ALBERT R. MANN 
 LIBRARY 
 
 New York State Colleges 
 
 OF 
 
 Agriculture and Home Economics 
 
 AT 
 
 Cornell University 
 
 return to 
 
 albert R. MANN LIBRARY 
 
 ITHACA, N. Y. 
 
Cornell University Library 
 SD 421.L23 
 
 Railroad forest fire protection. 
 
 3 1 
 
 924 003 013 566 
 
HAIISOAD FOREST FIRE PROTECTIOlf 
 
 innOR THESIS PRESENTED FOR THE 
 
 DEGREE 
 
 Of 
 
 MSTER IIJ FORESTRY 
 
 by 
 
 J* D. lemont 
 
 COR^Il'ILL UHIVERSITY 
 
 April - 1916. 
 
INDEX 
 
 Part I 
 
 Laws Relative to Railroad Forest Fires. page 
 
 Damages «•#•••••*•• 1 
 
 Duties of Employees .••.... 3 
 
 Protective Devices • • • 6 
 
 Right-of-way ' 9 
 
 Fire Lines ................. 11 
 
 Patrol IS 
 
 Control ........... ...... • 15 
 
 Expenses of Extinguishing 15 
 
 Fire Insurance 17 
 
 Penalties . . . •.* ...♦....♦.•.•• 19 
 
 Tabulation of Railroad Forest Fire Laws 
 
 by States 22 
 
 Part II 
 
 Prevention and Control of Railroad Forest Fires 
 
 Spark Arresters and Ash Pans 23 
 
 Right-of-way 27 
 
 Fire Lines • • SI 
 
 Patrol 34 
 
 Oil as locomotive fuel 40 
 
 Fire Fighting Equipment ........••• 46 
 
 Instructions to Railroad Employees 50 
 
 Cooperation of Railroad with State and 
 
 Individual ........ 52 
 
 Bibliography 
 
ILLUSTHATIOUS 
 
 page 
 Spark Arrester ••• 6 
 
 Train on Heavy Grade •• • 6 
 
 Spark Arresters • 8 
 
 Right-of-way Clearing ^ . 10 
 
 Fire Lines ••««••••##*•••• 12 
 
 Speeder Gars • . • • 14 
 
 Right-of-way Debris • • . • 16 
 
 Right-of-way not Cleared .••.•••• 18 
 
 Spark Arrester 20 
 
 Spark Jxr ester • 24 
 
 Right-of-way Clearing *26 
 
 Right-of-way Clearing 28 
 
 Right-of-way Clearing . • 30 
 
 Fire Line t • S2 
 
 Diagram of New Jersey Fire Line 22 
 
 Speeder Car • ^^ 
 
 Fire Tool Box and Equipment . • • 35 
 
 Fire Line ....••• 37 
 
 Fire Line 29 
 
 Fire line .....•••••••••••••••• ^^ 
 
 Right-of-way Clearing ^^ 
 
 . . . 42 
 Fire Line ......•• 
 
 .... 45 
 Fire Line •.....••••••♦ 
 
 Fire Fighting Equipment . . • . . • 4 
 
 . 49 
 
 Fire Fighting Equipment 
 
 51 
 Fire Fighting Equipment • 
 
 52 
 Results of Railroad Fire 
 
 54 
 Front End Spark Arrester 
 
!• 
 
 Railroad Forest glre Protection 
 
 The protection of oiir forests from fires caused by 
 railroads forms one of the most difficult problems In for- 
 estry. This article will deal first with the state laws 
 relative to railroad fires and secondly with the prevention 
 and control of railroad forest fires. 
 
 Part I. 
 
 Laws Relative to Railroad Forest Fires . 
 
 Twenty-slx states besides the Dominion of Canada 
 have laws In relation to railroad forest fire protection, 
 and other states are trying to pass similar laws. A 
 great deal of educational work must yet be done not only 
 In those states which do not have railroad forest fire laws 
 but also In those states which do have such laws. These 
 laws are of little or no value unless there Is some power 
 which Is strong enough to enforce them. 
 
 Damages 
 
 Railroad fires are usually a result of sparks or 
 *lve coals escaping from locomotives. At least twelve 
 states have statutory laws whereby a person can recover 
 damages for forest property which has been Injured or de-- 
 stroyed by a fire which was caused by a railroad. How- 
 ever. In other states, damages can be obtained by common 
 law even though there are no statutory laws. The common 
 
2. 
 
 law maxim is that- '^One must so use one's own (property) 
 as not to injure another". Common law is a system of 
 jurisprudence originating in custom or usage as disting- 
 uished from statutory law which is a legislative enactment 
 duly sanctioned and authenticated^ 
 
 Connecticut has a good law whereby damages can 
 be recovered. It reads as follows: "When property is 
 injured by fire communicated by an engine of a railroad 
 company^ without contributory negligence on the part of 
 the person entitled to the care and possession of such 
 property, such company shall be held responsible in dam- 
 ages to the extent of such injury to the person so in- 
 jured." In contrast to this the Oregon law allows 
 double damages in some cases. This law says: " In 
 addition to the penalties provided in this act, the United 
 States, state, county, or private owners, whose property 
 is injured or destroyed by fires in violation of this act, 
 may recover in a civil action double the amount of damages 
 suffered if the fires occurred through willfulness, malice, 
 or negligence; but if such fires were caused or escaped 
 accidentally or unavoidably, civil action shall lie only 
 for actual damage." The Wisconsin law also allows double 
 damages. In some ways the Nev/ York law is even more 
 definite than those already given. It says: "Any person 
 who negligently suffers a fire to extend from his own 
 lands to any other lands shall be liable to the state for 
 any damages caused to state lands by such v/rongful act. 
 He shall also be liable to any person or municipality for 
 actual damages caused to such person or municipality by 
 
2. 
 
 such wrongful act or to damages at the rate of one dollar 
 for each tree so killed or destroyed. The state or a 
 person or municipality so injured, however distant from 
 the placie where such fire v/as set or started and notwith- 
 standing the same may have burned over and across several 
 separate and distinct tracts, parcels or ownerships of 
 land, may recover as aforesaid." 
 
 In many cases it is hard to prove that the railroad 
 is responsible for fires which start on or near its right- 
 of-way so that states are beginning to place the burden of 
 proof on the company to show that it did not start the fire. 
 The Hew York courts hold that a fire that starts on or 
 spreads from the right-of-way of a railroad company is prima 
 facie evidence of willful negligence on the part of the 
 company. Except in a few states, the railroad is liable 
 for damages even though it uses protective devices. Oregon 
 and California give damages not only for the value of the 
 property injured or destroyed but also for the injury to 
 soil and vegetation. In Louisiana damages can be secured 
 for injury to young growth; this damage is the cost of 
 artificial planting and care of the trees to the age when 
 the fire occurred. 
 
 Duties of Employees. 
 
