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Operation of Trains 
 and Station Work 
 
 and Telegraphy 
 
 COMPILED AND EDITED BY 
 
 FREDERICK J. PRIOR 
 
 ILLUSTRATED 
 
 CHICAGO 
 FREDERICK J. DRAKE & CO., Publisher! 
 
\3 
 
 N (o 
 
 Copyright, 1916 
 
 By FREDERICK J. DRAKE & CO. 
 
 Chicago 
 
 Copyright, 1914 
 
 FREDERICK J. DRAKE & CO. 
 
 Chicago 
 
 Copyright, 1907 
 By FREDERICK J. DRAKE & CO. 
 
 Chicago 
 
 >CI.A437777 
 
PREFACE 
 
 The proper administration and operation of the train 
 department of railways is one of first importance in 
 modern American railway practice. It is the department 
 which comes in closest contact with the general public. 
 Passenger trains must be safely run and on time. Freight 
 trains are of nearly equal importance and freight must 
 be handled without causing friction with shippers. In- 
 telligent, skillful, well directed effort and harmony of 
 action is necessary to ensure this. 
 
 The operating forces, particularly in the train depart- 
 ment have shown an improvement equally as marked as 
 the improvement and progress in railways, and this for- 
 ward movement continues. Railway men are on the alert 
 for information, they now seek reasons before coming 
 to conclusions. The result being that lailway men of 
 the future will have a far wider range of knowledge than 
 railway men of the past ever dreamed of possessing. 
 Those in whom this spirit of inquiry has been aw r akened 
 will not rest content with knowledge gained through 
 personal experience alone, instead, while continuing to 
 profit by experience they will supplement it with obser- 
 vation, inquiry and study. 
 
 The editors have endeavored to meet in this particular 
 volume the needs of just such men. Compiled from 
 many sources- it contains the essence of numerous stand- 
 ard works by noted writers of authority, to whom grate- 
 ful acknowledgment is made. Being largely a compila- 
 tion no claim to originality is made. Doubtless some 
 omissions have been made, and possibly some redundant 
 matter may be found, but, even so, it is believed it will 
 prove a work of much value and interest to those for 
 whom primarily it is designed. 
 
 3 
 
TABLE OF CONTENTS 
 
 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 
 
 Rules for movement by train orders 220 
 
 Forms of train orders 228 
 
 Movement of trains 241 
 
 Rules for movement by train orders 243 
 
 Trainmen's examination 250 
 
 Rulings of the American Railway Association 314 
 
 Interlocking rules 343 
 
 Block signal rules 350 
 
 Enginemen and trainmen 359 
 
 Train order signals 375 
 
 Block signal examination 427 
 
 Signalling catechism 432 
 
 Signals of interlocking plants 443 
 
 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. 
 TELEGRAPHY. 
 
 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 to 
 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 oppor- 
 tunity 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 rail- 
 road world as brakeman, before making application for 
 a position, should carefully consider his future chances 
 in connection with the position and the field for advance- 
 ment ; whether or not the climate in the section of coun- 
 try 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 in- 
 cline 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 com- 
 pany, and should always be civil and polite. 
 
 If he conducts himself in a respectable manner, and 
 keeps himself neat and clean when surrounding circum- 
 stances 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 un- 
 accountable impulse of "throwing" a switch that is prop- 
 erly set. When setting brakes he should be careful to 
 
STATION AND TRAIN WORK / 
 
 avoid the sliding, and consequent destroying of wheels. 
 When "dropping 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 be- 
 yond his control ; and when leaving them, if equipped 
 with air-brakes, and the hand brakes are in- proper work- 
 ing#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 dif- 
 ferent terminals without permission, when there is a 
 possible chance for his "crew" to be used ; and such per- 
 mission 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, sacrific- 
 ing 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 opportu- 
 nity to gather information concerning the running of a 
 freight train, so that when called upon to make his first 
 
8 RULES FOR MOVEMENT OF TRAINS 
 
 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 
 tie 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 am- 
 bition 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 sig- 
 nals ; and in case a train is delayed, to see that the rear 
 man goes back with danger signals to warn an approach- 
 ing train. This is a very important duty, and no con- 
 ductor 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 re- 
 ceived from train master and other officials. 
 
 He must be vigilant and watchful — careful as to the 
 safety and comfort of the passengers and property en- 
 trusted to his care, always keeping in mind that he repre- 
 sents the owners and officials of the railway he is em- 
 ployed upon — and, as he is the man who comes directly 
 in contact with the public as the representative of the rail- 
 way 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, gentle- 
 manly 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 
 
10 RULES FOR MOVEMENT OF TRAINS 
 
 turn same to the proper officials. Before starting on a 
 trip he should know that his train has been properly in- 
 spected, that he has the authority for the movement of all 
 cars in his train, that the air brakes are in proper work- 
 ing 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 everlast- 
 ing 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 con- 
 ductor 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 transporta- 
 tion 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 intelli- 
 gently 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 em- 
 ployees. 
 
STATION AND TRAIN WORK 11 
 
 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 ; ascer- 
 tains engine number, engineer and fireman's names, num- 
 ber and names of coaches in train ; makes out wheel re- 
 port to Car Accountant; and during the trip makes out 
 trip report, showing time of train passing different sta- 
 tions ; 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 col- 
 lections 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 effi- 
 ciency, deportment, studiousness in their efforts to prac- 
 tice economy, fidelity to the interests of their employers 
 and the comfort and convenience of passengers entrusted 
 to their care. 
 
12 RULES FOR MOVEMENT OF TRAINS 
 
 While acting as a passenger conductor, he should di- 
 rect 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 re- 
 signs, 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 dif- 
 ferent 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. 
 
STATION AND TRAIN WORK 13 
 
 A young man while acting as an extra freight con- 
 ductor, 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, and not go, as he has 
 not established a reputation as a conductor, and if every- 
 thing 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 ac- 
 count 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 ap- 
 proaches 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 im- 
 provement 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 in- 
 
14 RULES FOR MOVEMENT OF TRAINS 
 
 fluenced by, or associated with, railroad men or others, 
 who incline toward gambling, regardless of their posi- 
 tion 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. 
 
 TfcAIN 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 cor- 
 rectly 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 tfrink 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 
 
16 RULES FOR MOVEMENT OF TRAINS 
 
 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 par- 
 tiality. 
 
 There is a constant strain on the nerves of a train 
 dispatcher, on which account his hours of duty are gen- 
 erally 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 posi- 
 tion 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 percep- 
 tion, possessed of good business tact and such a mind 
 as will enable him to read human nature with such ac- 
 curacy 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 dispatch- 
 ers under him, giving personal attention to the manner in 
 which they perform their duties and instructing them 
 from time to time as to the movements of trains, record- 
 ing of delays and accidents, etc. 
 
 He should see that perfect order and decorum are ob- 
 served 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, 
 
STATION AND TRAIN WORK 17 
 
 or otherwise, be able to judge as to their ability and 
 disposition. He should require prompt and proper trans- 
 mission of all orders, messages, etc., and permit no abu- 
 sive 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 answer- 
 ing of correspondence, the abuse of car service, the se- 
 lection 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 in- 
 terests of the company, but injurious to the aspirations 
 and ambitions of all employees in this department. 
 
 From practical experience as a dispatcher, or other- 
 wise, 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 prac- 
 ticable. 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 
 
18 RULES FOR MOVEMENT OF TRAINS 
 
 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 short- 
 est 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 neces- 
 sity 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 in- 
 telligently handled. He should also realize that the pat- 
 ronage 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 happen- 
 ings of note, especially those which would probably pro- 
 
STATION AND TRAIN WORK 19 
 
 duce 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 de- 
 partment, he should endeavor to secure a wider knowl- 
 edge 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 schedules^ 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 dis- 
 misses them ; investigates sins of omission and commis- 
 sion resulting in poor service ; and digs out evidence, fix- 
 ing 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 may seem proper from 
 his point of view. 
 
 He must exercise a general supervision over all em- 
 ployees, 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 
 
20 RULES FOR MOVEMENT OF TRAINS 
 
 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 mis- 
 happening; 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 prop- 
 erly 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 line. 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 train- 
 master 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. Now- 
 adays, 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 make 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 stand- 
 
STATION AND TRAIN WORK 21 
 
 ard of service. In these and many other directions the 
 trainmaster acts as a lieutenant to his superintendent, 
 making himself useful to him, and when the time comes 
 as it does to some trainmasters, when he is made super- 
 intendent 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 compe- 
 tent 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 free- 
 dom 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 dis- 
 ciplinary 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, knoiv 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, and valu- 
 able suggestions "hot off the bat" are thrown out in the 
 
22 RULES FOR MOVEMENT OF TRAINS 
 
 course of their arguments. Discussion of everyday mat- 
 ters 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 
 service. 
 
 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, re- 
 gardless of whether the party who furnishes the evidence 
 occupies an inferior or superior position. 
 
 He should be personally acquainted with the heads of 
 all departments and be able to call by name all the em- 
 ployees (such as those in the train, locomotive, track and 
 bridge departments, as well as the dispatchers, agents 
 and operators, and the heads and their lieutenants, of 
 the different offices of the freight and passenger depart- 
 ments) who have been in the service under him six 
 months, or longer, and should have a fair general idea of 
 their ability in their respective positions. 
 
 He should give employees to understand that all rules 
 
STATION AND TRAIN WORK 23 
 
 in effect, and those which are issued from time to time, 
 no matter how trivial they may seem, are to be obeyed 
 and will be enforced to their fullest extent. If there 
 are any rules in effect vhich cannot or should not be en- 
 forced, they should not exist and should be annulled, as 
 nothing will demoralize the operation of a railroad as will 
 the understanding among its employees that the officers 
 do not expect certain rules or orders enforced. 
 
 In case of accident he should not act too hastily, and 
 when employees are responsible for such accidents, their 
 past record should be taken into account. He should 
 never censure or pass judgment upon his subordinates 
 on information gathered outside of the service, or from 
 employees whose object in giving it is anticipation of 
 reward in the way of promotion, without giving the ac- 
 cused a hearing, and when giving them such hearing, 
 consideration should be given their intellect and powers 
 of expression. If they have not such a command of lan- 
 guage that they can make themselves clear, or if bashful 
 and timid, allowance should be made accordingly. On 
 the other hand, if the accused are especially gifted with a 
 command of language it should also be considered, in 
 order that justice should be done both company and 
 employees. 
 
 Often statements of employees are handled in a per- 
 functory manner by superintendents or their representa- 
 tives ; and knowing this, employees make statements 
 which would not be made if it were known that such 
 statements would have to stand a test by having them 
 placed in the hands of all others interested. The sooner 
 officials adopt the principle, and have it clearly under- 
 stood, that each statement, written or verbal, will be 
 tested in such a manner that the facts, nothing more or 
 
24 RULES FOR MOVEMENT OF TRAINS 
 
 less, will be brought out, so much sooner will justice 
 be meted out to all concerned and the service improved 
 accordingly. To bring about such results the official 
 should be lenient ' as he can consistently, when it is 
 demonstrated that an employee, after getting into some 
 difficulty, has made a ruthful statement, and as can read- 
 ily be perceived, the bettter class of employees will be 
 incited to truthfulness on account of the fact that the 
 official displays his appreciation of principle, and the 
 lower class of employees will be incited to truthfulness 
 because they can clearly see that the truth will ultimately 
 be brought to the surface and they will be severely dealt 
 with if they do not tell the truth. 
 
 To enforce good discipline among men and be recog- 
 nized as their superior officer, it is not necessary for him 
 to be "distant" with them, if he is possessed of the ability 
 to draw the line at the proper place. All that is necessary 
 is, in a quiet, firm manner, little by little, to educate the 
 employees to the understanding that nothing but business 
 is acceptable in connection with business. 
 
 As a rule, employees in order to keep their respective 
 departments up to what they consider the proper stand- 
 ard, are naturally a little more extravagant in the way 
 of making improvements, adding to their supplies, etc., 
 than is usually necessary, and a superintendent should 
 be possessed of such judgment and business tact that 
 he can "draw the line" at the proper time and place, 
 and in such a way that he will not wound the feelings 
 of his lieutenants, but make them feel that he has con- 
 fidence in their judgment and ability, that he may retain 
 their loyal support. 
 
 He should be well informed on the cost of construct- 
 ing track, placing the different kinds of ballast under 
 
STATION AND TRAIN WORK 25 
 
 it, and what it costs to renew or maintain it, the short- 
 est degree curves and steepest grades practicable, con- 
 sidering the kind and size of engines in use, etc. He 
 should have a good practical idea of the lay of the 
 track, condition of all culverts and bridges on the line, 
 and any portions of the track which are exceptionally 
 liable to damage by severe storm, etc. 
 
 He should be able to talk intelligently with his bridge 
 superintendent or foreman about the cost of repairing, 
 or building new bridges of the different sizes and styles, 
 and should also be capable of forming a good estimate 
 of the cost of repairing, replacing or building new, sta- 
 tion houses, freight rooms, machine shops, turn-tables, 
 terminal facilities, reservoirs, water tanks, etc. 
 
 He should be conversant with the earnings of the 
 passenger and freight departments as a whole ; the earn- 
 ings of each passenger train per mile, the cost of renew- 
 ing and maintaining all passenger and freight equipment, 
 the condition and drawing capacity of all locomotives 
 over the different portions of the line, as well as their 
 cost and what it costs to maintain and operate them. 
 
 No superintendent who has his followers and places 
 them irrespective of the interests of the company he is 
 serving, or the ability of the men in the employ of the 
 company before he took charge, can hope to be success- 
 ful ; as it is a fact that many a young official who has 
 had a bright future before him, has lost all by losing 
 his influence and control over the men on account of 
 using undue partiality of this kind. Ability, intelligence 
 and gentlemanly deportment are working their way into 
 the railroad world to such an extent that they are, and 
 must be, recognized without partiality. 
 
 All connected with the operating department, especially 
 
26 RULES FOR MOVEMENT OF TRAINS 
 
 superintendents and others directly in charge of trains 
 and their movements, should realize that their methods 
 and manner of handling the business are as crude, com- 
 pared with the methods of those who will be occupying 
 similar positions twenty-five years hence, as the methods 
 of their predecessors twenty-five years ago were, com- 
 pared with those of today. 
 
THE MANIFESTATIONS OF COLOR BLINDNESS 
 —HOW TO DETECT IT. 
 
 A general impression prevails that color blindness is 
 inherited, that a person is born color blind. It is not 
 so. Sometimes it is the result of accident, illness, or 
 overtaxing of the eyes, so it is possible for one whose eye- 
 sight is perfect today to be color blind tomorrow. 
 Sometimes persons thus afflicted are totally ignorant of 
 it for a long time, because while one may be color blind 
 it does not necessarily follow that the eyesight is not 
 good in other respects. Men are more frequently color 
 blind than women, due, probably, to the fact that it may 
 be caused by the excessive use of alcohol or tobacco or 
 both. In warning those who are testing for color blind- 
 ness, Dr. Stillings says : "It is a well-known fact that 
 color blind persons, by exercising their faculty of judg- 
 ment, can aid their want of sensibility and so conceal 
 their defect to a certain extent. They have learned the 
 names of colors quite as well as normal sighted people ; 
 and by the help of every outward sign they have acquired 
 a certain knowledge of those pigments to the characteris- 
 tic tints of which they are blind/' 
 
 Again, one who is color blind "can sort and place in 
 correct order a series of shades of red or green much 
 better and more quickly than the normal eyed, because 
 to them the color is but so much light and dark. A 
 color blind person is asked to buy a skein of red worsted 
 to match a pattern. He asks the attendant in the store 
 for red worsted, and selects the one which corresponds 
 
 27 
 
28 RULES FOR MOVEMENT OF TRAINS 
 
 in luminosity with his pattern. Such a test apparently 
 forbids the idea of any chromatic defect. But we will 
 suppose the worsted attendant is away, and another, 
 who is also color blind, hands over the greens to the 
 purchaser, the latter will then complacently select the 
 one which matches in luminosity with his red pattern. 
 If he is green-blind, he will select a lighter green — if red- 
 blind, a darker — than his pattern. This sensitiveness to 
 light shade has enabled color blind painters to follow 
 their profession with success, and even avoid discovery, 
 until accident or design has interchanged, for instance, 
 their reds or greens." 
 
 The orbit of vision is much restricted, for on this 
 point Dr. Jeffries in his valuable book, says : 
 
 "Our point of best vision on the retina is directly in 
 the center, and over but a small space here; so that, 
 to see an object distinctly, we must carefully turn the 
 eye, to keep the picture on this portion. In looking 
 at a long word on a page, we unconsciously travel along 
 it to catch all the letters. If we keep our eye fixed on 
 one point, and move a letter away from this point, its 
 form is soon lost, and we fail to recognize it; let one 
 eye be closed, and the other fixed on a bright red object, 
 like a wafer, held before it; when moved gradually out 
 from the central field of vision, the wafer will decrease 
 in brightness, and finally appear black. Its form we may 
 still discern. This is not color blindness. Whenever the 
 retina is tired out with one color, it can only perceive 
 the complementary one. If with one eye we gaze stead- 
 ily for some seconds at a bright green disk on a white 
 ground, and then quickly look at another white surface, 
 we shall see a red disk. Gazing fixedly at the setting 
 sun when a deep red, and turning quickly to the 
 
STATION AND TRAIN WORK 29 
 
 east, we shall see a rising green sun. I hardly need 
 say this also is not color blindness. The crystalline lens 
 in the eye becomes, with age, harder, and of a yellowish 
 color — up to positive blackness. When opaque, it pre- 
 vents, of course, the passage of light through the pupil ; 
 it is called cataract. This opaque lens we then remove 
 from the eye, and replace it by a strong convex lens in 
 the spectacles. This is not true color blindness. Another 
 physiological fact in relation to color perception is very 
 important, and seems to be generally quite unknown 
 or neglected. Around the point of best vision in the 
 center of the retina is a zone where we perceive all of 
 the three so-called base colors — red, green, and violet. 
 Outside of this there is another zone, in which we have 
 a perception of only two, namely, green and violet; and 
 again, beyond this, on the retina, only blue or violet is 
 perceived." 
 
 Thomas Young and Professor Helmholtz describe the 
 physiology of color blindness as follows : 
 
 "There are in the eye three kinds of nerve fibres. 
 Stimulation of the first produces the sensation of red, 
 the second that of green, and the third the sensation 
 of violet. Objective homogeneous light excites these 
 three kinds of fibres in varying degree according to the 
 wave lengths. The red perceptive fibres will be strong- 
 est stimulated by light of the greatest wave length, the 
 green perceptive by light of medium wave length, and the 
 violet perceptive by light of the smallest wave length. 
 Here must not be excluded, but rather accepted in ex- 
 planation of a series of phenomena, that each spectral 
 color excites all three kinds of fibres — but one less, the 
 others more strongly. Simple red strongly stimulates 
 the red perceptive, less the other two; sensation, red. 
 
30 RULES FOR MOVEMENT OF TRAINS 
 
 Simple yellow stimulates moderately the red and green 
 perceptive, feebly the violet ; sensation, yellow. Simple 
 green stimulates strongly the green perceptive, much less 
 the other two; sensation, green. Simple blue stimulates 
 moderately the green and violet perceptive fibres, feebly 
 the red ; sensation, blue. Simple violet stimulates strongly 
 the violet perceptive, feebly the other fibres ; sensation, 
 violet. Equally strong stimulation of all the fibres gives 
 the sensation of white or whitish colors. The term 
 color blindness indicates a genuine blindness to one of 
 the primary colors. In this way, therefore, we distin- 
 guish, according to the kind of element wanting, three 
 classes of blindness — red blindness, green blindness, 
 violet blindness. Blindness to red is due to the absence 
 or paralysis of the organs perceiving red. Red blindness 
 has, then, but two fundamental colors, which, adhering 
 strictly to the theory, are green and violet. Green 
 blindness derives its origin from the absence or paraly- 
 sis of the perceptive elements of green. The green- 
 blind have, therefore, but two fundamental colors, red 
 p^.d violet. Violet blindness (or blue) is due to the ab- 
 sence or paralysis of the elements perceiving violet. The 
 two primitive colors of the violet-blind are, then, accord- 
 ing to theory, red and green." 
 
 Regarding how color blind people see, one who was 
 thus afflicted, has described his experiences :* 
 
 "In the first place, the color blind see white and black, 
 and their intermediate or compound gray (provided they 
 are free from alloy with other colors), precisely as 
 others do. Yellow and blue, also, if unalloyed, we see, 
 as far as can be ascertained, in the normal manner. 
 But these two are the only colors of which we have any 
 
 *Wm. Pole. 
 
STATION AND TRAIN WORK 31 
 
 sensation. We do see all such things, but they do not 
 give us the color sensations correctly belonging to them ; 
 their colors appear to us varieties of the other color sen- 
 sations which we are able to receive. Take first the 
 color red. A stick of red sealing wax conveys to me 
 a very positive sensation of color, by which I am per- 
 fectly able to identify, in a great number of instances, 
 bodies of this hue. But, when I examine more closely 
 what I really do see, I am obliged to come to the con- 
 clusion that the sensation I perceive is not one that I 
 can identify separately, but is simply a modification of 
 one of my other sensations, namely yellow. The ap- 
 pearance of green to the color blind corresponds exactly 
 to that of red. Green, in its true aspect, is invisible to 
 them, and, consequently, when neutral, i. e., unmixed 
 with any other color — it presents to their eyes the ap- 
 pearance of gray. When, however, it is mixed with yel- 
 low (and most of the greens in nature are yellow greens), 
 they see the yellow only, but diluted or darkened by the 
 invisible green element ; and in less frequent cases, where 
 the green is mixed with blue, they see the blue element 
 only in like manner. It is therefore easily understood 
 how so simple a defect of vision gives rise to a complex 
 series of symptoms. Take first the color red. If it is a 
 scarlet variety, as the majority of reds are, presenting 
 the appearance of yellow to the color blind, they may 
 naturally confound it with the latter color, as well as 
 with orange, with yellow-green, and with brown, all of 
 which cause to them the same sensation. If, on the 
 other hand, the red contains a predominance of blue, it 
 may be confounded on the same principle with blue or 
 violet. If it is a neutral red, lying between the two, it 
 will be confounded with black or gray. A pale pink, 
 
32 RULES FOR MOVEMENT OF TRAINS 
 
 though very distinctly colored to the normal eyed, often 
 offers so little color to the color blind as to be mistaken 
 for white or very light gray. The same explanation will 
 apply to green. Its yellow varieties may be compounded 
 with red, orange, yellow and brown ; its blue varieties 
 with blue and violet and its neutral hue with black or 
 gray, or, if pale, with white." 
 
 Persons blind to red are said to exceed all others in 
 the ratio of four to one. Professor Holmgren says: 
 "He whom we call color blind is not, correctly speaking, 
 at all blind to colors. He perceives, in the main, the 
 same kind of light as the normal observer, but sees a 
 part of it in another manner. In the system according 
 to which he arranges his colors, he has fewer kinds than 
 the normal observer. A color blind person can no more 
 accustom himself to seeing colors as the normal observer 
 does, than the red blind can see colors in the same way 
 that the green blind does, or conversely. To judge cor- 
 rectly of color blindness, and the various practical ques- 
 tions connected with it, it is of the highest importance 
 to observe distinctly the difference between the manner 
 in which the color blind person sees, and the manner in 
 which he names colors." 
 
 The violet-blind are rare. 
 
 Statistics resulting from the examination of about ten 
 thousand persons showed conclusively that four per cent 
 of men have defective eyesight in that they are unable 
 to discern between red and green colors. This is a very 
 serious matter with men employed in train service. The 
 reason is at once obvious. 
 
