« AnteriorContinuar »
devil: whosoever doeth not righteousness is not of God, neither he that loveth not his brother. (John 3: 10.)
Wherefore by their fruits ye shall know them. (Matthew 7:20.)
VIII. This kingdom will encounter many enemies and much opposition; but the opposition is vain, absurd, and irrational.
Why do the heathen rage, and the people imagine a vain thing? The kings of the earth set themselves, and the rulers take counsel together, against the Lord, and against his anointed, saying, Let us break their bands asunder, and cast away their cords from us. He that sitteth in the heavens shall laugh; the Lord shall have them in derision. Be wise now therefore, 0 ye:kings: be instructed, ye judges of the earth. (Psalm 2.)
IX. The enemies of this kingdom, after being warned, are to be overthrown.
Then shall he speak unto them in his wrath, and vex them in his sore displeasure. * Thou shalt break them with a rod of iron; thou shalt dash them in pieces like a potter's vessel. (Psalm 2.)
The Lord at thy right hand shall strike through kings in the day of his wrath. He shall judge among the heathen, he shall fill the places with the dead bodies; he shall wound the heads over many countries. (Psalm 110.)
X. In the overthrow of God's enemies, his people are to be the instruments.
Thy people shall be willing in the day of thy power, in the beauties of holiness from the womb of the morning; thou hast the dew of thy youth. (Psalm 110.)
Let the saints be joyful in glory: let them sing aloud upon beds. Let the high praises of God be in their mouth, and a two-edged sword in their hand; to execute vengeance upon the heathen, and punishments upon the people; to bind their kings with chains, and their nobles with fetters of iron; to execute upon them the judgment written: this honor have all his saints. (Psalm 149.)
(To be concluded in May number.)
A RIDE ON THE LOCOMOTIVE OF THE
"EMPIRE STATE EXPRESS."
BY GEORGE E. HILL.
Congress having adjourned for the holiday season, I betook myself to the great city of New York, both for the purpose of "seeing the sights," and visiting relatives. I landed in the Metropolis on the day before Christmas, and spent nearly all of the forepart of the week visiting the points of interest in and about the city, whose names are legion.
The most exciting and interesting feature of my stay in the "big" town was a ride on the engine which pulls the "Empire State Express” from Albany, the State Capital, to New York City, a distance of one hundred and forty-three miles, over the New York Central and Hudson River Railroad, without a stop. I fully realized what the coal dust and other inconveniences attendant upon such an undertaking would be, still, I decided to accept the invitation to ride. This road extends north from New York to Albany and Buffalo, and is recognized as the best equipped railroad in the East. The trains depart from the Grand Central Passenger Station, the only one in the city, and which is centrally located on Forty-second Street, and Fourth Avenue. It has recently been rebuilt, and is now one of the largest and finest passenger stations in the world. All the trains of the above named company arrive and depart from this depot. There are on an average, three hundred and twenty regular passenger trains arriving and departing from this station each business day of the year, and during the busy season many of these trains are in two sections. During the past year, there were nearly fourteen million
passengers in and out of this depot-an average of more than thirty-eight thousand per day. An idea of the through train service of the New York Central to the North and West may be obtained from the fact that there are twelve trains per day to Buffalo, nine to Niagara Falls, eight to Chicago, six to Cleveland, five to Detroit, two to Indianapolis and St. Louis, three to Cincinnatti, two to Toronto, four to Montreal, three to the Thousand Islands, two to Adirondack Mountains, eight to Saratoga, and, in addition, numerous express trains to local points on the line. All this in addition to the freight traffic.