 The employees of a railroad must cooperate with 
 the company in the prevention and control of fires, rphey 
 must be alert and do all in their power to keep down the 
 number and size of fires. They should be made to realize 
 
4. 
 
 that the welfare of the company affects their employraent. 
 ilany railroads have to pay thousands of dollars of dam- 
 ages every year because of the negligence of some of its 
 employees. At least twelve states have laws which de- 
 fine the duties of employees of railroads. Employees 
 must (1) do all in their power to prevent fires, (2) re- 
 port fires as soon as discovered and (S) extinguish fires. 
 The state or the railroad company should inflict a penalty 
 upon the employee for neglect of duty in regard to rail- 
 road fires. 
 
 ilassachusetts has a good law concerning the duties 
 of railroad employees. It reads: ''liny engineer, conductor 
 or other employee on a train who discovers a fire burning 
 uncontrolled on lands adjacent to the tracks shall forth- 
 with cause a fire signal to be sounded from the engine, 
 which shall consist of one long and three short whistle 
 blasts repeated several times, and shall notify the next 
 sectionipen whom the train passes, and the next telegraph 
 station, of the existence and location of the fire. 
 Sectionmen or other employees of a railroad who receive 
 notice of the existence and location of a fire burning on 
 land adjacent to the tracks shall forthwith proceed to the 
 fire and shall use all reasonable efforts to extinguish it; 
 provided, that they are not at the time employed in labors 
 immediately necessary to the safety of the tracks or to 
 the safety and convenience of passengers and the public. 
 Railroad corporations shall inform their employees as to 
 their duties under this act and shall furnish them with the 
 appropriate facilities for reporting and extinguishing such 
 fires." The New York law adds that "Ho ^corporation or 
 
5. 
 
 person or employee thereof shall deposit fire, coals or 
 ashes on any railroad track or right-of-way near forest 
 lands^\ and when a station agent has been notified of a 
 fire, "such station agent shall forthv/ith notify the 
 nearest fire warden or forest ranger of the fire". 
 
 Minnesota, New Hampshire, liew York and Wisconsin 
 have laws which require the railroads to employ inspectors 
 whose duty it shall be to inspect the engines and right- 
 of-way of the company at regular intervals and see that 
 they are kept in order. Minnesota, i^ew York, Washington, 
 and Wisconsin employ state inspectors who must see that 
 engines and rights-of-way are kept in order. 
 
 Protective Devices 
 
 Host of the railroad forest fires are caused by the 
 escape of sparks from the smoke stacks, and the dropping of 
 live coals from the ash pans upon the tracks. It is, there- 
 fore, imperative that these dangers be eliminated in one way 
 or another. The best way, where practicable, is to use 
 oil burners or electric power in the place of coal or wood 
 in locomotives. If it is necessary to buim coal or wood, 
 then the laws provide that adequate r^rotective devices must 
 be used to prevent the escape of sparks and live coals from 
 the engines. 
 
 The Minnesota law says that "every company operating 
 a railroad for any purpose shall equip and use upon each 
 locomotive engine a practical and efficient ash pan and 
 
6. 
 
 Spark arresting hood used on the stacks of the 
 locomotives on the Chicago, Milwaukee and St. Paul Hail 
 road, -Wisconsin* 
 
 Train on heQvy grade throwing out sparks. Danger 
 of forest fires greatly lessened by burning over right- 
 of-way. - Connecticut. 
 
7. 
 
 spark arresting device, which the master mechanic shall cause 
 to be examined and the same shall he examined hy the master 
 mechanic or some employee each time before leaving the round 
 house, except when snow is on the ground. I record shall be 
 kept of such examinations in a book to be fiirnished by the 
 railroad company for the purpose of showing; 
 
 1. The place and number of each engine inspected. 
 
 2. The date and hour of such inspection. 
 
 3. The condition of the said fire protective appli- 
 ance and arrangements. 
 
 4. K record of repairs made to any of the fire pro- 
 tective appliances. 
 
 The said book to be open for inspection by the State Forester 
 or other authorized officer appointed by him. The master 
 mechanic or emploiree making such examination shall be held 
 responsible for the good condition of the same, but without 
 relieving the company from its responsibility hereunder. « 
 As many as twenty-one states now require the railroads to use 
 protective devices on their locomotives. In New York each 
 locomotive must be inspected each time it leaves a division 
 point or round-house between March first and December first 
 to see that its protective devices are in good condition. 
 In Hew York the public Service Commission upon the request 
 of the Conservation Commission may require any railroad to 
 adopt such devices and precautions against setting fires as 
 the public interest demands. The Public Service Commission 
 requires the railroads in the Forest Reserve in the Adiron- 
 dacks to lavxn oil instead of coal between 8 A.M. and 8 P.M. 
 during the danger season. Maine compels the railroads in 
 
8. 
 
 r 
 
 / 
 
 The South Bend Spark Arresters. 
 
 PATENT BOOMERANG SPARK ARRESTER 
 
 Particular attention is called to our new Patent Boomerang Spark Arrester, 
 with which all of our engines are equipped. The exhaust, which is the cause of 
 so much trouble with the ordinary Spark Arrester, is made use of in the Boomerang 
 Spark Arrester, and the heavier the draft, the better it works. 
 
 The sparks and smoke going through the stack are separated by a cone, which 
 is a little larger in diameter at base than stack. The smoke, being light, takes the 
 course of least resistance around the outer edge of cone and through screen. The 
 sparks, on account of the momentum, travel straight up and are diverted by the 
 solid steel cone into the boomerang and thence into screen conveyor tube into bucket 
 or half barrel on roof or any convenient p]ace. 
 
 Briefly stated, the merits claimed for the above Spark yVrrester are as follows: 
 
 Absolutely stops all s])arks from passing out of stack. 
 
 It does not choke exhaust. 
 
 Will outlast other spark arresters. 
 
 Works equally well with wood or coal. 
 
 MADE IN ALL SIZES FOR DONKEYS AND LOCOMOTIVES. 
 
 Prices quoted on application. 
 
 Manufactured by WASHINGTON IRON WORKS, Seattle, U.S. A. 
 
9. 
 
 the forestry district to fasten down or screen the windows 
 of smoking cars between Ivlay first and November 10, to pre- 
 vent the throwing of lighted materials from the car* 
 
 Right -*of -Way 
 
 The condition of the right-of-way along a railroad 
 has a great deal to do with the spreading of fires to ad- 
 jacent lands* The ptirpose of the various state laws is to 
 compel the railroads to keep their right-ef-way in such good 
 condition that there will be a minimum of danger from fires. 
 Fifteen states now have laws which require that the right- 
 of-way shall be kept cleared, and twelve states require that 
 no deposits of live coals or hot ashes shall be left on the 
 track near woodlands* The Wisconsin law says that "Every 
 corporation maintaining and operating a railroad shall, at 
 least once in each year, cut and burn or remove from its 
 right-of-way all grass and weeds, and burn or remove there- 
 from all brush, logs, refuse material, and debris within a 
 reasonable time, and whenever fires are set for such piarpose, 
 shall take proper care to prevent the escape thereof from 
 the right-of-way. No such corporation shall permit its 
 employees to deposit fire, live coals, or ashes upon their 
 tracks outside of the yard limits except that they be 
 immediately extinguished." Most states provide that rail- 
 road ties and material for shipment may be piled along the 
 right-of-way. In Minnesota the State Forester may pro- 
 hibit all burning along the railroad right -of -?/ay during 
 very dry and dangerous periods. 
 
10. 
 
 Right-of-way clearing along Grand Trunk Railway, Ontario, 
 Note the large amount of inflammable debris which has been 
 collected from the right-of-way and the narrow strip adjacent 
 thereto* The railway company and the provincial government 
 cooperated in the expense of this work which covered a strip 
 oxijbside the right-of-way through Algonquin Park* Both pictures. 
 
