a charged third rail, about one hundred feet long, placed at every block. The energized track comes into contact with a shoe fastened on the tender of the engine which is susceptible to -the slightest influence. If there is another train within a radius of one mile and a half, if there is a break in the track, or anything wrong at all. warning is given to the engineer by a shrill whistle placed near his seat. If he does not slow down his train at this warning, the air brakes automatically set. This air Is applied quickly. but in a way that stops the train gradually. At private tests given by Mr. GoIles recently trains of all weights and speed were stopped in 150 to 300 feet. Aside from the fact that the demonstrations already given have proved tee practicability of the devices, the ire enter I hems that they are more economical than au- tomatic installations made according to pres- ent practice. In addition. they have the advantages of, first, train control; second, visible and audiele signals; third, automatic record to check engineers. thereby holding them to a close observation of sig- nals. An important !setup , of the SY:40111 is that it is HO CODS( rle led, Ott a closed circuit principle, that any bri ale tai lure or disarrangeneet of any part of the main track or contact rail connections, or the failure of tile elec- tric current, or any disar- rangement of the locomo five at a,e cause the most restrictive indication, when the train will be brought to a stop, until corrections or re• pairs are made, when it can proceed, but under control and at a predeti melted speed only. The wiring is specially construeted so that any crosses or grounds will cause a danger condition. If repairs cannot be made ininitsifately by the en- gineer, he may cut out the instruments, when the train can proceed, but if this is done a record is made. Another feature of jJs device is_its elasticity pnd adaptability to the movement of any and all kinds of trains, irrespective of their motive pow- er or frequency. The system will work equally well on trains operated by steam, electricity, gas- oline, or compressed air, and eliether such ap- plication is direct or by means of the trolley, third rail or storage be ' • y methods. The isgial purpose is to promote the safety of railway operation and to eliminate all danger from lapses of memory on the part of the en- gineers or others connected with the operation of railways, and to make such a record as will provide an exhibit of proper or enproper opera- tion and observance of eignals and orders. • The control of the movement of trains is in the hands of the engineers just as long as they ob- serve the restricting signals provided for their guidance, but any failure to do SO immediately and automatically relieves them of said con- trol. As soon as the conditions permit of safely doing so, the control is again and automatically restored to the engineer. The system is of the intermittent contact rail type, with the engine apparatus clear or inopera- tive while running between points of indication. When the engine shoe makes contact with the contact rail, the engine tipparatus is still held clear or inoperative, provided the contact rail is energized. If it is desired to make the control of the speed of the train continuous, instead of intermittent, particularly in congested terminals, the desired object is accomplished by making the contact rail continuous. Both the contact rail and the shoe on the engine are so constructed as to keep them within the limits of the safety clearance requirements. and personal contact With the contact rail is not injurious. The manner in which the purpose of the sys- tem is carried out is as follows; When a train is standing at a terminal, or at any other point, the automatic apparatus is in such condition that the train can only proceed at a predetermined reduced speed. When the engineer opens the throttle to proceed. It auto- matically starts a whistle in the cab. This whistle continues to sound and the reduced speed segulation continues until the train contact shoe engages with a clear contact rail. This rail be- ing fully energized supplies a current which sets the control in position to permit the train to proceed at full speed. and also stops the whistle. The Contact with this shoe is recorded by a re- cording apparatus and the contact also causes the lighting of a signal lamp in the cab. The passage of this rail is acknowledged by the en- gineer, who presses a button which puts out the 74 - ,577/1V 00220.5 Al/TOMAT/C TRA/A 1 CONTROL. OPEN CAD/NET OF AllTafif,4T/C 77?11/JY C19.47.ROZ COVERIYOR WI//CM CONTROLS 4.5NOW/tIG 151f0r WI//C11 1.5 (SPEED OF MC TR/1/ Y /A f 1 I ATTACHED TO THE (NOE CAUTION TiRRITORY