Rensselaer Semi-Weekly Republican, Volume 22, Number 78, Rensselaer, Jasper County, 18 June 1901 — Page 7

MAIN DISPATCHERS.

A CLASS OF OBSCURE BUT VIGILANT MEN. Are Often Condemned by a Thoughtless Public—Brain- KackiqjK. Nerve- W earI ing Work—Tale* of tbe Mistake# of Dispatchers—Mechanical Aida. The next time jour train lies on a Aiding when you are in a hurry to reach your destination, or the next time you have to wait at a stuffy station for the arrival of a train, do not fly into a rage and abuse the railroad company for intentionally causing your discomfort, but put in your time acquainting jrour ■elf with the system of running trains. Contrary to common belief, conductors and engineers do not run trains with no other aid than a time card setting forth the time when trains ought to reach stations. If,only regular trains were on the line and all trains were always on time to the minute, and noth-

THE TRAIN DISPATCHER GAVE THE WRONG ORDER.

ing ever happened to cause a variation of a second in the running time of trains, railroading would be easy and the time card would take the place of brains. But as none of these ideal conditions ever exist, some other means pt keeping trains moving without accident must be resorted to. The average traveler gives no thought to any train but his own. But his train Is only one of scores, perhaps hundreds, on the line, and it is a marvel that they are all so uniformly on time and so few of them meet in collision. Somebody is keeping a finger on the pulse of this great arterial system of travel and is noting every Irregularity in the pulsation and keeping the system in working order. That somebody is not the superintendent. The superintendent has troubles of his own. The train crews merely obey orders. Whence

THE BLOCK SIGNAL.

come these orders and what do they mean? A Kailway System. A railroad system is not merely two strips of iron and a right of way stretching across the country with trains running each way at regular intervals of time. Take the trunk lines and their branches, for example, in the neighborhood of a great city. Imagine yourself raised above the earth where you could get a birdseye view of the net work of railroads and llpes; where you see trains running In all directions, hundreds of them—trains running and screeching, trains standing on side tracks, trains whizzing past each other with a clatter and roar, trams backing, switching and breaking in two In the middle, trains meeting, dodging, whistling and tearing over the ground for dear life, trains running into great stations at intervals of five minutes, perhaps, discharging hundreds and thousands of passengers safely, every day during the year, without accident or injury save at such rare intervals that railroad travel is shown by statistics to be safer than remaining at home and encountering the thousand and one perils of everyday life. Now suppose that you were suddenly brought down from the height from which yon have viewed this maze of Iron tracks and bewildering confusion •f rushing, snorting, thundering trains,

wlth the power of destruction and freight of human lives, and were placed in a small room, surrounded by noisy instruments, and told to control the movements of all this rolling stock so that all should receive proper running orders and no two orders conflict What If you should find yourself responsible for the fate of each of those trains, and master of their movements; that not one of them should be allowed to move or to stop moving except by order, and that they must all be kept moving each toward its proper destination with a minimum loss of time; that you must give orders which would be unquestionably executed—orders for the meeting and the passing and the stopping of each of them, with the whole network so figured out as to allow no possibility of a collision or other preventable accident—and when the orders were given to have the whole situation immediately changed by all of the trains beginning to move under your direction, each moment bringing about a new combination by reason of the changing position of each of your hundreds of charges! Suppose that you

knew that a mistake in one order would bring some two of these hundreds of trains into collision! Reflect upon this, ye impatient traveler, and know that all this responsibility rests upon an underpaid subordinate employe whose official designation is train dispatcher.

The Man Who l)oea. Seated at a desk with a chart before him and telegraph keys within easy reach, the dispatcher keeps this complicated system moving. He knows every siding, every station. He knows where every one of the 300 trains is during every minute of the day or night, and not one of them moves or stops without orders from him. He notes the time of the arrival and departure of each train at every station, fixes the time and place for meeting and passing of trains going In opposite directors, also the time and place for passenger and express trains to overtake and pass freight and other slow trains going in the same direction. Fancy the nervous, mental and physical strain the dispatcher must endure for hours every day! A single mistake, a single moment of forgetfulness will bring disaster, with accompanying destruction of property and loss of life. An Instant delay in issuing an order confuses the entire combination and necessitates a change in the running time of each of the 300 trains under the dispatcher’s control. * Then there are connecting trains to consider. The traveler who frets and fumes over missing a connection because the train on the other line was not held, should remember that holding one train five minutes may disarrange the schedule of 300 trains.