 ^% 
 
 i __^ 
 
 \ 
 
11, 
 
 Fire Lines 
 
 Seven states at the present time have laws requiring 
 the railroads to build fire lines along their right-of-way 
 at danger points* However, in one of these states. New 
 Jersey, the law has been declared unconstitutional* For- 
 tunately this was not done until after most of the rail- 
 roads had seen the good results which were obtained from 
 the fire lineis which were constructed soon after the law was 
 enacted. The number of fires was ver^ greatly decreased 
 where there were fire lines so that now the railroads are 
 continuing to build fire lines even though they are not 
 compelled to do so, since the law was declared unconstitu- 
 tional. 
 
 The purpose of these laws is to insure better pro- 
 tection to lands adjacent to the railroad right-of-way by 
 constructing fire lines on these lands from one hundred to 
 two hundred feet from the track. Usually the railroad must 
 obtain permission of the abutter before it may make a fire 
 line on his property. 
 
 The New Jersey law provided that through woodlands 
 a strip ten feet wide must be cleared and plowed at a 
 distance of not less than one hundred feet nor more than 
 two hundred feet from the track. This strip must be kept 
 cleared of all combustible material and the area between 
 the track and the fire line must be biarned or kept cleared 
 of all dead wood, brush, grass, and leaves. Only one- 
 fifth of the total length of the fire line was to be com- 
 pleted each year so that it would take at least five years 
 
12. 
 
 Beginning of fire line along railroad. Heartwood, H.Y. 
 
 Fire line parallel to track. Kept bare of vegetation 
 by harrowing with yoke of oxen. Eeartwood, iJew York. 
 
13 
 
 to get a complete system of fire lines. However, one 
 weakness of the law was that nothing could compel the owner 
 to allow the building of these fire lines on his property. 
 
 The Minnesota law says that "Every railroad company 
 shall establish and maintain such fire breaks along the 
 route of its railway as can be constructed and maintained 
 at not excessive expense. The intention shall be to ad- 
 just the protective measures to the local conditions, and 
 to make the expense proportionate to the fire risk and the 
 possible damage*" 
 
 Patrol 
 
 Eight states now have laws that provide that the 
 railroads must riiaintain fire patrol for duty at critical 
 points along their tracks during the danger season. The 
 purpose of these patrols is to discover and extinguish 
 fires as soon as possible after the fires start. 
 Speeders are used a great deal in patrol. The Minnesota 
 law requires that "when in the judgment of the State 
 Forester there is danger of the setting and spreading of 
 fires from locomotive engines, he shall order any railroad 
 company to provide patrolmen to follow each train throughout 
 such fire patrol district or districts as he deems necessary 
 
 to prevent fires, and upon its failure to do so, the 
 
 State Forester may employ patrolmen with the necessary 
 equipment to patrol the rights-of way of said railrof^, ,and 
 the espense of the same shall be charged to the said railroad 
 company, and may be recovered in a civil action in the name 
 
14. 
 
 Pire fighting car used for patrol in the dangerous 
 season on the Wharton and Northern Hailroad. IJew Jersey, 
 X91X« 
 
 Speeder used by railroad patrolmen. Minnesota, 
 
xO* 
 
 of the State of Minnesota. ^^ Wisconsin, Maine and New York 
 have similar laws. Hew Hampshire, West Virginia, Penn- 
 sylvania and Washington require patrols but cannot establish 
 them at the expense of the railroad. In Washington the 
 patrols start to follow logging engines about thirty min- 
 utes after they leave. 
 
 Control 
 
 Hailroads must furnish means and facilities for 
 fighting fires near their right-of-way. The methods of 
 fighting fire have to be worked out for the conditions 
 which exist in each particular region. Methods best adapt- 
 ed to the specific conditions should be used. The laws 
 are broad and do not specify the means of extinguishing 
 fires. The Minnesota law requires that "Every railroad 
 shall give its .employees particular instructions for the pre- 
 vention and extinguishment of fires, and shaj.1 cause warning 
 placards such as are approved by the State Forester, to be 
 conspicuously posted at every station in the vicinity of 
 forest, brush, and grass lands, and when a fire occurs on the 
 right-of-way of its road, shall immediately concentrate such 
 help and adopt such measures as shall be available for its 
 extinguishment'^. Other states have laws very similar to the 
 one in Minnesota. 
 
 Expenses of Extinguishing 
 
 There are ten states which have laws which require 
 the railroads to pay the expenses of extinguishing fires 
 which originate along the right-of-way. The cost of fight- 
 ing fires is a big expense so that if the railroads realize 
 
16 
 
 f 
 
 .-l--^-_ 
 
 Inflammable debris on Grand Trunk right-of-way, 
 Ontario. The fire hazard is very materially increased 
 by the presence of this debris. 
 
17 
 
 that they must pay this in addition to the damages, they will 
 exert even greater efforts in preventing fires. The 
 Connecticut law says that "Any railroad company which, through 
 any act of its employees or agents, by sparks from its loco- 
 motives, or otherwise, sets fire to trees, brush, or grass on 
 lands outside the right-of-way of such company shall be liable 
 to the town or city in which such fire occurs for the lawful 
 expenses incurred by such tovm or city in extinguishing such 
 fire." The Massachiisetts law is almost identical with the 
 Connecticut law. The west Virginia law provides that the 
 railroad shall pay the costs of extinguishing but that "the 
 same shall not bar the rights of damage between the parties 
 thereto". 
 
 Fire Insurance 
 
 Pive states have laws which give the railroad the 
 right to secure insurance on property adjoining the right- 
 of-way which is liable to be damaged by fires caused by the 
 railroad. If the railroad is held responsible for damages, 
 then it should have an insurable interest in property which, 
 because of its dangerous location, is subject to railroad 
 fires. The Massachusetts law says that "The railroad shall 
 have an insurable interest in the property upon its route 
 for which it may be held liable for damages, and may pro- 
 cure insiijranee thereon in its own behalf. If it is held 
 liable in damages, it shall be entitled to the benefit of 
 any insurance effected upon such property by the owner there- 
 of, less the cost of premium and expense of recovery. The 
 money received as insurance shall be deducted from the dam- 
 
18. 
 
 Brush, grass and weeds, along Quebec and Lake St. 
 John Railway, in the province of Quebep. This material 
 should be out, piled and burned, under careful supervision. 
 Note the pile of old ties ready for burning. 
 
 / 
 
 Brush, grass and weeds, along Quebec and Lake St. 
 John Railway, in the province of Quebec. This material 
 should be cut, piled and burned, under careful supervision 
 Bote the pile of old ties ready for burning. 
 
19 
 
 ages, if recovered before they are assessed; and if not so 
 recovered, the policy of insurance shall be assigned to the 
 corporation which is held liable in damages, and it may 
 maintain an action thereon". Connecticut, New Hampshire, 
 Vermont and Wisconsin have each a shorter law which gives 
 the railroad an insurable interest so that the railroad 
 may secure insurance for its protection against damages. 
 