ltè1Qf LOCO/10711'E lamp and this acknowledgment is also recorded by the recording apparatus. The next action which may be described, is e hen the contact shoe engages with a partially energized contact rail, which indicates a caution condition. When this occurs, the engine appa- ratris is again set for reduced speed as when starting out, and the whistle — blows' continuously: If. in the , meantime, the train in the advance block has moved on. or any other obstruction has been removed, so that the next contact rail is in \clear\ condition, the cab system will be auto- matically returned to normal, full speed condi- tion u hen it passes such contact rail, and the %%Miele will stop. On the other hand,- if the danger condition con- tinues and the contact rail is de -energized, de- noting danger, the train a ill be automatically stopped when its contact shoe comes in contact ith this de -energized rail. This stopping will also be recorded, and at the same time a chime of two whistles will be sounded to warn the en- gineer that this is a stop application. If the engineer desires to proceed, he must press a button on the cabinet door, which resets the automatic apparatus to caution or slow speed condition. Having reset the instruments he may now proceed as in the first instance, at con- trolled reduced speed. If the engineer has observed a danger signal and stops his train before the contact shoe comes in contact with the de -energized rail, he may, if necessary, in an emergency, pass the de -ener- gized rail. In order to pass the de -energized rail a separate and distinctive switch is provided, which must be held down continuously while passing the rail. The pressing of this switch is also recorded. However, If he should attempt to pass a rail by pressing on this switch before the train has stopped, he would cause a stop appli- cation. After passing the de -energized rail, 83 before described, the train may proceed under caution operation at a predetermined, controlled, reduced speed. While an automatic control system has many advantages, sonic of these advantages would be lost, if the system could be freely manipulated, unless such irregularity Is automatically detected and recorded. In order to insure the proper operation of this system, and to record the ac- tion thereof, as well as to record whether the engineer is properly observing his signals. cer- tain portions of the system are inclosed in a box or cabinet. This box or cabinet Is made to con- tain the valves, magnets, relays, clock and record- ing mechanism, and is provided with a lock and a special door. The cabinet is about eighteen Inches square and six inches deep and may be mounted in any convenient place In the cab. This system is intended to actuate or cooper- ate with any suitable form of mechanism on the car or locomotive which is used for stopping the same, such as Ireke actuating mechanism, and It Is particularly adapted to actuate or co-operate with the air brakes which are saw commonly new the I 'hicago employed for this .purpose The Inventor, Anatol Gol- los, was born in 1877. Early In life he showed a marked interest in mechanical sub- jects, and after a general education was Bent to a manual training school. There he studied for six years. Electricity, though then in its infancy, had at- tracted much attention and Gollos dropped all other sub- jects foe a special course in electrical engineering. After serving a rigid ap- prenticeship, Gollos went to Germany. There he stayed for four years, during which time he superintended sev- eral big government jobs. In 1903 he canie to Amer- ica, and the following year found hint in charge of the main switchboard at the Louisiana exposition in St. Louis. Opportunities in Mexico attracted him and, after the close of the exeosition, lie went to Mexico City. There he remained for a year, serving as superintendent on various electrical installa- tions. Ile was in charge of the electrical installation in Northwestern passenger terminal is and other important works. TRICKS THAT BULLETS PLAY Life Saved by the Hook of a British Officer's Helmet Chain. It has been trey said that, 'once you tire a boil - let from a modern ,rille, none can forecast what it %%ill do or where it will ultimately come to rest. Even when a bullet has an uninterrnpted course. sits s Frank Scudamore in the London Globe, it Is capable of upsetting all known cal- culations of its eight anti range. Before the bat- tle of Omdurman a sick officer was taken across the Nile and placed under an awning at least as yards from the nearest point of possible 1: Fe. This should have insured him an ample margin of safety, but none the less a stray bullet ate up the intervening three miles of desert, struck hint