 Therefore, color blindness being an established fact, 
 the question is, How can it be best detected? The most 
 natural answer given without reflection, would be. take 
 
STATION AND TRAIN WO^K 33 
 
 them to the different railway signals, and let them de- 
 scribe the colors. But this will not do. The test must 
 be made scientifically, or else those disposed to conceal 
 the defect in their vision will sometimes be able to hide 
 it, or at least render it somewhat difficult to discover. 
 Probably the best method is that described and recom- 
 mended by Dr. Jeffries, as prescribed by Prof. Holm- 
 gren, who says: 
 
 "Our method demands neither costly apparatus nor a 
 special place for the examination. The only necessary 
 elements are a number of variously colored objects; it 
 consists of taking one from a number of objects promis- 
 cuously thrown together, and asking the person examined 
 to select from amongst them all the others corresponding 
 with the first in color/' 
 
 Prof. Holmgren considers woolens preferable to paper, 
 glass, wafers, powders, solutions, thread, wood or porce- 
 lain, and gives good reasons for his preference. He says : 
 
 "One of the chief advantages of Berlin worsted is, 
 that it can be procured in all possible colors correspond- 
 ing to those of the spectrum, and each in all its shades 
 from the darkest to the lightest. Such selections may be 
 found in trade, and are easily procured when and where 
 desired. It can be used at once and without any prepara- 
 tion for the examination, just as delivered from the 
 factory. A skein of Berlin worsted is equally colored, 
 not only on one or two sides, but on all, and is easily 
 detected in a large pile, even though there be but one 
 thread of it. Berlin worsted is not too strongly glar- 
 ing, and is, moreover, soft and manageable, and can 
 be handled, packed, and transported as desired, without 
 damage, and is conveniently ready for use whenever 
 needed/' His selection of colors would include: "Red, 
 
34 RULES FOR MOVEMENT OF TRAINS 
 
 orange, yellow, yellow-green, pure green, blue-green, blue 
 violet, purple, pink, brown, gray, several shades of each 
 color and at least five gradations of each tint, from 
 the deepest to the lightest. Green and gray, several 
 kinds each of pink, blue, and violet, and the pale gray 
 shades of brown, yellow, red and pink, must especially 
 be well represented. According to our method the ex- 
 aminer selects from the collection of Berlin worsted in 
 a pile on a convenient table, and lays aside a skein 
 of the especial color desired for this examination \ then 
 he requires the one examined to select the other skeins 
 most closely resembling the color of the sample, and to 
 place them by its side. The chromatic sense of the in- 
 dividual is decided by the manner in which he performs 
 his task. The result of comparison which the examined 
 makes — in other words, the little skein of worsted which 
 he selects and places 'by the test — shows us in reality 
 what colors seem alike to him, and thus tells us his rela- 
 tive color perception. The rapidity with which this ex- 
 amination is made does not seem to correspond directly 
 with the nature of the chromatic sense, but to depend 
 wholly upon the character of the person examined. One 
 of intelligence, with a quick, practical mind, is exam- 
 ined in less than a minute. In this time, in fact, a nor- 
 mal eye could easily find the four or five skeins of the 
 same color as the sample, and the color blind make a 
 sufficient number of characteristic mistakes to establish 
 the diagnosis thoroughly. A practical surgeon can often 
 detect color blindness by the first gesture of the exam- 
 ined, and make his diagnosis before the end of the trial. 
 He can, according to the manner in which the task is 
 performed, form a judgment of a feeble chromatic sense, 
 in instances which are proved correct by the final re- 
 
STATION AND TRAIN WORK 35 
 
 suit. He also can and must see whether the result is 
 erroneous, simply on account of a misunderstanding or 
 a want of intelligence, just as he can see whether the 
 really color blind succeeds, in a certain degree, from 
 much previous exercise or a considerable amount of cau- 
 tion. In short, the method supplies us with all neces- 
 sary information ; so that, by an examination made with 
 its assistance, a defective chromatic sense, no matter of 
 what kind or in what degree, cannot escape observa- 
 tion. The principle of our method depends, as we have 
 said, on the test calling for the selection of but one 
 color among many. It may be asked, what need of such 
 a number of colors? Would not a smaller answer? We 
 reply that the color blind avoids detection with more 
 difficulty, and the diagnosis hence is more readily made, 
 the greater the number of the various colors. The nor- 
 mal eyed readily selects the right ones from the mass ; 
 whilst the color blind, although the right ones are di- 
 rectly before him, picks out the wrong ones, thereby dis- 
 closing the character of his defect. Therefore the 
 greater the number of colors, the better, of course, within 
 certain limits. What color shall we take for our sam- 
 ple? It is necessary to select as a suitable color for dis- 
 covering a feeble chromatic sense, either the lightest or 
 darkest shades. The well-defined kinds and degrees of a 
 defective chromatic sense confound only colors of mean 
 intensity. I have selected, to determine whether the 
 chromatic sense is or is not defective, a light green (dark 
 green may also be used), because green, according to the 
 theory, is the whitest of the colors of the spectrum, and 
 consequently is most easily confused with gray. For the 
 diagnosis of the especial kinds of partial color blindness, 
 I have selected purple (pink) — that is, the whole group 
 
36 RULES FOR MOVEMENT OF TRAINS 
 
 of colors in whidh red (orange) and violet (blue) are 
 combined in nearly equal proportions — at least in such 
 proportions that no one sufficiently preponderates over 
 the others, to the normal sense, so as to give its name to 
 the combination. Purple is of especial importance in 
 the examination of the color blind, for the reason that 
 it forms a combination of two fundamental colors — the 
 two extreme colors — which are never confounded with 
 each other. In fact, from a color blind point of view, 
 one or two things must happen, according to the theory ; 
 either it excites but one kind of perceptive organs, or it 
 excites them all. It appears, then, either like a simple 
 color — that is to say, like one of the two colors of the 
 combination — or like white (gray). Experiment has 
 confirmed this hypothesis. Our sample colors, therefore, 
 are the two complementary colors of each other — green 
 and purple. In the examination of the chromatic sense 
 of a large number of individuals, it is, of course, of im- 
 portance to decide quickly, first whether the chromatic 
 sense of the individual is or is not normal. It is only 
 after establishing the existence of a defect that its na- 
 ture or degree must be determined. The sample colors 
 are therefore employed with more advantage in a certain 
 order, as the test must be accomplished as a whole, ac- 
 cording to a plan that experience has proved the surest, 
 most rapid, and, finally, most suitable for the purpose. 
 The Berlin worsteds are placed in a pile on a large plane 
 surface, and in broad daylight ; a skein of the test color 
 is taken from the pile, and laid aside far enough from 
 the others not to be confounded with them during the 
 trial ; and the person examined requested to select the 
 other skeins most resembling this in color, and place 
 them by the side of the sample. In the first place it is 
 
STATION AND TRAIN WORK 37 
 
 necessary that he should thoroughly understand what 
 is required of him — that is, that he should search the 
 pile for the skeins making an impression on his chro- 
 matic sense independent of any name he may give the 
 color, similar to that made by the sample. The exam- 
 iner should explain that resemblance in every respect 
 is not necessary; that there are no two specimens ex- 
 actly alike; that the only question is the resemblance of 
 the color; and that, consequently, he must endeavor to 
 find something similar of the same shade, something 
 lighter or darker of the same color, etc. If the person 
 examined cannot succeed in understanding this by a 
 verbal explanation, we must resort to action. We must 
 ourselves make the trial by searching with our own 
 hands for the skeins, thereby showing in a practical 
 manner what is meant by a shade, and then restoring 
 the whole to the pile, except the sample skein. As it 
 would require much time to examine each individual 
 in this way, it is advisable, when examining a large 
 number at the same time, to instruct all at once, and, 
 moreover, to ask them toobserve attentively the examina- 
 tion of those preceding them, so as to become more fa- 
 miliar themselves with the process. By this, time is saved, 
 without loss of security; for no one with a defective 
 chromatic sense finds the correct skeins in the pile the 
 more easily from the fSSt of having the moment before 
 seen others looking for and arranging them. He makes 
 the same characteristic mistakes ; but the normal observer, 
 on the other hand, generally accomplishes his task much 
 better and more quickly after having seen how it must 
 be done, and this is the advantage of our method. The 
 principle of our method is to force the one examined to 
 reveal himself, by an act of his own, the nature of his 
 
38 RULES FOR MOVEMENT OF TRAINS 
 
 chromatic sense. The method of scrutiny here de- 
 scribed is able to detect, as we have seen, not only com- 
 plete or incomplete color blindness, but a feeble chro- 
 matic sense. Moreover, it has been proved that there is 
 a perfect gradation, from complete color blindness on 
 one side, to normal chromatic perception on the other. 
 The question naturally arises, from our practical point 
 of view, whether it is possible to draw a dividing line 
 between the kinds and degrees of defective color vision 
 which would except those who could not cause any in- 
 convenience to the railway service, and, in case of an 
 affirmative answer, where such limit is to be found/" 
 
 The subject in all its different phases is treated at 
 great length by Dr, Jeffries. He dwells upon its preva- 
 lence and its detection. But only the more salient 
 features in connection with color blindness in its relation 
 to railway operation have been given here. The subject 
 is one of much interest, however, and should be studied 
 by those interested in it. The time may not be far dis- 
 tant when, in America, as in Europe, the Government 
 may require railroads to have their employes who have 
 to do with the movement of trains subjected to far more 
 rigid examination in regard to vision than is now the 
 case with most roads. Dr. Jeffries predicts that the 
 safety of the traveling public will demand it. 
 
 It is pointed out that to examine railway men by the 
 signals with which they are familiar is not altogether 
 safe, because color blind persons can by the difference 
 in light and shade alone often distinguish the signals. 
 He thinks the examination ought to be scientific, and that 
 it should be conducted by none but experts. 
 
 Some states have had the matter of such compulsory, 
 examinations up for discussion, and Connecticut did 
 
STATION AND TRAIN WORK 39 
 
 once pass such a law. It requires all employes in any 
 way connected with the operation of trains, to pass an 
 examination made by experts appointed by the Governor. 
 They were to be tested for visual defects, including, of 
 ^ourse, color blindness, the examination being made, how- 
 ever, in accordance with the rules of the State Board of 
 Health. 
 
 This law went into effect in 1880, with the immediate 
 result that many trainmen could not correctly match 
 colored worsteds or pass the other required tests, not- 
 withstanding they had never before shown any apparent 
 difficulty in distinguishing the signals in use. So great 
 was the outcry against the measure by railway men that 
 the act was soon repealed. 
 
 The Massachusetts legislature referred the matter of 
 making a similar law in that state to the railroad com- 
 missioners, with the result that, after an investigation, 
 they made a report, a few extracts from which will serve 
 10 show its tenor : 
 
 "Of course it is unsafe to employ a man afflicted with 
 color blindness. But it would be at once foolish and 
 cruel to remove three or four per cent of our railroad 
 employes if they are in fact fully qualified to perform 
 their duties. Persons who have been pronounced to be 
 color blind prove on examination to have full perception 
 of the colors of lanterns when placed at great distances 
 and under trying circumstances. Employes who are 
 theoretically color blind promptly distinguish white, red, 
 blue and green lights at a great distance w T hile engines 
 are going out and coming in, with all the attendant an- 
 noyances of smoke and steam. The same men ulso dis- 
 tinguish by daylight red, green and white flags at a 
 like distance without failure, while a person totally color 
 
40 RULES FOR MOVEMENT OF TRAINS 
 
 blind who happened to be present on one occasion pro- 
 nounced a scarlet flag to be black when it was held di- 
 rectly before his face. Nor is any case recorded, so fa-r 
 as is known to this board, of a color blind man who could 
 distinguish red from green in clear weather and who 
 has mistaken red for green in foggy weather." The 
 conclusions of the board are as follows: "That the ex- 
 istence of color blindness, total and partial, is a well es- 
 tablished fact, and that there are men who, by reason 
 of such defect, are unfit for positions on railroads re- 
 quiring ability to distinguish color signals ; that the ex- 
 tent of dangerous color blindness (i. e., such color 
 blindness as unfits persons for railroad employment) has 
 been greatly exaggerated ; that examination may be prop- 
 erly made by persons not medical experts, and that such 
 examination will certainly be sufficient if doubtful cases 
 are referred to such experts ; the board recommends that 
 every railroad company shall have an annual examina- 
 tion of every employe whose duties require or may re- 
 quire capacity to distinguish form or color signals, and 
 that no one shall be so employed who has not been thus 
 examined; the examination should refer to color blind- 
 ness and to other defects in vision; it should include all 
 who are in any way connected with the movement of 
 trains/' 
 
 Afterward the legislature of Massachusetts passed a 
 law requiring all railroad employes whose duties required 
 them to distinguish form and color signals to be exam- 
 ined at least once in two years for £olor blindness and 
 other defective sight. 
 
HEATING PASSENGER CARS. 
 
 The heating of passenger coaches has always been a 
 problem. At first large stoves were used at each end 
 of a coach and no practicable substitute for stoves was 
 found for many years, notwithstanding the subject exer- 
 cised the ingenuity and thought of inventors and railway 
 managers from the start. While apparently simple it 
 was really quite complicated, being not merely a question 
 of satisfactorily warming cars, but of preventing danger 
 from fire in case of accident. So great, however, has 
 been the progress made in devising and improving sys- 
 tems of heating, that it seems now as though perfection 
 had been reached. Indeed, the subject of heating pas- 
 senger coaches may be said to have passed through sev- 
 eral stages in its evolution, in exactly the same ratio of 
 progress as many other phases of railway operation. 
 There are now several systems of heating in operation 
 which may be described as follows : 
 
 THE BAKER SYSTEM. 
 
 To Mr. William C. Baker belongs the credit of having 
 devised the first practicable, scientific system for heating 
 passenger coaches. 
 
 When the Baker system was first introduced, the dan- 
 ger from hot coals being scattered, in case of a wreck, 
 had not been removed, as will be seen by reference to 
 Fig. i, illustrating and describing the first style of heater, 
 some of which are still in use. This is known as the 
 original or old style ordinary Baker heater. 
 
 41 
 
42 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 FIG. 1. 
 
 THE ORIGINAL, OR OLD STYLE ORDINARY BAKER 
 HEATER. 
 
 A — Generator or Water Coil. 
 
 B — Fire-pot. 
 
 C — Inside Casing. 
 
 D — Outside Casing. 
 
 E — Top Casting. 
 
 F — Safety Plate. 
 
 G — Base of Smoke Flue. 
 
 H — Feed-door. 
 
 I — Ash-pit. 
 
 J — Ash-pit Casting. 
 
 K — Base of Stove and Bottom of 
 
 Ash-pit. 
 L — Grate in Position to Dump. 
 M — Rocldng Bar and Shaker for 
 
 Grate. 
 E J — Perforated Castings Permit- 
 ting Upward Air Circula- 
 tion Through Space Be- 
 tween Casings C and D. 
 
HEATING AND LIGHTING CARS 43 
 
 The air between the casings when heated expands and 
 therefore rises, permitting cool air to be forced in through 
 the perforated holes in the casting J, to take its place, 
 and so an upward circulation of air is maintained. The 
 generator coil A is connected to the heating system and 
 as it is always filled with water (usually salt water or 
 brine) it is heated by the fire and expands rapidly. The 
 water as soon as it expands rises and passes out of the 
 coil at the top, and cooler water passes into the coil at 
 the lower end, taking the place of the heated water, and 
 so an upward circulation is maintained through this coil. 
 
 The fire enclosure and water coil comprise the heater, 
 but there are in addition some other apparatus used in 
 connection with the system. These consist of a circu- 
 lating or expansion drum, radiating pipes, cocks, etc., 
 which serve to carry the hot water and distribute or 
 radiate the heat throughout all parts of a coach. 
 
 Figure 2 is an illustration of a circulating drum. This 
 drum is always attached to the highest point of the heater 
 — preferably the roof of the car. It holds the water 
 needed for circulation after the pipes have been filled. It 
 also serves as a reserve tank. It is set horizontally as 
 shown in Figure 3. The position of cock C enables the 
 lower half of the drum to be used for storing water. 
 The upper half is used as an air chamber which serves 
 as an expansion chamber to secure free circulation. The 
 air freed from the pipes after the water is heated rises 
 and gathers in the upper half of the drum. There are 
 two tapped holes in the bottom of the drum, a and b ; 
 the upper pipe from the heater enters one and from the 
 other runs the circulating or down-flow pipe which car- 
 ries the hot water through the car. 
 
 Should the fire be allowed to burn unchecked or the 
 
44 RULES FOR MOVE1- - • • % OF TRAINS 
 
 water circulation be impeded the pressure in the heater 
 might become dangerously high. To provide for such a 
 contingency an appliance of cast iron called a safety 
 vent, indicated at v in Figure 2 3 is screwed into the top 
 of the circulating drum. It is a single casting without 
 joints; at the top it is thinned down to a specified thick- 
 ness which serves as a weak spot to yield, allowing the 
 top to be blown off when the pressure reaches a certain 
 point. More or less water is lost when a top blows off, 
 which should be renewed. As soon as a safety vent blows 
 
 FIG. 2. CIRCULATING DRUM, OR WATER RESERVOIR AND EX- 
 PANSION CHAMBER. 
 V — Safety Vent. C — Oock. 
 
 a b — Tapped Holes for the Upflow and Downflow Pipes. 
 
 out the fire should be put out to protect the coil. Of 
 course, when a safety vent top is blown out it should be 
 replaced with a new one, although the bushing may be 
 used again. 
 
 The piping arrangement is shown in Figure 3. The 
 expansion drum D is placed horizontally upon the roof, 
 the heater being upon the floor of the car immediately 
 beneath, as indicated by the coil A. The inflow pipe or 
 riser R conveys the heated water to drum D from which 
 
HEATING AND LIGHTING CARS 
 
 45 
 
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 S jL i J* *i 
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 s a 
 
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 ft HH 
 
 fa £ 
 
 s u a 
 
 w •-; O O 
 
 H tf Q O 
 
 I L I L 
 
 P tf fa <J 
 
46 RULES FOR MOVEMENT OF TRAINS 
 
 it descends into the car again through the pipe P and 
 thence on its circuit through the line of piping p to 
 which the pipe P is joined. The piping extends to the 
 other end of the car X and then turns and in a series 
 of loops, each one being under a seat, returns to point a, 
 thence it crosses to the other side. The hot water is thus 
 conveyed from one end of the car to the other, back 
 again in a zig-zag circuit along the same side, thence 
 across the car to the other side, and down the pipe p to 
 X as before, back again as on the other side to the return 
 bend at Y, recrosses the car at b and thence re-enters the 
 heater at the bottom of the coil at b. The course of the 
 circulation is indicated by the arrows. The pipe goes 
 below the floor of the car at d as shown, a tee fitting 
 being placed at t. In order to drain off the water when 
 necessary a drain cock is placed at e. For better elucida- 
 tion the illustration represents the car broken in two, the 
 two parts being close together. 
 
 As the water in pipe R heats and expands, rising into 
 the expansion drum, the water in pipe P being cooler, 
 it weighs more and so exerts a pressure on the water 
 in pipe p, causing it to circulate in the piping and re- 
 enter coil A at its lower end. Passing through the pipes 
 in the fire it is again heated, rises through the coil into 
 the drum and is again discharged through the other pipe 
 leading from the drum to the radiating pipe. Thus a con- 
 tinued up-flow of hot water is maintained through the 
 coil into the drum, and a constant down-flow from the 
 drum to the pipes in the car. The drum is filled through 
 the funnel f and the cock C. After being filled the funnel . 
 should be turned downward to prevent dirt or cinders 
 from accumulating in it. The cock is provided with a 
 drip pipe. The foregoing describes the construction, 
 
HEATING AND LIGHTING CARS 
 
 47 
 
 piping and method of water circulation of the ordinary 
 Baker heater, but, as already stated, the danger from hot 
 coals being scattered in case of accident was not elim- 
 inated by the introduction of this heater. This led to an 
 
 FIG. 4. IMPROVED FIRE-PROOF HEATER. 
 
 A — Coil. F — Safety Plate. 
 
 K — Asfa-pit Door. i — Spring. 
 
 G — Smoke Flue Base. D — Fire Safe. 
 
 E — Top Plate with Small Holes. a — Indicating Depth. 
 
 N — Smoke Screen. C — Sheet-iron Casing. 
 
 o — Coal Feed Chute. d 1 — Regulator Diaphragm. 
 
48 RULES FOR MOVEMENT OF TRAINS 
 
 improved or Baker Fire-proof Heater being invented, a 
 description of which follows : 
 
 There is a fire-safe consisting of an outside shell or 
 casing made of a flexible grade of steel, without joint or 
 seam. See Figure 4. D is the fire-safe; the depth of 
 the casing or shell is indicated from a to a. On the 
 inside of the shell are sheets of asbestos and next to 
 these layers of asbestos is a sheet-iron casing C, enclos- 
 ing the coil A; the space between casing C and coil A 
 serves as an air space for the hot gases from the fire, 
 and the space inside the coil A serves as a fire chamber. 
 The fire is accordingly within four casings: (1) A 
 water casing consisting of the closely wound coil A filled 
 with water; (2) a casing of sheet-iron; (3) a casing of 
 asbestos layers; and (4) an outer casing of steel plate. 
 
 The small holes in the draft, or ash pit, door K are 
 the only open means of communication between the fire 
 and the outer air; therefore, should the heater have the 
 smoke-flue base G moved in a wreck, the only place 
 through which fire could escape would be through the 
 small holes in the top of E, and as these holes are so 
 small there would be no danger of hot coals escaping. 
 
 The smoke screen N is a cone shape casting, as shown 
 in Figure 4 for feeding the coal in at the front, the 
 opening being just behind the feed-door. The coal goes 
 down through the bottom of the casting, thence through 
 the coal feed-chute o into the fire. Safety plate F, which 
 is controlled by the hand lever h (the latter being held in 
 place by the spring i), closes the hole in the bottom of 
 the screen N, the top of which has small holes as shown, 
 for the smoke to pass through. 
 
 The different casings which enclose the fire, the safety 
 plate which covers the feed-chute, and the cinder-proof 
 
HEATING AND LIGHTING CARS 
 
 i9 
 
 door which closes in the ash-pit, together with the asbestos 
 sheeting between the ash-pit bottom and the sheet-iron 
 bottom of the heater render this style of heater practically 
 fire-proof; because the smoke-pipe and smoke-flue base 
 might be broken off in a wreck without exposing the 
 fire in the fire-chamber, the latter being practically fire- 
 proof. 
 
 Another style of Baker fire-proof heater is the "two 
 with a distinct circulation for each side of a car { 
 
 cou 
 
 thus doubling the capacity. See Fig. 6. 
 
 27 
 
 
 
 30 
 
 FIG. 5. AUTOMATIC REGULATOR AND 
 
 15 — Fire Regulator Bowl. 
 
 24 — Adjustable Draft Regulator Spring. 
 
 27 — Regulator Lever and Pressure Indicator. 
 
 30 — Forked Connection and Door Rod. 
 
 31 — Piston* Brass Connecting Lever. 
 
 PRESSURE INDICATOR 
 
 The fire-proof heaters just described have an automatic 
 arrangement for regulating the fire according to the pres- 
 sure in the heater and the temperature in the radiating 
 pipes. It is in effect a draft regulator, as shown by the 
 letter r in Figure 4. It is also shown in detail in Figure 
 5. It will be seen that a pipe indicated by p leaves the 
 riser R at the point shown and runs into the regulator 
 
50 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 FIG. 6. DOUBLE COIL OR TWO CIRCULATION HEATER. 
 
HEATING AND LIGHTING CARS 51 
 
 bowl, which consists of two concave pieces bolted to- 
 gether. Between the two parts of the bowl is a dia- 
 phragm d made from corrugated steel, as shown sep- 
 arately at the right. The steel is tempered and has a 
 thin sheet of copper on each side. This diaphragm is 
 bolted between the parts of the regulator bowl as de- 
 scribed ; the under side of which is exposed to the pres- 
 sure in the pipe R. The rod q passes through the top 
 of the bowl and rests upon the diaphragm d. 
 
 The pressure in R and in the bowl gradually increases, 
 forcing up the middle flexible portion of the diaphragm 
 and thus the rod q is lifted against the action of the spring 
 S and the lever 1, and so raises rod s and counter-draft 
 door O, thus checking the draft through the fire. When 
 the pressure in R decreases the diaphragm moves down- 
 ward, the spring S pulls the lever 1 down and so closes 
 the door O, causing -more draft. The spring S has a 
 loop at the upper end so it may be placed in any of the 
 holes shown in the lever 1. The closer to q it is the less 
 force on the diaphragm is required to raise 1. Each hole 
 is marked with the pressure at which the door will open 
 when the spring is in it, and this pressure corresponds 
 with the pressure in the heater. Therefore r is really 
 a temperature regulator, because the temperature varies 
 with the pressure. 
 
 The water used is preferably salted, almost like brine. 
 This prevents the pipes from freezing when not in use. 
 Fresh water may be used, but it freezes at a temperature 
 of 32 F., so there would be some danger and annoy- 
 ance likely when starting fires. Salt water has a much 
 lower freezing point than fresh water and the more salt 
 it holds in solution the lower is the freezing point in 
 the temperature. So with the brine properly prepared 
 
52 RULES FOR MOVEMENT OF TRAINS 
 
 the pipes will not freeze though the car should stand for 
 several days without a fire and the temperature be 30 
 below zero. Salt water does not injure the pipes, neither 
 do they rust. Heaters in use for several years have been 
 examined and found free of rust or salt deposits. The 
 brine should be prepared in a barrel or other vessel, and 
 more salt than immediately dissolves should be put in 
 and stirred up occasionally from the bottom; after 
 twelve hours the excessive salt will have gone to the 
 bottom, the water appearing clear above it. The salt de- 
 posit at the bottom of the barrel should not be disturbed, 
 only the clear salt water should be used to fill the heater 
 system, which will be salt enough to stand a very low 
 temperature without freezing. 
 
 An absolutely solid body of water in the pipes is es- 
 sential to proper circulation. Therefore all air, dirt and 
 scale should be expelled from the pipes and they should 
 then be filled with water free from air bubbles, as follows : 
 
 All draw-off or drain cocks in the circulation piping 
 should be opened, the safety valve removed, and the 
 combination cock kept closed. Then a half-inch pipe 
 should be run from the topmost tapping in the expansion 
 drum as shown at A A, Figure 7. This piping must be 
 absolutely tight. It should be extended down outside 
 the car and connected to the upper end of a coil or pipe 
 in the barrel or tank, the latter being put as close as 
 possible to the car. Coil B should be about 2 inches 
 smaller in diameter than the inside of the barrel and 
 should be coiled as closely as possible to insure a large 
 amount of heating surface. Near the lower end should 
 be a tee (T) fitting shown at a (see (b)) and an angle 
 valve b should be connected to the tee (T) as indicated. 
 A metal strainer c should be attached to the angle valve 
 
HEATING AND LIGHTING CARS 
 
 53 
 
 FIG. 7. ARRANGEMENT ILLUSTRATING METHOD OF FILLING 
 THE HEATER CIRCULATION SYSTEM. 
 
54 RULES FOR MOVEMENT OF TRAINS 
 
 to prevent salt or any other solid matter from entering 
 the pipes. The lower end of the coil should be con-, 
 nected with the Globe valve e. The water, if salt, should 
 be sufficient to fill the pipes without drawing down too 
 close to the surplus salt at the bottom and not too near 
 to the strainer. The water level should never be less 
 than four inches above the strainer. One hundred feet 
 of I J4 -inch piping will hold about seven and a half gal- 
 lons of water; therefore, if the number of feet of circu- 
 lation piping is known the quantity of water can easily 
 be calculated. As a precaution an excess quantity of 
 about a third should be provided. A barrel of the ordi- 
 nary size will usually hold enough water to fill the heater 
 in a standard car; and the same quantity suffices for 
 one-half of a double circulation heater, but to guard 
 against taking air into the pipes care should be taken 
 to have more water or brine than is absolutely needed 
 so as to not draw it down too near to the strainer. 
 
 The angle valve b should be closed and the globe 
 valve e opened ; a steam hose connected to the draw-off 
 cock furthest from the expansion drum and about 25 or 
 30 pounds of steam blown into the pipes. Directly it 
 issues in full volume freely from each open draw-off 
 cock that cock should be closed, and thus in the course 
 of a few moments every foot of the heater pipes will be 
 full of live steam which will force its way into the 
 expansion drum and out through the coil B and the 
 globe valve e, carrying the air and the condensed water 
 with it, which will be discharged from the globe valve e. 
 Should any live steam escape with the water, the valve 
 should be closed a little, or until nothing but water and 
 air escape. The steam will heat the water in the barrel 
 to the boiHng point when all the air has been expelled; 
 
HEATING AND LIGHTING CARS 55 
 
 and boiling will expel the air held in suspension in a 
 body of cool water; then, if the boiling water will float 
 a potato it is salt enough to use in the circulation pipes. 
 The globe valve outside the barrel and also the draw- 
 off cock through which steam enters the pipes should be 
 closed and the steam hose disconnected. The angle valve 
 inside the barrel should be opened, whereupon the steam 
 from the pipes will continue to enter the brine until the 
 pressure is reduced. The steam which remains in the 
 pipes will condense and form a vacuum into which the 
 boiling hot brine is forced by atmospheric pressure, com- 
 pletely filling the pipes in a few moments. It may be 
 known the pipes are completely filled by the water level 
 in the barrel remaining stationary. 
 