 Penalties 
 
 It is difficult to enforce a law if tliere is no 
 penalty incurred if the law is violated. A law is of no 
 use unless it can be enforced. Therefore there shou3-d 
 be a penalty for the violation of any law. The penalty 
 should be neither too severe nor too light. Judgment must 
 be used in specifying the aegree of the penalty. The 
 penalty must be severe enough so that it will not be cheap- 
 er to violate the law and pay the penalty than to observe 
 the law. A judgment on a civil action to recover dam- 
 ages is no defense under a criminal prosecution to inflict 
 a penalty. 
 
 The Minnesota law requires that "Any company or 
 corporation violating any T)rovision of this section (14) 
 shall be deemed guilty of a misdemeanor, and on conviction 
 thereof shall be fined not less than fifty dollars and not 
 exceeding one hundred dollars and costs of prosecution for 
 each offense and any railroad employee or other individual 
 violating the same shall be guilty of a misdemeanor, and 
 shall be punished by a fine of not less than twenty-five 
 
•^0 
 
 "WILLAMETTE IRON AND STEEL "WORKS 
 
 SEQUOIA SPARK ARRESTER 
 
 This Arrester is guaranteed the most efficient spark catcher built. It is 
 light weight, projects above the stack but six inches, and readily put on or 
 taken off. Made for any size stack and adapted for use on logging and 
 hoisting engines, locomotives, mill stacks, steamboats, etc. 
 
 NET PRICE LIST 
 
 F'or stack less than 1 2-inch diameter $22.50 
 
 For stack from 1 2-inch to 1 7-inch diameter 27.50 
 
 For stack from 1 8-inch to 23-inch diameter 35.00 
 
 For stack from 24-inch to 27-inch diameter 45.00 
 
 For stack from 28-inch and above Special Price 
 
 EXTERIOR APPEARANCE 
 Showing Arrester Mounted on Donkey Stack 1 
 
 Figure No. 2 shows a cross section through the center of the stack, 
 which clearly illustrates how the draft is unimpeded even though the 
 screen becomes entirely clogged. The clearance around the screen is 
 equal to the area of the stack, hence the area of exhaust is never con- 
 tracted. The sparks* are deflected down into the pan and thence led off 
 to some convenient point through the oudet pipes. 
 
 The advantages are readily appreciated by all firemen and engineers. 
 
 Special circular furnished on request. 
 
 j\ro s . 
 
21 
 
 dollars or more than one hundred dollars and costs of pros- 
 ecution, or by imprisonment in the county jail not exceeding 
 ninety days*" 
 
 The Wisconsin law provides for "a fine of not less 
 than fifty nor more than five hundred dollars, or by im- 
 prisonment in the county jail not exceeding one year, or 
 by both such fine and imprisonment." The lew York law 
 says that " said company shall be liable to a penalty of 
 one hundred dollars for each violation of the provisions of 
 this section (101); and every day such railroad shall fail 
 to maintain the patrol required by this section shall be 
 deemed a separate violation." 
 
Railroad Forest Fire Protection Laws 
 
 States 
 
 Alabama 
 California 
 
 Colorado 
 
 Spark 
 Arrester 
 
 X 
 
 T 
 
 ^ 
 
 Ash 
 Pan 
 
 X 
 
 State 
 Inspector 
 
 R • R • 
 Inspector 
 
 Right 
 
 of- 
 Way* 
 
 X 
 
 Liv^ 
 Dei 
 
 Connecticut 
 
 Delaware 
 
 T 
 
 T 
 
 A 
 
 T 
 
 Idaho 
 
 Kentucky 
 
 JL 
 
 X 
 
 X 
 
 T 
 
 Louisiana 
 
 T 
 
 Maine 
 
 Maryland 
 
 T 
 
 X 
 
 Massachuaexts 
 
 1 
 
 X 
 
 X 
 
 T 
 
 X 
 
 liehigan 
 
 Minnesota 
 
 T 
 
 JL 
 
 T 
 
 X 
 
 T 
 
 Montana 
 
 T 
 
 N. Hampshire 
 
 T 
 
 T 
 
 T 
 
 Mew Jersey 
 
 T 
 T 
 
 Kev/ Yoric 
 
 Ohio 
 
 
 T 
 
 T 
 
 T 
 
 T 
 T 
 
 T 
 
 Oregon 
 
 Pennsylvania 
 Knoae isiana 
 
 T 
 
 T 
 
 South Dakota 
 
 Tennessee 
 
 *w* 
 
 Vermont 
 
 Vvashington 
 
 T 
 
 Y/est Virginia 
 
 X 
 
 X 
 
 X 
 
 T 
 
 T 
 
 V 
 
 ITisconsm 
 
 A 
 
 A 
 
 X 
 
 X 
 
 X 
 
 Virginia 
 
 X 
 
 Virginia, Kentucky, Ohio, Illinois and Missouri require 
 cleaning of the right-of-v/ay throughout its entire long 
 While one prevention of forest fires is not specified, 
 is nevertheless implied* 
 
 park arresters not specified but implied. 
 
 2 Required in all locations; forest fire prevention, al- 
 though not specified is implied. 
 
82, 
 
 Patrol 
 
 •^MaaMaaaaam* 
 
 z 
 
 T 
 
 «*aiMaa 
 
 T 
 
 WMirMMMMa 
 
 T 
 
 T 
 T 
 
 Expenses of 
 Jiixt inguishing 
 
 ti^mmmn'—^' 
 
 ttimma^mmmm^^tmmmmmtmmmmm 
 
 x 
 
 X 
 
 T 
 T 
 
 X 
 
 T 
 
 T 
 
 In sura nc e 
 
 wmmm^mmmmti 
 
 T 
 
 X 
 
 mmtmmtmMf^m 
 
 mmtmmm^mm 
 
 X 
 
 X 
 
 X 
 
 Damages 
 
 X 
 
 z 
 
 MaaHaM«aBiMwaii«» 
 
 X 
 
 ■ > ■ ail 
 
 A 
 
 X 
 
 X 
 
 X 
 
 J ill m ■ <i 
 
 A 
 
 X 
 
 X 
 
 Penalties 
 
 X 
 
 X 
 
 X 
 
 X 
 
 X 
 
 ■aaMaMMaav 
 
 X 
 
 X 
 
 T 
 X 
 
 ««PMnMMMM«M 
 
 mmmumm^mimmmmmmmm 
 
 X 
 z 
 X 
 X 
 X 
 
 Duties of 
 Employees 
 
 X 
 
 I— wwi I » II i m 1 1 1 
 
 M M III! mmmmm»m »m ^ jtup ii 
 
 X 
 
 X 
 
 t 
 
 X 
 
 X 
 
 X 
 
 X 
 
 ~x 
 ~x 
 
23 
 
 Part II 
 
 Prevention and Control of Rallpoad Forest Fires 
 
 The prevention and control of railroad forest fires 
 forms one of the hard problems which the railroads and for- 
 esters are trying to solve • Ivlany railroads are doing every- 
 thing in their power to eliminate forest fires v/hich originate 
 on their right-of-way* They are beginning to believe the 
 old saying that '^In ounce of prevention is worth a poimd of 
 ciire". 
 
 Spark Arresters and Ash Pans * 
 
 Sparks from locomotives cause most of the fires 
 which escape from the railroad right-of-way to adjacent 
 forest lands. It is therefore necessary to use some kind 
 of a device which will prevent the live sparks from escaping 
 and falling on the right-of-way. Many different types of 
 spark arresters are made but none has yet been designed 
 which will stop all the sparks. Some of the best will stop 
 at least 95 per cent of the sparks. 
 