A dispatcher who has seen years of service is quoted as saying: “These charts become as familiar to us as the keyboard of a typewriter to a skilled writer, and we can put our fingers upon the location of the different trains Just as easily as the writer can find his letters. When everything goes all right we have no trouble. Each train is so arranged as not to Interfere with the other, but Imagine what a Jumble it causes if one of them gets disabled. The whole combination is immediately broken up, and all the trains affected have to have orders to run so many minutes late, to lay over at some station or to change meeting points— It changes the orders for all of them, and the dispatcher has his hands full for a while to get things straightened out. If it’s a wreck, the wrecking engines have to be started out and everything possible done to protect life and property; at the same time arrangements have to be thought of for other trains on other lines, so as to make as little delay ns possible; new time to run on, new places to pass at, new stations to wait for the passing of other trains —all at the same time, and then, maybe, In the middle of it all, something else will go wrong—a breakdown, a hot box, the palling out of a drawhead—any little thing like that will canse a change In everything all over the system. Sometimes the mental tension Is terrible, and every moment at the table is

so full of responsibility that one Is never free from the feeling of strain. “Talking about tension, think of the mental tension of a dispatcher who has made a mistake; where he has given fatal orders and can do nothing to countermand them; where he knows that a collision is inevitable and simply has to sit and wait till it takes place. ' v A Terrible Moment. “I knew such a case down In Mexico once. The dispatcher was a young fellow on the night • trick or watch. Through mistake he had given orders to two trains on the same track to meet at different stations. It was what we call a lap order—that is, the orders overlapped. He did not discover his mistake until both trains. had passed all intervening stations. He called up the last station on both orders and the operator reported that the train had passed in both instances. It was a long run between those stations, and he had a full fifteen minutes to wait He was all alone at his table and there was no possible means of stopping those two passenger-laden trains. He could do nothing. “The poor fellow collapsed completely, and when I happened to drop Into the office before going to bed I found him prostrate at the table, with a pistol barrel to his head, waiting until the instrument ticked the message of the accident. I snatched the pistol from him and tried to brace him up. He was as white as death and completely unmanned. I called up the operator at the station and asked what kind of a track they had down there—level or hilly. ‘Country full of hills; crooked tracks; lots of curves.’ That was bad. A level track, where the engineers could see, might have saved them; but as it was things looked black. We waited a few moments, then the instrument clicked. The two trains had met on a curve, but had stopped within a few feet of each other. One of the engineers had seen the reflection of the headlight on the clouds before he could see the engine and had stopped his train in time to send a man ahead and flag the other train. “But he was never fit for anything afterward—lost confidence in himself. It is all off with a dispatcher when once he makes a mistake —it seems to break his confidence in himself completely, and if he stays at it is- two to one he will make another mistake in a short time,” Another story is related by a veteran dispatcher. “Poor Sylvester was a dispatcher on the Shasta division of Coast railroad. He was at my table, but had a different trick. I came in one night and took his table while he went out to supper. Happening to look over his order book I discovered a lap order. A passenger and freight were booked to run through each other between two stations down the line. There was plenty of time to stop the business, as they had an hour and twenty minutes time to do it, so I sent a message changing the meeting place to one of the stations, with orders for the freight to get there first and take a sidetrack. Bohannan came back whistling about ten minutes before the collision was due and I called him over and showed him the order book. He looked at his watch and made a dash for the table. ‘Too late,’ said I; ‘reports from both stations say they’ve both gone through.’ ‘Great heaven!’ gasped the poor fellow, and went down in a heap. 1 had only meant to scare him a little, but it pretty nearly finished him. He had been a good dispatcher, but after that he was so nervous he never amounted to anything and three months later he made another mistake. That ended him.”