 The half-inch piping should be disconnected after the 
 circulation piping is filled, whereupon it will be discov- 
 ered the drum is full to the top. This excess may be 
 drawn off through the combination cock to the level of 
 the cock and then the safety valve should be replaced. 
 When, after a few hours, the water has cooled, it will 
 have contracted to some extent, so a small quantity may 
 be added by hand through the combination cock. The 
 heating system will then be ready for service. In the 
 case of double-coil circulation systems they should be 
 treated as though each were a separate car. 
 
 The fire should be started slowly when first it is 
 lighted, it is best to begin with a wood fire. It should 
 burn gradually until the circulation of the hot water is 
 complete, which is indicated by the entire piping system 
 being hot. Then the fire should be allowed to die down 
 and the water to cool. Probably two or three firings 
 and coolings may be necessary before all the air is ex- 
 hausted from the pipes and the water becomes "solid." 
 
56 RULES FOR MOVEMENT OF TRAINS 
 
 Usually after the first firing the heater needs more water. 
 For the first few days the renewing of w-ater should be 
 carefully attended to, a small deficit may have to be 
 made good every day for the first week or two. When, 
 however, the water becomes solid throughout the heater 
 and circulation pipes no further renewal will be neces- 
 sary; but nevertheless frequent tests should be made to 
 ensure that everything is working right. 
 
 To test for the amount of water in the drum and 
 piping the fire should be low and no pressure in the 
 heater. The height of the water in the drum should be 
 noted by means of the combination cock C, Figure 5. 
 If the water is at the right height it will run out of the 
 drip pipe when the cock C is opened. To renew water 
 when necessary to do so, it should be put in through the 
 filling funnel f, which is attached to the cock C. When 
 through the cock should be closed and the funnel turned 
 down. 
 
 To empty water from the heating system, if occasion 
 requires, it should be drawn off through the cock e in 
 the crossover pipe, Figure 3. At the same time cock C 
 in the drum should be opened to serve as an air vent, 
 thus admitting atmospheric pressure to assist in discharg- 
 ing the water more freely. Should there be any extra 
 drain cocks where water could be pocketed in the piping 
 they should be opened also* to drain out the water. The 
 circulation system should never be emptied unless abso- 
 lutely necessary. 
 
 If the water should ever be allowed to get low enough 
 so that the drum is emptied, circulation will stop, the 
 pressure will increase rapidly, and the safety vent prob- 
 ably blow out. Should it get so low as to leave none in 
 the coil the latter would burn out; but if the water is 
 
HEATING AND LIGHTING CARS 57 
 
 always kept solid the circulation throughout the entire 
 system will be satisfactory, without any pressure in the 
 heater. Should a safety vent blow out, the fire should 
 be immediately drawn, the water renewed to the level 
 •of the combination cock C, another vent v screwed into 
 the drum and the fire again started. 
 
 On the old style Baker heater the safety vent con- 
 sisted of a rubber ball held between two brass plates. 
 The screws which hold these plates must not be interfered 
 with nor should the plates be screwed any closer together 
 than was originally intended. Every time the valve 
 blows out it spoils the ball, therefore a new one should 
 be put in, but the cast-iron vent is far more reliable. 
 
 The pressure gauge indicates the pressure within the 
 heater. 
 
 The New Style of Baker Heater Steam Attachment 
 consists of four ^-inch copper pipes screwed into brass 
 fittings, and placed vertically into a 3-inch wrought iron 
 cylinder, three and one-half feet long. Into this cylinder 
 steam is admitted from the locomotive through a ^-inch 
 branch pipe leading up Trom the train pipe, to top of 
 cylinder. By this arrangement, steam instead of fire in 
 the Baker heater is used, if desired, to circulate the water, 
 or steam can be used at the same time as the fire, to 
 heat up quickly. 
 
 When used in connection with a heater, it is placed at 
 the back of the heater, as shown in Figure 8, between 
 the return pipe and the pipe connecting top of the coil 
 to the drum. (The heater coil can be cut out if so de- 
 sired.) 
 
 The steam is controlled by an angle valve, placed at 
 the top of the ^-inch supply pipe. The position of the 
 valve is such that all water from the condensed steam 
 will run from it. 
 
58 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 tittS 
 
 FIG. 8. BAKER STEAM ATTACHMENT SHOWN 
 
 FITTED TO HEATER. CUT TO THE RIGHT 
 
 SHOWS THE ATTACHMENT DETACHED 
 
 FROM HEATER. 
 
HEATING AND LIGHTING CARS 
 
 59 
 
 FIG. 9. DETAILS OF IMPROVED BAKER STEAM ATTACHMENT. 
 (See Fig. 8 for Same Shown Attached to Heater.) 
 
60 RULES FOR MOVEMENT OF TRAINS 
 
 No "trap" is used for the release of the water of the 
 condensed steam, but instead a simple blow-through 
 valve on a 2^ -inch drip pipe, operated inside the car. 
 The seat of this valve has a small groove, which allows 
 the escape of condensed water, even if closed. * 
 
 A check valve is placed in the feed pipe between the 
 drum and the radiating pipes, insuring positive circula- 
 tion in the right direction when the heater coil is cut 
 out. 
 
 An anti-hammering pipe is connected to the top of 
 the circulating drum to relieve any air pressure which 
 thereby prevents the hammering. 
 
 In using this steam attachment in connection with a 
 double coil heater, each side works independently of the 
 other. 
 
 It is claimed that circulation is obtained in 40 minutes, 
 with only 15 or 20 pounds of steam, and that best re- 
 sults are obtained by turning steam on slowly at 5 pounds 
 — and up to 15 or 20. After circulation is complete, it is 
 said to require but from 5 to 7 pounds to maintain. 
 
 The steam attachment can also be used independently of 
 any heater in connection with the expansion drum and 
 hot water radiating pipes'. When used independently of 
 the heater, an attachment (jacketed with asbestos cov- 
 ering) can be placed on each side of the car, if desired, 
 thus doing away with the "cross-over," which, it has 
 been asserted, is a very objectionable feature in car 
 heating. 
 
 STANDARD HEATING SYSTEM. 
 
 This system has as its basis the ordinary hot water 
 circulating system, with the Baker heater stove. The 
 heat of the fire in the stove being replaced with steam 
 
HEATING AND LIGHTING CARS 
 
 61 
 
 drawn from the locomotive ; of course the fire in the 
 Baker heater stove may be started whenever necessary. 
 To use the steam thus drawn from the locomotive steam 
 jackets are used, one being located near the heater, on 
 
 
 ; the pipe which leads to the bottom of the coil, the others 
 
 i on the pipes which lead to and from the radiating pipes 
 
 'on the side of the car opposite the heater side, known 
 
 as "cross-overs," or, in the case of a double circulation 
 
62 RULES FOR MOVEMENT OF TRAINS 
 
 car they are connected into the circulation near the mid- 
 dle of the car. The steam thus drawn from the loco- 
 motive is conducted from car to car by means of i uitable 
 flexible couplings and pipes beneath the floor; these 
 pipes are called train-pipes, and they are so arranged as 
 to admit of gravity drainage from a selected high point 
 to each end of the car. A fitting is placed at this high 
 point which permits the necessary quantity o>f steam to 
 be withdrawn from the train-pipe for use in heating the 
 car. Two train-pipe valves, Figure 10, one at each end 
 of the car, control the passage of steam through the pipe, 
 both being kept open, except the one at the rear end 
 of the rear car, which should be closed to prevent the 
 
 FIG. 11. EXTENSION HANDLE. 
 
 steam from escaping. A small groove in the seat of the 
 valve provides for the continual draining of the con 
 densed steam (or water) and prevents freezing. The 
 train-pipe valves just described are controlled by exten- 
 sion handle, Figure n, which is readily reached from 
 the car step. 
 
 From the fitting in the train-pipe steam passes first 
 through a controlling valve, near the heater, along the 
 truss plank to the low end of the jacket nearest the 
 heater and from this jacket by connecting pipes to the 
 other jackets in series. These jackets have each an in- 
 clination upward in the direction of the circulation of 
 
HEATING AND LIGHTING CARS 63 
 
 'the water, steam entering and leaving the low end of 
 each jacket. The steam pipes should maintain a gradual 
 
 -fall from the controlling valve to the low end of the last 
 
 'jacket and then to the automatic trap. 
 
 In all jackets the water contained within the outer 
 pipes is heated by the passing steam, thus aiding in the 
 
 'circulation, and also reducing to from one-third to one- 
 sixth the time required to cause complete circulation of 
 
 : hot water in all parts- of the system. While the steam at 
 
 ■the pressures used is far below the temperature of fire, 
 its application in this way, at various points of circula- 
 tion instead of at one point (the heater coil), results in 
 
 -a more uniform heating, and higher average temperature 
 of the pipes throughout the car. The principle is the 
 same in a double circulation car, the only difference being 
 in the location of the jackets, which are connected into 
 the circulation as shown. 
 
 It will be noted that the entire water circulating sys- 
 tem is a "closed" one, and that when once filled with 
 water to the proper level, requires no further attention. 
 ! The heat required for the car is regulated by a con- 
 trolling valve which admits steam to the jackets, and 
 by which means a uniform temperature is easily main- 
 tained. 
 
 To discharge the condensed steam (or water) from 
 the steam pipes, and yet prevent steam from escaping, 
 ian automatic steam trap is used, Figure 12. This trap 
 lis adjusted by loosening the locknut F, on the end, the 
 trap is then opened by screwing out the seat (which is 
 ! controlled by the smaller square stem D) until steam 
 escapes freely, then it should be closed until a point is 
 reached where just a little steam escapes with the water . 
 When the seat is adjusted properly the locknut should 
 
64 
 
 RULES FOR MOVEMENT OF TRAINS 
 
HEATING AND LIGHTING CARS 
 
 65 
 
 
 -1311/90 
 
 o 
 fa 
 
 H O 
 
 o 
 
 o 
 
 2 fa 
 
 A-i O 
 
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 GO £ 
 
 
 be tightly screwed up, care being taken not to let the 
 seat move while doing so. 
 
 The minimum pitch which should be given to the trap 
 to ensure that the water of condensation drains through 
 the outlet is shown in Figure 13, which also shows a 
 
66 RULES FOR MOVEMENT OF TRAINS 
 
 blow-off valve connected to the one-inch pipe thread in 
 the end of the trap. This valve serves to remove any 
 dirt or scale from the trap, and it also permits the quick 
 discharge of condensed steam. It is usually so arranged 
 that it may be controlled by an extension handle through 
 the floor of the car. 
 
 Should steam be entirely cut off at any time, the trap 
 will immediately discharge all condensation which re- 
 mains in the pipes. Or, it may be quickly discharged by 
 means of the blow-off valve above the trap, which is 
 generally controlled by a handle through the floor. The 
 trap is fully capable of being used without recourse to 
 this auxiliary, it is merely there for use in the event of 
 most extraordinary and very severe conditions. 
 
 ' DIRECT STEAM HEATING SYSTEM. 
 
 This system, illustrated by Plates I, II. and III, is a 
 simple and easily applied heater for cars. It is illustrated 
 on Plate III. 
 
 Steam is supplied to the cars by means of an ordinary 
 train-pipe, with flexible couplings between the cars. This 
 train-pipe drains from the center t6 each end of the car, 
 and at the middle point is a cross, 638. 
 
 Two train-pipe valves, one at each end of the car, con- 
 trol the passage of steam through the pipe, both being 
 kept open, except the rear one of the rear car, which is 
 closed to prevent the escape of steam. A small groove in 
 the seat of the valve provides for the continual draining 
 of the condensation in the train-pipe and avoids freezing. 
 These train-pipe valves are controlled by extension han- 
 dles, which may be readily reached from the steps of the 
 car. 
 
TRAP S33 
 
 Plate 1. Design showing Standard Heating System 
 
 as used with Single Circulation Baker Heaters. 
 
^622 
 
 Plate 2. Design showing Standard Heating System as used with Double Circulation Baker Heaters, 
 
Plate 3. Diagram illustrating design for Direct Steam Heating System. 
 

HEATING AND LIGHTING CARS 
 
 67 
 
 C — Body. 
 D — Bonnet. 
 
 ELEVATION SECTION A B 
 
 FIG 14. STEAM INLET VALVE. 
 
 LIST OF PARTS. 
 
 F — Gliaml I — Disc, 
 
 G — Hand Wheel. K — Stem Nut. 
 
 E — Cap Nut. H — Valve. 
 
 L — Stem. 
 
 O — Valve Nut. 
 P — Cotter Pin. 
 R — Disc Case^ 
 
68 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 Steam is supplied from the train-pipe through the 
 cross, 638, and it passes to each side of the car. Rising 
 through the floor beneath a seat, it is controlled by a 
 
 
 Sect 
 
 ion 
 
 
 
 
 Elevation 
 
 
 
 FIG. 
 
 15. 
 
 ANGLE 
 
 VALVE. 
 
 
 
 
 (Used 
 
 on Locon 
 
 LOtive. ) 
 
 D — Cap Nut. 
 
 
 
 
 
 
 K— Union Nut. 
 
 E — Gland. 
 
 
 
 
 
 L — Union Nipple. 
 
 F — Bonnet. 
 
 
 
 
 
 X — Hand Wheel. 
 
 G — Stem. 
 
 
 
 
 
 Z — Gasket. 
 
 H— Body. 
 
 
 
 
 
 No. 142a — Retaining Screw. 
 
 I — Stem Nut. 
 
 
 
 
 
 No. 150 — Bonnet Screw. 
 
 J — Valve. 
 
 
 
 
 
 
 
 steam inlet valve, Figure 14, which is capable of very fine 
 adjustment. Biy means of this valve the requisite amount 
 of steam necessary to heat the car is admitted. 
 
Plate 4. Locomotive Steam Heating Equipment for Furnishing Steam to the Coaches. 
 

HEATING AND LIGHTING CARS 
 
 69 
 
 Along the truss plank is a radiator of two (2) inch 
 pipes, and the steam from the inlet valve enters the upper 
 one first through a back outlet return bend, 783, and 
 expansion bend. This 2-inch pipe has an inclination from 
 the center toward each end of the car, and the steam fol- 
 lows these inclinations, entering the lower pipe from the 
 ends and returning toward the center. At the center is a 
 
 r* PLAN=- 
 
 BRA63 
 
 1'NpipETKRLAD. 
 4 
 
 -= SECTION CD. =*- 
 
 -- ELEVATI0N.3- 
 
 E — Plug. 
 F — Body. 
 
 FIG. 16. REDUCING VALVE. 
 (Used on Locomotive.) 
 G — Washer. 
 H — Nut. 
 
 tee, 708b, from which a 2-inch pipe is taken to a vertical 
 automatic trap, which regulates the discharge of the 
 condensation. 
 
 The radiation of the heat from the two pipes along the 
 truss plank heats the car, the area of radiating surface 
 being proportioned to the size of the car. 
 
 Plate IV illustrates in a general way the method of 
 equipping a locomotive for use with steam heated cars. 
 Steam is usually taken from the "steam box." 
 
70 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 Angle Valve, Figure 15, Reducing Valve, Figure 16, 
 and Gauge, Figure 17, are placed in the relationship 
 shown on the drawing. The first is for admitting the 
 steam supply, and the Reducing Valve is for controlling 
 the pressure on the Train-Pipe and should never be used 
 as a shut-off valve. 
 
 SIPHON 
 
 i-PlPETHREAO/ 
 
 FIG. 17. GAUGE FOR STEAM HEATING. 
 (On Locomotive.) 
 
 Experience has shown that it is best to carry a pressure 
 of 40 lbs. on the train-pipe for a train of eight cars or 
 less, and that for a greater number of cars, the pressure 
 should be increased five pounds for each car above eight. 
 It is better to have a pressure higher than is needed than 
 one that is too low, and it is not a serious drain on the 
 locomotive. The amount of extra work put on a locomo- 
 tive, by the steam heating of its train, is measured by 
 
HEATING AND LIGHTING CARS 71 
 
 the amount of water condensed by each car, and is 
 roughly about 40 to 60 lbs. per hour per car. 
 
 Care should be taken to keep the steam gauge, Figure 
 17, in good order, and it should be tested and corrected, 
 if necessary, at least once each season. Many cases of 
 reported failures of trains to heat properly are found to 
 be due to errors of gauges, the pressure actually supplied 
 being far below that indicated by the gauge. 
 
 STEAM COUPLER TROUBLES. 
 
 Owing to modern passenger traffic conditions, with the 
 donstantly increasing demands made on locomotives, im- 
 provements to prevent leaks and effect economy of steam 
 have been made and upon many railroads have been 
 dopted. We give, therefore, a concise description of 
 iew style steam couplers made by the Consolidated Car 
 Ieating Company. 
 
 Serious steam losses result from imperfect connections 
 of steam hose couplers. Constant efforts have been made 
 to construct a satisfactory coupler. Coupler heads are 
 hammered together, and locking devices are applied in 
 an attempt to force a tight joint — and still the drain on 
 the locomotive has increased and the delays to trains on 
 account of leaky couplers have been as frequent and 
 annoying as ever. 
 
 The Consolidated Car-Heating Company claim to have 
 overcome this condition by the development of the type 
 of coupler we describe (see Figure 18). The essential 
 points in the construction of this type of coupler are : ( 1 ) 
 an automatic locking device, (2) all the points of en- 
 gagement are carefully machined, (3) the opening 
 through the head can be adjusted from i 1 /^ to ij^', (4) 
 
72 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 m 
 
 P 
 < 
 
 W 
 
 fa 
 
 o 
 
 o 
 
 o 
 o 
 
HEATING AND LIGHTING CARS 73 
 
 the liability to hose kinking is prevented by the increased 
 angle of the coupler nipple, (5) should the train part the 
 coupler automatically separates, (6) on sharp curves or 
 under strain of the draft rigging the coupler will not 
 open and leak steam, (7) the wear and gasket losses are 
 reduced to a minimum through the novel and efficient 
 method of holding gaskets. 
 
 The gasket is applied to the coupler by sliding it into 
 tlje machined groove, and is firmly locked in place by 
 sjightly bending the steel lug formed on it. Springs are 
 
 t used to hold it in place, neither are they necessary, 
 
 cause there is no obstruction in the steam passage. It 
 ii moulded into one piece and has wide faces at the front 
 dnd back, making a positive seat and steam tight joint. 
 
 When a coupling of the heads is being made, the locks 
 1 re turned to one side so that the lug and clutch can 
 engage each other. The locks are then snapped into 
 position (see Figure 19). 
 
 I The small degree of lift of the heads with the attend- 
 ing slight bend of the hose in the coupling will be noted. 
 This feature is the result of the increased angle of the 
 coupler head nipple. It produces the important advan- 
 tage of ease in making the coupler connection, of effecting 
 a more positive automatic coupling, and of greatly les- 
 sening the amount of bending at the hose when coupling 
 and uncoupling. It is the bending of the hose which 
 proves so destructive to its life — especially in regard to 
 the larger sizes. The increased angle of the nipple per- 
 mits of a natural set form to the hose when coupled. The 
 bending strain is distributed over the entire length of the 
 hose instead of being confined to the point just back of 
 the nipple and causing kinking, as is the case when the 
 angle of the elevation of the nipple is less. The service 
 
74 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 application of the coupler locks is shown in Figure 19 
 and is as follows: Points A and A 1 acting as fulcrums, 
 through the compression of the specially oil tempered 
 spiral steel springs, B and B 1 , cause the locks to exert a 
 downward pressure of 35 to 40 pounds at the extreme 
 tip of each of the coupler wings, C and C 1 . Point D 
 acting as a hinge, the two gaskets are brought into 
 definite and fixed contact, and a steam-tight connection 
 is effected. 
 
 The automatic locking device is, perhaps, the most 
 important feature in the effective operation of this coup- 
 ler; it is claimed for it that, a steam tight joint is insured 
 under all conditions, that the gaskets are brought to- 
 gether and locked as one piece, that when coupled with 
 heads of other types the locking effect is interchangeable, 
 that heads are prevented from lifting and leaking on 
 sharp curves or under strain of draft rigging, that the 
 necessity of hammering heads in an attempt to get tight 
 joints is entirely done away with, and that in event of the 
 train parting for any cause there is no tearing out of 
 hose or pulling out of train line. 
 
 In case of accidental break-in-two of the train the 
 coupler wings are forced up by the straightening of 
 the hose, D acting as a hinge, and the pressure of 
 the lock springs B and B 1 being overcome until the 
 line of draft reaches a higher plane than the line of 
 contact, when the. coupler heads part without damage 
 to hose or train line. 
 
 THE ECONOMY CAR HEATING SYSTEM. 
 
 This system is designed to heat passenger trains with 
 the exhaust steam from Air Pumps instead of live steam 
 from the locomotive boiler. 
 
HEATING AND LIGHTING CARS 
 
 75 
 
 O 
 O 
 
 H 
 W 
 H 
 
 fa 
 
 O 
 
 o 
 
 H 
 O 
 <1 
 
 2 
 
76 RULES FOR MOVEMENT OF TRAINS 
 
 Many attempts have been made in the past to utilize 
 the exhaust steam from Air Pumps for heating purposes, 
 but without success., as no means were provided for tak- 
 ing care of the condensed water discharged from the 
 pump with the steam. The manufacturers state that the 
 action of the Air Pump on the road being intermittent, 
 constantly stopping and restarting, and so causing con- 
 siderable condensation to take place in both the steam 
 cylinder of the Air Pump and its steam supply pipe, 
 which, being discharged by the Air Pump upon each 
 restarting, can, if carried into the heating system of the 
 cars, fill the radiators and pipes and so prevent the cars 
 from being properly heated. Serious damage would also 
 be likely to result from the freezing of this water in the 
 car radiators and pipes. 
 
 With the Economy Car Heating System the exhaust 
 steam and water from the Air Pump is discharged into 
 a Reservoir, and the water is prevented from passing 
 into the train pipes and radiators. In the Reservoir also 
 all the zvater is re-evaporated into steam, and both the 
 heat in the steam and the latent heat in the water ex- 
 hausted from the Air Pump (which has heretofore been 
 wasted) are used for heating the cars. 
 
 It has been fully demonstrated, the makers claim, on 
 a large number of railroads, on which this system is in 
 use, that the average passenger train can be properly 
 heated with the exhaust steam from the Air Pump with- 
 out the use of live steam. 
 
 In case the exhaust from the Air Pump should not be 
 sufficient to heat the train, live steam to supply the de- 
 ficiency is automatically drawn from the locomotive 
 boiler. This condition might arise with limited express 
 trains making but few stops, or with very heavy trains 
 
HEATING AND LIGHTING CARS 77 
 
 in extremely cold weather. In this event, all the heat 
 from the Air Pump exhaust would be utilized, and the 
 boiler would furnish only the excess quantity of live 
 steam necessary to heat the train. 
 
 This system is claimed to be perfectly automatic and 
 requires no attention on the part of the engine crew on 
 the road. The "Relief Valve" is set at the maximum and 
 the "Pressure Regulator" at the minimum pressures 
 before the train is started, and the steam pressure in the 
 train heating system is absolutely confined between these 
 two pressures. 
 
 Fuel and water are also saved by the removal of the 
 Air Pump exhaust from the stack, it being a well-known 
 fact that the discharge of the exhaust steam from the 
 Air Pump into the stack, which is the practice on many 
 railroads, causes a constant draft on the fire and a con- 
 siderable waste of coal. Steam and water are also wasted 
 by the frequent opening of the pop valves and the opera- 
 tion of the injectors to maintain the proper water level. 
 
 The noise from the Air Pump exhaust is avoided, 
 which is an advantage of no little importance, especially 
 with locomotives standing under covered stations. 
 
 A very perceptible improvement in the steaming of 
 locomotives has resulted, it is stated, from their equip- 
 ment with this heating system, especially in the case of 
 locomotives that had previously steamed poorly in cold 
 weather. This has been due to the fact that practically 
 all of the steam generated in the boiler has been available 
 for use in the locomotive cylinders, and the constant 
 drain of live steam for heating trains has been eliminated. 
 Locomotives have, therefore, been atjle to make their 
 time, and the delays caused by "low steam" have been 
 avoided. 
 
78 RULES FOR MOVEMENT OF TRAINS 
 
 No change whatever is required in the car heating 
 equipment, the apparatus being applied to the locomotive 
 in a manner for use in conjunction with the car heating 
 system already in service, which can also be used inde- 
 pendently of the Economy Car Heating System, with 
 live steam direct from the boiler, if desired. 
 
 The effect upon the Air Pump from its operation under 
 back pressure is the same only as would result from an 
 increase of the main reservoir pressure. 
 
 PIPE CONNECTIONS. 
 
 One set of the Economy Car Heating Apparatus con- 
 sists of a Reservoir, Three-way Cock, and "E. C. H." 
 Relief Valve. 
 
 Various types of locomotives require different locations 
 of the apparatus. The material for the pipe connections 
 depends upon the respective locations of the Air Pump 
 and Reservoir. 
 
 Pipe of the I 1/4 inch size should be used. 
 
 The Reservoirs are made in four sizes, 44 inches in 
 length, and 14, 16, 18, and 20 inches outside diameter 
 respectively, of steel, carefully tested under 250 pounds 
 pressure. They are first covered with asbestos cloth, 
 then lagged with wood one inch thick, and fitted on the 
 outside with an iron jacket. 
 
 The largest size of Reservoir that will clear the cab 
 line should be used, especially for locomotives hauling 
 long or heavy trains. For trains consisting of not more 
 than four cars a Reservoir of the 14-inch size is amply 
 large. * 
 
 The Reservoir should be attached to the running board 
 directly under the cab and on the same side of the loco- 
 
HEATING AND LIGHTING CARS 79 
 
 motive as the Air Pump, so that the pipe connecting the 
 Air Pump and the Reservoir will be the shortest possible. 
 The location of the Reservoir on the same side of the 
 locomotive as the Air Pump is not absolutely necessary, 
 and, in case the driver brake auxiliary reservoir, triple 
 valve, signal valve, etc., are on the same side of the 
 locomotive as the Air Pump, the Reservoir may be at- 
 tached to the running board directly under the cab on the 
 
 3posite side, and the exhaust pipe from the Three-way 
 tock carried back into the cab, across the boiler butt, 
 3nd down through the running board into the Reservoir. 
 If the space on both sides is already occupied and it is 
 
 ipossible to locate the Reservoir below the running 
 board directly under the cab, and on locomotives having 
 the Wooten type of firebox, the Reservoir should be 
 attached below the running board forward of the Air 
 Pump. 
 