 Allen (1911) says, ^'The argument that spark arresters 
 prevent draft is not worth attention. It is greatly exag- 
 gerated by engineers and firemen prejudiced against innovation 
 or too inattentive to keep their fires up properly and con- 
 sequently unnecessar,ily dependent on occasional forced draft. 
 The slight disadvantage involved in the modern improved arrester 
 is not to be compared v/ith the importance of the safety acquired." 
 
 There are two general types of spark arresters: (1) 
 the "hood" type which is fitted on top of the smoke stack, and 
 
A Main Smoke Chamber 
 
 B Cone with Spiral Veins 
 
 C Perforated Screen Plate 
 
 D Spark Chamber 
 
 E Netting 
 
 E Top Opening Stack __|^ 
 
 G Cinder Receptacle 
 
 H Cleaning Out Holes 
 
 / 
 
 / 
 
 Description of the Action of the Lima R & H Diamond Stack 
 
 The action of the smoke and exhaust passes up through the Main Smoke Chamber "A" striking against tlie 
 Spiral Cone "B" which gives it a whirKng motion and the larger cinders are thrown outward by centrifugal force 
 against the perforated Screen Plate "C". This plate has openings in it large enough to permit the passage of 
 sparks; after the sparks pass through this perforated screen plate, they pass beyond the line of active draft and by 
 their weight fall into the cinder receptacle "G". The lighter sparks which are not thrown through the perforated 
 screen plate are carried by the draft against the fine netting "E". In firing up, the natural draft through "A" 
 around "B" and under "E" is unobstructed by any netting. This has two advantages; one being that the possi- 
 bihty of clogging is eliminated and the other being that you get an easy, free draft when starting fire. 
 
 Practically, this stack is a centrifugal seperator which prevents the emission of the larger and more dangerous 
 sparks and allows only the small light sparks to escape, which are incapable of carrying fire by the time they leave 
 the stack. The sparks are (juenched by the grinding action against the screen plate by the centrifugal whirl im- 
 j)arted by the spiral veins on the cone. 
 
 The Lima R & H Stack has been an unqualified success. The Lima Locomotive & Machine Co. first started 
 to equip locomotives with this stack in 1905 and since then have furnished over One Hundred Locomotives fitted- 
 with same. ^^„---^^ 
 
 The Washington Forest Fire Association, after investigating the merits of this stack recommended it to the log- 
 gers in the State of Washington and it has been favorably considered by Forest Fire Associations in other States. 
 I'he following is a partial list of users of locomotives equipped with the Lima R & H Stack 
 
 / 
 
 / 
 
 / 
 
 SHAY GEARED LOCOMOTIVE FITTED WITH "LIMA R & H STACK" 
 
25 
 
 (2) the "front end" type which fits into the front end of 
 the engine* 
 
 The Wew York Public Service Commission has issued 
 the following regulations concerning spark arresters for 
 coal burning locomotives in use in the Adirondack Forest 
 Preserve: "Screen to be of square mesh wire netting, or its 
 equivalent, with opening not exceeding the opening in wire 
 neeting Si meshes per linec.1 inch in both directions, made 
 of wire not less than .135 inches in diameter* 
 
 No opening v/ill be permitted at uny place inside 
 of extension front which is larger than the maximum opening 
 specified for wire netting* All Joints must be substantially 
 made end reinforced to prevent strands of wire netting be- 
 coming loose and forming larger than normal openings. 
 
 Particular attention must be given to the fit of 
 spark arrester and plates around steam pipes, exhaust pipe, 
 blower pipes and air pump exhaust pipe (when same is located 
 in extension front). 
 
 The man hole door must have a substantial rigid 
 frame and must be properly fitted and fastened against the 
 main plate of spark arrester. 
 
 Particu3.ar attention must be given to the fit of 
 plates against the flue sheet. 
 
 No openings will be permitted between top of dia- 
 phragm and the front of flue sheet, this joint to be pro- 
 tected by an angle iron of reinforcement." 
 
 Ash pans of engines should be so constructed that 
 they will not drop fire upon the tracks. Exhaust pipes 
 should empty into the ash pan so as to extinguish all fire 
 
26 
 
 X 
 
 Right-of-way clearing along Grand Trunk Railway, Ontario* 
 Note the large amount of inflammable debris which has been 
 collected from the right-of-way and the narrow strip adjacent 
 thereto • The railway company and the provincial government 
 cooperated in the expense of this work which covered a strip 
 outside the right-of-way through Algonquin Park. Both pictures* 
 
 \ 
 
27 
 
 there* Ash pans ere liable to warp so that precautions 
 must be taken to prevent any large openings from being 
 formed* 
 
 Locomotives should be inspected every day, except 
 when there is snow on the ground^ to see that the spark 
 arresters and ash pans are in good condition* This work 
 should be done by an inspector employed by the railroad. 
 It should also be his duty to make out and send a report 
 each week to the State Forester showing the condition of 
 the engines examined* There should also be a state in- 
 spector to inspect the work of the railroad inspectors. 
 
 The "hood'' spark arresters and ash pans can be ex- 
 amined while the locomotive is in use but in order to in- 
 spect the "front end" arrester the engine must be cooled. 
 
 Rights of -Wfty 
 
 Since spark arresters will not stop all the sparks, 
 the right -of -way must be kept in such a condition that 
 sparks will not set fire to it* Old stumps, logs, brush 
 and other debris on the right-of-way should be removed or 
 piled and bin^ned at the time of the railroad construction. 
 Then each year in the spring and in the fall the brush, grass, 
 and weeds should be burned* Old railroad ties which are not 
 removed should be piled and burned* Ties and other materials 
 which are to be used in construction work should be safe 
 
 guarded by clearing a strip three or four feet wide around 
 each pile* Extreme care must be taken not to let the fires 
 excape to adjoining lands* When the wind is blowing towards 
 the track a man can walk along the outer side of the right- 
 of-way with a torch and set fire to the grass* Another man 
 
28 
 
 
 Portion of railroad right-of-way 
 and weeds, which need cutting* Note 
 clearing right-of-way by piling logs 
 along the outer edge of right-of-way 
 at a distance of about fifty feet* 
 be burned imder careful supervision* 
 Ontario • This work now done* 
 
 showing brush/ grass 
 the old style method of 
 and inflammable debris 
 parallel to the track 
 All this debris should 
 Grrand Trunk Railway. 
 
29 
 
 can follow back of him and prevent any fire from escaping 
 to other property. Special care must be taken to keep the 
 right-of-way cleared on up grades where the locomotives throw 
 out more sparks on account of the forced draft, and also in 
 deep cuts where debris on the high banks is Yery liable to 
 catch fire. In New Hampshire there is a law which requires 
 that timber operators must do their part by removing slash 
 at least twenty-five feet from a railroad right-of-way. 
 
 Ryder (1912) says, "The people who do not clear their 
 land next to the right-of-way can be divided into three 
 classes: 
 
 1. Those who are indifferent. 
 
 Z. Those whose intentions are good but who neglect. 
 
 3. Those who hope a fire will happen and the rail- 
 road be obliged to pay damages.'' 
 
 In the Black Forest in Germany maple and locust trees 
 are planted on the right-of-way of the railroads to prevent 
 sparks from setting fires. The leaves and brush from these 
 trees are cleared out twice a year. 
 