It Is a belief which the guild is fond of expressing, that dispatchers are born, not made. In a sense this is true enough. Successful dispatchers are born with certain mental qualities which fit them for the task. The faculties which are brought into play in playing chess are serviceable to the dispatcher, but he must be equipped with other talents as well. The same thing is true of men who are successful in other pursuits requiring the exercise of

WHY THE DISPATCHER SHOT HIMSELF.

quick judgment, the capacity for keeping great and complex combinations in mind, and the ability to concentrate thought upon the business at ipuid and keep track of every detail in the midst of interruptions and occurrences that have a tendency to distract attention. Among train crews there Is a prevailing idea that dispatchers are cranks. The habit of wielding absolute authority while on duty and the mental and nervous strain under which they labor may insensibly produce a sort of Crankiness in the old dispatcher. But as stars differ In magnitude, so dispatchers differ in temperament Many volumes could be filled with stories and anecdotes about dispatchers. The picnic and excursion season gives the dispatcher nervous prostration, almost Sometimes there will be seven or eight trains coming one way and three or four going the other-wall In the distance of thirty miles or so, on a single track rood. Imagine what trou-

tole it is to get meeting places tor them all, and to keep them all moving so as to make as little delay as possible. Think of the troubles of the dispatcher when your particular excursion train does not go through like a vestibuled limited with the right of way and a clear track. Of late years on some of the leading railroads the danger of mistakes has been minimized by_ the introduction of mechanical safeguards grouped under the term “block system.” Under this system although the dispatcher may give a wrong order the engineer of a train can know if another train is immediately ahead of him on the same track. The system of automatic block signals in use on one of the ‘leading roads of the country is known as the Electro-Pneumatic system, the motive force operating the signals being compressed air, which is controlled by electricity. The road is* divided into a number of sections, varying in length as the grades, speed and number of trains may demand, the average length being about 3,500 feet These sections are called “block” sections. The rails in each* track, throughout the length of each “block,” are bonded together so as to form a path over which the electric current may flow, the “block” sections being separated from each other by an insulated joint. This joint is so constructed that the current flowing in any “block” section does not reach the

IN THE SWITCH TOWER.

adjacent section. The signals, of , the well-known “semaphore” type, are located on bridges, immediately over the tracks, or on posts on either side of the double track and at the beginning of the “block” which they govern; usually there are two signals on each post, the upper “home” signal of red. and the lower “distant” signal of green. These signals- indicate by their position whether or not the “blocks” ahead are obstructed. At night red and greeD lights take the place of the painted day signals. Wlien there is no train in a “block” the electric current flows through the rails of that block and causes the signal to assume an inclined position which signifies “proceed.” When a train enters the “block” the current flows through the wheels and axles of the train Instead of through the rails, breaking the path of the current, causing the signal to assume the horizontal (stop) position. When the train passes out of the “block” the current is re-es-tablished and the signal resumes the inclined position. The system is also so arranged that, in any “block,” the misplacement of a switch, the opening o a drawbridge, the breaking of a rail," or a car standing on a sidetrack, “folding” the main track, will cause the signal governing that block to assume the “stop” position. The reading of the signals may be summarized as follolws: When the red and green signals are both in the horizontal position, the “block" immediately ahead is obstructed, either by train, broken rail, open draw, misplaced switch, etc. When the red signal is Inclined and the green signal horizontal, the block immediately in advance is unobstructed, but the second “block” ahead is obstructed. When both the red and green signals

are inclined, at least two “blocks” ahead are unobstructed. By means of the automatic “block” system possible mistakes of dispatchers are to some extent discounted by giving the train crews warning of obstructions ahead, and keeping trains separated by at least one “block.” On single track roads, however, the dispatcher is the sole preventive of headon collisions.

His Financial Proposition.