 The Reservoirs have two openings in one end and one 
 opening in the other end. The Reservoir with the end 
 having the two openings should be placed at the forward 
 end, and the single opening on the rear end should be 
 at the lowest point. A pipe should be connected from the 
 single opening on the rear end of the Reservoir direct 
 to the train heating pipe under the locomotive tender. 
 
 The Three-way Cock should be located in the exhaust 
 pipe of the Air Pump and close to it, fitted with a rod 
 leading back into the cab and a handle convenient for 
 operation by the engineer (see Figure 20). A pipe 
 should be connected from the Three-way Cock to one of 
 the openings in the forzvard end of the Reservoir. Quar- 
 ter-turns and tees should not be used with the pipe lead- 
 ing from the Three-way Cock to the Reservoir, but the 
 pipe should be bent if necessary. A pipe should be con- 
 
80 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 nected from the other, or third opening in the Three-way 
 Cock to the stack or saddje as heretofore. 
 
 A pipe should be connected from the direct steam pres- 
 sure regulator to one of the openings in the forward end 
 of the reservoir, and from this same pipe a pipe should 
 
 FIG. 20. SHOWS THE THREE-WAY COCK LOCATED IN THE EX- 
 HAUST PIPE CLOSE TO THE AIR PUMP, WITH THE OP- 
 ERATING ROD LEADING BACK INTO THE CAB. 
 
 be connected to the "E. C. H." Relief Valve. A pipe 
 should also be connected from the "E. C. H." Relief 
 Valve to vent the surplus steam either through the roof 
 of the cab or forward into the saddle or stack, as may be 
 preferred. 
 
HEATING AND LIGHTING CARS 81 
 
 OPERATION. 
 
 Before the train is started adjust the Pressure Regu- 
 lator for the minimum pressure and the "E. C. H." 
 Relief Valve for the maximum pressure required to heat 
 the train. The steam pressure on the train heating sys- 
 tem will therefore be confined between these two 
 pressures. 
 
 Pull back the handle of the Three-way Cock, to dis- 
 charge the exhaust steam from the Air Pump into the 
 Reservoir, and open the boiler valve in the direct heating 
 system. 
 
 To shut off the steam from the train, close the boiler 
 valve and push the handle of the Three-way Cock for- 
 zvard to discharge the exhaust from the Air Pump into 
 the stack or saddle. 
 
 The Three-way Cock must be kept in either the ex- 
 treme forward or back position, as any intermediate posi- 
 tion would close the exhaust pipe from the Air Pump. 
 
 To increase the pressure on the train heating system, 
 slacken the Cross Bar Check Nut of the "E. C. H." 
 Relief Valve and turn the hand wheel from left to right; 
 to* decrease the maximum pressure, turn the hand wheel 
 from right to left and tighten the Cross Bar Check Nut. 
 
 It will be found that average trains can be properly 
 heated with the exhaust steam from the Air Pump with- 
 out opening the boiler valve in the direct steam heating 
 system. In case, however, the Air Pump exhaust is not 
 sufficient to maintain the required pressure, open the 
 boiler valve and the Pressure Regulator w r ill furnish live 
 steam to supply the deficiency. 
 
 The locomotive shown in Figures 21 and 22 has the 
 air pump and Economy Car Heating Apparatus on the 
 
82 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 TO 
 
 S 
 
 < 
 
 en 
 
 <s 
 
 o 
 o 
 
 o 
 o 
 
 o 
 
 TO 
 
 
HEATING AND LIGHTING CARS 
 
 83 
 
84 RULES FOR MOVEMENT OF TRAINS 
 
 left hand side. The three-way cock is located near the 
 reservoir directly under the cab. The outlet of the "E. C. 
 H." Relief Valve is piped to discharge the surplus steam 
 through the roof of the cab. The locomotive shown 
 in Figure 23 has air pump and Economy Car Heating 
 Apparatus on the left hand side, with the three-way cock 
 forward of and close to the air pump, and the exhaust 
 pipe leading to the reservoir fitted with asbestos covering. 
 
 When the Economy Car Heating System was first in- 
 troduced, an ordinary open pop valve located outside, 
 on top of the locomotive cab, was used as a relief valve 
 to vent the surplus pressure from the train heating sys- 
 tem. Experience demonstrated that an adjustable relief 
 valve, conveniently located for operation by the engineer 
 inside the cab, was both desirable and necessary to en- 
 able him to vary the steam pressure to suit trains of 
 different lengths. A steam pressure of 20 pounds would 
 be ample to heat a train of twa or three cars, but a steam 
 pressure of 40 pounds or more might be necessary to in- 
 sure a circulation of steam at the rear end of very long 
 and heavy trains, especially in extremely cold weather. 
 
 The "E. C. H/' Relief Valve, illustrated Figure 24, is 
 an improved form of valve with duplex spring, especial- 
 ly adapted for the Economy Car Heating System, for 
 which United States Letters Patent have been applied. 
 
 The "E. C. H." Relief Valve is located inside the cab, 
 with its pipe connections so arranged that the surplus 
 steam from the train heating system will be discharged 
 either through the roof of the cab or into the saddle or 
 front end of the locomotive, if it is desired to avoid the 
 noise and annoyance of the escaping steam. 
 
 Its peculiar merits over all single spring relief valves 
 are the increased range of steam pressures at which it will 
 
HEATING AND LIGHTING CARS 
 
 85 
 
 GQ 
 
 H 
 
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 o 
 
 z 
 
 o 
 
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 J 
 
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 w 
 
 
86 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 work satisfactorily without change of spring and the ease 
 with which it can be adjusted for any desired change of 
 working steam pressure. 
 
 FIG. '24. "E. C. H. 
 
 RELIEF VALVE. 
 
 It will give an automatic and full relief at any steam 
 pressure between 15 and 60 pounds per square inch. This 
 is accomplished by the duplex spring, the outer spring be- 
 ing under tension at all pressures, while the inner spring 
 
HEATING AND LIGHTING CARS 87 
 
 (of smaller diameter) is under tension only at the higher 
 pressures. 
 
 The springs are adjusted for the valve to relieve at the 
 desired pressure, by means of a 'hand wheel on the top, 
 outside of the valve body. To obtain a higher working 
 pressure, slacken the Cross Bar Check Nut and turn the 
 hand wheel from left to right ; for a lower working pres- 
 sure turn the hand wheel from right to left and tighten the 
 Cross Bar Check Nut. 
 
 Another important feature of the "E. C. H." Relief 
 Valve is that it can be taken apart and cleaned if necessary 
 without disconnecting the pipe connections at either the 
 inlet or outlet. 
 
 The "E. C. H." Relief Valve is made entirely of high 
 grade composition metal with springs of Jessop's steel. 
 
 gold's steam heating apparatus. 
 
 As in other systems of heating the cars with steam 
 from the locomotive, the equipment on the engine and 
 tender is not complicated, but is, on the contrary, quite 
 simple. All pipes should pitch to avoid water pockets 
 and any exposed pipes should be covered well. Fig. 25 
 shows the method of taking steam at the fountain, by 
 means of a locomotive starting valve, with a Tobin 
 bronze spindle. This valve also has a hard metal seat 
 and a malleable iron handle. The inlet is screwed into a 
 2-inch port in the fountain, and from this inlet runs a 
 1 y 2 -inch extra heavy pipe to the inlet of the regulator. 
 The pressure regulator is provided with brass unions at 
 both sides, the inlet being \]/ 2 inches and the outlet 2 
 inches. A 2-inch nipple runs from the pressure regulator 
 outlet to a tee which is tapped for ^-inch pipe connection 
 
88 
 
 RULES FOR MOVEMENT OF TRAINS 
 
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HEATING AND LIGHTING CARS 
 
 89 
 
 FIG. 26. IMPROVED TEMPERATURE REGULATOR. 
 
90 RULES FOR MOVEMENT OF TRAINS 
 
 to the steam gauge which indicates the steam pressure 
 delivered to the train. The 2-inch line runs down to a 
 suitable place at the side of the boiler and thence goes 
 horizontally to a point where the 2-inch by 1 3/2-inch 
 sixty-five degree ell is situated. To this elbow a steam 
 hose coupler is attached, and the nearby coupler is at- 
 tached to the pipe under the tender by means of a similar 
 ell. A 2-inch line runs to the back of the tender with a 
 pitch to the rear and then a 2-inch by 1 ^2-inch sixty-five 
 degree ell is fitted and the steam coupler connected. 
 
 An improved temperature regulator and stop valve 
 shown in Figures 26 and 27 reduces the steam pressure 
 to that needed for heating and maintains whatever pres- 
 sure is desired in the train-pipe regardless of varying 
 conditions on each side of the valve. . 
 
 Figure 27 shows a sectional view of the temperature 
 regulator. 
 
 Steam from the train line enters at "R." 
 
 As the wheel "G" is turned from left to right, *he 
 spring "C" compresses, and its force,' acting through the 
 diaphragm, opens valve "L" and "M." Steam then 
 passes to the radiator. 
 
 After the required pressure has been delivered, any 
 increase will overcome the tension of spring "C" and 
 as valves "L" and "M" are perfectly balanced, the lower 
 spring "N" will immediately lift them to their seats, 
 thus stopping the admission of steam. 
 
 As the pressure decreases in the regulator it also relaxes 
 under the diaphragm, and the tension on the spring "C" 
 again forces the valves "L" and "M" downward and 
 holds them open until enough steam is admitted to com- 
 pensate for the amount lost by radiation. When the 
 required pressure is again delivered, the valves close 
 automatically as before. 
 
HEATING AND LIGHTING CARS 
 
 91 
 
 PIG. 27. SECTIONAL VIEW IMPROVED TEMPERATURE REGU- 
 LATOR. 
 
 Parts of Gold's Improved 
 A — Body of Regulator. 
 B — Dome of Regulator. 
 C — Top Spring. 
 D — Adjusting Screw. 
 E— Top Nut. 
 G — Wheel. 
 
 H — Indicator Spring. 
 I — Washer. 
 J — Top Flange. 
 K — Bottom .Flange. 
 
 Temperature Regulator. 
 
 L — Auxiliary Valve Spindle. 
 
 M — Main Valve Spin/die. 
 
 N — Bottom Spring. 
 
 P — Bottom Plug. 
 
 R — 1-Inch Inlet. 
 
 S — 1-Inch Outlet. 
 
 T — Spanner Nut. 
 
 U — Diaphragm). 
 
 V — Strainer. 
 
92 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 If additional heat is needed, the pressure must be 
 increased. To do this, wheel "G" should be turned 
 further to the right. If a lower temperature be desired, 
 the wheel should be moved in the reverse direction. 
 
 212 
 
 272 
 
 FIG. 28. PRESSURE RADIATOR DIAL. 
 
 The figures on the dial indicate pressure in radiator 
 (see Figure 28). A number of grooves are provided in 
 which the spring "H" may rest. These provide a fric- 
 tion lock. They are so arranged that the regulator will 
 deliver 5 — 10 — 20 — 35 or 50 pounds. When wheel "G" 
 
GOLD'S IMPROVED TEMPERATURE REGULATOR 4 STOP VALVE. 
 
 L-LJj 7/ 
 
 l*\l' ELL. 
 
 li" R.6U. COUPLING. 
 
 
 S'xi' T£E 4'TOPOUTLE 
 
 
 60" STEAM GAUGE 
 
 
 STRAINER CROSS CA 
 
 p. 
 
 TEMPERATURE RECU 
 
 LATOR 
 
 STRAINER NIPPLE. 
 
 
 e"*Z'>lfn£" CROSS WITH 
 
 Bottom outlet 
 
 
 I" STRAINER STOP V 
 
 <vlve 
 
 SHOWS VALVE HAr> 
 
 IDLE 
 
 FACING DOOR. 
 
 
 SHOWS VALVE HA 
 
 XDL.E 
 
 FACING AISLE. 
 
 
 TFI^OOR 
 
 
HEATING AND LIGHTING CARS 93 
 
 is turned clear back to the stop, the valve will then supply 
 only 2 pounds pressure. 
 
 Steam condenses in chamber "O" and this forms a 
 water seal which prevents chattering. 
 
 The smaller valve "L" is the medium which affords a 
 proper balance. When both valves are seated the spindle 
 of "L" extends one thirty-second of an inch beyond 
 that of "M." As the plate "K" travels downward, the 
 valve "L" is opened first and passes steam to the low 
 pressure side through the slotted openings in the spindle 
 of valve "M." 
 
 This auxiliary valve is the medium which admits of a 
 supply of a very limited quantity of steam when occa- 
 sion demands. 
 
 Plate I shows the way the piping is laid out and also 
 the regulator connections. It is explained as follows : 
 
 EXPLANATION OF PLATE V. 
 
 No. 752 is the cross fitting in the train-pipe, from 
 either side of which branches lead into the cars. 
 
 The strainer nipple (750), is screwed into the cross, 
 fitting in such a manner that it extends a short distance 
 into the main line. The object is to so locate the end 
 of this strainer that steam in passing back and forth will 
 keep it perfectly clean. 
 
 The right and left coupling (550) is attached and a 
 1 34 -inch pipe runs to the ell (542). From the upper 
 side of this ell i-inch pipe leads to the lock shield stop 
 valve (753), which is connected to the temperature reg- 
 ulator by a close shoulder nipple. 
 
 The lock shield stop valve (753), which is provided 
 with a strainer, is operated by a key (753a) and is to be 
 
M 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 
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HEATING AND LIGHTING CARS 
 
 95 
 
 
 closed only when it is desired to 
 shut all steam from the radiating 
 pipes. 
 
 Gold's Direct Steam System — 
 (Improved) : A two-inch train line 
 is located under the car, at the mid- 
 dle of it a cross (558) Figure 29, 
 is placed, from which fitting 
 branches lead to either side. There 
 should be a pitch from the cross to 
 the valves at either end. Each side 
 of the car is controlled by a separ- 
 ate admission valve and tempera- 
 ture regulator. By referring to the 
 illustration it will be seen that the 
 heating surface consists of two 
 courses of two-inch pipe along the 
 truss-planks, expansion loops being 
 provided as shown. The two-inch 
 return bends (559) used for these 
 loops are tapped to spread. The 
 upper line has to be in line with 
 the top of the truss-plank, so only 
 the lower pipe pitches downward 
 because of the special tapping. The 
 lower radiator pipes run to loops 
 which end in the special bends 
 (560), and from the side of these 
 bends a one and a half drip pipe is 
 carried down through the floor to 
 the automatic tee traps. All the 
 pipes which lead to traps have to pitch downward so 
 water of condensation may always readily pass to 
 
 the 
 the 
 
96 RULES FOR MOVEMENT OF TRAINS 
 
 outlet; and particular care ought always to be taken to 
 avoid water pockets. 
 
 Gold's Improved Storage System for Heating Com- 
 partment Cars : This is a system which, it is claimed, 
 combines rapid and effective heating with great econo- 
 my; the construction of the heater being based upon 
 scientific principles and in accordance with the well- 
 known laws of natural philosophy. The storage is pro- 
 vided for by Terra Cotta Sections, as shown in Figure 30 
 where they appear like bricks in a cylinder. The latter 
 is usually a five-inch boiler tube and the bricks which 
 fit snugly inside are twelve inches long, as many bricks 
 being put inside the tube as are needed to fill the heater 
 which is to be used. When steam is -let in to the heater 
 it passes through the corrugations of the bricks and cir- 
 culates around them, thus the cylinder is immediately 
 heated while the bricks absorb very readily the hot con- 
 densed steam. Thus the car is rapidly warmed and the 
 heat is stored in the cylinder at the same time. The 
 surplus condensation passes out at the opposite end of 
 the heater, down through a drip pipe, and is discharged 
 at a trap. The train pipe is under the car and has a 
 gravity pitch to either end of it. Steam is taken from 
 this train line and after it has passed through a strainer 
 nipple, goes through a one-inch pipe to an angle valve, 
 then through a strainer tee, and directly to the tempera- 
 ture regulator; this latter admits whatever quantity of 
 steam is needed to the separate supply pipe, and from 
 this pipe branches are run directly to the several heaters 
 in the car. The storage heaters rest on stands and are 
 slightly pitched from the inlet toward the outlet side, 
 the object being to allow the surplus condensation to 
 pass readily to the traps. The separate supply pipe 
 
 
HEATING AND LIGHTING CARS 
 
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98 RULES FOR MOVEMENT OF TRAINS 
 
 should pitch downward from the regulator to the trap, 
 and the main condensation pipe should also pitch down- 
 ward to the trap. The heaters are located under the 
 seats, and owing to the large surface of radiation the 
 temperature in the car can be very rapidly raised. The 
 storage capacity of the terra cotta sections is so great 
 that the heat is retained by them and is radiated from the 
 cylinder for several hours after the steam has been shut 
 off from the car. One heater is placed in each compart- 
 ment, so the space is warmed very quickly indeed (see 
 Figure 31). The amount of heat may be regulated 
 according to the weather, the temperature regulator mak- 
 ing it possible to have any desired pressure of steam 
 and accordingly whatever amount of heat is desired. 
 
 Gold's Improved System of Hot Water Circulation: 
 Two duplex coils are placed in a Baker or similar heater 
 as shown in Figure 32a. The outer and inner pipes end 
 in fittings specially designed for the purpose. As shown 
 in Figure 32b the smaller pipe passes through the entire 
 length of the larger pipe and extends a short distance 
 beyond it. When the circulating pipes are filled, water 
 occupies the space between the outside of the smaller pipe 
 and the inside of the larger pipe. If fire is used the water 
 is heated by direct contact of the outer pipe, but when 
 steam is used it is heated by the inner pipe. Steam can 
 be used independently of the fire or both may be used 
 at the same time. The convenience of this arrangement 
 is not only its adaptability, but likewise the ease with 
 which cars may be piped for this system. 
 
 At the top of each of the coils are special fittings from 
 which quarter inch pipes connect to the inlet of the sealed 
 jet. (See Figure 33.) From the top of the jet to the 
 expansion drum a short and heavy brass nipple is run. 
 
HEATING AND LIGHTING CARS 99 
 
 From the bottom outflow, pipes run around the car and 
 return to the coil as shown. Figure 33 shows how one 
 port of this bend is carried through and inside the other 
 and is slightly tapered at the end. The heated w T ater 
 goes up through the riser and enters the inlet of this 
 
 FIG 32 A. DUPLEX COILS. 
 
 sealed jet. It then moves around the bend, and owing to 
 the taper of the nozzle and the energy behind, is forced 
 downward into the outflow pipes with much velocity. 
 Any air which is mingled with the water separates at 
 the jet and passes up to the drum. The small hole near 
 
100 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 the top of the directing bend is there to release any air 
 that might otherwise accumulate at that point when the 
 pipes are being filled with water. 
 
 Steam is taken from the train-pipe through an inch and 
 a quarter pipe to the inside of the car. From that point 
 an inch pipe goes to the top of the heater where it is 
 connected by two separate valves to the one inch coils. 
 
 FIG. 32B. SECTIONAL VIEW DUPLEX COILS. 
 
 Through these inner coils the steam passes out at 
 the bottom to drip pipes which run directly to the traps. 
 Thus the two sides of the car are separate and may be 
 controlled independently of each other. The temperature 
 regulator is placed at a convenient point near the heater. 
 A system of hot water circulation with vertical traps 
 is shown in Figure 34. It will be noticed that the plan 
 of piping is the same as that shown in Figure 33 with 
 the exceptions as follows : The vertical style is shown 
 in place of the automatic tee trap-, and instead of the end 
 train pipe valve step attachment a platform operating 
 mechanism is substituted. 
 
HEATING AND LIGHTING CARS 
 
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 RULES FOR MOVEMENT OF TRAINS 
 
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HEATING AND LIGHTING CARS 103 
 
 combination automatic lock and hose support 
 (gold's). 
 
 This device is designed to accomplish two purposes — 
 the automatic locking of steam hose couplers and the 
 proper support of the hose and coupler. 
 
 The advent of larger hose and heavier couplers neces- 
 sary to heat the long passenger trains now in common 
 use made the problem of tight joints and hose protection 
 one of greater importance than ever before, and, taken 
 in connection with the higher steam pressures carried 
 in the train line to satisfactorily effect the heating of 
 these long trains, the jarring on fast runs causes con- 
 siderable leakage of steam, especially in passing around 
 curves. In the new arrangement the hose is relieved 
 of the weight of the couplers both when coupled and 
 when separated, the couplers being supported by means 
 of a chain attached to the platform and sill, and a con- 
 nection between the chain and coupler is made by means 
 of a lever or lock hinged onto the coupler attached to 
 the same car and bearing on the mating coupler of the 
 adjacent car in such a manner as to force the gaskets 
 into close contact. This removes all the weight from the 
 hose, and presses the gaskets together with a force much 
 greater than that due to their weight and the action of 
 the cam and wedge, which are still retained as integral 
 parts of the coupler. 
 
 Figure 35 shows the device and Figure 36 shows it 
 attached to a car. 
 
104 
 
 RULES FOR MOVEMENT OF TRAINS 
 
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HEATING AND LIGHTING CARS 
 
 105 
 
 FIG. 36. COMBINATION AUTOMATIC LOCK AND HOSE SUPPORT 
 ATTACHED TO A CAR. 
 
 VAPOR SYSTEM OF CAR HEATING. 
 
 This is a system of car heating which is manufactured 
 by the Chicago Car Heating Co. It is an exceedingly 
 simple apparatus, and the principle upon which the sys- 
 tem operates is equally simple. 
 
106 RULES FOR MOVEMENT OF TRAINS 
 
 The temperature of the escaping condensation from the 
 heating pipes is used to operate and control in an auto- 
 matic manner the inflow of the steam from the train 
 pipe to the heating pipes which are inside the car, in- 
 stead of its being used to control the outlet or discharge. 
 Thus the entiM heating pipes are left open to the atmos- 
 phere all the time and the condensation flows out by 
 gravity immediately it reaches the lowest points of the 
 heating pipes, and in consequence of the entire absence 
 of water in the pipes through "backing up" the possi- 
 bility of freezing is completely done away with. The 
 pipes are automatically filled with steam at atmospheric 
 pressure (which is equal to 212 degrees, or the same 
 temperature as boiling water), thus a very agreeable heat 
 is radiated. 
 
 The heat of the escaping condensation has, in other 
 systems, been used to automatically operate some form 
 of a trap or discharge valve located in the outlet or 
 the lowest part of the heating pipes<, which has resulted 
 in carrying about the same pressure in the radiating 
 pipes inside the cars as was carried in the train pipe 
 located underneath the cars. 
 
 In the vapor system train pipe pressure only reaches 
 the inlet of the radiating system, as shown in the com- 
 parison of systems in Plate VI, but in the case of the 
 steam pressure system train pipe pressure goes through 
 the entire radiating system to the outlet. This method 
 of carrying train pipe pressure in the heating pipes in- 
 side the car has frequently resulted in the cars being 
 over-heated, because of the high train pipe pressure neces- 
 sary. The trap or valve which has been placed at the 
 outlet has, it is claimed, caused more or less backing 
 
HEATING AND LIGHTING CARS 
 
 107 
 
 • : 
 
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 FIG. 37. VAPOR HEATING — SECTIONAL VIEWo 
 
108 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 
 ||1 * IWI| 
 
 1-5 
 
 up of water in the pipes, and this 'has 
 often resulted in the apparatus being 
 frozen. 
 
 Figure 37 shows a sectional view 
 of the piping arrangement. The ex- 
 pansive diaphragm (see Figure 38) 
 is combined with and adapted to 
 other parts of the apparatus to con- 
 trol the admission of steam. It is 
 placed at the very outlet of the ap- 
 paratus underneath the car, where 
 it is subject to the combined influ- 
 ence of the cold outside air and the 
 hot condensation pressing over and 
 around it before it reaches the at- 
 mosphere. 
 
 The steam entering the pipes 
 passes through the hand operated 
 admission valves in the usual way 
 and into the Vapor Regulator, where 
 it passes up through the automatic 
 valve and out of the regulator again, 
 then through the feed pipe to the 
 radiating pipes along the truss plank, 
 finally reaching the bottom of the 
 regulator and passing down through 
 the discharge pipe and around the 
 expansive diaphragm and out to the 
 atmosphere. Instantly the hot con- 
 fl densation and steam reach the dia- 
 
 •j: phragm at the very bottom of the 
 
 $ apparatus, it expands it about a quar- 
 
 ter of an inch, causing it to push up 
 the operating rod and close down the automatic valve, thus 
 
 'iiu 
 
 m 
 
 Pill,,'" 
 
HEATING AND LIGHTING CARS 109 
 
 closing the supply of steam to the radiating pipes at the 
 inlet of the Vapor Regulator. The instant the supply 
 of steam to the radiating pipes is thus shut off, the dia- 
 phragm in the outlet of the apparatus starts to cool, and 
 contracts just enough to permit sufficient steam to pass 
 the automatic inlet valve to make up for whatever is 
 lost in condensation in the radiating pipes and still main- 
 tain a temperature of 200 degrees at the outlet point un- 
 derneath the car at which the diaphragm is located. 
 Less than 200 degrees temperature around the diaphragm 
 at the bottom causes it to contract and open the admis- 
 sion valve until sufficient steam is passing into the ap- 
 paratus to give 200 degrees at the very outlet. A tem- 
 perature of much over 200 degrees" at the outlet expands 
 the diaphragm and cuts down the admission of steam 
 until the temperature at the outlet reaches 200 degrees. 
 Therefore the temperature of the outlet of the apparatus 
 (which contains the diaphragm, Figure 38) is automati- 
 cally maintained at a temperature of about 200 degrees, 
 and necessarily all the pipes between this outlet and the 
 inlet are maintained at a temperature of between 200 
 degrees at the outlet point, and about 212 degrees at the 
 inlet point. 
 
 DETAILS OF OPERATION. 
 
 The Vapor Regulator is divided by partitions into 
 three parts (see Figure 39), a high pressure chamber di- 
 rectly under the automatic valve "A," a low pressure 
 or supply chamber directly above the automatic valve, 
 and an outlet chamber where the return or drain pipe 
 from the heating pipes inside of the car is connected 
 to the regulator. 
 