 The railroads rightly claim that they do not start 
 all the fires that occur on their right-of-way. Tramps 
 and people walking along the tracks probably start some fires. 
 A remedy for this is to stop track walking as far as possible, 
 liatciies, cigarettes, cigars, and contents of pipes thrown 
 from smoking car windows are also responsible for some fires. 
 Some of the railroads have stopped this by putting screens 
 on the smoking car windows. Other railroads have put up 
 signs in the cars requesting the passengers not to throw 
 
 lighted materials from the trail* 
 
30 
 
 / 
 
 Inflammable debris on Grand Trunk rlght-of-wav 
 Ontario. This is on a ridge which dries out early in the 
 spring and becomes highly inflammable. The train rms 
 the°^L^ cjt Which brings the stack nearly le?el wUh 
 the ridge, thus increasing the danger of fire from • 
 sparks. Cleaned up later by the railroad company. 
 
31 
 
 Railroad rights- of way can usually be kept cleaned and 
 burned at a cost far less than the resulting cost of damages 
 from fires which result if the right-of-way is not cleaned. 
 
 Fire Lines 
 
 Fire lines are necessary if all railroad forest 
 fires ate to be eliminated. It is very rarely that a fire 
 will get over a well constructed fire line. From careful 
 observations it has been found that most of the sparks, and 
 especially the larger ones, fall between thirty-five and one 
 hundred feet from the center of the track, and that 95 per 
 cent of all railroad fires originate within one hundred feet 
 of the track. It is therefore plain to see that a one 
 hundred foot right-of-way (i.e., fifty feet from the center of 
 the track on each side) is not wide enough to catch all of the 
 sparks. An additional fifty feet on each side of the right- 
 of-way should also be cleaned and all brush, dead logs, grass 
 and debris burned. The trees which are three inches in dia- 
 meter and six feet apart do not have to be removed - in fact 
 they aid in deadening the sparks before they reach the ground. 
 Along the outer edge of this cleared strip a fire line ten 
 feet wide should be plowed and then harrowed each year to 
 prevent, it from being over grown with grass, weeds or brush. 
 
 /Ithough the New Jersey fire line law has been de- 
 clared unconstitutional, several of the railroads continue to 
 build fire lines for they have seen the advantage of them. 
 The follom^ing diagram shows the construction of a Hew Jersey 
 fire line. 
 
32 • 
 
 4.. 
 
 r 
 
 
 Pennsylvania Hailroad fire line east of Brown Mills 
 Junction, New Jersey. 1910,' 
 
33 
 
 NATURAL FOREST 
 
 CLEARCO & THINNED ZONE lOOrECTWIDE 
 
 CLEAHXD a THINNED 20ME lOOEEETWlDE 
 
 Fig. 4.— Diagram of Railroad Fire Line Constructed on Level Ground According to Chapter 74, Laws of 1909. 
 
 Gaskill (1909) says "/. fire line like this is 
 supposed to work thus: If a spark is thrown from the looo- 
 motive stack, the foliage of the trees may so retard its 
 fall that its fire is lost. If a spark is not so killed 
 and reaches the ground alive, it is almost sure to fall with- 
 in the bared strip* There it finds little to burn, but if 
 some grass or dry leaves are ignited the fire can gain little 
 force or headway before it reaches the bared strip. "* 
 
 In swampy land a three foot ditch will t&ke the place 
 of the ten foot cleared fire line. 
 
 The railroads in Hew Jersey reported that fire lines 
 cost between $1H5.00 - |500#00 per mile to construct with 
 an average of flSO.OO per mile. Of course the cost depends 
 upon the topography, nature of the ground, density of tim- 
 ber, labor, and the like. The superintendent of the New 
 Jersey Southern Railroad wrote that the number of fires had 
 decreased at least one hundred per cent since the fire lines 
 were established. The annual upkeep of the fire lines was 
 
 and this becomes less each year. 
 
 Some of the railroads take the stand that the 
 
34 
 
 abutters along a line should do their part and clear their 
 lands for a distance of one hundred feet from the railroad. 
 
 The railroad should employ an inspector to see that its 
 right-of-way and fire lines are kept in good condition, and 
 see to it that new fire lines are built where necessary. 
 
 Patrol 
 
 A railroad which uses spark arresters, keeps its 
 right-of-way cleaned and has an adequate amount of good 
 fire lines, does not need to patrol its lines except in 
 dry seasons or on especially daagerous locations such as on 
 heavy grades. But for the railroad which does not use all 
 of these precautions it is very essential that an intensive 
 system of patrol is used. A patrolman can cover from three 
 to twenty miles of track depending on the condition of the 
 right-of-way, the amount of traffic, and the grade. In 
 very bad places it is often advisable to have one man patrol 
 not over a mile at the most. 
 
 Patrolmen should be equipped with a velocipede or 
 preferably a speeder car with gasoline power* He can 
 cover on an average ten miles per hour. His fire fighting 
 equipment will depend somewhat upon the region but it should 
 usually include an axe, mattock, shovel, rake, chemical ex- 
 tinguisher, a collapsible canvas bucket and a water pot 
 sprinkler. In some regions where there is a telephone line 
 along the right-of-way, it would be well for the patrolman to 
 carry a telephone test set so that he could call for assist- 
 ance if he needed it. A patrolman should make at least 
 
35 
 
 \ 
 
 SPEIEIDER CAR WITH FIRE FIGHTING EQUIPMENT. 
 Used for railroad patrol by the Boston & Maine R. R. 
 
 Fire tool box and equipment • New Hampshire* 
 
S6 
 
 two round trips over his beat every day and in especially dry 
 seasons it is often necessary to follow a few minutes after 
 each train. If he follows too closely after a train he may 
 pass some sparks which have not had time to ignite and send up 
 any smoke. 
 
 The Laquire Lumber Company in Pennsylvania stationed 
 patrols along the logging railroad at one half mile (or even 
 less) intervals where there was especial danger, as near 
 slashings, or at intervals of a mile Y/here the danger was less. 
 
 In 1910 in District I, of the United States forest 
 Service, the wisdom of an intensive railroad patrol was dem- 
 onstrated by the season's showing of over 95 per cent of the 
 1300 railroad fires extinguished without damage. No other 
 expenditure for protective work nettea an equal return in 
 actual results. 
 
 The railroads must patrol their lines without the aid 
 of federal patrolmen who are furnished to the states under 
 the Weeks law. 
 
 On the I&ine Central .lailroad in New Hampshire, one 
 man is detailed from each section crew to patrol the track 
 during dry weather. He is provided v.ith a velocipede and 
 carries a shovel, hoe, and pail. 
 
 Gox (191S) says, ^^In a few instances on the smaller 
 roads, where there are only two or three trains a day, the 
 system of following each train was used. this method is 
 very satisfactory where the conditions are not too bad. Where 
 
 conaitions are dangerous, it is open to the objection that if 
 an engine running over the road set several fires at consid- 
 erable distances apart, the last fire set might gain dangerous 
 
37 
 
 Pire line along Atlantio City Railroad, Brigantine 
 Junction, Hew Jersey. The white streak on either side is 
 the bared ten foot strip at the outer edge of the fire line. 
 1910. 
 