“Now, Bennie, here’s the medicine, and here’s the dime papa left to pa y you for taking it." “All right, mamma; if you take it and don’t tell. I’ll give you half.”—Harper’s Bazar. Don’t talk to a busy man, for the chances are that be won’t know a thing you said when you are through. * Avarice is the result of abundanoq rather than of want.

FRAM AND GARDEN

Raise the Calves. Evidently there is a better chance for profit now in growing young stock either few the dairy or for beef than at any time In the past ten years, and perhaps in the last twenty years. But we have the statistics for the past ten years as sent out by the Agricultural Department at' Washington. In 1800 there were in the United States 38,849,024 cattle. In 1895, 34,364,210. Since that time there has been a steady decrease of about two million head per year, until In 1899 there were but 27,074,225. In 1890 there were 589 cattle to each one thousand Inhabitants, and in 1899 only 373 to each thousand. As the number has decreased the price has increased. The reports of the Kansas City stock yards show the following prices for prime steers on Aug. 10 for three years: In 1897, 84.80 per hundred pounds, 1898 same date $5.25, and in 1899 $6.20. It is said that there are not as many cattle in Texas now as in 1895 by more than 2,500,000. Nor is the decline in numbers in the United States alone. Cuba was said to have about eight hundred thousand cattle in 1895, and at the close of the war had but twenty-five thousand. There must have been a great reduction in South Africa since the goer war began, and Australia has been heavily drawn upon to feed British troops. If five or ten years ago farmers in New England or any of the United States could not raise or fatten beef profitably to sell at the price Western beef cattle cost when brought here, it does not follow that they cannot do both now. Six dollars and a quarter per hundred pounds in Brighton for the best grade of steers to-day should leave a margin for profit to the feeder, if he feeds to the best advantage, and if he grows his own young stock, and most of his own food for them, It seems as if nearly all was profit, or at least pay for his labor. And while they are growing, the manure heap is increasing in size, to help add fertility to the farm and increase its productiveness.—American Cultivator.

For Washing: Vegetables. A combined washing tank and drying table for vegetables, is illustrated in the Ohio Farmer. A is the tank, B the table, hinged to tank, and the legs hinged to table. When not In use, the two legs are folded over on the table, and the table folded over so as to make a lid for the tank, the legs folding inside out of the way. The tank can be set anywhere for convenience. The bottbm of the tank should be lower at one comer, with a hole there to let out water by withdrawing a plug. Potatoes and other vegetables should be

TANK AND DRYING TABLE.

washed before taking to market. They present a nice, clean appearance that makes them sell better. Early Garden Vesetablea. There was a time when the gardener who had his produce ready for the market earlier than his less enterprising neighbor was well repaid for his care and trouble by better prices for the products. Then the early bird caught the wealthy consumer. Now the_ early worm in the Northern States finds Ills profits if not himself picked np by those in a Southern climate, who can plant, grow and put on the market a crop before the plow can penetrate the frozen soil of the Northern States. We are inclined to think the chance for profit to-day, top market gardeners here, is in growing such crops as will not mature until Southern produce no longer fills our markets, and perhaps in putting that In cold storage that it may not be brought out until there are indications that It is much wanted by those who are willing to pay liberal prices for it Let early crops pass by, and strive to grow crops of such quality as will suit even those who have been using the earlier products of the South, which are not improved by long transportation.— Massachusetts Ploughman.

Pasture tor Uogu. Pasturage is necessary to the successful raising of hogs. Not only is green feed the best, and almost Indispensable for growing swine, but the exercise required In grazing is Just as important The cheapest feed for hogs is that grown by the owner and harvested by the stock. In the Southwest there Is no lack of forage plants for every month In the year, and hence pork can be produced at less cost than elsewhere. When this Is not done, It Is not the fault of the country nor of tho hogs, but Is the result of bad management on the part of the hog raiser.— Farm and Ranch. Barter and Oats. At the North Dakota Experiment Station they made a trial for nine months of the comparative value of feeding oats and barley to three bones and two mules. In every case of animals working In pairs at the same Work, the one given barley made less gain or lost more flesh, according to the work they were doing. Whan