110 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 Throttle Admiv 
 sion Valve Com- 
 plete 
 
 A — Valve with 
 Disc 
 
 B— Disc 
 
 C— Disc Nut 
 
 JJ> — Bonnet 
 
 E— Stuffing Box 
 
 F— Valve Stero 
 
 O— Wheel 
 
 H-Body 
 
 W£— Automatic Vapor Supply 
 
 Regulator Complete 
 402-A— Regulating Valve 
 402- B— Cast iron Regulator 
 
 Body 
 402-C— Top Cover 
 402-D— Operating Rod 
 402-E— Expansive Diaphra 
 402-F-Set Scr 
 402-G-Bear.ng for Lever 
 402-H-Cam Lock 
 402-1— Ventilating Wings 
 402-J— Lower cast iron Casting 
 402-K-Hinged Cover with 
 
 Set Screw and Cam Lock 
 402-L— Hooks to Prevent Dia- 
 
 phram from Shifting 
 
 M— Plates to hold Dia- 
 phram in Horizontal 
 Position 
 -N— Tube Cut to Template 
 -O— Regulating Valve 
 
 Lever 
 -P— Operating Rod Lever 
 -Q— Stuffing Box 
 R— Guides for Operating 
 
 Rod 
 S— Bolts for top Plate 
 T— Brass Valve Seat 
 ■U-Lock Nut for Set 
 
 Screw 
 V— Top Guide for Auto- 
 matic Valve 
 W— Gasket for Top Cover 
 
 FIG. 39. DETAILS OF VAPOR REGULATOR. 
 
HEATING AND LIGHTING CARS 
 
 111 
 
 Steam leaves the train pipe at the strainer cross (No. 
 in), and passes through the admission valve into the 
 high pressure chamber. After passing through the auto- 
 matically operated valve "A" into the low pressure cham- 
 ber it passes out of the Vapor Regulator again, and 
 through the feed pipes into the radiating pipes at the 
 
 FIG. 39A. 
 
 side of the truss pipe where it branches and flows to 
 each end of the car, returning again to the center where 
 it joins again in one pipe and flows through this pipe 
 into the outlet chamber of the vapor regulator and down 
 through the tube and around the expansive diaphragm 
 and out to the atmosphere. 
 
112 RULES FOR MOVEMENT OF TRAINS 
 
 As already explained, the heating of the diaphragm 
 to about 200 degrees at the outlet causes the closing of 
 the automatic valve "A" sufficiently to pass just enough 
 steam into the radiating pipes to circulate entirely 
 through them and maintain a temperature of 200 degrees 
 at the outlet point, and it should be remembered that if 
 the temperature around this outlet drops below 200 de- 
 grees the diaphragm will contract instantly just enough 
 to. open the automatic valve "A" to permit sufficient 
 steam to pass into the apparatus to raise the temperature 
 at the outlet to 200 degrees. * 
 
 Until the steam passes the automatic valve "A" it is, 
 of course, under train pipe pressure, but after it passes 
 the valve "A" it is under atmospheric pressure, and in 
 just sufficient quantity to pass entirely through the pipes 
 and give the required 200 degrees at the outlet. 
 
 It is found that this automatically maintained tempera- 
 ture of 200 degrees at the outlet point underneath the 
 car gives an actual temperature of about 208 degrees in 
 the bottom or coolest pipes inside the car and 212 de- 
 grees in the top of the pipes where the steam first 
 enters, and a temperature of 213 degrees immediately 
 after the steam leaves the automatic valve, and these tem- 
 peratures are found to remain the same regardless of 
 what pressure or temperature the steam may be when it 
 enters the Vapor Regulator from the train pipe. 
 
 This condition of affairs continues indefinitely as long 
 as steam is on the apparatus. 
 
 As the radiating pipes are open to the atmosphere 
 it will be readily understood that their temperature can 
 never exceed 212 degrees at the hottest point. 
 
 Inasmuch as at no time is there any pressure backed 
 up in the radiating pipes, and as the outlet point is auto- 
 
HEATING AND LIGHTING CARS 113 
 
 matically maintained at a normal temperature of 200 
 degrees, necessarily the discharge at the outlet must be 
 nothing but actual condensation which will do no injury 
 to varnish or sheathing. This overcomes a serious de- 
 fect in steam traps which always discharge condensation 
 under a pressure — resulting in scorching the side of car. 
 
 The passage for the discharge of condensation from 
 the pipes to the atmosphere contains no trap valve or 
 stoppage of any kind, and condensation is free to escape 
 by gravity from the pipes to the atmosphere, as will be 
 seen from the cut. 
 
 Motion from the diaphragm at the outlet, to the auto- 
 matic valve "A" at the inlet, is transmitted through the 
 dividing partition by means of the lever "jP> passing 
 through the stuffing box "Q." 
 
 As the pressure is inappreciable on either side of this 
 stuffing box, and as the motion of the axis of the operating 
 lever amounts to almost nothing, it will be evident that 
 the wear of this packing is practically nothing and need 
 not be considered as a feature needing attention after 
 the device is in service. When valve 4 is a quarter of 
 an inch, the weight of the rod D will keep the valve A 
 open when the diaphragm is cold. To remove the auto- 
 matic valve unscrew the brass guide cap V, open the 
 hinge cover K at the bottom, allowing the rod D to drop 
 down, then the automatic valve A can be easily lifted 
 out. To get at the entire inside of the top part of vapor 
 regulator, remove the brass stud bolts S, allowing the 
 top plate to be removed. 
 
 The Expansive Diaphragm. — Figure 38, already re- 
 ferred to, is round, being about four inches in diameter 
 and three-quarters of an inch thick, is made of phosphor 
 bronze, and is filled about half full of a mixture of 
 
114 RULES FOR MOVEMENT OF TRAINS 
 
 which alcohol forms the greater part, and it is hermeti- 
 cally scaled. 
 
 This mixture boils at a temperature of about 180 de- 
 grees, and when confined in the diaphragm and sub- 
 jected to a surrounding temperature of between 200 and 
 212 degrees, a sufficient internal pressure is created to 
 cause the diaphragm to expand about three-eighths of an 
 inch and when the diaphragm is placed in the device 
 and adjusted with the set screw so that the maximum 
 movement cannot exceed a quarter of an inch, it will 
 exert sufficient force to close a three-quarter inch valve 
 seat against a pressure of as high as a hundred and 
 twenty pounds to the square inch. 
 
 As the temperature surrounding the diaphragm falls, 
 it begins to contract until at 180 degrees it is again at 
 its original or normal thickness of three-fourths of an 
 inch. 
 
 Plate VII shows the Vapor System applied to a stand- 
 ard passenger coach. The details of the Vapor Regu- 
 lator are shown in the sectional view, Figure 39. 
 
HEATING CARS WITH ELECTRICITY. 
 
 FIRST PRINCIPLES. 
 
 The conversion of electrical energy to heat takes place 
 in accordance with well known laws, and in known pro- 
 portions. One British Thermal Unit of heat is equiva- 
 lent to 1047.3 watts, and cannot be produced without the 
 expenditure of that amount of energy. A resistance coil 
 which will pass a certain amount of current may be 
 made of a short length of wire of high resistance, or of 
 a long wire of low resistance. If the resistances of the 
 coils are equal, the same amount of current will flow 
 through each, and each coil will give off the same amount 
 of heat. Consequently a short coil of high-resistance 
 v/ire having a small surface must necessarily operate at 
 an excessively high temperature, in order to dissipate 
 the same amount of heat as the longer coil of low-re- 
 sistance wire having a much larger surface. In this prin- 
 ciple lies the success of the Consolidated Electric Heaters, 
 which have a large heating surface and operate at a 
 moderate temperature. 
 
 It is claimed by the manufacturers that experience 
 has demonstrated that galvanized iron wire, which has 
 been specially galvanized for the purpose, makes the 
 best resistance coils, and that by reason of the large 
 radiating surface made possible by the McElroy spiral 
 coil construction, the wire is heated only to a moderate 
 degree, thus the excessive temperature to which a high 
 resistance wire is necessarily subjected, usually resulting 
 
 115 
 
116 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 
 in crystallization of the 
 wire if accompanied by vi- 
 bration, is overcome. 
 
 In each heater there are 
 two resistance coils placed, 
 one above the other. The 
 upper coil is of greater re- 
 sistance and consumes less 
 current than the lower. 
 The coverings of lead wires 
 to the two coils are different 
 colors, and thus may be 
 easily distinguished. The 
 top coils of all the heaters 
 in the car are in series, and 
 the bottom coils of all the 
 heaters are in series. Thus, 
 wherever current is used, 
 kjg heat is given out the full 
 ^ length of the casing of 
 go every heater in the car. At 
 #g the same time this- method 
 fep of wiring is said to be the 
 simplest and most econom- 
 ical in time of equipping 
 and material used. All this 
 type of heaters are said to 
 secure convenience, sim- 
 plicity and durability. 
 
 A coil for heater, show- 
 ing resistance coil, porcelain 
 bushings, end plates and 
 lead fires is shown in Figure 40. 
 
 Wh3 
 
HEATING AND LIGHTING CARS 
 
 117 
 
 FIG. 41A. ELECTRIC HEATER IN POSITION. 
 
 iiriHiirnriiiii' iiiiiiiiiiiiiiiiiiiihiiiiiiiiiil; huh minimum 
 
 $\'j-K SfcTIM'3 CO 
 
 FIG. 41B. HEATER ENCLOSED IN INSULATED IRON CASING; 
 WIRING SHOWN IN MOULDING. 
 
 A heater for a cross-seat car or parlor car is shown 
 in Figure 41. It is designed to attach to the truss plank, 
 and is designed to occupy about the same space as the 
 steam pipes do when the steam heating system is em- 
 ployed. The coils are, it will be noticed, covered by an 
 iron case of attractive design, which is insulated. 
 
118 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 The arrangement for wiring when electricity is em- 
 ployed for heating cars is shown by the diagrams in 
 Figure 42. 
 
 The coupler shown in Figure 43 is used for the pur- 
 pose of connecting the heat and light circuits in trains. 
 
 ruse 
 
 SWITCH IS8 
 
 /VWWWWAA /VWWWWW\ /wvwvwwvv / wwwwvw\ /wwwwvw\ /WVWWWW\ 
 
 12-Heater Equipment 
 
 W\M/vwvw\^ Wwwwvw,/ wwwwvw WwwwwvV vvwwwwwvwwwww\/ 
 
 /VVVWMWAJWAAA/MV^ (WWWWAJWWWAVA^ /WWWWM / VWVWWWV\ (W WWWWft / V 
 
 16-Keater Equipment 
 
 EB 
 
 wvwvwww Wm/vwvwJ wvwwwwv WwAAfW vvvw/wvvw Wwwwvw./ vwv.vwww WwwwvW 
 
 
 lft-Heater Equipment 
 
 VVW\,V«ftNVW VWVW-V/AV— ■ — .YVW.VVi\W W/AW.W.V W\ 
 
 wvJ WvttWWW^ 
 
 FIG. 42. DIAGRAMS OF WIRING ELECTRIC HEATING SYSTEM. 
 
 With this coupler there are no exposed contacts. The 
 contact finger is mounted on the inside of a protecting 
 casing which is attached at the end of the car, either 
 
HEATING AND LIGHTING CARS 
 
 119 
 
120 RULES FOR MOVEMENT OF TRAINS 
 
 under the platform sill or under the hood, and the open- 
 ing to this casing is covered with a spring door 
 
 On the end of the flexible cable is securely attached a 
 hollow cylindrical contact piece which slides over the 
 contact linger mounted in the protecting casing on the 
 opposite car. This cylindrical contact piece is mounted 
 securely in an insulating handle which covers it not only 
 on the sides, but projects beyond the end of the contact 
 piece leaving no portion of the contact piece unprotected. 
 No danger of short circuit occurs either in handling it or 
 in allowing the connector to drop to the rail, since the 
 
 FIG. 44. A QUICK-BREAK KNIFE SWITCH. 
 
 cylindrical contactor is not exposed at the ends. When 
 the contacts are once made the action of the door is to 
 hold the contactor securely in place. In case the cars 
 should pull apart the connector pulls out of the socket 
 automatically. 
 
 A quick-break knife switch is illustrated in Figure 
 44. It has double contacts, and is intended for service 
 on 600-volt circuits. Slate bases free from metallic 
 veins are used to mount the switches upon, and as the 
 
HEATING AND LIGHTING CARS 121 
 
 slates are drilled to a templet and counter-sunk all cur- 
 rent carrying parts are brought below the surface on 
 the back of the slate. It is considered by the manufac- 
 turers advisable that all switches used for heating or 
 lighting purposes should be placed on the bulkhead above 
 the windows, either in the vestibule or the car body. 
 
CATECHISM OF STEAM HEATING. 
 
 ON TRAINS EQUIPPED WITH THE STEAM HEATING SYSTEM 
 
 OF THE SAFETY CAR HEATING AND LIGHTING 
 
 COMPANY. 
 
 DIRECTIONS FOR THE MANAGEMENT OF 
 'STEAM HEATING ON TRAINS. 
 
 MAKING UP TRAINS. 
 
 When a train is made up all steam hose should be 
 coupled and all cocks or valves in the steam train pipe, 
 the whole length of the train, should be opened. 
 
 When signal is given steam should be turned on at 
 the cab and allowed to blow through the entire length 
 of the steam train pipe. 
 
 After steam issues from the rear end of the train pipe, 
 the rear train pipe valve of the last car should be closed. ' 
 This valve is slotted and will allow a little steam to 
 escape through the rear coupling. 
 
 REGULATION OF TEMPERATURE. 
 
 To heat cars, open steam inlet valve in each car and 
 regulate the temperature with this valve. Do not ask 
 the engineer to vary the steam pressure for the purpose 
 of regulating the temperature of cars. 
 
 Steam inlet valves must not be shut tight in freezing 
 weather. 
 
 122 
 
HEATING AND LIGHTING CARS 123 
 
 Traps should be set at terminal points so that a little 
 steam will escape with the water. Readjustment is sel- 
 dom necessary. 
 
 CHANGING ENGINES. 
 
 Five minutes before arriving at terminals or stations 
 w T here engines are to be changed, the rear train pipe 
 valve must be opened wide, and just before coming to a 
 stop at such stations the engineer should shut off steam 
 at locomotive valve. Do not use reducing valve for this 
 purpose. This valve is to be set at 40 pounds when 
 the engine is placed in service and not changed there- 
 after, except in zero weather, when 5 pounds should be 
 added for each additional car over eight. 
 
 Trainmen should see that steam is shut off at engine 
 before uncoupling hose. 
 
 When cars are to be laid up all valves must be left 
 open. 
 
CATECHISM OF STEAM HEATING APPARATUS 
 ON TRAINS. 
 
 I. DESCRIPTION OF THE APPARATUS. 
 
 Question. What is the advantage of using steam heat 
 on trains? 
 
 i. Answer. Safety to trains as well as passengers 
 by replacing the heat of the fire with the heat of steam, 
 and for economy of operation. 
 
 Ques. How are cars heated by steam? 
 
 2. Ans. Either by direct steam, that is the admission 
 of steam to radiating pipes in car, or on cars with 
 Baker heaters, by means of steam jackets applied to the 
 water circulation pipes. 
 
 Ques. How should the jackets be applied? 
 
 3. Ans. They should be located at nearly equal dis- 
 tances apart in the water circulating pipes, and to secure 
 rapidity of circulation should have an upward slant of 
 two or more inches in the direction the water flows. 
 
 Ques. How do the jackets operate? 
 
 4. Ans. As the circulating water passes through the 
 jackets, it is heated by the steam. The water does not 
 come in direct contact with the steam. 
 
 Ques. How is steam conducted to the jackets? 
 
 5. Ans. By a branch pipe from train pipe, leading 
 through inlet valve to ends of jackets in series. 
 
 Ques. How many heating jackets are used on a car? 
 
 6. Ans. Ordinarily two or three with single coil 
 heaters and twice the number with double coil heaters. 
 
 124 
 
HEATING AND LIGHTING CARS 125 
 
 Ques. In what direction does the water flow when 
 using steam? 
 
 7. Ans. In the same direction as when using a fire 
 in the heater. 
 
 Where are the following parts located (a), and what 
 are their functions (b) ? 
 Ques. Locomotive valve? 
 
 8. Ans. (a) At the steam box in cab or other source 
 of dry steam supply. 
 
 9. Ans. (b) To control the supply of steam to train 
 pipe. 
 
 Ques. Reducing Valve? 
 
 10. Ans. (a) In cab. 
 
 11. Ans. (b) To control the pressure of steam in 
 the train pipe. 
 
 Ques. Train pipe? 
 
 12. Ans. (a) Underneath tender and cars. 
 
 13. Ans. (b) To conduct steam to the cars. 
 Ques. How should the train pipe be applied? 
 
 14. Ans. So as to drain to each end of car, thereby 
 avoiding pockets for the collection of condensation water, 
 the prescribed measurements being closely followed in 
 locating the ends of train pipes, in order to prevent the 
 couplers from opening on curves. 
 
 Ques. Steam couplers? 
 
 15. Ans. (a) At ends of train pipe. 
 
 16. Ans. (b) To connect train pipes between cars. 
 Ques. Steam coupler safety chain? 
 
 17. Ans. (a) Under platform buffer timber; in ac- 
 cordance with standard measurements. 
 
 18. Ans. (b) To prevent the steam coupler from 
 being injured. 
 
126 RULES FOR MOVEMENT OF TRAINS 
 
 Ques. Train pipe valve? 
 
 19. Ans. (a) At ends of train pipes, in accordance 
 with standard measurements. 
 
 20. Ans. (b) To close rear end of train pipe, and 
 to control same without disturbing passengers, also for 
 protection in handling steam couplers. 
 
 Ques. Inlet regulating valve? 
 
 21. Ans. (a) Inside of cars — usually at heater room 
 with cars having a Baker heater, and at inlet of radi- 
 ators of cars having direct steam. 
 
 22. Ans. (b) To supply steam to heating jackets 
 or direct steam pipes and to regulate the temperature 
 in car. 
 
 Ques. Steam traps? 
 
 23. Ans. (a) Horizontal Trap No. 833 is under- 
 neath car at the lowest point in the steam transfer pipe, 
 and should have a drain of two inches. 
 
 24. Ans. (ai) Vertical Trap No. 933 (used with 
 direct steam only), at the lowest point in the steam 
 radiators, extending through the car flooring. 
 
 25. Ans. (b) To automatically discharge the con- 
 densation water from the heating jackets or direct steam 
 heating pipes. 
 
 Ques. Trap blow-off valve? 
 
 26. Ans. (a) At the inlet end of trap. 
 
 2J. Ans. (b) To discharge the accumulation of dirt 
 and scale from the trap. 
 Ques. Trap adjustment? 
 
 28. Ans. (a) At the low end of trap. 
 
 29. Ans. (b) For setting so as to allow a little 
 steam or vapor to escape with the condensation water. 
 
 Ques. When should the trap be set? 
 
HEATING AND LIGHTING CARS 127 
 
 30. Ans. When cars are tested with steam previous 
 to being placed in service. 
 
 Ques. Why? 
 
 31. Ans. So that it will not be necessary to adjust 
 the trap on the road. 
 
 Ques. How should the trap be set? 
 
 32. Ans. First open the adjustment wide; then after 
 all pipes have become hot close it down until a little 
 vapor escapes with the water of condensation. 
 
 Ques. What causes the trap to operate automatically? 
 
 33. Ans. The difference in expansion between the 
 brass tube and the iron shell enclosing it. 
 
 II. OPERATION OF THE APPARATUS. 
 
 Ques. When should the reducing valve in cab be set? 
 
 34. Ans. When the engine is placed in service. 
 Ques. At what pressure should the reducing valve 
 
 be set? 
 
 35. Ans. Forty pounds. 
 
 Ques. Under what conditions should the pressure on 
 reducing valve be increased? 
 
 36. Ans. When there are more than eight cars, add- 
 ing 5 pounds for each additional car in zero weather. 
 
 Ques. Should the reducing valve on engine be closed ? 
 I 37. Ans. It should never be used as a shut-off valve. 
 Ques. What valve should control the supply of steam 
 to train pipe? 
 
 38. Ans. The locomotive valve. 
 
 Ques. When should the locomotive valve be closed? 
 
 39. Ans. Five minutes before arriving at points 
 ■ where engines are to be changed, or terminals where 
 
128 RULES FOR MOVEMENT OF TRAINS 
 
 train is to lay up and always before hose are uncoupled. 
 Ques. Should the locomotive valve be closed under 
 any other condition? 
 
 40. Ans. Never while heat is required in the cars, 
 except in cases of emergency. 
 
 Ques. Why? 
 
 41. Ans. To prevent condensation water in train 
 pipe from freezing. 
 
 Ques. When should steam be admitted to train pipe? 
 
 42. Ans. After all steam hose are coupled and all 
 inlet and train pipe valves are open, signal the engineer 
 to open locomotive valve. 
 
 Ques. What is the next move? 
 
 43. Ans. Close end train pipe valve on rear car after 
 train pipe is thoroughly blown out. 
 
 Ques. How is the end train valve operated? 
 
 44. Ans. By the extension handle operated at step 
 side, or through an opening in step riser, thereby pre- 
 venting the passengers from tampering with same from 
 inside of vestibule. 
 
 Ques. When should the condensation water be blown 
 out of the train pipe? 
 
 45. Ans. When the train is made up, also on ap- 
 proaching and before leaving points where engines are 
 changed or the train laid up, and occasionally on the 
 road, the rear valve only being used for this purpose. 
 
 Ques. When should traps be adjusted? 
 
 46. Ans. Traps should be inspected often to see if 
 a little steam or vapor is being discharged with the 
 water of condensation and reported at terminals if not 
 working properly. Only adjust traps on the road when 
 absolutely necessary. 
 
HEATING AND LIGHTING CARS 129 
 
 Ques. Why should a little steam issue from the rear 
 train pipe valve on the road? 
 
 47. Ans. To prevent the accumulation of condensa- 
 tion water and to have live steam throughout the entire 
 length of the train pipe in order to avoid freezing. 
 
 Ques. What temperature should be maintained in 
 cars? 
 
 48. Ans. About 70 degrees Fahrenheit, with proper 
 ventilation. 
 
 Ques. How should this temperature be regulated? 
 
 49. Ans. By adjusting the inlet valve. 
 
 Ques. When the steam supply is cut off from care 
 having Baker heaters, what should be done? 
 
 50. Ans. Start a fire in the heater. 
 
 III. CARE OF THE APPARATUS. 
 
 What test or inspection should be given the parts fol- 
 lowing ? 
 
 Ques. Reducing valve? 
 
 51. Ans. It should be taken apart and thoroughly 
 cleaned, oiled and tested before the steam heat season 
 opens. 
 
 Ques. Gauge ? 
 
 52. Ans. Should be tested with test gauge before 
 season opens and occasionally in service. 
 
 Ques. Valves ? 
 
 53. Ans. Before season opens, all valves and seats 
 should be repaired, or renewed if necessary, and all valve 
 stems repacked. 
 
 Ques. Traps (horizontal No. 833, vertical No. 933) ? 
 
 54. Ans. Remove adjustment from low end and 
 
130 RULES FOR MOVEMENT OF TRAINS 
 
 valve from high end of trap, allowing steam to blow 
 through until thoroughly cleaned, and renew Jenkins 
 discs if necessary. 
 
 Ques. Steam couplers? 
 
 55. Ans. These should be removed from cars at 
 the end of the season and stored at the shop after being 
 repaired and tested and made ready for the next season. 
 Cap or plug the opening in the end train pipe valve. 
 
 Ques. What is the proper method of filling heater 
 pipes with water? 
 
 56. Ans. At the beginning of the steam heat season, 
 open all draw-off cocks on water circulating pipe. After 
 w r ater is drained, blow steam through water circulating 
 pipes, making attachment at draw-off cocks nearest 
 heater. When pipes are clean, shut off steam, close draw- 
 off cocks, remove safety valve in circulating drum and 
 run a half-inch pipe thence to a coil in a barrel of water. 
 
 Then turn on steam again and boil water in barrel. 
 After this, disconnect steam and close draw-off cocks 
 and the water in barrel will syphon into and fill circu- 
 lating pipes. After standing some time, the water, hav- 
 ing cooled, will contract to some extent and a small 
 amount of water may then be poured in through the 
 combination cock. Then turn on steam at inlet valve 
 and if water circulates quickly the pipes are properly 
 filled. If water does not circulate properly, let water 
 out of pipes and repeat operation. 
 
 Ques. How often should inspections be made to ascer- 
 tain that water is at the proper height in circulating 
 drums ? 
 
 57. Ans. During the heating season they should be 
 examined when cars reach terminals or yards. 
 
HEATING AND LIGHTING CARS 
 
 131 
 
 Ques. Should Baker heater pipes be kept filled with 
 water during summer? 
 
 58. Ans. Yes, as they will not rust so rapidly as 
 when empty. 
 
 IV. RESPONSIBILITY OF EMPLOYES. 
 
 What are the duties for which the following em- 
 ployes are held responsible? 
 
 Ques. The repair shop employes? 
 
 59. Ans. For the proper application of and for the 
 thorough overhauling and testing of the heating ap- 
 paratus when cars are in shop. 
 
 Ques. The engineer? 
 
 60. Ans. For turning steam on or off at the loco- 
 motive valve when the prescribed signals are given, and 
 for supplying the proper amount of steam for heating 
 the train. 
 
 Ques. The conductor? 
 
 61. Ans. For knowing the pressure of steam sup- 
 plied to the train and seeing that the proper tempera- 
 ture and ventilation is maintained and knowing that the 
 other members of the crew are familiar with the opera- 
 tion of the steam heating apparatus. 
 
 Ques. The brakeman or flagman? 
 
 62. Ans. For blowing the condensation water out 
 of the train- pipe before arriving at terminals or stations 
 where engines are to be changed, also at stations wdiere 
 there are no car inspectors, and for leaving all valves 
 open when cars are to be laid up. 
 
 Ques. The round house inspector? 
 
 63. Ans. For the condition of the steam heating 
 
132 RULES FOR MOVEMENT OF TRAINS 
 
 equipment on the engine before it leaves the round house, 
 and knowing that an extra steam coupler is carried. 
 
 Ques. The car inspector? 
 
 64. Ans. For the condition of the car heating ap- 
 paratus and for blowing the condensation water out of 
 train pipe before trains leave terminals and stations ; 
 for knowing that an extra steam coupler is carried on 
 train and for having a supply of steam couplers and 
 gaskets on hand. 
 
■*iyW : S£' ;s -- ; :-:ir-M 
 
 GENERAL ARRANGEMENT OF 
 
 APPARATUS ON A CAR 
 
 
 Fig. 
 