 V 
 
38 
 
 heatway before the patrolman, delayed by putting out fires 
 previously set, could get to it* / better plan is to have 
 a member of the section crew follow the train to the next 
 section, and so on over the line. Under this arrangement 
 it is possible that several section men along different 
 points of the line would be fighting fire at the same time." 
 
 In Minnesota the patrolmen make out daily report 
 cards in duplicate, one going to a railroad official and the 
 other to the district ranger. The following is a copy of 
 the report card: 
 
 Patrolman 
 
 Date 
 
 , 1915. 
 
 Time started work 
 
 Time quit work 
 
 No. of trips made over beat 
 
 Nature of work done during day. 
 
 From To 
 
 1 Prom. 
 
 To 
 
 . From 
 
 To 
 
 Time met: 
 train ; 
 
 : So. of : 
 : engine : 
 
 ; Direction : 
 
 : Mile j 
 : Post : 
 
 ; Direction : 
 ; of wind : 
 
 : Weather 
 
 : Conditions 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Cox (1914) says, "The total mileage of track protected 
 by speeder men following each train was 177 miles; by patrolling 
 a regular beat with speeder, 8016 miles; - requiring in all 
 182 men. A total of 127 miles was protected by foot patrol, 
 requiring 42 men* The average beat for the speeders was 
 twelve miles, and for the foot patrol three miles." 
 
39 
 
 Pik-e line along Atlantic City Railroad, Brigantine 
 Junction, New Jersey* Bared strip on the left of fire 
 line and railroad on the right. 1910* 
 
40 
 
 Train crews should keep a sharp lookout for fires and 
 when one is seen they should report it to the first section 
 crew the train passes or to the next station* 
 
 Oil as Locomotive Fuel 
 
 Absolutely the best method of preventing railtoad 
 forest fires is to use oil fuel for locomotives dijring the 
 danger season* Electric drive has been used very little 
 except for interurban lines* Experience has shown that 
 oil locomotives very rarely start forest fires* 
 
 The following is a note from American Forestry for 
 February 1916: A small railroad operating an oil burning 
 locomotive on the Tahoe Nation Forest in California had a 
 break dow^n diaring the past suramer and burned wood instead 
 of oil for one day* On this day fifteen fires started 
 along the right- of -i(iray* During the preceding year only one 
 fire occurred near the railroad and it was not thought that 
 the engine was responsible for this one* 
 
 Allen (1911) says, **Much data has been collected 
 showing that with oil at a reasonable price its use is 
 economical from a labor saving point of view as well as 
 that from safety* It reduces expense for watchman, patrol, 
 fuel cutting, fire box cleaning and firing* And since it is 
 an absolute prevention, while all other measures merely seek 
 to minimize the risk, it is probable that even where the cost 
 
 of the oil more than balances these savings it will save in 
 the long run by averting a costly fire*" 
 
 The largest oil fields in the country are in southern 
 
41 
 
 Plowed fire line 100 feet from railroad track, at 
 rights - Connecticut • 
 
 Clearing along railroad right-of-way. - I€innesota 
 
42 
 
 California • Little coal is mined on the Pacific coast so 
 that oil makes the cheapest fuel to use in that region* 
 Oil has almost entirely replaced coal for locomotive fuel 
 in Washington, Oregon, California, Nevada and Western 
 /rizona, ^ But in other parts of the country fuel oil is 
 more expensive than coal. In a number of cases the United 
 States Forest Service requires that the railroads which 
 cross the National Forests must burn oil for fuel. The 
 Southern Pacific Railroad is the largest consumer of fuel 
 oil. 
 
 The Hew York State Public Service Commission re- 
 quires that the New York Central and the Delaware and Hudson 
 Hailroads burn oil from 8:00 J^.M. to 8:00 P.M. from April 
 15 to November 1, in the Adirondack region. Previous to 
 this order of the Commission, the only railroad in the 
 /dirondacks which was free from fire complaints was the 
 Bacquette Lake Hailroad. This was due to the fact that fuel 
 oil was burned during the summer. The average cost of changing 
 engines from coal to oil burners was $bZO^ and the cost of 
 changing back to coal was |25. 
 
 Bristol (1912) says, ''The cost of burning coal per 
 engine mile in 1910 on the Delaware and Hudson Railroad was 
 |*10i.6 as against |*282S for oil ; and in 1911, |*1174 as 
 against $.2521, or an increase per engine mile due to the 
 burning of oil in 1910 of |*1777 and 1911 an increase of 
 |*1347." 
 
 The Delaware and Hudson Company says that fuel oil 
 as a fire preventative measure is very satisfactory but it is 
 too expensive •; that with a great deal less expense a patrol 
 
42 
 
 Fire line on lehigh Valley Railroad near Bloomsb-ury, 
 New Jersey. Bared ten foot strip is in the center of picture. 
 The thinned and bxirned over fire line is at the right of the 
 strip and the railroad is at the extreme right. 1910. 
 
 A fire line on swamp ground. / three foot ditch, 
 takes the place of the ten foot cleared strip which is re- 
 quired for dry ground. On West Shore Railroad. 1910. 
 IJew Jersey. 
 
44 « 
 
 system could be maintained which would be just as effective; 
 and that the added expense of fuel oil is too much for a small 
 company • 
 
 The Kew York Central Hailroad Company says that oil 
 costs 80 per cent more than coal and that they have not done 
 away with the other protective measures. 
 
 But in all cases the fire damages are a great deal 
 less where fuel oil is used, but the constantly increasing 
 price of fuel oil is seriously retarding the movement toward 
 its more general use by railways. 
 
 Leavitt (1912) says, "Even with the best use of oil- 
 burning applicances, thers will still be danger of fire along 
 railroad lines, due (a) to carelessness by passengers or others 
 in throwing burning cigars or cigarettes on the right-of-way; 
 
 (b) To careless or malicious action by tramps, or other 
 pedestrians, in leaving camp fires burning along right-of-way; 
 
 (c) To carelessness of section men# 
 
 In general, the establishment of a special system 
 of fire patrols may be dispensed mth along railroad lines 
 where oil is used as locomotive fuel. The removal of 
 inflammable material from the right-of-way is essential, 
 even in oil burning sections, on account of the possibility 
 of fires from causes other tJian locomotive operation. The 
 great increase in oil-burning mileage on railways is due 
 primarily to the fact that a saving can thus be made in 
 operating expenses. Fire prevention has in general been 
 a secondary consideration, except in case of a requirement 
 for the use of oil being made by some government authority." 
 
45 
 
 rSS^rT'I 
 
 
 ■ i 
 
 
 Fire line which is also used as a road* 
 at the right of picture. 7/isconsin. 
 
 Railroad 
 
 Fire line of the Concord Electric Company* Nev/ Hampshire* 
 
46 
 
 Tf 
 
 Fire Fighting Equipment 
 
 As long as there remains any danger from railroad 
 
 forest fires adeqiiate provision must be made for the fighting 
 
 of such fires* Plenty of tools of the right kind should be 
 
 kept at the section houses or depots. 
 
