Operation of trains and station work and telegraphy

PART I. The train brakeman 5

The passenger conductor 9

Dispatchers: Trainmaster: Division Superintendent.... 15

Color blindness — How to detect it 27

Heating passenger cars 41

Heating carS' with electricity 115

Catechism of steam heating 122

Lighting passenger cars 133

Acetylene car lighting 150

Electric car lighting system 166

Car generator 177

Standard code train rules 203

Rules for single track 206

Trainmen's examination 250

Rulings of the American Railway Association 314

Interlocking rules 343

Block signal rules 350

Train order signals 375

Block signal examination 427

Signalling catechism 432

Pointers for conductors 453

Pointers for brakemen 457

Rules for "operation of trains and handling of freight and

passengers 458

Trainmen handling brakes 474

Appendices 493

TABLE OF CONTENTS— Continued.

Part II. Tet.egrapht

Instructions for beginners 3

Adjustment of instruments : 30

Wire signals used in taking circuit from others 41

General rules and instructions for telegraph employes... 52

General instructions in train order wire work 60

General instructions in railway message wire work 69

General instructions in commercial wire work 78

Indexes, Part I and Part II.

THE TRAIN BRAKEMAN.

As a rule, young men who decide to engage in the railroad service as brakemen do so because there is a certain fascination connected with the business, due t(? the fact that they are privileged to ride through various sections of the country, with advantages similar to those for which others have to pay, affording them an opportunity to visit different villages and cities, which serve to satisfy the natural longing for travel and desire for change of scene felt by young men, especially between the ages of seventeen and twenty-five.

It is the exception instead of the rule for a man who changes from one road to another to be successful ; for this reason a young man who decides to enter the railroad world as brakeman, before making application for a position, should carefully consider his future chances in connection with the position and the field for advancement ; whether or not the climate in the section of country through which he would run will agree with his health; also, if the community in which the majority of the trainmen have their 'lay over" is all that he would desire as a location to be made his home.

To make a good brakeman, a young man should be possessed of the average amount of good common sense, should have a good memory and a quick ear, should incline toward being shrewd and business-like, should be active, possessed of a sound body and a steady nerve. He should be firm in his decisions, following closely his 5 b RULES FOR MOVEMENT OF TRAINS

instructions and looking to the best interests of the company, and should always be civil and polite.

If he conducts himself in a respectable manner, and keeps himself neat and clean when surrounding circumstances permit, he will command respect wherever he goes ; and if possessed of ordinary good sense and ability, is bound to be successful.

He should, so far as lies in his power, see that the proper temperature is maintained in the cars, and that they are properly ventilated ; also, when running at night, he should see that the lamps are burning properly, and in a general way look after the comfort of the passengers.

FREIGHT BRAKEMAN.

The young man who starts in the train-service as freight brakeman, should at once begin to study a copy of the rules and instructions furnished by his employer, with the object in view of familiarizing himself with them to such an extent that he will make a showing as good as, if not better than usually made by young men on their first trip, as upon this and the following two or three trips depend his chances, while serving in that capacity, especially if there are several extra brakemen.

During the first few months of his railroad experience, especially, he should use the utmost care in everything he does, in fact doing nothing that he does not know to be right. When throwing switches he should see that the rails ''line" properly or points close up tightly. He should never stand beside a "switch" when a train is -approaching or passing, in order to guard against the unaccountable impulse of "throwing" a switch that is properly set. When setting brakes he should be careful to avoid the sliding, and consequent destroying of wheels. When ''droppino- cars in" at stations he should always consider it down grade until he is assured that it is not; in so doing he will leave no chance for them to get beyond his control ; and when leaving them, if equipped with air-brakes, and the hand brakes are in proper working order, the latter should be used to secure them. The air-brakes should not be depended upon, as in time they may release, leaving an opening for an accident.

When giving signals with a lantern he should use judgment. When he wishes an engineer to move slowly or a short distance, signal should be given accordingly ; emphasizing it when emphasis is needed. In fact, cool and deliberate judgment should be exercised in every move ; it is essential to the proper performance of duty in any department of a railroad.

He should never absent himself from duty at the different terminals without permission^ when there is a possible chance for his "crew" to be used ; and such permission should not be requested unless there are good reasons for so doing.