 45. 
 
 
 A — Storage Tank. 
 
 
 
 I — Branches from Mair 
 
 B — Filling Valve. 
 
 
 
 K— Gas Cock. 
 
 C— Tank Valve 
 
 
 
 L — Lamp Burner. 
 
 D— Extra Heavy Pipe. 
 
 
 
 M — Vestibule Lamp. 
 
 F— Outlet Pipe. 
 
 
 
 — Bracket Lamp. 
 
 G — Main Cock. 
 
 
 
 P — Gauge. 
 
 H— Main Pipe. 
 
 
 
 R — Regulator. 
 
LIGHTING PASSENGER CARS. 
 
 The Pint sch Gas Lighting System. The general ar- 
 rangement of this system of lighting is shown in Figure 
 45, which also shows the general relation of the parts. 
 
 "A" represents the storage tank, in which a sufficient 
 supply of gas is carried to maintain the lights in the 
 car the desired length of time, the number and size of 
 the tanks varying in proportion to the requirements of 
 the service. The gas is supplied to these tanks under 
 pressure at regular filling stations, a hose connection be- 
 ing made between the supply pipe and the filling valve 
 "B," w T hich in turn are connected with the storage tank 
 by means of the extra heavy pipe "D" connecting into 
 the tank valve "C." The pressure in the tank is at all 
 times indicated on the gauge "P." From a branch in 
 pipe "D" the gas is conducted through the reducing valve 
 or regulator "R," in which the pressure is so reduced 
 and governed as to maintain a constant pressure of one- 
 third of an ounce on the outlet pipe "F," irrespective of 
 the pressure in the tank. The regulator controls the 
 gas pressure on the lamps in a perfectly uniform and 
 automatic manner, whether the pressure in the tank is 
 two pounds or one hundred and fifty pounds. From the 
 regulator the gas passes into the car at any convenient 
 point and terminates in a main pipe "H" extending along 
 and on the roof of the car, from which branches "I" 
 are taken off at each lamp, connection being made to one 
 of the arms of the lamp, designated as the gas-way 
 
 133 
 
134 RULES FOR MOVEMENT OF TRAINS 
 
 arm, which contains a tube through which the gas passes 
 down into the burner of the lamp "L." The gas is 
 turned off and on by means of a gas cock "K" on the 
 gas-arm of each lamp, but if desired all of the lamps 
 can be regulated at once by means of the maincock "G" 
 placed in the pipe "F" shown on the wall, or the gas can 
 be shut off entirely at this same point. "O" represents 
 a bracket lamp for use in toilet rooms and passage ways. 
 "M" is a vestibule lamp used for lighting the platform 
 and vestibule of a car. 
 
 The arrangement of the gas holder (or holders), the 
 regulator, piping for gas under pressure, filling valves, 
 etc., is shown in Figures 46, 47, 48 and 49. The way 
 the connections are made for an equipment as shown 
 in Figure 45 is shown in Figures 46, 47 and 48 as indi- 
 cated by the full or solid lines. The method of con- 
 necting a second holder on that side of the car is like- 
 wise shown as indicated by the broken lines in Figure 
 46. Two holders, one on each side, are shown in Figure 
 49 as indicated by the full lines, and a third holder on 
 one side is shown also, as indicated by the broken lines. 
 
 These holders are usually hung about one inch from 
 the sheathing, as far as possible away from the sides 
 of the car, the inlet connection end being away from 
 the nearest truck, and the flat side of the angle iron 
 upwards. Figures 48 and 49 show forms of the hang- 
 ing irons, and another form is shown in Figure 50. 
 The holder valve (53b), Figure 51, is attached to the 
 holder by a flange (3) which is screwed on the holder 
 inlet bushing, and a flange (3a) which is screwed on 
 (53b) in a similar manner, the whole being secured 
 with screws (150). The regular board is shown in 
 
HEATING AND LIGHTING CARS 
 
 135 
 
 ~~.v- m* 
 
 CENTER LINE Or CAR. 
 
 
 L. 
 
 p *js\ 
 
 ■**...i.. 
 
 -w 
 
 ,'\~ 
 
 4 
 
 i, \vv 
 
 :ji 
 
 —-{—""' / 180 
 
136 
 
 RULES FOR MOVEMENT OF TRAINS 
 
HEATING AND LIGHTING CARS 
 
 137 
 
 detail in Figure 52. The recess, in one face of this 
 board, receives the upper part of the regulator cover. 
 This board with the regulator attached is secured to the 
 car body (see Figures 46, 48 and 49) by means of 
 straps (243) and lags (180) passing through both the 
 board and the straps and lags (179) passing through the 
 straps only. Filling valve brackets (118a) are located 
 
 FIG. 50. 
 
 as desired, but they have to be far enough back to 
 insure that the filling valve does not project beyond the 
 edge of the car body. The brackets are usually located 
 between the end of the holder and a needle beam. The 
 gauge should be enclosed in a box with a glass face and 
 screwed to the under side of the car as shown in 
 Figure 47. 
 
 The pipes are bent for gas under pressure, as shown 
 in Figures 46, 47, 48 and 49. All pipes are usually made 
 to drain to the holder fittings (53b) and the gauge pipe 
 must drain to the fitting (12). The threads on the bent 
 pipes are tinned, and are fitted in place after the flanges 
 are screwed on. The brass flanges, etc., are thoroughly 
 soldered to the pipes when all the pipes for gas under 
 
138 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 pressure have been fitted. The pipe leading to No. 65 
 is put through (118a) before No. 9 is soldered on. 
 Filling bracket (118a) is then securely fastened to the 
 car and all the pipes strapped up securely. 
 
 OLD FORM. 
 
 PRESENT FORM. 
 FIG. 51. 
 
 The filling valve and cover (65) (89) are attached 
 by removing the cover (89) from the valve (65) and 
 bolting valve to the bracket. This is done by opening 
 port covers P and T, unscrewing and removing packing- 
 nut R (but set screw B should not be unscrewed nor 
 should valve stem nut M be loosened), screws (148) are 
 
HEATING AND LIGHTING CARS 
 
 139 
 
 taken out and No. 89 is held to the back flange of the 
 No. 65 valve and the threaded end of the valve is rapped 
 on a block of wood. 
 
 
 The number and character of fixtures required for 
 the proper equipment of any car depends upon the class 
 or kind of the car, the divisions of its space (as into state- 
 rooms, toilets, smoking-rooms, passageways, etc.), the 
 spacings of the ceilings or headlinings, and the amount 
 of light required in the particular service for which the 
 car is destined. 
 
140 RULES FOR MOVEMENT OF TRAINS 
 
 The consumption for each kind of lamp is about as 
 follows : 
 
 4 flame lamps, 2j4 cubic feet per hour. 
 
 2 flame lamps, i^£ cubic feet per hour. 
 
 Vestibule lamps, I cubic foot per hour. 
 
 i flame bracket, ^4 of a cubic foot per hour. 
 
 Argand bracket, 2*4 cubic feet per hour. 
 
 The necessary number and sizes of holders or tanks 
 is figured from the above calculated results, combined 
 with the following: 
 
 A holder 9' 6" long, 20j4" diam. contains when filled 
 to 10 atm.* 21 1.8 cubic feet. 
 
 A holder 8' 6" long, 203/2" diam. contains when filled 
 to 10 atm. 188 cubic feet. 
 
 A holder 7' 10" long, 20^/2' diam. contains when filled 
 to 10 atm. 175 cubic feet. 
 
 *Ten atmospheres is the standard pressure to which cars are 
 rilled, and is therefore taken as the basis of calculation. 
 
 The term "Atmosphere" (atm.) is used to indicate the pres- 
 sure of the gas in the holders. Each atmosphere as indicated 
 by the Pintsch gauges is 14 7/10 pounds per square inch above 
 the outside air. The gauge, connected with a holder into which 
 its own cubical contents of gas has been forced, will indicate 
 one atmosphere increase in pressure. If twice its cubical con- 
 tents has been forced in, then the gauge will show two atmos- 
 pheres increase in pressure. If ten times, then ten atmospheres. 
 Each atmosphere of pressure indicated, multiplied by the cubical 
 volume of the holder or holders, gives the available gas suppty. 
 Example — A car with two holders, each of 13.8 cubic feet of 
 volume, and filled to 8 atmospheres, has on hand as available 
 gas 2x18.8x8 = 300.8 cubic feet. When filled to 10 atmos- 
 pheres these holders would contain 376 cubic feet, and would 
 supply five four-flame lamps, two vestibule lamps and two bracket 
 lamps, consuming altogether 16 cubic feet an hour, for about 24 
 hours' full burning. 
 
HEATING AND LIGHTING CARS 
 
 141 
 
 A holder 7' 2%" long, 20 l / 2 " diam. contains when 
 filled to 10 atm. 157 cubic feet. 
 
 A holder 6' i long, 20]// diam. contains when filled 
 to 10 atm. 135 cubic feet. 
 
 PIG. 53. SHOWING A TWO-FLAME ORDINARY PINTSCH GAS 
 LAMP, IN BAGGAGE CAR. 
 
 A holder 6' 1 long, 18^" diam. contains when filled 
 to 10 atm. no cubic feet. 
 
 A holder 6' 1" long, 163/2" diam. contains when filled 
 to 10 atm. 88.5 cubic feet. 
 
142 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 One of the ordinary style two-flame burners is shown 
 in Figure 53, illustrating its application to a baggage 
 car. ; 
 
 Special inverted mantle burners for use with Pintsch 
 gas are now used. B|y their use it is claimed a steady 
 white light is produced and the candle increased mor 
 than three fold. The regulator has to be arranged so as 
 to give an outlet pressure of one pound per square inch. 
 
 2667 
 
 2667 
 
 iEx.StrongPipe 
 
 -16* 
 
 FIG. 54. THE REGULATOR USED WITH THE MANTLES FOR 
 INVERTED BURNERS. 
 
 See Figure 54. This illustration shows the gas pipe j 
 connections for two mantle lamps, as shown in Figure 
 55, which gives the details of the lamp, arrangement of 
 parts and shows the flow of gas. The delivery of gas 
 is the same as for ordinary lamps, until it reaches fitting 
 
FIG. 55. SECTIONAL VIEW OF LAMP — DETAILS AND PARTI'S SHOWN. 
 
 23— Iron Washer. 
 24 — Rubber Washer. 
 26 — % in. Nipple, 6 in. long. 
 27 — % in. Locknut. 
 79 — % in. Extra Strong Pipe. 
 156 — Screw for Center Casting. 
 417 — Screw for Pendant. 
 446 — Set Screw for Extension 
 Pillar. 
 574a— Roof Thimble. 
 1690 — Screw for Ornamental Body. 
 1862 — Wood6crew for Ventilating 
 
 2621— 
 2C27— 
 2640— 
 2667— 
 
 6 in. x % in. Angle 
 
 Flange, 
 ncandescent Gas Bulb, 
 
 Complete ; Includes Nos 
 
 2603a. 2621, 2640, 2752 
 
 and 2753. 
 
 2706 — Burner Nozzle. 
 2725—6% in. Ventilator. 
 2747 — Lamp Body. 
 2748— Gas Strainer. 
 2749— Extension Pillar. 
 2750 — Spring Lock. 
 2752 — Outer Globe Ring. 
 2753 — Inner Globe Ring. 
 2783 — Center Casting. 
 2823— Shield. 
 29H — Ventilating Bell. 
 2918 — Lower Thimble. 
 
HEATING AND LIGHTING CARS 
 
 143 
 
 2615, which has at its end nearest the burner a very fine 
 drilling through which the gas issues, mixing itself with 
 the air which burns with a jet downwardly into the 
 globe 2603A. The mantle is designated by 2640, 
 
 FIG. 56. SHOWING PROPER FLAME. 
 
 The proper flame from the burner is shown in Figure 
 56. This flame has seven short light blue cones sur- 
 rounded by a very light gaseous flame. 
 
 To light the lamps : If the main cock is closed it 
 should be opened full, then the lamp cock should be 
 opened, and the flame of a match or taper held just 
 
144 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 FIG. 57. 
 
 INVERTED BURNER LAMPS IN PASSENGER 
 COACH. 
 
HEATING AND LIGHTING CARS 
 
 145 
 
 at the bottom opening of each small globe, the flame 
 only being allowed to extend into the globe. 
 
 To extinguish lights: Simply turn off the gas at 
 each gas cock. 
 
 FIG. 58. INVERTED BURNER LAMPS IN DINING CAR. 
 
 Care of mantles: When a burner becomes defective 
 it is indicated by an inferior light. In which case a new 
 bulb should be substituted. To do this the light should 
 be extinguished and when cool enough the glass bulb 
 and its holder should be removed. Care should be taken 
 
146 RULES FOR MOVEMENT OF TRAINS 
 
 to see that the holder unscrews with the bulb. Then 
 light all flames and if any are found to be defective, 
 there is probably some obstruction in the gas supply. 
 In which case, it should be reported at the terminal, as 
 should all other matters in connection with the lighting 
 apparatus needing attention. When a new bulb is sub- 
 stituted it should be screwed slowly on the lamp with 
 the flame burning. 
 
 Two styles of lamps in which inverted mantles are 
 used in connection with Pintsch gas are shown in Fig- 
 ures 57 and 58, one illustrating the lighting of a pas- 
 senger coach, and the other a dining car. 
 
 INSTRUCTIONS TO FOREMEN AND INSPECTORS FOR THE USE 
 
 OF PINTSCH GAS EQUIPMENT AT TERMINAL 
 
 POINTS. 
 
 When a gas car arrives at a terminal, the lamps 
 should be thoroughly cleaned and carefully looked over, 
 and if any parts are found to be" defective, repairs must 
 be made promptly. After testing, and replacing all de- 
 fects, close cock at each lamp separately, then close main 
 cock in gent's toilet room, using gas key furnished for 
 that purpose. 
 
 See Trainmen's Rule posted in toilet room in regard 
 to turning off lamps first, then shut off main cock. Also 
 that mantle lamps must be turned on full, or turned off 
 entirely. 
 
 Lampmen and Inspectors must report immediately if 
 a car is found with lamps, turned on and main cock 
 turned off in toilet room, and report made to Car Fore- 
 man or Master Car Builder. 
 
HEATING AND LIGHTING CARS 147 
 
 The small pipes under the car connecting the tanks, 
 regulator, and filling valves are made of # in. extra 
 heavy iron pipe with brass flanges soldered on to connect 
 the pipes together. A small lead washer is used between 
 the faces of the flanges to make a tight joint, slot headed 
 bolts used to draw the flanges together. 
 
 Should a leak be discovered in these flanges, the leak 
 may be stopped by tightening the slot headed bolts in 
 the brass flanges with a screw driver. If leak does not 
 then stop, remove old and apply new washer. 
 
 Should it become necessary to disconnect these pipes 
 to re-solder a joint or to replace a washer, the gas will 
 have to be shut off at tank valves. This must be done 
 by removing cap from tank valve which will expose 
 stem of tank valve, turn these stems to the right until 
 valves are closed, using same kind of brass key as in 
 toilet room. 
 
 After these connections are repaired, turn on the gas 
 at tank vaJves, replace valve caps and see that all joints 
 
 are tight. 
 
 Never use a light to locate leaks. Depend on the 
 sense of smell or use soap suds applied with a brush. 
 
 If a filling valve should be found to be leaking it 
 may be stopped by being turned down tighter by brass 
 key from toilet room. These valves are left hand, to 
 shut them off turn them to the left. 
 
 1 Should a filling valve leak so badly that it cannot be 
 repaired the gas must be turned off at the tanks, and 
 the Foreman notified. 
 
148 RULES FOR MOVEMENT OF TRAINS 
 
 INSTRUCTIONS TO TRAINMEN FOR THE CARE OF PINTSCII 
 GAS CAR EQUIPMENT. 
 
 Read instruction's to trainmen in regard to lighting 
 lamps and emergency outfit which is posted in toilet 
 rooms. 
 
 Before the gas is turned on at the main cock in the 
 toilet room see that all lamps in the main part of the 
 car and the bracket lamps in the passageways and toilet 
 rooms are turned off. After the gas has been turned 
 on at the main cock in the toilet room all lamps may 
 be lighted. 
 
 Should one of the lamps be leaky or defective, turn 
 it off and report it at the next terminal point to the Car 
 Foreman, or the man in charge of the lamps. 
 
 Should lights fail when there is gas in the tanks, 
 thaw out the gas regulator under the car with steam or 
 hot water. 
 
 Should a leak be discovered in any part of the car 
 the gas must be shut off at once at the main cock in 
 the toilet room. 
 
 Should a leak occur in the filling valve under the 
 car or in the connections between the gas tanks, the gas 
 must be turned off at both tanks. To do this, take 
 brass key from toilet room, using large socket to un- 
 screw caps of tank valves. After these have been re- 
 moved, the stems of the tank valves will be exposed, 
 then use the small socket of the key to shut off valves 
 turning them to the right. 
 
 Torches or lamps of any kind must not be used while 
 working around the connections and tanks under the 
 car, and any employe looking for a leak with a light 
 will be discharged. 
 
HEAIING AND LIGHTING CARS 149 
 
 In turning off the light turn off each lamp separately. 
 After that is done turn off the gas at the main cock in 
 the toilet room. 
 
 Should the odor of gas be detected in any part of 
 the car, report it promptly to the Car Foreman, In- 
 spector, or man in charge of lamps, at the next terminal 
 point. 
 
 Trainmen must use discretion in regard to using the 
 light during their respective runs. In first class and 
 second class coaches where there are four or five centre 
 lamps in the body of the car it will be sufficient to have 
 two lamps burning after n p. m. The balance should be 
 shut off entirely. In sleeping cars lamps should be 
 turned out in the main body of the car, as per general 
 instructions. 
 
 After 12 o'clock midnight the lamps in sleeping car 
 smoking rooms should also be turned out. 
 
GOLD'S IMPROVED SYSTEM OF ACETYLENE 
 CAR LIGHTING. 
 
 The gas generator may be either inclosed in a locker, 
 toilet room, or any other convenient part of a car or 
 may be put in one corner of a car without being enclosed 
 • in any way. Its appearance is neat, the absence of 
 moving parts or complicated valves makes it possible to 
 place it in any desired position in a car. All the charg- 
 ing and cleaning is done from the outside of the car, 
 as the only inside connections are permanent ones. The 
 charging and cleaning is done by car men and is only 
 done at terminals. The gas is made by the generators 
 only as needed and the apparatus needs no attention from 
 trainmen, beyond the lighting and putting out of lamps. 
 The amount of carbide a generator will hold is enough 
 for several nights, and recharging may be done at any 
 point to which carbide can be shipped, thus no charging 
 plants are necessary. It is claimed by the makers that 
 a burner will last for years without renewal, thus there 
 is no occasion for continual renewal of burner parts as 
 in the mantle system. 
 
 Figure 59 shows the interior of a second class coach 
 with gas generator installed. The cylindrical generator 
 passing through the car from floor to roof; the water 
 tank over the door, the condenser in the corner of the 
 clear deck, gas outlet pipe from the generator to th< 
 bottom of the condenser and gas pipe coming out th 
 side of the condenser. A cut-out cock is shown on tb 
 
 150 
 
HEATING AND LIGHTING CARS 151 
 
 gas pipe to the condenser for cutting off the generator 
 at terminal when being charged. 
 
 A charge of 140 pounds of carbide is put into the 
 generator from the roof of the car. The water tank 
 holding sufficient supply of water has an extension up 
 through the roof where water is also supplied from 
 
 FIG. 59. INTERIOR OF COACH, WITH GAS GENERATOR 
 INSTALLED. 
 
 without. An outlet is provided beneath the floor of the 
 car for cleaning out the residue at the end of long runs, 
 or after four or five nights' heavy service, as cars 
 equipped with these generators are in transcontinental 
 service as well as running on remote branch lines. When 
 the car equipped with this generator leaves the terminal, 
 
152 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 train crews and porters light or turn off the gas the 
 same as one does at his city residence ; the generator 
 supplying the gas according to the consumption. All 
 attendance to the generator is done by the car men while 
 the cars are in the yards being cleaned. 
 
 FIG. 60. 
 
 TOP OF GENERATOR PROJECTING THROUGH ROOF 
 OF SLEEPING CAR. 
 
HEATING AND LIGHTING CARS 153 
 
 Figure 60 shows a view of a compartment sleeping 
 car, the top of the generator, it will be noticed, is pro- 
 jecting through the roof. This generator applied to a 
 coach is shown in Figure 61. The simplicity of the gen- 
 erator is plainly indicated with its carbide chamber at 
 the top extended downward about three feet and ter- 
 minating in a grating to form the bottom of this recep- 
 tacle. The bottom being filled with water and connecting 
 with the overhead supply tank which raises the water 
 up to the grate where it comes in contact with the car- 
 bide generating gas as it does so, and at the same time 
 slacking the carbide, allowing the residue to drop down 
 to the bottom of the generator. This forms a slight 
 pressure above the water, causing it to recede until the 
 gas is sufficiently drawn off in using, thus automatically 
 regulating the making of gas according to the consump- 
 tion. 
 
 Other accompanying apparatus is used, but such as 
 does not in any way complicate the installation as a 
 whole. A condenser, storage reservoir and regulator to 
 insure pure dry gas at a steady pressure, giving the 
 soft white light characteristic of this gas. 
 
 In the event of accidents there is no escape of highly 
 compressed gas to be contended with. The generator 
 is provided with a safety valve which would not allow 
 building up any high pressure under any emergency, 
 and the system which causes the water to recede when a 
 pressure is built up which exceeds the weight of the 
 column of water due to the height of the water supply 
 perfectly controls the ordinary pressure of gas in the 
 system. 
 
 Cars equipped with the Pintsch gas system can be 
 
154 
 
 RULES FOR MOVEMENT OF TRAINS 
 
HEATING AND LIGHTING CARS 155 
 
 converted to this system when desired, the same lamps 
 being changed over to suit, or new ones of special de- 
 sign substituted. 
 
 THE SAFETY STORAGE SYSTEM OF ACETYLENE LIGHTING 
 FOR RAILWAY CARS. 
 
 This system of lighting is similar to other gas storage 
 systems, in that it consists of a cylindrical tank charged 
 with gas, in connection with which are a pressure regu- 
 lating valve and pressure gauge, all of which are placed 
 under the car. 
 
 FIG. 62. SAFETY STORAGE TANK BROKEN TO SHOW THE 
 ASBESTOS DISCS. 
 
 The tanks used in the Commercial Acetylene Com- 
 pany's patented safety storage system contain no free 
 gas. They are packed with asbestos discs, as shown in 
 Figure 62, before the ends are brazed in. This asbestos 
 is then saturated with acetone (a species of wood alco- 
 hol) which, at ten atmospheres, or 150 pounds pressure, 
 absorbs twenty-five times its own volume of the gas at 
 a normal temperature, thereby increasing the storage 
 capacity of the tank ten-fold. The regular railway cyl- 
 inder is a trifle smaller than those used in other gas 
 storage systems, measuring 114" in length by 20" in 
 diameter; at a charging pressure of 150 pounds it will 
 contain 2,000 cubic feet of gas. 
 
156 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 Though the tremendous storage capacity is realized, 
 what it really means is better understood when the high 
 candle power of the gas is appreciated. For instance, 
 one cubic foot yields 50 candle power. Thus a tank of 
 2,000 cubic feet equals 100,000 candle power ; enough to 
 light a car for several transcontinental trips. 
 
 FIG. 63. CHARGING PLANT OF THE N. Y., N. H. & H. R. R., 
 PROVIDENCE, R. I., SHOWING 5,000 CU. FT. HOLDER. 
 
 The generating and compressing plant consists of a 
 two-story building for the generating, with a one-story 
 addition for the compressing room, with room for motor 
 on side, and a shed containing the storage cylinders in 
 back. (See Figures 63, 64, 65, 66 and 67.) 
 
HEATING AND LIGHTING CARS 
 i 
 
 157 
 
 ^ <j ^ > 
 
 2 h, ^ o 
 
 G ^ r 
 
 E — Generators. 
 
 El — 4" Gate Valves. 
 
 E2 — 3" Gate Valves. 
 
 E3 — 4" Flanged Unions. 
 
 E4 — 3" Flanged Unions. 
 
 F — Cushion Holder Tank. 
 
 PI' — Bell of Cushion Holder. 
 
 F2 — 4" Inlet to Cushion Holdei. 
 
 F3 — 3" Outlet from Cushion 
 
 Holder. 
 G — Meter. 
 
 H — Dryer Cylinders. 
 I — Scrubber. 
 
 II — 3" Main to Compressor. 
 J — Compressor. 
 Jl — %" H. P. Line to Storage 
 
 Cylinders. 
 J2 — Oil Separators'. 
 J3 — %" H. P. Globe Valves. 
 J4 — Vo" H. P. Globe Valves. 
 J5— i/l" H. P. Globe Valves. 
 J 6 — %" Pop Valves. 
 K — Filter Cases. 
 
 L — y 2 " H. P. Line to Acetone 
 Cylinder. 
 
 LI — Acetone Cylinder. 
 
 L2 — Acetone Filler. 
 
 M — i/t" Special Steel Pipe. 
 
 N — Storage Cylinders. 
 
 O — Saddles for Storage Cylinders. 
 
 P — Yard Line. 
 
 PI — Yard Line Valves. 
 
 P2 — Nest of Valves for Charging 
 Cylinders on Flat Cars. 
 
 Q — %" Pipe to Release Gas in 
 Yard Line Back to Holder. 
 
 Ql 1 — %" Pipe to Release Gas in 
 Compressor Back to Holder. 
 
 R — 12" Connection to Sewer. 
 
 S — %" Pipe to Release Acetone 
 Cylinder Back to Holder. 
 
 T — Water Seal Blow-Off. 
 
 U — Shafting, Hangers and Pul- 
 leys. 
 
 V — Belt. 
 
 W — Motor. 
 
158 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 A — Gas Holder. 
 B — Tank of Gas Holder. 
 C — Bell of Gas' Holder. 
 CI — Inlet to Gas Holder. 
 
 C2 — Outlet from Gas Holder. 
 D — Drip Pots. 
 Dl — 4" Main to Holder. 
 D2 — 4" Return Main. 
 
 These plans in detail apply to all charging plants built for this 
 system of lighting, the various sizes varying, of course, according 
 to the capacity of the plant 
 
HEATING AND LIGHTING CARS 159 
 
 FIG. 66. GENERAL ACETYLENE GENERATOR. 
 SEE PAGE 160 FOR EXPLANATION. 
 