in the head, and killed him. Shortly before the battle of Giniss, in the Sudan, Gen. Sir Archibald hunter, Colonel Hack - et -Thompson, C. B., and another officer whose name eseepes me, were reconnoitering through an opening in the wall of a disused sakeeyeh, or waterwheel. The hole in the wall was so small that the officers had to stand one behind the oth- er to see anything. The officer whose name I forget ass in front using a pair of binoculars, while Sir Archibald Hunter was in the rear. The glint caused by the setting sun shining on the glass of the binoculars attracted the attention of a dervish who, together with others, was retiring along the Nile. Ile stopped, took aim, and tired. It was a very good shot, for it sped through one lens of the binoculars, through the brain of the officer holding them, killing him on the spot, through the shoulder of Colonel Ilacket-Thomp- son, and finally lodged in the breast of Sir Arch- ibald Hunter, where, I believe, it remains to this day. The vagaries of a bullet when it touches the human frame are almost beyond belief. During another Sudan battle I saw an officer, a friend of mine, go down apparently shot through the head. To my surprise and relief I met him walking about after the battle apparently none the worse, save that his head was bandaged. Then he showed me how a bullet, striking and deflected by one of the hooks of his helmet chain, had run right round his forehead, cutting a groove under the skin, and had then glanced off the helmet hook on the other side. 'TWIXT BULL AND BEAR How Two Californians Released Themselves From a Critical Situation. • S. Collins, postmaster at Knight's Ferry, and Samuel Baugh, a blacksmith, have just escaped from an encounter with a bull and a bear which they will not soon forget, the New York Sun states. Collins bought a bull anti had him in a corral just above Knight's Ferry. He and Baugh went out to inspect the purchase when the angry ani- mal started after them and gave chase. Collins reached a nearby tree in safety, but Baugh was DOt so lucky, and crawled instead into a near- by Cave, just in time to escape the charge of the Ile emerged hastily, however, and again the bull charged him, and he sought refuge in the hole a second time. Filially Collins warned the blacksmith to stay in the cave, saying that the bull would tree them both and keep them in the field all night. For answer. Baugh again jumped In and out of the cave and a moment ester, as the bull charged past, grabbed the aninteler tail and threw him. As both men climbed the fence. Iliftigh ex. plained why he didn't remain in the cave. There was a bear inside which disputed his ownership. The two men returned later and succeeded In dispatching the bear and two cubs. E. ('al., RICH PASTURE LAND FOR THE LIVE STOCK Stocker Feeders In Pasture. (BY J. T. GRAINGER.) When spring is thoroughly in, the country will be full of rich grass, and nearly all the stock of the farm will be doing well on it. Its effect 18 some- what relaxing for a time, but such re- laxation must not be classifieg with that which in delicate animals is caused by indigestion. For instance, a calf is badly weaned, ill nurtured in Its infancy, during which period the constitution is made or marred. Then as a yearling or two -year -old, the steer has become so debilitated that he cannot digest the ordinary food, and the evacuations are too liquid for robustness, and habitual purging is the unhappy portion of such an unprofit- able animal, which remains unthrifty for life. The healthy yearling or two -year -old bullock may, just when the grass is young and flushy, be purged as much, but he will rapidly gain flesh, and as the grass becomes older and harder, the purging will gradually disappear. On such pastures where the grass Is exceptionally rich, no one who thor- oughly knows his business will put any stock except superior full-grown bul- locks, because the grass is rich enough to fatten them, making them a third, at the least, more valuable; and then he has the use of the grass, when the bullocks are grown, for other stock. Of course there are few farmers who have pasture that will fatten bullocks without artificial assistance, and those who have such a luxury should not de- bilitate it by mowing, but rather build It up by the best of farmyard manures. I cannot say I am an advocate of using light artificial man , -es for pas- tures, but grass can be indirectly fed by carting green food to the stock and linseed cake and other purchased foods. The land from which any of these green crops are taken must be corn- pensated or the grain crops will be light and unprofitable. It one has rich alluvial meadows, no manure is required, and such land is worth any reasonable price. In rec- ognizing the signs of good land there is a tale of a blind farmer helping his son into business and in walking over a farm the old gentleman inquired for a tall thistle of an old tree type, to which Ire might tie his horse. \Here is one six feet high,\ said his guide. \Then replied the blind farmer, \I will take the farm.