Instead of a young man, after entering the railroad service, "falling in" with the "rougher" class of men with the object of becoming "one of the boys," thinking that is the only way of securing friends among railroad men, drifting along until his will power is so weakened by dissipation that he has not the moral courage to leave his so-called "friends," and in preference, sacrificing his position, losing all ambition in life and becoming what is termed a "traveling railroad man," he should keep none but good company, and never miss an opportunity to gather information concerning the running of a freight train, so that when called upon to make his first trip as a freight conductor he will be able to make a good showing.

Once started, it is seldom one forsakes the hope that some day he will reach the goal of his ambition and be classed as a master of intricate and numerous train rules, acquired not by the study alone of books, but by ■ the hard grind of an everyday practical contact with ever changing conditions that crop up almost every hour, and must frequently be dealt with in a way possible only to those whose sole dependence is the judgment necessary to improvise for emergencies.

When his bills or slips are handed him for the first time, none feels more elated than he, for his highest ambition for years has been secured, and he begins to reflect on how to advance further.

After learning the rudimentary principles of freight, and perhaps in addition yard service, he feels that he possesses qualifications fitting him for advancement, and because of this confidence, inspired by years of successful work, is finally promoted to passenger service.

PASSENGER CONDUCTOR.

The first duty of a conductor is to be absolutely certain that his train is perfectly protected and safe, protected against accidents by being supplied with the proper signals ; and in case a train is delayed, to see that the rear man goes back with danger signals to warn an approaching train. This is a very important duty, and no conductor can be too careful in properly protecting his train, as many accidents have happened by short flagging.

He must know his engineer and men, and keep in touch with them^ and notify them of all orders received, and must know and be familiar with all signals and orders received from train master and other officials.

He must be vigilant and watchful — careful as to the safety and comfort of the passengers and property entrusted to his care, always keeping in mind that he represents the owners and officials of the railway he is employed upon — and, as he is the man who comes directly in contact with the public as the representative of the railway company, he must be a good judge of human nature and be thoughtful and intelligent in the transaction of the company's business affairs, careful not to allow any loss to occur on any account, and be courteous, gentlemanly and business-like, always endeavoring to avoid giving offense to any one.

He should also see that the cars are clean and properly heated and well ventilated. At each terminal he should make correct reports of all trains and the time, and re- 9 turn same to the proper officials. Before starting on a trip he should know that his train has been properly inspected, that he has the authority for the movement of all cars in his train, that the air brakes are in proper working order, that he has the proper train orders or clearance in his possession to move, and that all over-due trains have arrived and departed^ and that he has the right of track to proceed before giving the signal that starts the train. While train is running, it is his duty to keep a sharp lookout to see if any of the journals are running hot, brake-shoes sticking, etc.

Not only does the responsibility for the safety of the train devolve upon the conductor, calling for an everlasting alertness while on the road, but the numerous forms of transportation must be watched, and the bulletins and instructions carried out. It is an easy matter for a conductor to involve his company in a suit by improperly handling a ''crank" who has been sold a ticket to a point at which the train does not stop, or one whose transportation is questionable. There are a great many things which must be left to the conductor's judgment, as all emergencies cannot be covered by instructions.

In the collection of transportation he must be careful not to accept any ticket or pass the limit of which has expired, or one that has been advertised as lost or stolen. He must be familiar with all forms of tickets issued by other roads, and be able to answer all questions intelligently in regard to connections, leaving time of trains at junction points, etc. In fact he is a walking encyclopaedia and timetable, all of which must be done in a pleasant manne^ as the popularity of the road depends in a great measure on the way passengers are treated by the employees.

The duties of the conductor vary according to the run, whether it is local or a through run. On a through run a conductor reports in full uniform thirty minutes before leaving time, inspects train and reports any defects to the division superintendent or other proper officer to whom such reports are to be made ; sees that trainmen are on duty in full uniform and that it is neat and clean ; ascertains engine number, engineer and fireman's names, number and names of coaches in train; makes out wheel report to Car Accountant; and during the trip makes out trip report, showing time of train passing different stations ; makes a notation of detention and causes for same, and reports them by wire at division terminal to Division Superintendent ; collects transportation in coaches and in sleeping cars ; collects transportation of passengers to destination of car, enclosing it after detaching his coupon in separate envelopes, one for each sleeper, and turns them over to connecting conductor at junction point.