160 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 EXPLANATION OF FIG. 66. 
 
 A — Hand Hole through which Hopper is filled with Carbide. 
 
 B — Hand Hole for cleaning Feed Drum. 
 
 C — Hand Hole giving access to Generating Chamber. 
 
 D — Carbide Hopper. 
 
 E — Rachet Wheel operating Feed Drum. 
 
 F — Gas Main from Generator. 
 
 G — Gate Valve. 
 
 H — Over Flow Pipe. 
 
 I — Vent Pipe. 
 
 J — Water Supply Pipe. 
 
 K — Blow Off Pipe. 
 
 L — Blow Off Seal. 
 
 M — Blow Off Seal Overflow. 
 
 N — Drain Pipe. 
 
 O — Drain Valve. 
 
 P — Carbide Deflector. 
 
 Q — Flange Joint connecting Hopper with Generating Chamber. 
 
 67. GENERATING AND COMPRESSING PLANT OF THE 
 D, L. & W. R. R. AT HOBOKEN, N. J. 
 South end of first floor, showing : two General Acetylene Generators 
 with Carbide Chamber or Hopper passing up through ceiling to second 
 floor, 4 Driers, 1 Scrubber. 
 
HEATING AND LIGHTING CARS 
 
 161 
 
 The hoppers, or carbide chambers, of the generators 
 run up through the ceiling of generating room, and the 
 carbide is fed into same from the second floor, which is 
 also used for storage of carbide. 
 
 FIG. 68. N. Y. C. & H. R. R. DAY COACH EQUIPPED WITH THE 
 
 SAFETY STORAGE SYSTEM. 
 
 (Converted Pintsch Lamps.) 
 
 Where meter is not desired, the cushion bell, F', can 
 be dispensed with, as its use is only to equalize the flow 7 
 through meter and protect it from the drag of the 
 compressor's intake. 
 
162 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 This system of lighting is shown in a series of illus- 
 trations showing the interiors of a day coach and a 
 mail car, and also a cafe car. The exterior of a stand- 
 ard coach is shown likewise to indicate the storage tank, 
 etc. See Figures 68, 69, 70 and 71. 
 
 FIG. 69. ERIE MAIL CAR 699 
 
 Built by Standard Steel Car Co., Equipped with the Safety Storage 
 
 System. Finest Lighted Car in the World. 
 
 Sections of cars showing the equipment, and also the 
 names of parts are illustrated in Figure 72. 
 
HEATING AND LIGHTING CARS 
 
 163 
 
 FIG. 70. D., L. & W. CAFE CAR 781. 
 Equipped With the Safety Storage System. 
 
164 
 
 RULES FOR MOVEMENT OF TRAINS 
 
HEATING AND LIGHTING CARS 
 
 165 
 
 r 
 
 FIG. 72. SECTIONS OF CARS SHOWING EQUIPMENT. 
 
 101— Stud Valve. 
 
 104 — Filling Valve. 
 
 105 — Filling Valve Bracket. 
 
 107 — Filling Valve Cover. 
 
 108 — }4" Flange Union- (H.P.) 
 
 110 — y±" Steel Cross. 
 Ill— *4" Steel Tee. 
 114 — Gauge for Car. 
 117 — A Regulating Valve. 
 138 — %" Extra Strong Pipe. 
 
THE ELECTRIC CAR LIGHTING SYSTEM. 
 
 The electric lighting of cars by the Bliss system con- 
 sists essentially of the following apparatus : — 
 
 1. A dynamo electric machine or generator, mounted 
 upon the truck frame and so arranged that its armature 
 is rotated by means of a mechanical connection with the 
 axle. 
 
 2. A regulator mounted upon the bottom of the car 
 body, the function of which is to control the generator 
 output, and to maintain constant the lamp voltage, irre- 
 spective of the speed of the car or the number of lamps 
 in use. 
 
 3. An automatic switch, mounted inside the car, the 
 function of which is to control the connection of the 
 generator with the rest of the system. 
 
 In addition to these three elementary devices, an elec- 
 trically lighted car must be equipped with: First, a 
 suitable storage battery, and Second, the usual wiring, 
 fixtures, lamps, circuit switches, etc., as may be neces- 
 sary. 
 
 The apparatus consists of the three essential elements 
 above mentioned, namely, generator, regulator and auto- 
 matic switch, together with certain minor auxiliary parts, 
 the function of which is of a protective nature, or which 
 promote convenience in installation. 
 
 Generator. — The generator in operation is essentially 
 similiar to a stationary generator used for ordinary light- 
 ing work. 
 
 Regulator or "Bucker." — In any car lighting system 
 employing a variable speed generator, it is necessary to 
 
 166 
 
HEATING AND LIGHTING CARS 167 
 
 provide regulation in two circuits : First, the generator 
 field circuit to prevent undue increase in voltage as the 
 speed increases, and Second, between the batfery ter- 
 minals and the lamp mains, to prevent the full 
 charging voltage of the battery being impressed on 
 the lamps. In the ordinary system, this regulation 
 is obtained more or less effectually by means of 
 automatically operated rheostats. In the Bliss System, 
 the automatic rheostat with the attendant mechanical 
 
 FIG. 73. GENERATOR SHOWING PERFORATED PULLEY AND 
 SUPPORTING ARMS. 
 
 complications, is eliminated, and regulation is obtained by 
 opposing the flow of the current by means of counter volt- 
 age, which varies with the operating conditions. This 
 counter voltage may be said to- "buck" the current which 
 tends to flow through the generator field circuit, and also 
 from the battery terminals to the lamps, and in conse- 
 
168 
 
 RULES FOR MOVEMENT OF TRAINS, 
 
 quence of this action, the regulator has come to be gener- 
 ally termed the "Bucker." 
 
 Mechanically considered, it consists of two armatures 
 of sufficient size to permit rugged construction, both 
 mounted on a single shaft, and enclosed within a single 
 casing. One of these armatures, with its corresponding 
 field, forms a simple shunt motor, and the other arma- 
 ture constitutes the regulating device and is provided 
 with two windings and two commutators, one connected 
 in the generator field circuit, and the other between the 
 battery terminals and the lamps. 
 
 FIG. 74. SIDE VIEW OF BUCKER SHOWING COUPLER HEAD. 
 
 The required counter voltages are generated automati- 
 cally in these two windings, one providing the necessary 
 regulation for the generator field as the speed increases, 
 and the other increasing as the charging voltage of the 
 battery increases, thus keeping the lamp voltage constant. 
 
HEATING AND LIGHTING CARS 169 
 
 Automatic Switch. — The connection between the 
 generator and the rest of the system is controlled by 
 means of an automatic device called the "generator 
 switch/' It is simply a solenoid composed of two coils, 
 one the lifting or closing coil, the other the releasing or 
 opening coil. These coils act upon a plunger, which is 
 drawn up by the lifting coil. When so drawn up, a 
 metal brush attached to the plunger connects two termi- 
 
 » 
 
 PIG. 75. BUCKER WITH LOWER FRAME REMOVED SHOWING 
 ARMATURE IN LOWER FRAME. 
 
 nals thus connecting the generator to the battery. The 
 solenoid switch closes the connection between the main 
 wires when the generator has attained an operating speed 
 and opens automatically when the generator drops below 
 the operating speed. 
 
 Storage Battery. — In general, two groupings of 
 storage battery have been standardized for railroad work, 
 
170 RULES FOR MOVEMENT OF TRAINS 
 
 i. e., 16 cells with operating voltage of 30 to 32, and 32 
 cells with operating voltage of 60 to 64. Where only 
 single car lighting is considered, it is probable that neither 
 system presents any marked advantage over the other, 
 and decision has been based on individual operating con- 
 ditions. 
 
 The 16-cell equipment reduces the number of connec- 
 tions in the battery, and also tends to reduce the cost 
 of inspection and maintenance, on account of the smaller 
 number of battery units. The 32-cell system, on the 
 contrary, entails more apparent complication and inspec- 
 tion, but in the minds of many this is compensated for by 
 the reduction in wiring cost, and the assurance of more 
 perfect operation, due to the smaller currents to be 
 handled. 
 
 Where any extended system of train lighting,, as dis- 
 tinguished from car lighting, is considered, the 32-cell 
 system has been almost universally adopted, and the 16- 
 cell system has been set aside on account of the enor- 
 mously increased copper section necessary to carry the 
 current, and tfre difficulty of providing sufficient contact 
 surface in connectors. In consequence, where an ex- 
 tended system of lighting is considered, the decision 
 should be in favor of the higher voltage and increased 
 number of cells, even on single car lighting apparatus, 
 in order that the equipment may be interchange-through- 
 out, so far as is possible. 
 
 Wiring, Fixtures and Lamps, — Car wiring and 
 fixtures may be as ornate and elaborate or as plain and 
 simple as taste or expediency may dictate. Lamp practice, 
 however, has become fairly standardized. Both 30 and 
 60-volt lamps are procurable in 6, 8, 10, 12 and 16 C. P. 
 sizes, the 8 C. P. lamp being the one most universally 
 
HEATING AND LIGHTING CARS 
 
 171 
 
 used. The 30-volt lamp, in general, has the advantage 
 that its filament is short, of greater cross-section, and con- 
 sequently less affected by vibration. The 60-volt lamp, 
 on the contrary is generally cheaper, easier to procure and 
 is considered less special than the 30-volt by the lamp 
 manufacturers. 
 
 'H Pia I 
 
 L 
 
 
 
 < 
 
 o 
 
 H 
 H 
 
 o 
 
 K 
 
 PL, 
 
 o 
 E 
 
 Under normal conditions, the Bliss single car equip- 
 ment has a capacity of 2,200 watts in the lamp circuit, 
 in addition to the current which simultaneously charges 
 
172 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 the batteries, thus providing lighting for from 70 to 75 
 eight C. P. lamps, this being the maximum which is ordi- 
 narily installed. As pointed out later the maximum out- 
 put capacity of the generator is in excess of this figure. 
 General Operation. — As the car accelerates, the gen- 
 erator developes an increasing voltage, sending current 
 through the various circuits connected with it, and start- 
 ing the motor armature of the bucker. When the car 
 reaches the operating speed, the generator will develop 
 normal lamp voltage and the motor and bucker will be 
 running at full speed. 
 
 PIG. 77. 
 
 RELATIVE POSITION OF BUCKER AND JUNCTION 
 BOX ON BOTTOM OF CAR BODY. 
 
 At this point, the automatic switch closes, connecting 
 the generator to the rest of the system, and the feeding 
 of current to the lamps begins. 
 
 On further increase of speed, which would tend to cor- 
 respondingly increase the voltage, the opposing influence 
 of the bucker in the field circuit comes into play, weak- 
 ening the field as the speed increases, and keeping the 
 output of the generator within the predetermined limits. 
 At the same time the opposing effect of the bucker in the 
 
HEATING AND LIGHTING CARS 173 
 
 lamp circuit takes effect, and prevents the lamp voltage 
 from rising co-incident with the speed and voltage of the 
 generator as the car increases in speed. The apparatus 
 is so adjusted that even at train speeds of 75 miles per 
 hour or higher, the output of the generator is confined 
 within safe limits by the field bucker winding, and the 
 lamp voltage is maintained constant at its normal value 
 through the action of the lamp bucker winding, thus 
 meeting all operating conditions. 
 
 In addition, the lamp voltage will remain constant, irre- 
 spective of the number of lamps in use, since the "buck- 
 ing" effect is the same irrespective of the current which 
 may flow against it. This is not true in rheostatic regu- 
 lation, in which the amount of resistance must be varied, 
 not only as the battery voltage changes, but as the num- 
 ber of lamps may be altered. 
 
 Arrangement of Circuits. — By reference to the 
 wiring diagram shown, it will be seen that the cur- 
 rent flowing from the positive terminal of the generator 
 passes through the automatic switch, and then divides, 
 a certain portion of it passing through whatever lamps 
 may be in use, the other portion passing through the stor- 
 age battery in a charging direction, and also through the 
 field winding of the bucker. Again, the current which 
 has passed through the lamps, and that which has flowed 
 through the battery and the field coil of the bucker unite 
 and return to the negative terminal of the generator. 
 
 It will be noted that the current for exciting the' field 
 magnet of the generator flows from the positive terminal 
 of the same through the generator shunt field, and thence 
 through the brushes of the commutator on one side 
 of the bucker armature. It will further be noted that the 
 current which has passed through the lamps is caused to 
 
174 RULES FOR MOVEMENT OF TRAINS 
 
 flow through the other set of brushes, and the other com- 
 mutator of the bucker armature. The two commutators 
 referred to are each connected to an independent wind- 
 ing, wound on the same core. These windings are to- 
 tally distinct, and insulated from one another, the one in 
 the circuit of the generator field being composed of a 
 large number of turns of comparatively fine wire, while 
 that in the lamp circuit is composed of a small number of 
 comparatively heavy turns. On the shame shaft with this 
 armature is another armature provided with the usual 
 field magnet, which forms the shunt motor which has 
 already been referred to. The connections of the shunt 
 motor are obvious and have been omitted in the dia- 
 gram for the sake of clearness. 
 
 The field coil which acts upon the bucker armature is 
 connected so that the current which flows through the 
 battery must pass through it, and the bucker armature 
 being in rotation at constant speed, it is obvious that an 
 increase in the current flow through the battery, due to 
 increase in generator voltage, will increase the counter 
 voltage generated by the field bucker, thus tending to 
 weaken the generator field and reduce the increased cur- 
 rent flow to the battery. Simultaneously, the counter 
 voltage of the lamp bucker will be increased, thus compen- 
 sating for the rise of voltage on the battery terminals and 
 maintaining constant voltage on the lamp mains. 
 
 Essentially considered, these operations constitute the 
 regulation provided by the Bliss System, and maintain 
 predetermined operating conditions in the battery and 
 lamp circuits, irrespective of the speed of the car. In this 
 connection, it should be noted that the regulating effects 
 do not take place by steps, as in the case of rheostatic 
 regulation, but are regular and infinitesimally small 
 changes. 
 
HEATING AND LIGHTING CARS 175 
 
 Battery Current Regulation. — The connection of 
 the bucker field coil in the battery circuit serves an im- 
 portant function, on which depends the satisfactory per- 
 formance of the apparatus on the road. It insures that, 
 irrespective of the lamp load, the battery shall always re- 
 ceive a practically constant and predetermined charge, 
 and the batteries are thus always charged, provided the 
 car is run sufficiently to make up the losses at terminals. 
 No current is taken from the batteries when running at 
 average speed, irrespective of what the lamp load may 
 be. 
 
 "Total current regulation," on the contrary, which is 
 the method ordinarily employed in other system^, and 
 which inherently regulates to keep the generator output 
 at a predetermined amount, must involve the disadvantage 
 that the charging current is variable and uncertain. With 
 no lamps in circuit, the charging current may be equal to 
 the total output capacity of the generator. With all lamps 
 lighted, the charge is not only reduced, but may even be 
 turned into a discharge, the batteries helping the genera- 
 tor to carry the load. As it is impracticable to control the 
 extent to which lights may be used on the road, and as 
 the tendency is always to use them more than freely, it is 
 obvious that during a considerable portion of the run- 
 ning time, the battery in a system employing "total cur- 
 rent regulation" may be discharging instead of charging, 
 as is absolutely essential to good service. 
 
 In any system employing "total current regulation" 
 certain disadvantageous conditions result, w T hich are in- 
 herent and cannot be avoided. The battery is charged 
 at uncertain rates at uncertain intervals, resulting in an 
 indeterminate condition of charge, and also total uncer- 
 tainty as to battery condition at any time. This makes 
 
176 RULES FOR MOVEMENT OF TRAINS 
 
 necessary terminal charging, which, aside from being in 
 itself objectionable, is usually carried on under disadvan- 
 tageous conditions, resulting in largely increased battery 
 deterioration. "Battery current regulation," as employ- 
 ed exclusively in the Bliss System, insures charging at 
 predetermined times and at predetermined minimum 
 rates, thus providing that the battery is at all times fully 
 charged. Terminal charging is eliminated, and the bat- 
 tery being always charged at the lowest consistent rate, 
 deterioration is reduced to a minimum. 
 
CAR GENERATOR— TYPE C. 
 
 Outside Sits pension. 
 
 Straight Line Belt Tension — Split Frame. 
 
 Type C Generator is a truck mounted, belt driven ma- 
 chine supported on what is commonly known as an out- 
 side suspension. The latter consists of two 3^"xi" 
 
 FIGf. 78. CAR GENERATOR SHOWING OUTSIDE SUSPENSION, 
 PULLEY END. 
 
 wrought iron suspension bars, which hook under the 
 transom and pass over the end sill and are secured upon 
 the latter by wrought iron or open hearth steel clamps. 
 The details of this fastening may differ with different 
 types of truck, but the same general plan is applicable to 
 all M. C. B. trucks. The suspension bars extend beyond 
 
 177 
 
178 RULES FOR MOVEMENT OF TRAINS 
 
 the end sill about 30", and across their outer ends is bolted 
 a 4"xi" wrought iron cross bar, which is laid flat and bent 
 downward between the suspension bars, so that its upper 
 surface is level with and equal in width to the top of the 
 end sill. The frame is additionally stiffened laterally by 
 means of two diagonal wrought iron braces, bolted to the 
 end sill and suspension bars. 
 
 FIG. 79. SIDE VIEW OF GENERATOR SHOWING ARMATURE 
 PULLEY, AXLE PULLEY, BELT AND TENSION MECHANISM. 
 
 Arrangement of Generator. — The frame of the 
 generator consists of cylindrical open hearth steel casting, 
 divided longitudinally into an upper and lower portion. 
 Upon the upper are cast four longitudinally projecting 
 arms or lugs, under each of which is placed a roller 
 bearing and plate. The generator supported by these 
 four lugs, is placed upon the end sill and cross bar, and 
 is thus suspended outside, and clear of the truck. The 
 armature shaft of the generator is set parallel with the 
 car axle. Similar open hearth steel guides are clamped 
 upon the end sill and cross bar, respectively, and secure 
 the arms or lugs of the generator frame against lateral 
 
HEATING AND LIGHTING CARS 179 
 
 and vertical displacement, although three inches of longi- 
 tudinal movement of the generator upon the suspension 
 frame is provided to allow for adjusting the tension of 
 the driving belt. The guide upon the end sill is secured 
 by means of bolts and wrought iron clamps, it being un- 
 necessary to bore any holes through the end sill. 
 
 Belt Tension Mechanism. — The guide upon the 
 cross bar is interchangeable with the guide on the end 
 sill, and is secured by bolts and clamps, one of which is 
 an open hearth steel casting and forms, in addition, a 
 bracket for the belt tension rod, and a seat for the belt 
 tension spring. The tension rod is attached to the gene- 
 rator frame by means of a clevis and pin, passes through 
 a hole in the tension bracket, and then through the ten- 
 sion spring. The tension on the latter is adjusted by 
 means of the tension nut, which consists of an iron cast- 
 ing, forming a spring seat and nut, and a weighted 
 handle, which prevents the nut from turning by vibra- 
 tion, and renders the use of a wrench and locking device 
 unnecessary. The roller bearings under the supporting 
 arms reduce the belt tension to a minimum. 
 
 Pulleys and Belts. — In standard equipment, the gen- 
 erator is provided with a flanged pulley, 10" diameter and 
 6^4" face, crowned slightly, and accurately balanced. 
 This pulley is fitted and keyed to the tapered armature 
 shaft, and is interchangeable with the 8"x6j4" pulley 
 and the fibre and steel pinions used on Forms I and 2 
 generator. 
 
 The axle pulley is likewise flanged, 21" or 23" diame- 
 ter, 7" face and is flat. It is split and provided with a 
 -split bushing which is bored to fit the taper of the axle, 
 and is clamped thereon by means of Y<\ r bolts. Any 
 form of belt may be used, but should not be more than 
 
180 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 5" wide, and in thickness no lighter than the equivalent 
 of four-ply rubber. One belt of proper dimensions with 
 suitable fastenings is provided with each generator. 
 
 The alignment of the belt can be adjusted by loosen- 
 ing the guide and clamps on the cross bar and shifting 
 the two outboard arms of the generator to one side or 
 the other and then reclamping. 
 
 FIG. 80. SIDE VIEW OF GENERATOR SHOWING LOWER FRAME 
 
 SWUNG DOWN, EXPOSING INTERNAL PARTS, ARMATURE 
 
 REMAINING IN UPPER FRAME. 
 
 Advantages of Bliss Suspension. — The advantages 
 of this form of suspension over all others are: 
 
 1. The generator being supported entirely by the up- 
 per portion, the lower portion is left free and clear for 
 inspection and repairs ; the lower half of the field frame, 
 armature, bearings, pulleys and all other parts can be 
 removed without disturbing the supporting framework. 
 
HEATING AND LIGHTING CARS 
 
 181 
 
 2. The adjustment of the belt tension is effected by 
 means of a direct longitudinal movement of the genera- 
 tor, which is the universal practice with all stationary belt 
 driven generators and motors, the roller bearings practi- 
 cally eliminating all sliding friction. The generator not 
 being pivoted is not tipped or otherwise drawn out of its 
 proper position in making wide adjustments of the belt 
 tension. 
 
 ^ 3. The entire generator may be removed from the 
 truck by removing the guides on the end sill and cross 
 bar and unbolting, the cross bar from the suspension 
 bars. 
 
 4. The iron work is of the simplest possible design. 
 There are no welds, and the amount of boring or other 
 work on the truck frame is reduced to a minimum. One 
 man and helper familiar with the work can install genera- 
 tor on truck in four hours. 
 
 FIG. 81. GENERATOR FIELD COILS AND RETAINERS. 
 
 Field Frame, Magnets and Bearings. — All four 
 forms of car generator are identical so far as the arma- 
 ture, field magnets and brush mechanism are concerned 
 and these parts are all interchangeable. The generator 
 proper is of the iron clad type, having four internal radial 
 
182 RULES FOR MOVEMENT OF TRAINS 
 
 salient poles. The poles are placed at an angle of 45 ° 
 with the horizontal, two poles being in the upper, and 
 two in the lower half of the generator, which is divided 
 longitudinally in a horizontal plane. The casing, which 
 forms the yoke of the fields, is extended parallel with the 
 axis of the shaft and is then turned in at right angles, 
 thus forming ends which are bored out and have fitted 
 into them round head-like castings which hold the arma- 
 ture shaft bearings and oil wells. This construction was 
 originated by the Bliss Company. When these heads are 
 
 
 FIG. 82. END VIEW OF GENERATOR, SHOWING BEARING HEAD 
 
 AND HAND HOLE COVER REMOVED, EXPOSING AUTOMATIC 
 
 BRUSH MECHANISM. 
 
 in place, the generator is almost hermetically sealed, and 
 is absolutely dust and water proof. A suitable hand-hole 
 is provided in the generator casing for purposes of in- 
 spection, etc. 
 
 The two heads which carry the armature bearings are 
 each held in place by four bolts, two of which are tapped 
 
HEATING AND LIGHTING CARS 183 
 
 into each half of the generator casing. By this construc- 
 tion, the lower half of the generator may be removed, 
 leaving the armature in the upper half, or the armature 
 may be removed with the lower half. The heads being 
 nicely fitted to the casing, insure perfect alignment of 
 the armature shaft, no steady pins or other truing de- 
 vices being required. 
 
 FIG. 83. COMPLETE GENERATOR ARMATURE AND PULLEY, 
 AUTOMATIC BRUSH MECHANISM AND ARMATURE COIL. 
 
 By removing the head casting at the commutator end 
 of the generator, and detaching the flexible cables from 
 their respective brush-holders, the entire brush mechan- 
 ism, as well as the armature, may be removed without 
 disturbing any of the other parts. 
 
 Armature. — The armature is of the four-pole drum 
 type, having a two-circuit singly re-entrant drum wind- 
 ing of the straight-out, or barrel type. The coils are 
 wound on formers and afterward placed on the core, thus 
 providing a perfectly balanced winding, both electrically 
 and mechanically. 
 
 The armature coils are assembled on the armature in 
 the usual manner and specially banded. With this con- 
 
184 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 struction, it is possible to remove a single damaged coil 
 by simply lifting out one-quarter of the coils,, when the 
 damaged coil can be replaced by a new one. While this 
 feature is extremely valuable in facilitating repairs, and 
 has been adopted for this reason, we have no record of 
 the burn-out of a generator armature. 
 
 Spider and Removable Shaft. — The core of the ar- 
 mature consists of the usual annular stampings, slotted 
 to receive the coils, and mounted on a ventilated spider. 
 
 f \.# 
 
 FIG. 84. ARMATURE SHAFTS AND NUTS OF GENERATOR AND 
 BUCKER, SHOWING SPIDER AND REMOV- 
 ABLE SHAFT CONSTRUCTION. 
 
 The central portion of the spider forms a sleeve which is 
 extended at one end to support the commutator. The 
 sleeve is bored to take the armature shaft, which is suita- 
 bly keyed and otherwise secured. This construction is 
 unusual in work of this capacity, and is only found in 
 car lighting apparatus of our manufacture, and although 
 entailing greater expense in construction, has been 
 
HEATING AND LIGHTING CARS 
 
 185 
 
 adopted on account of its value from an operating stand- 
 point. 
 
 n 
 
 < 
 
 fa 
 
 fa 
 
 o 
 
 o 
 
 fa ra 
 
 £ ° 
 
 S Q 
 
 s 
 
 <=> $ 
 
 fa < 
 
 &« 
 O o 
 
 fa s 
 
 fa tf 
 
 O H 
 
 a < 
 
 H 
 
 Q P 
 
 « O 
 
 < 
 
 This arrangement Hermits the armature and commuta- 
 tor to be quickly takei. off the shaft without disturbing 
 the windings, thus affording a ready means for making 
 repairs, either to the shw.ft or to the armature itself. 
 
186 RULES FOR MOVEMENT OF TRAINS 
 
 Journals and Lubrication. — The armature shaft is 
 extremely large for a machine of this capacity, and is 
 manufactured from a fine grade of high carbon steel. The 
 journals are unusually ample in their proportions, the 
 commutator end bearing being i)4"x4", the pinion end 
 bearing i^"x43^". 
 
 The lubrication is entirely automatic, and is effected by 
 oil rings operating in oil wells of unusual capacity. All 
 the running parts are heavily proportioned and are de- 
 signed to resist the heaviest shocks and stresses. The 
 generator is connected as a plain shunt wound machine 
 and is self-exciting. Hence, there is but a single wind- 
 ing on the field, each pole being excited by a single coil, 
 which is held in place by a special clamping device of 
 extremely heavy construction. 
 