changed about the result was the samot Tbe one that gained flesh on oats lost it on barley. Beside this if the bar* ley feed was continued long, the animal that bad it would refuse to eat the barley, sometimes for several meals. The rough fodder was tbe same, good timothy bay in all cases. They therefore decided that barley was not as valuable food for horses as oat* when fed In equal weights. The Cranberry FI re worm. The larvae of Rhopobota vaccinlana, or craflberry Are worm, cause considerable damage to the cranberry crop of Massachusetts. The larvae of the first brood seldom cause much injury, while those of the second brood are often exceedingly destructive. Where the cranberry bogs can be flooded with water at the proper season for destroying the larvae, this method is very effective, but in many cases It is impossible to use water in this way. Experiments were tried with arsenate of lead, which was used as a spray at the rate of 9 pounds to 150 gallons of water. The first application was made in the early part of June. The second brood of caterpillars appeared during the first part of July, and a second application was made, the insecticide being used at the rate of 13% pounds to 150 gallons of water. Nearly all the larvae were destroyed, and a great saving in the cranberry crop was the result of this method. It was found that three men with a good outfit could spray eight acres of cranberry bog in ten hours.

A 95,000 C iw. This cow was purchased at the Chicago stock yards recently for $5,000 by N. W. Brown, of Delphi, Ind., and is

DOLLY II.

a Hereford. Carnation, a Kansas City cow. held the former world’s record. A few weeks ago, at an exciting sale, J. C. Adams, of Moweaqua, 111., bought the animal for $3,700. Fodder Corn. The farmer who does not plan to have a field of corn fodder to use this summer for his milch cows will deserve no pity if he finds his milk supply so short next summer that it will not sell for enough to pay what it costs him for feed. The excess of rain during the first four months of this year may be taken as a good indication of a drought later on, and the crop is so easily and cheaply grown, so valuable if needed for feeding green, and so easily kept for winter use If not fed in the summer that there seems no excuse for falling to produce it. There are other forage crops thaifhave been highly recommended, but we think the com crop is as well adapted to New England as any, and almost any one knows the soil and care it needs. We would put in one field in May and follow with others up to the middle of July to give continuous feeding when needed,—New England Homestead. -■ vr \ ■—• j.

About Cows. The Farm Journal says that a cow giving 5,000 pounds of 4 per cent milk will produce only SSO worth of butter, while ohe that will produce 8,000 pounds of 5 per cent mill will produce SIOO worth of butter, and her calf is worth three times as much as that of the first. There will be little difference in the cost of keeping the two cows, so that where the first gives a profit of S3O the latter will net the owner SIOO, If we count the first cow’s calf at $lO and the other at S3O. Some people do not think there is much difference In cows, but some cows forget to pay their board bills, while others take great pleasure in supplying the table with luxuries, paying the interest, clothing the baby and paying the hired girl. The good cow is a poor farmer’s friend. Creamer? Butter. It is reported that in the vicinity of some of the best creameries in the but-ter-making sections It is difficult to obtain a package of really good creamery butter, unless it is sent from the city dealers who may have bought It right there. An ironclad contract places it all in the hands of certain dealers, and even those who place their milk in co-operative creameries are not able to obtain good butter for hpmo use. This is but a mistake, for those which have a good reputation could easily have a certain number of pounds or tujjs to be retained for home patrons, and it is said that some do this, avoiding their contracts by putting special brands on such lots. , Old Melon Seed. An English gardener tells that having noticed that plants from old seed produced a less succulent growth than did those from young seed for four years be raised his melon plants from old seed, always growing a l%w plants from new seed. He says: “I then fertilized the female flowers of the older plants with the pollen of the younger, which plants were invariably the more robust. The resulting fruits were more reliable in good quality, and though the female flowers had been small the fruits were large, weighing from three pounds to seven pounds.’* This experience seems to strengthen the existing idea that old melon seed is more satisfactory than new.