At 10:30 o'clock on the morning of December 30, 1899, we boarded engine No. 872 which has drive wheels six feet six inches in diameter, with cylinder stroke of two feet. At a given signal, we began to speed northward. On leaving the passenger station, the road, which is four-tracked, tunnels under the city for two miles, and is then built upon an elevated structure for several miles further before reaching the outskirts of the city. From the depot to the city limits, on the north, the distance is fourteen miles. In traversing this space, the ringing of the locomotive bell and the blowing of the whistle, are forbidden by city ordi
The use of coal is forbidden in any of the engines while traveling over this distance, as the emission of black smoke is prohibited within the city limits; coke is used instead of coal to generate steam. The road runs close alongside the bank of the broad and beautiful Hudson River all the way from New York to Albany. This river is four miles across at its widest point, and, during the boating season, literally swarms with all kinds of water craft; but at this time of year it is frozen over. To get off Manhattan Island, on which New York City is situated, this road passes over the Harlem-River draw bridge, the largest swinging bridge in the world. Among the points of interest along the west shore of the Hudson are the following: the Highlands; the Palisades; West Point Military Academy; Newburg; Washington's headquarters during the Revolutionary war, where the building he occupied is still standing with its contents the same as used by Lafayette and Washington; the Pokeepsie bridge across the Hudson, two miles long and two hundred feet above the water; and the Catskill mountains, the summer resort for New Yorkers; and a number of
towns and cities. On the east bank, we passed through Yonkers, about thirty-five thousand population; Tarrytown, twenty thousand; Sing Sing, where the State penitentiary is located, containing between twelve and fourteen hundred prisoners, the town having about twelve thousand inhabitants; Peekskill, twenty thousand; Cold Springs, five thousand; Fishkill, twelve thousand; Rhinebeck, eight thousand; city of Hudson, thirty-five thousand; and Albany about fifty thousand. The large and magnificent summer residences of the Rockefellers, Helen Gould, Vanderbilts, et al, New York's millionaires are also situated along the bluffs forming the east banks of this noted river. The most noted residence is that of Washington Irving, built in 1656, which is still intact.
About one-half of the distance from New York to Albany the road consists of four tracks, and the balance of the way there are only two. We made the run going up, in less than four and a half hours, arriving at the State Capital at 2:25 p.m. The “Empire State Express” is not due in Albany from the West till 7 p.m., which necessitated our stopping over there four hours, and during this time, I visited the State Capitol building, which is an elaborate structure, having cost several millions of dollars. Awaiting the time of departure, number 872 was run into the roundhouse, examined and cleaned, making it ready for the unparalleled trip down again. Promptly at 7 p.m., the engine was attached to the "fastest train in the world,” and we pulled out upon the (to me) thrilling and eventful trip. As soon as we were across the bridge spanning the Hudson, and out of the yards, the throttle was thrown open, and we began to bound forward, faster and faster by every turn of the ponderous wheels, until it seemed to me that we were not gliding along over the earth, but were flying through space. Buildings and other objects swept by us in an almost unrecognizable mass. If a derailment should occur, there would be absolutely no hope for the human beings thus being hurled along at such tremendous speed. A "slow-down" was made three times during the run, in order to scoop water, and once in passing through a town, which were the only restrictions placed upon the regular momentum maintained through the journey. In doing this, of course several minutes each time were lost, which made necessary an extra effort to regain lost time. During
some of these spurts, a speed of a mile in forty-five seconds was made, which is fast running, especially for a “tender-foot” on an engine. We fairly flew through the towns and cities named above-through the railroad yards, over switches, and between cars and buildings, around curves, and through tunnels, (of which there are some twelve along the route), making no allowances whatever for such things, the great desire being to reach the Metropolis by 10 o'clock, schedule time. This nerve-trying speed was kept up the whole distance, and we rolled into the Grand Central Station one minute ahead of time. The train consists of about seven coaches, and is the pride and boast of New York. No other railroad in the world operates a train this distance without stopping, and especially at the speed of the “Empire State Express.” The average speed maintained throughout the trip was about forty-eight miles per hour. This continued between Salt Lake City and New York would enable one to make the journey in about fifty-three hours-a trifle over two days. This, however, will not be accomplished until western railroading is more perfect than at present.
This leads to a description of the system employed on the New York Central. As before stated, the road is a double-tracked one. Trains going north keep on the right track, and those coming down, run on the left, an arrangement similar to that adopted on the double-tracked street car service in our city. Telegraphing is not used in managing the running of the trains; but in lieu thereof what is known as the “block system” is in vogue. This consists of small towers erected along the side of the tracks at convenient distances-about every mile and a half apart. A watchman is placed in the top of each one of these block houses, and by means of levers he controls an arm which projects out from a pole set alongside the railroad. These cross-arms are of different colors, each of which has a significant meaning to the engineer. If the blue is up, the train going under it must slow down and be under full control before the next signal post is reached, and if the red arm signal is here up, the train cannot pass this point until it drops - denoting that the train ahead had passed the next signal up the track. This method prevents the trains from getting any nearer together than a mile or mile and a half, and thus obviates