On arrival at end of his run he makes out cash report showing cash collected during trip and also makes out mileage report of tickets, turning them in with all collections to the proper officer on his line to whom they should be sent.

Diplomacy and tact are essential in bringing harmony out of confusion, in preventing complaints from real or fancied grievances, and in avoiding claims for damages when conciliation as a preventive may be successful.

The conductor being the captain of his train, should instill in the members of his crew the principles of efficiency, deportment, studiousness in their efforts to practice economy, fidelity to the interests of their employers and the comfort and convenience of passengers entrusted to their care.

While "acting as a passenger conductor, he should direct his attention toward the several branches connected with the operating department, acquainting himself (at times when it does not interfere with his own duties) with the men on the line in a general way, the duties of the agents and operators, as well as all other employees in the operating department, how many loaded and empty cars the different size engines are capable of handling over the different parts of the line, whether there have been any changes in the number of loaded and empty cars that is considered a full train, owing to the changes in the capacity of cars or engines, since he served as a freight conductor, how the passenger and freight trains are switched and the yards handled at the different points along the line, which way the tide of business is from time to time, etc., so that if the train master is promoted, transferred, dismissed or resigns, he can, without being unreasonable, figure that he may be called upon to fill the vacancy.

FREIGHT CONDUCTOR.

The freight conductor must show his ability in a different manner. The through freight man is in a class by himself. His duties are to get over the road with as much dispatch as possible, keep the dispatcher posted as to how his train is moving, and by so doing help the dispatcher make his meeting points for him. The local conductor comes last, but not least. He is born, not made. His duties are endless. He can make himself valuable to his company, but to do so depends a good deal on his disposition, as he comes more in contact with the patrons o^ tW road than his brother on the through freight.

A young man while acting as an extra freight conductor, when it comes to the matter of running on short time against, or ahead of, a superior train, or about as close time as old and experienced conductors would attempt to run on, should, as in everything else, make safety the first consideration, mtd not go, as he has not established a reputation as a conductor, and if everything does not work as anticipated and trouble ensues, his future on that road is injured for a year or more, if not for all time.

He should perform his whole duty as a conductor, and should never depend upon his engineer or brakeman to do a part of it. While running between stations, and not otherwise engaged, he should ride in the cupola of the caboose, so as to be able to assist promptly, should it become necessary to make an emergency stop, on account of a disabled engine, car in train breaking down, train parting, etc.

When expecting to stop at a station for the purpose of doing work he should go forward as the train approaches the station instead of waiting to be drawn to the station platform in caboose. He should see that the switching is carefully done. If in his opinion his engine can draw one or two more cars over a certain piece of track than her "rate," if the tide of business is in that direction, he should haul them. In short, he should run his train in the interest of the company, just as he would if he owned the road, and where he notices that an improvement can be made, even though it is not directly in his line of business, he should lay the matter before his superior officer. He should make his reports at the end of each trip, and answer all correspondence promptly.

He should be especially watchful not to become influenced by, or associated with, railroad men or others, who iildine toward gambUng, regardless of their position as compared with his own. He should at all times conduct himself in a gentlemanly manner and should leave nothing undone in regard to learning the duties of a passenger conductor, as he may be called upon at any time, on account of sickness or death, or urgent business, to run a passenger train to the next terminal, or to remain on the run for a time. Upon his actions in connection with this trial, his doing a certain percentage of the extra passenger running, acting as conductor of special trains, etc., depends to quite a great extent.

DISPATCHERS; TRAINMASTER; DIVISION SU- PERINTENDENT.

TRAIN DISPATCHER.

Train dispatchers are almost invariably promoted from the ranks of operators entitled to promotion. The duties of a train dispatcher require him to be possessed of a fair general knowledge of the workings of the operating department of a railroad, an adept at figures, and he should have a keen foresight, so he can quickly and correctly execute a number of moves ahead and provide for that which may not work just as anticipated. He should also be possessed of a clear head and even temper and should Wink no intoxicating liquors.

On going to work, his first duty should be to get an understanding of all orders in force and see that they are correct, then ascertain the location of trains on the ''train sheet," and keep close watch that all which is done will insure safety as well as the prompt movement of trains.

He must constantly bear in mind that the success of a railroad depends to quite a great extent on the safety and dispatch with which the business tendered by its patrons is handled, and be governed by this in giving preference to trains, taking into consideration the kind and class.