\ He well knew that though small, fiat breeds of thistles grow on the poor- est soils, the tall, large , types grow only on land good enough to grow any crop. horses are often objected to on grass land, because they are supposed to cut it up when galloping, but on sound soils I do not see that differ- ence, and melt who thoroughly under- stand horses can obtain more profit front them than from any animal bred for the takle. Horses will not sleep in field hovels, perhaps because an ancient instinct or inherited habit still leaves them in fear of the large carnivore, so ter- rible to their early ancestors in the world-wide forests; and, further, the horses like pure air, and the air in the never -cleansed hovel is as musty as a sepulcher if not as foul as a cess- pool. If ponds were cleaned at the proper season there ought to be a good stor- age of water, and farmers need not mind a little muddiness if the mouth of the pond admits ot convenient ap- proach. No one need fear a little earthy mat- ter with the water, as the stomach is not so delicate as to be in the least damaged thereby. I have tried to give pure water, but have never known mischiet from simply muddy water. Pasture Land in Northern Minnesota. KIND OF DAIRYING MAN WILL ATTEMPT Much Depends Upon Location of Farmer's Land—Much Ad- vantage in Freight Rates. (137 WILLIAM A. FREE:1'01 , 1 , 1 The kind of dairying a man will at- tempt depends largely upon the loca- tion of his land. If the farm is within a mile or two of some large city, worth several hundred dollars per acre, the most profitable type will be the retail milk farm. This milk, or sweet cream, even. must be of a high class, and must sell for a correspondingly high price in order to be profitable. The farmer sim- ply cannot afford to make butter or cheese on such expensive land and make it pay dividends. In summer, during the ice cream season, there is a heavy demand on some days, and a lighter call on others. There is no uniform price. The dairy- man will have to make quite elaborate arrangements with retailers In order to sell all of his products to advantage. There is another disadvantage, how- ever—that is, the matter of freight or express rates. Then there are those men beyond the easy reach of some city markets. About the best thing they can do is to haul their milk or cream to a cheese factory or creamery, as the case may be. They may even arrange to have a man call for the cream at stated inter- vals. This method of dairying has the advantage that the skim milk or whey remains on the farm, and thus less fertility is carried off. But often there are very isolated farms, those which are too far from the city to cater to the retail trade and too far from any city to ship sweet cream. These men may well sell to a cen- tralized plant. This factory, which ac- cepts milk and cream when shipped for hundreds of miles, has facilities /or using a product that has soured in transit. Of course there may be isolated cases where it pays best to manufac- ture the milk right on the farm, into either butter or cheese, but this takes much work and hardly pays when there is a creamery or cheese factory in the neighborhood. USE OF DIVIDERS IN A DAIRY RATION Not Generally Understood Among Feeders—Number of Feeds That May Be Employed. The use of dividers in a dairy ra- tion is not commonly understood by the generality of feeders, but it is es- sential in securing the best results. There is a number of feeds that may be used for dividers in the feed- ing of concentrated feeds. Some of these contain but little feeding value when fed alone, but are highly valuable when fed in connec- tion with the richer concentrates, be- cause they serve to separate the food particles and assist in preparing the food for more perfect digestion. Corn and cob meal have been found to give better results In many in- stances than when corn meal is fed alone. The ground cobs serve as a divider, and separate the particles of corn meal more than the ground cobs. When feeding grain and ensilage we have found that the cows make bet- ter use or their grain feeds when they are fed with the ensilage than when fed separate, because the ensilage nets as a divider and separates the parti- cles of grain, 'and prepares it for more perfect digestion and assimilation. The juices of the ensiJege else) act upon the grain feeds and assist in the work of digestion. .• • 0