 The following is the special price list of forest 
 
 fire tools and apparatus which may be purchased through the 
 
 Uew Hampshire Forestry Commission : 
 
 Handled axes |9.00 per dozen 
 
 Long handled shovels ---.-.---- 6.00 " 
 
 Forged steel rakes^ M-tooth^^ elec- 
 tric welded 2. 95 '' " 
 
 Ely socket hoes 4.56 ^ " 
 
 Galvanized pails, 12 qt/. medium - - - 1.65 '^ " 
 
 " " " " heavy - ~ ^ ^2.75 "" '' 
 
 Grub hoes 5.50 '' " 
 
 Pick handles #1 1.75 " " 
 
 Pick handles #2 1.50 " '' 
 
 Chemical extinguishers, ^-5 gallons- — ^ 6.50 each 
 
 Douglas pump --.^•-~----.-- -5.50 each 
 
 " double pump *.------. 8.50 each 
 
 Wet gvimy sacks are also valuable sometimes in 
 beating out fires. Any or all of these different articles 
 can also be carried by a patrolman on his gasoline speeder. 
 
 In case of large fires the railroad should have 
 ready access to supplies of food, cooking utensils, and 
 blankets. When more help is needed, besides the section 
 
47 
 
 lighting a hoi5 fire in grass with a two man pump 
 Connecticut* 
 
 Putting out a grass fire with ordinary bucket pump 
 especially adapted to the purpose • Connect icut* 
 
48 
 
 and construction crews to fight fire, the railroad should 
 know where it can quickly get the men if it does not rely on 
 the district ranger for extra help* 
 
 Chemical extinguishers are a great help in putting 
 our railroad fires. They are easily transported by rail. 
 
 Many logging engines are equipped with a one inch 
 hose from 50 - 100 feet long. By using some of the water 
 in the tank^ the engine can force water through the hose 
 
 and put out small fires along the railroad. 
 
 Recknagel (1906) gives the following description of 
 a tank car used for fire fighting: "On a convenient siding 
 stands an old tank car of 4970 gallon capacity, rigged with 
 a hose and double pump. This is the coi pany's fire engine. 
 This tank car was obtained from the Mitschkun Company, Detroit, 
 dealer in second hand railroad cars, for about |250. The car 
 was fitted with a four inch suction three inch discharge Snow 
 Pump, (Buffalo) costing about |120. Further, two one hundred 
 foot lengths of two inch water hose and ten feet of steam 
 hose and thirty-five feet of four inch wire line suction hose 
 were purchased. A Jt/8;^inch nozzle was used. The steam 
 goes through a pipe from the dome to either end of the engine 
 with a valve at the end and a steam hose connection to the 
 pump. ?/hen the pump is in operation it can throw two streams 
 one hundred feet long or one stream for two hundred feet. 
 From the nozzle the water is thrown 150 feet so the maximum 
 distance for one stream would be S50 feet from the track. 
 The whole equipment cost about |600. It has proved its worth." 
 
 In a few cases several barrels of water in a couple of 
 freight cars hauled by an engine with the proper hose attach-. 
 
49 
 
 Railroad right-of-way through state land where fires 
 formerly did great damage. Connecticut. 
 
 Fire wardens of Simsbury and their equipment. 
 100 foot strip outside of right-of-way being cleared 
 by burning. Connecticut. 
 
50 
 
 ments has proved very effective. The freight cars can also 
 be used to transport men, tools and supplies. A few 
 barrels of water along the right-of-way where there is a 
 heavy grade will also be very useful in putting out frequent 
 fires which are apt to occur in such places. 
 
 Spring (1910) gives the following report on a bucket 
 spray pump: "The bucket spray pump has been adopted for use 
 in fighting fire and has proved very effective. In its use 
 for fire fighting the pump is attached to a galvanized iron 
 pail, the top of which is covered with burlap. A fire 
 nozzle is substituted for the spray nozzle. Wherever water 
 is available this method surpasses all others. It is useful 
 also in controlling a back fire. In practice the man with 
 the pump is followed by two or three men with hoes and 
 shovels, to complete the extinguishing. Other laborers 
 bring water. One bucketfull will put one hundred fifty to 
 two hundred feet of fire. The water capacity of the pump is 
 eight gallons." 
 
 ^Yherever it is necessary the fire fighters can make 
 fire lines. The methods of fire fighting vary in different 
 parts of the country. 
 
 Instructions to Railroad Employees . 
 
 The railroad should furnish their train crews and 
 
 / 
 
 section men with printed instructions concerning the state 
 railroad forest fire laws and the regulations of the company 
 in regard to the prevention and control of fires. Employees 
 should be diciplined when they fail to follow the instructions 
 by not keeping their locomotives or right-of-way in good 
 
51 
 
 "double forester' 
 
 ff 
 
 iyoo<y M^.yo^/m G^i p^ 
 
 
 St/c//o/^ -Sl^no^rt^r: 
 
 -^' 
 
 ^/^^f/'//'nrt iv/i^fi ,n tjXim 
 
 c/ao/7/'/7a or- r9/30/r'^ . 
 
 I - /T?.<y//0/7 tvA^n nnf /n rj.ff 
 
 I 
 
 / 
 
 / 
 
52 
 
 condition, or by failing to promptly report and extinguish 
 fires. 
 
 Cooperation of Railroad With State and Individual , 
 
 The railroad should cooperate with the state ani 
 individual in trying to prevent and control railroad forest 
 fires. The fire protection work of the Boston and Maine 
 Railroad has been put under one office knows as the Fire 
 Claims Department. This centralizing of responsibility 
 for all fire work has proved a most effective means of re- 
 ducing damage. The success of the railroad depends upon 
 the wealth of the country through ?;hich it passes. Forest 
 fires make for a poor country. 
 
53 
 
 Sawmill conveyor and open biirner in close proximity 
 to green timber • Hear Canadian Pacific Railway in British 
 Columbia. The xinregulated burning of sawmill debris has been 
 known to cause serious forest fires* 
 
 ! IH-- 
 
 The results of a railroad fire* Hew Hampshire* 
 
54 
 
 Side view— Accepted by the Forestry Department, State of Michigan as Standard "front end" 
 Mesh: 3-16 in. square opening No. 10 crimped wire. See page 35 and front view, preceding 
 
 page. 
 
 THE RIGHT KIND OF MESH. 
 
 m ;. ^m f^mt WKm ^vmm wBm .fmmiiiii^ ^■^^lim :sHMi 
 
 ■ mmmmm mmmM 
 mmmmmMmMmM 
 
 
 ^ee and Northeastern Railway, spark arresting screen No. 10, steel wire, square mesh— 3-16 accepted as standard under Departir 
 
 ' Inspection. > 
 
BIBIIOGRAPHY 
 
 Allen (1911) Practical Forestry in Pacific Northwest. 
 
 Bristol (1912) Report of Society for Protection of New 
 
 Hampshire Forests* 
 
 Cox (1913) Report of the Minnesota State Forester. 
 (1914) Report of the Minnesota State Forester. 
 
 Gaskill (1909) Report of the Ue^ Jersey Forest Commission 
 
 Leavitt (1912) Forest Protection in Canada. 
 
 Recknagel (1906) Forestry Quarterly, Vol. IV, Ho. 1. 
 
 Ryder (1912) Report of Society for Protection of Hew 
 
 Hampshire Forests. 
 
 Spying (1910) Report of Connecticut State Forester 
 
 Xlso the Forest Fire Laws and Forestry Reports 
 of the various states.