He should endeavor to get the ideas of his superiors so fixed in his mind that when left to his own resources he may act properly and in accordance with their wishes. He should be governed by the instructions of those in authority and never encourage or conceal any violations 15 of rules by others. He should not allow a desire for popularity among those in the train or. telegraph service to influence him in any way and should show no partiality.

There is a constant strain on the nerves of a train dispatcher, on which account his hours of duty are generally short, which gives him considerable leisure time, a portion of which should be spent in broadening his views of the world in general and his branch of the business in particular, so that he may be fitted to accept the position of chief train dispatcher when opportunity offers.

CHIEF TRAIN DISPATCHER.

To be fitted for the position of chief train dispatcher a man should be a proficient operator, quick of perception, possessed of good business tact and such a mind as will enable him to read human nature with such accuracy that he may properly discipline those under his jurisdiction, and yet obtain and hold their loyal support.

He should know the respective ability of the dispatchers under him, giving pergonal attention to the manner in which they perform their duties and instructing them from time to time as to the movements of trains, recording of delays and accidents, etc.

He should see that perfect order and decorum are observed by dispatchers on duty, and by all other employees of the office, and that only those persons whose duties require it have access to the dispatcher's office^ in order that those employed therein may be able to give their undivided attention to the work before them.

He should endeavor to keep a competent force of operators on the line, and from their work on the wires, or otherwise, be able to judge as to their ability and disposition. He should require prompt and proper transmission of all orders, messages, etc., and permit no abusive or vulgar language to be indulged in over the wires:

He should know the location of "line repair men" at all times, and make every effort to perfect the mechanical working of the telegraph service.

His personal attention should be given to the answering of correspondence, the abuse of car service, the selection and placing of operators, never depending upon subordinates to relieve him of such duties except in case of sickness, etc. In cases where their chief displays the slightest tendency toward indifference in his manner of doing business, employees are quick to take advantage of it, and, failing to throw the necessary energy into their work, the result is not only detrimental to the best interests of the company, but injurious to the aspirations and ambitions of all employees in this department.

From practical experience as a dispatcher, or otherwise, he should have indelibly fixed upon his mind a profile of the road in general, such as the lay of the track, the location of all stations and sidings, capacity of each, and all connections of his line with foreign roads.

The responsibility of opening the line when blockaded, and, when necessary in such cases, or prompt action in securing transportation for important trains over foreign roads, devolves upon the chief dispatcher, in the absence of his superior officers ; and, having previously studied their wishes, he should follow their ideas as far as practicable. He should also know the position of "tool'^ and ''derrick cars," and "construction" and "wrecking" crews, thus enabling him, when through accident or other cause his line becomes impassable, to concentrate a sufficient force of men and tools at the point of trouble in such a short space of time as to remove the obstruction with the least possible delay.

He should have a thorough knowledge of the number and capacity of all locomotives and different kinds of cars owned and in use by his own company, as well as the cars of other roads and private corporations that may be operating over, or in connection with^ his line. He should watch closely the movement of foreign cars and foreign loading at home stations, special attention being given competitive shipping stations, and see that all orders for cars are promptly filled, loading foreign empties "home" when practicable, otherwise returning them by the shortest route.

He should keep himself well informed as to the future prospects for business and at what point and to what extent it will reach his line, carefully distributing engine and train crews so that the power will be utilized to the best possible advantage, leaving no opening for the necessity of running crews in both directions with less than full ''hauling-rates" over the same part of the line at the same time. This matter should be constantly borne in mind, as thousands of dollars annually can be saved to the company, and much dissatisfaction among engine and train men avoided, if the power is economically and intelligently handled. He should also realize that the patronage of his road depends to quite a considerable extent upon promptness in the provision of cars and upon the dispatch and safety with which all traffic is moved.

He should be familiar with the make-up of passenger trains on his line and the location and condition of all extra equipment, keeping well informed on all happenings of note, especially those which would probably produce extra travel between points on the line, and see that proper facilities for transportation are provided.

In addition to keeping a close check on his own departmentj he should endeavor to secure a wider knowledge of the world and railroad work in general, since a fair proportion of the business of all branches is done through his office and in his sight or hearing.

If he displays the proper energy in the management of his own department, and embraces the opportunities afforded him to broaden his views, he may reasonably expect promotion to a superior position when a vacancy occurs.

THE TRAINMASTER.

The trainmaster makes the scheduleSj assigning the men on the trains to their duties ; fills the places of the absent ones, sometimes on wofully short call ; listens to complaints and grievances; regulates, adjusts or dismisses them ; investigates sins of omission and commission resulting in poor service ; and digs out evidence, fixing responsibility for derailments and accidents of various sorts. To him are sent the complaints of passengers against the men, some of merit, many without it, but all to be impartially investigated, and his findings in each case sent to the Superintendent, together with whatever recommendations or suggestions maj seem proper from his point of view.

He must exercise a general supervision over all employees, not only in train service, but also in yard and station service on his division, keeping a watchful eye upon station buildings inside and out, to see that they are kept up to a proper standard of neatness. He must be familiar with the actual conditions that govern yard and switching facilities in detail at terminals, in order that no ''song and dance explanation/' as the boys call it, be received in cases of derailment or other mishappening; know whether this train can get along with one less car, or the other train is being run with enough cars ; watch the time and stops of trains to ascertain if they are doing the best they can ; see that cars are properly and regularly distributed ; keep in touch with the dispatcher twenty-four hours a day, and be ready on short call at night to get into his boots and breeches whenever there is a wreck on the Kne. It is a strenuous life and full of incident, but trainmasters as a rule are a healthy lot, and are generally recruited from the ranks, where they have learned that in order to do good work they must take good care of their bodies.

Informal meetings are frequently held where the trainmaster catechizes his men as to their understanding of the rules ; such meetings are productive of wonderfully good results ; they keep the men on edge, and lots of spirited discussions take place at these times. A much higher standard of train service is required, and given, than there used to be ; a perfunctory knowledge of the rules of operation was once deemed to be sufficient. Nowadays, the men are not only required to know the rules, but to understand the fundamental principles that brought them individually into being, and it is part of the duty of the trainmaster to m.ake that clear to them. This, however, is not a difficult task ; for, thanks to a system that provides intelligent men to start with, the average man in train service today is of somewhat superior calibre to his brethren in the earlier days of railroads. He earns more money and works less hours for it than formerly, and more is expected of him in a better standard of service. In these and many other directions the trainmaster acts as a Heutenant to his superintendent, making himself useful to him, and when the time comes as it does to some trainmasters, when he is made superintendent with larger responsibilities, the knowledge and experience gained in this subordinate capacity are of very material benefit to him.

A trainmaster, to fill his position satisfactorily, should have a thorough and intimate knowledge of the character and capabilities of his men, as a trustworthy and competent employee who performs his duties properly and well, is a twofold factor in the service, for individually he gives his employers the best that is In him, and by force of example exerts an influence over his less careful brother that may and frequently does incite him to do better work. He should possess the fullest confidence of his men in their knowledge of his fairness and freedom from personal feeling In his treatment of them, dealing with them fairly and squarely as men, with the human element of sympathy with their affairs, which, when properly exercised, can never conflict with firm disciplinary action. If they do right, they are all right; if they do wrong, they must be brought to a realizing sense of their error by measures of discipline, to fit the case ; for men, as a rule, no matter what they may protest to the contrary, knozv when they are in the wrong, and what good discipline requires in the way of penance, and the quality of the service is the gauge that shows whether the trainmaster also recognizes this Important fact.

The points of contact between the trainmaster and his men are many, and in his dealings with them various subjects of mutual interest are threshed out, aq^ valuable suggestions "hot off the baf are thrown out In the course of their arguments. Discussion of everyday matters of operation with whose general scope all are more or less familiar, frequently develops problems that require considerable thought to solve. This broadening process is of proved efficiency; but the matter of the greatest underlying importance is that it brings out the actual knowledge of his business possessed by each man. There are two features in connection with this close relationship between the trainmaster and the men, one of which is that it promotes an esprit de corps that really animates, and the other is that it in like degree tends toward perfect

DIVISION SUPERINTENDENT.

A superintendent should be a model man among his employees, honorable and just in all his dealings with them, possessed of business thoughts and ideas on a broad scale and should have a deep insight into human nature. Although as a rule he should be firm in his decisions, his temper should be even, and when convinced that he has erred, he should in a broad, liberal way admit it, regardless of whether the party who furnishes the evidence occupies an inferior or superior position.