 Brushes. — The armature winding, being of the two- 
 circuit type, requires but a single pair of brushes to take 
 the current from the commutator, but, for purposes here- 
 inafter explained, two pairs of brushes are employed. 
 
 Capacity and Rating. — The generator is nominally 
 rated at 4 kilowatts, 80 volts and 50 amperes or 40 volts 
 and 100 amperes, this being its normal continuous safe 
 load. The 50 ampere generator, however, has been suc- 
 cessfully operated at 90 amperes for five hours without 
 undue rise in temperature. Few cars can possibly utilize 
 such a large output to advantage. 
 
 Brush Mechanism and Automatic Pole Changer. 
 — The polarity of the terminals of the generator is pre- 
 served in the following manner: The brush-holders are 
 mounted on a carrier, which is supported on anti-friction 
 bearings, which enable it to rotate freely within the cas- 
 ing of the generator. The friction between the brushes 
 and the commutator is sufficient to cause the brushes. 
 
 '; 
 
HEATING AND LIGHTING CARS 
 
 187 
 
 and with them the carrier, to be dragged around as the 
 commutator revolves. The angular motion of the carrier 
 is arrested by means of a removable stop. 
 
 When the armature revolves in a right-hand direction, 
 the brushes and carrier are rotated to the right and ar- 
 rested by the stop in the correct position for commuta- 
 tion, and vice versa. It is obvious that the rotation of 
 the armature having been reversed, and also the position 
 of the brushes, the actual polarity of the generator termi- 
 nals is preserved. It will be apparent that the angular 
 
 ■'. ^ "^ % 
 
 PIG. 86. AUTOMATIC BRUSH MECHANISM AND FLEXIBLE 
 
 CABLES. 
 
 motion t>f the brush carrier need be but 90 in a four- 
 pole generator. The motion however is made a few de- 
 grees greater than a quadrant, thus providing a certain 
 lead which aids commutation. Lead is impossible with 
 any other type of pole changer. 
 
 A single pair of brushes would suffice to take the cur- 
 rent from the commutator, but by using four brushes, or 
 
188 RULES FOR MOVEMENT OF TRAINS 
 
 two pairs, a short commutator is possible, a more sym- 
 metrical disposition of the brushes is secured, and ade- 
 quate contact between the brushes and the commutator 
 is obtained, without undue pressure on a single brush. 
 The brushes of similar polarity are connected together in 
 the usual manner, while flexible cables, readily detach- 
 able, convey the current from the brushes to the station- 
 ary terminals of the generator. 
 
 The preservation of the polarity of the brushes is thus 
 secured mechanically, and without resort to contacts, 
 switch-blades or other devices, which break or interfere 
 with the continuity of the circuit. The friction between 
 the brushes and the commutator cannot be avoided, and 
 in the Bliss System is utilized to advantage. 
 
 The stop which arrests the motion of the carrier is 
 removable, in order that, for inspection purposes and the 
 renewal of brushes, the carrier may be turned completely 
 around, and all the brushes and holders brought opposite 
 the hand-hole in the generator casing. 
 
 BUCKER TYPE B. 
 
 Provided with Coupler, 
 
 The bucker is the distinctive feature of the Bliss Sys- 
 tem, and was devised for both regulating an axle genera- 
 tor and maintaining constant lamp voltage in connection 
 with a generator and storage battery. It is a separate 
 auxiliary and self-contained machine, which is bolted to 
 the bottom of the car in any convenient place. This ma- 
 chine contains a revolving shaft, on which are mounted 
 two armature cores. One of these armatures, with its 
 commutator and field, constitutes a plain shunt motor 
 which takes its power from the generator mains, and 
 
HEATING AND LIGHTING CARS 
 
 189 
 
 whose sole function is to rotate the shaft. It is obvious 
 that this motor runs only when the generator is in opera- 
 tion. 
 
 The other armature has two windings and two commu- 
 tators, and revolves in a field excited by the current flow- 
 ing through the battery. This doublewound armature, 
 with its two commutators and field, constitutes the 
 "bucker" proper. The motor simply drives it. The 
 
 FIG. 87. 
 
 BUCKER WITH LOWER FRAME REMOVED SHOWING 
 ARMATURE IN UPPER FRAME. 
 
 winding connected in the lamp circuit is called the "lamp 
 bucker," and the winding connected in the field circuit 
 of the generator the "field bucker." The field of the 
 bucker is referred to as the "series field;" that of the 
 motor as the "motor field." 
 
 As will be seen, by referring to illustrations, the bucker 
 is entirely enclooed and hence is dust and water proof. It 
 
190 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 is impossible for anyone to tamper with it, and it contains 
 no delicate or complicated parts. 
 
 Armatures. — The motor and bueker armatures are 
 drum-wound for bipolar fields. They are built up of 
 slotted annular punchings, and mounted, together with 
 
 FIG. 88. COMPLETE BUCKER ARMATURE AND SHAFT. 
 
 their commutators, on a sleeve which is fitted and keyed 
 to the shaft. The construction is very similar to, and 
 possesses all the advantages of that employed in the gen- 
 erator armature previously described. There is no pulley 
 or external mechanical connection on this machine. 
 
 FIG. 89. BUCKER FIELD COILS AND POLE PIECES. 
 
 
 Field Magnets. — The field is of the bipolar, iron clad 
 type. Each armature core revolves between two salient 
 pole pieces, which are bolted into the casing, and consist 
 of a pole shoe and core. Upon each core is placed a heav- 
 
HEATING AND LIGHTING CARS 191 
 
 ily taped and painted coil. The pole pieces are placed in 
 a vertical line, so that one pole and coil for each armature 
 core is in the upper, and one in the lower part of the ma- 
 chine. 
 
 Brush Holders. — The brush holders are mounted rig- 
 idly in the upper half of the machine. The springs and 
 fingers are interchangeable with those of the generator. 
 In taking off the bottom half of the casing, or in remov- 
 ing the armature, no wire connections need be disturbed 
 beyond disconnecting the upper and lower field leads. 
 
 FIG. 90. DUCKER BRUSH HOLDERS AND DETAILS. 
 
 Bearings. — The head castings, containing the arma- 
 ture shaft bearings, are secured to the casing by four 
 bolts, thus permitting the lowering of the bottom half 
 of the casing with or without the armature. The illustra- 
 tion shows the armature entirely removed, together with 
 the head castings and armature shaft bearings. The sepa- 
 rate parts of this machine are light enough to be easily 
 handled, no jacks or lifting devices being necessary. By 
 referring to the cuts, it will be seen that large hand hole 
 covers are provided over each brush holder, thus afford- 
 ing, by their removal, easy access to all internal parts. 
 
192 RULES FOR MOVEMENT OF TRAINS 
 
 Terminals and Connections. — The wiring of the 
 bucker is entirely inside the casing. All of the leads (six 
 in number) are brought out through a single opening 
 provided with proper outlet bushing. These leads termi- 
 nate in a coupler head carrying six terminal sockets, each 
 provided with two binding screws. A corresponding 
 
 fig. 91. interior view of bucker showing construc- 
 tion OF UPPER FRAME, BRUSH HOLDERS AND WIRING. 
 
 coupler block is furnished with each bucker, in which the 
 six leads of the car wiring are secured. Ferrules are 
 provided, which are soldered over the ends of the car 
 wires, after the insulation has been removed, and the 
 wires threaded through the coupler block. One of the 
 ferrules is larger in diameter than the others, as is also 
 
HEATING AND LIGHTING CARS 193 
 
 the hole in the corresponding terminal socket, thus pro- 
 viding a registering device which automatically insures 
 the correct connection of the bucker to the car wires. The 
 advantages of this construction are simplicity in installa- 
 tion, elimination of mutilated wire ends, and certainty of 
 correct connections. 
 
 FIG. 92. END VIEW OF BUCKER SHOWING COMPLETE COUP- 
 LER HEAD AND BLOCK AND METHOD OF CONNECTING 
 CAR WIRES. BEARING HEAD AND HAND HOLE 
 COVER REMOVED EXPOSING MOTOR 
 COMMUTATOR. 
 
 Operation of the Bucker. — It is obvious that when 
 no current flows through the battery, none flows through 
 the series field, since they are in series with one another, 
 and hence no electro-motive-force is generated in the 
 bucker ; but when current flows through this series field, 
 electro-motive-forces are generated in the bucker, and in 
 almost exact proportion to the strength of the field. (Af- 
 ter the closing of the automatic generator switch, the 
 motor runs at almost constant speed, its slight accelera- 
 tion as the generator voltage rises from normal lamp 
 
194 RULES FOR MOVEMENT OF TRAINS 
 
 voltage to maximum being an advantage, as it compen- 
 sates for the drooping curve of magnetization in the se- 
 ries field.) 
 
 No current will flow through the series field under the 
 following conditions : 
 
 i. When the generator is inoperative, automatic gen- 
 erator switch open, and no lamps lighted; for example, 
 car standing still in day-time. 
 
 2. When the generator is operative, automatic genera- 
 tor switch closed, no lamps lighted and the generator 
 voltage equal to the battery voltage; for example, run- 
 ning at cutting-in speed in day-time. 
 
 3. When the generator is operative, automatic genera- 
 tor switch closed, lamps lighted, and generator just carry- 
 ing the lamp load, batteries neither charging nor dis- 
 charging. 
 
 Under these three conditions, no regulation of genera- 
 tor or lamps is necessary. 
 
 Only one condition obtains when regulation is neces- 
 sary, and that is : 
 
 4. When the generator speed and voltage have risen 
 and the battery is being charged ; for example, running 
 above operating speed, day or night. Then the voltage 
 at the lamps tends to rise, and it must be kept constant, 
 whether the lamps are lighted or not. 
 
 Constant Lamp Voltage. — The voltage at the termi- 
 nals of the battery rises approximately in proportion to 
 the current forced through them. The magnetism of 
 the series field increases in proportion to this current. The 
 counter voltages of the bucker increase in proportion to 
 its field magnetism. Hence, the counter voltages of the 
 bucker increase in proportion to the rise of electro-mo- 
 tive-force at the battery terminals. The lamp bucker, 
 
HEATING AND LIGHTING CARS 195 
 
 which is in the lamp circuit, will, therefore, produce a 
 counter voltage always equal to the excess electro-motive- 
 force necessary to impress on the batteries to charge 
 them. The result will be a constant lamp voltage, inde- 
 pendent of the number of lamps in use, or the speed of 
 the train, since the latter now affects the charging cur- 
 rent only. 
 
 Regulation of the Generator. — The field bucker is 
 connected inversely in series with the field of the genera- 
 tor, and generates a counter voltage which weakens the 
 field of the latter to such a degree that the voltage of the 
 generator is just sufficient at the maximum train speed 
 to force the maximum predetermined current through the 
 battery and series field. The regulation tends to main- 
 tain constant current through the battery and series field 
 at a given train speed. The lamp load is carried by the 
 generator precisely as in the case of a constant potential 
 machine and does not affect the charging current flowing 
 through the battery. 
 
 Economy of the Bucker. — Since the bucker receives 
 or absorbs energy from the lamp circuit and the field cir- 
 cuit of th'e generator, such energy is transformed into 
 mechanical power and tends to revolve the shaft and thus 
 relieve the motor of that work. In fact, when the appara- 
 tus is fully loaded, the motor becomes a generator and 
 puts back into the system about 60% of the energy con- 
 sumed by the bucker in effecting regulation. 
 
 Generator Switch. — It is necessary to provide an au- 
 tomatic switch which will complete the circuit between 
 the generator and the storage battery whenever the speed 
 of the former and consequently its voltage, is equal to or 
 greater than that of the battery. On the other hand, this 
 switch must likewise break that circuit whenever the 
 
196 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 
 
 ■J Q 
 
 © S 
 
 h 
 
 Hi 
 
 O 
 O 
 
 2 
 
HEATING AND LIGHTING CARS 
 
 197 
 
 voltage of the generator is less than that of the storage 
 battery, by virtue of a reduced or zero speed. The auto- 
 matic generator switch opens and closes the circuit be- 
 tween the generator and the storage battery electrically, 
 and is closed directly by the generator voltage. 
 
 FIG. 94. GENERATOR SWITCH IN SINGLE SECTION IRON BOX. 
 
 Construction. — The generator switch consists of a 
 rectangular iron frame, which forms the magnetic circuit 
 of a solenoid and supports the insulated contacts. Within 
 the frame are two concentric coils, constituting the solen- 
 oid. They are made entirely separate, to facilitate con- 
 struction and repairs, and are held in place by a central 
 tube. The inside, or lifting coil, is wound with fine wire, 
 and is connected across the terminals of the generator. 
 The outside, or releasing coil, is edgewise wound out 
 of copper bar, and connected in series with the generator 
 and storage battery. Within the central tube, and free 
 to work in a vertical direction, is a soft iron plunger, at- 
 tached to and insulated from a laminated metal brush. 
 
198 RULES FOR MOVEMENT OF TRAINS 
 
 Operation. — When the generator develops normal 
 lamp voltage the switch will close,- as the fine wire, or 
 lifting coil, raises the plunger and causes the metal brush 
 to make connection between the two metallic contacts. 
 As the speed and generator voltage increase, current will 
 flow through the contacts, brush and releasing coil, and 
 through the battery, the releasing coil being wound in 
 such a direction that this current aids the lifting coil in 
 holding up the plunger and brush, maintaining a better 
 contact for increasing current. 
 
 When, however, the voltage of the generator becomes 
 less than that of the battery, current will flow from the 
 battery in a reverse direction, through the releasing coil 
 and generator, and oppose the action of the lifting coil. 
 The weight of the plunger and brush is then sufficient to 
 cause the opening of the switch by gravity. No springs 
 are used to secure the adjustment, which is made by vary- 
 ing the length of the air-gap, and when once made is per- 
 manent. Renewable carbon contacts, on which the final 
 break takes place, protect the metallic parts against in 
 jury by arcing. 
 
 Triple CoNTACT.-*-Upon the top of the iron frame of 
 the automatic generator switch is mounted a triple con- 
 tact, consisting of a three-part segmental socket and a 
 conical plug fitting the same. The function of the triple 
 contact is to short-circuit the lamp bucker and series 
 field, thus avoiding the drop that would otherwise take 
 place in the lamp circuit when the battery was discharg- 
 ing, and to render the bucker inoperative below operating 
 speeds, when the generator switch is open. 
 
 The plug is raised and lowered by means of a tail-rod 
 attached to the plunger of the switch. When the plunger 
 is down and" the generator switch open, the plug con- 
 
HEATING AND LIGHTING CARS 
 
 199 
 
 nects the three segments together. When the plunger 
 and plug are raised by the lifting coil, the triple contact 
 is broken. The plug is insulated from the tail-rod and 
 a flexible conductor permanently connects the plug with 
 an insulated terminal, mounted on a tarnsite base. 
 
 PIG. 95. 
 
 GENERATOR SWITCH WITH FOUR-CIRCUIT PANEL 
 BOARD IN DOUBLE SECTION IRON BOX. 
 
 One lead of a resistance coil is connected to this in- 
 sulated terminal, and the other lead is connected to the 
 rear segment of the triple contact. The negative lead of 
 the generator is also connected to this segment. The 
 leads of the lifting coil are connected, respectively, to the 
 positive main contact, and the terminal to which the flexi- 
 ble conductor is attached. Thus it will be seen that when 
 
200 RULES FOR MOVEMENT OF TRAINS 
 
 the plug establishes the triple contact it also short-circuits 
 the resistance coil. When the plug is raised, it throws 
 the resistance into series with the lifting coil. 
 
 Two advantages result from inserting resistance into 
 the lifting coil circuit: First, to reduce the current and 
 consequent heating in the coil, which would otherwise 
 change its resistance and alter the adjustment of the 
 switch; second, to reduce the magnetizing effect of the 
 coil, so that less discharge current will be required in 
 the releasing coil to open the switch, as above explained. 
 
 Fuse Deck. — The generator switch is mounted on a 
 tarnsite base and enclosed in an iron box provided at 
 top and bottom with suitable conduit fittings. On the 
 lower part of the base is mounted the fuse deck, which 
 supports all the positive terminals, the negative terminals 
 being on the base below and back of the fuse deck. As 
 the name implies, the fuse deck also carries the fuses for 
 the generator and battery. By the removal of these fuses, 
 and the insertion of a special ammeter connection, read- 
 ings of current can be quickly and easily made without 
 the use of tools and the attendant danger of short circuit. 
 
 Adjustable Shunt.— In order to adjust the charging 
 current delivered by the generator to the storage bat^ 
 tery, an adjustable shunt is provided which consists of a* 
 number of steps of resistance enclosed in a small cast iron 
 case which is mounted inside the car and as near the, 
 switch box as convenient. This shunt is connected across 
 the terminals of the series field of the bucker and serves 
 to divert a certain portion of the charging current from 
 said field. A number of binding posts are provided on 
 the shunt so that its resistance may be varied, which is 
 done by shifting one connecting wire from post to post 
 until the proper adjustment has been secured and then 
 
 
HEATING AND LIGHTING CARS 
 
 201 
 
 the wire is made permanently fast. This shunt acts exactly 
 like the shunt on the series field of a compound genera- 
 tor. It affords a simple and easy method of adjustment 
 and by its use the charging current can be varied about 
 100%. 
 
 FIG. 96. ADJUSTABLE SHUNT. 
 
 FIG. 97. EMERGENCY 
 EXCITER SWITCH. 
 
 Emergency Exciter Switch. — This switch consist- 
 ing of a spring actuated lever turning upon two contact 
 buttons, provides a quick and certain method of exciting 
 the field of the generator directly from the storage bat- 
 tery in case of loss of residual magnetism or any other 
 cause preventing the generator from "picking up." Ordi- 
 narily the field circuit is completed through this switch 
 so that the generator is self-exciting, but by throwing 
 the lever to the right, the field is connected directly to 
 the battery, and of course excited. Upon letting go of 
 the lever, the spring restores the original connection. 
 This switch may be shifted while the apparatus is at rest 
 or in motion .and its manipulation will not affect the ap- 
 paratus in the slightest. 
 
202 RULES FOR MOVEMENT OF TRAINS 
 
 Junction Box. — To facilitate and simplify the wiring 
 of the apparatus, a cast iron junction box has been pro- 
 vided, into which all the wires from the different pieces 
 of apparatus are led. This box is secured to the bottom 
 of the car body in any convenient location, and if possible, 
 should be installed about six inches from the edge of 
 the car body, and as near the generator as proper clear- 
 ance will permit. 
 
 . 
 
 FIG. 98. FRONT VIEW JUNCTION BOX, WITH COVER REMOVED. 
 
 The two side openings are designed to receive two- 
 inch iron pipe or conduit, which should be used for en- 
 closing and protecting all of the wiring on the bottom of 
 the car. On the underside of the junction box is a fitting, 
 into which are fastened four insulating bushings for the 
 reception of the four wires which lead to the generator. 
 By properly securing these wires into the bushings, the 
 fitting may be removed bodily from the bottom of the 
 junction box, whenever it is necessary to remove the car 
 truck. This renders it certain that the wires will be 
 properly renlaced when the generator is reconnected. 
 
THE STANDARD CODE TRAIN RULES. 
 
 AMERICAN RAILWAY ASSOCIATION. 
 GENERAL RULES. 
 
 A. Employes whose duties are prescribed by these 
 rules must provide themselves with a copy. 
 
 B. Employes must be conversant with and obey the 
 rules and special instructions, If in doubt as to their 
 meaning they must apply to proper authority for an 
 explanation. 
 
 C. Employes must pass the required examinations. 
 
 D. Persons employed in any service on trains are sub- 
 ject to the rules and special instructions. 
 
 E. Employes must render every assistance in their 
 power in carrying out the rules and special instructions. 
 
 F. Any violation of the rules or special instructions 
 must be reported. 
 
 G. The use of intoxicants by employes while on duty 
 is prohibited. Their use, or the frequenting of places 
 where they are sold, is sufficient cause for dismissal. 
 
 H. The use of tobacco by employes when on duty in 
 or about passenger stations, or on passenger cars is 
 prohibited. 
 
 J. Employes on duty must wear the prescribed badge 
 and uniform and be neat in appearance. 
 
 K. Persons authorized to transact business at stations 
 or on trains must be orderly and avoid annoyance to 
 patrons. 
 
 203 
 
204 RULES FOR MOVEMENT OF TRAINS 
 
 L. In case of danger to the Company's property, em- 
 ployes must unite to protect it. 
 
 DEFINITIONS. 
 
 Engine — A locomotive propelled by any form of energy. 
 
 Train — An engine, or more than one engine coupled, 
 with or without cars, displaying Markers. 
 
 Regular Train — A train authorized by a time-table 
 schedule. 
 
 Section — One of two or more trains running on the 
 same schedule displaying signals, or for which signals 
 are displayed. 
 
 Extra Train — A train not authorized by a time-table 
 schedule. It may be designated as : 
 
 Extra — For any extra train, except work extra. 
 
 Work Extra — For work train extra. 
 
 Superior Train — A train having precedence over other 
 trains. 
 
 Train of Superior Right — A train given precedence by 
 train order. 
 
 Train of Superior Class — A train given precedence by 
 the timetable. 
 
 Train of Superior Direction — A train given precedence 
 in the direction specified in the time-table as between 
 trains of the same class. 
 
 Note — Superiority by direction is limited to single 
 track. 
 
 Time-table — The authority for the movement of regu- 
 lar trains subject to the rules. It contains the classified 
 schedules of trains with special instructions relating 
 thereto. 
 
STATION AND TRAIN WORK 205 
 
 Schedule — That part of a time-table which prescribes 
 class, direction, number and movement for a regular train. 
 
 Division — That portion of a railway assigned to the 
 supervision of a . 
 
 Subdivision — A part of a division so designated on 
 the timetable. 
 
 Main Track — A track extending through the yards and 
 between stations, upon which the current of traffic may 
 be in either specified direction. 
 
 Single Track — A track upon which trains are operated 
 in both directions. 
 
 Double Track — Two main tracks, upon one of which 
 the current traffic is in a specified direction, and upon the 
 other in the opposite direction. 
 
 Current of Traffic — The movement of trains on a main 
 track in one direction, specified by the rules. 
 
 Station — A place designated on the time-table by name, 
 at which a train may stop for traffic, or to enter or leave 
 the main track, or from which fixed signals are operated. 
 
 Siding — An auxiliary track for meeting or passing 
 trains, limited to the distance between two adjoining lele- 
 graph stations. 
 
 Fixed Signals — A signal of fixed location indicating a 
 condition affecting the movement of a train. 
 
 Note to Definition of Fixed Signals— -This definition 
 covers such signals as slow boards, stop boards, yard 
 limits, switch, train order, block, interlocking, semaphore, 
 disc, ball or other means for indicating stop, caution or 
 proceed. 
 
 Yard — A system of tracks within defined limits pro- 
 vided for the making up of trains, storing of cars and 
 other purposes, over which movements not authorized 
 
206 RULES FOR MOVEMENT OF TRAINS 
 
 by time-table, or by train orders, may be made, subject 
 to prescribed signals and regulations. 
 
 Yard Engine — An engine assigned to yard service and 
 working within yard limits. * 
 
 Pilot — A person assigned to a train when the engine- 
 man or conductor or both are not fully acquainted with 
 the physical character or running rules of the road, or 
 portion of the road, over which the train is to be moved. 
 
 RULES FOR SINGLE TRACK. 
 
 STANDARD TIME. 
 
 1. Standard Time obtained from — observatory 
 
 will be telegraphed to all points from designated offices 
 at — —, — i — m. daily. 
 
 NOTE to Rule i. — In order to detect possible errors 
 at junction points and to secure uniformity, the Commit- 
 tee recommends that the time be disseminated to all 
 points at the same hour. The Committee considers it 
 of great importance that the time be obtained from some 
 observatory of recognized standing. 
 
 2. Watches that have been examined and certified 
 to by a designated inspector must be used by the con- 
 ductor, enginemen and — *1 The certificate in prescribed 
 form must be renewed and filed with every 
 
 *The committee recommends that in filling the blank 
 each company add such other classes of employes as it 
 may desire. 
 
STATION AND TRAIN WORK 20Y 
 
 (Form of Certificate.) 
 
 CERTIFICATE OF WATCH INSPECTOR,, 
 
 This is to certify that on 19. . . . 
 
 the watch of . 
 
 employed as ...» on the 
 
 • 
 
 was examined by me. It is correct and reliable, and in 
 my judgment will, with proper care, run within a varia- 
 tion of thirty seconds per week. 
 
 Name of maker , f ] 
 
 Brand . . . 
 
 Number of Movement 
 
 Open or Hunting Case 
 
 Metal of Case 
 
 Stem or Key Winding 
 
 Signed, . 
 
 Inspector. 
 Address 
 
 3. Watches of conductors, enginemen and * 
 
 must be compared, before starting on each trip, with a 
 clock designated as a Standard Clock. The time when 
 watches are compared must be registered on a prescribed 
 form. 
 
 NOTE to Rule 3. — The conditions under which con- 
 ductors and enginemen whose duties, preclude access to 
 a standard clock are required to obtain standard time, 
 vary so much on different roads that the Committee 
 recommends that each adopt such regulations to cover 
 the case supplementary to this rule, as may best suit its 
 own requirements^ 
 
208 RULES FOR MOVEMENT OF TRAINS 
 
 TIME-TABLES. 
 
 4. Each timetable, from the moment it takes effect, 
 supersedes the preceding timetable, and its schedules take 
 effect on any division (or subdivision) at the leaving 
 time at their initial stations on such division (or subdivi- 
 sion). But when a schedule of the preceding timetable 
 corresponds in number, class, day of leaving, direction, 
 and initial and terminal stations, with a schedule of the 
 new timetable, a train authorized by the preceding 
 timetable will retain train orders and assume the schedule 
 of the corresponding number of the new timetable. 
 
 Schedules on each division (or subdivision) date from 
 their initial stations on such divisions (or subdivisons) ; 
 
 5. Not more than two times are given for a train at 
 any station ; where one is given, it is unless otherwise 
 indicated the leaving time ; where two, they are the arriv- 
 ing and leaving time. 
 
 Unless otherwise indicated, the time applies to the 
 switch where an inferior train enters the siding; where 
 there is no siding, it applies to the place from which fixed 
 signals are operated; where there is neither siding nor 
 fixed signal, it applies to the place where traffic is re- 
 ceived or discharged. 
 
 Schedule meeting or passing points are indicated by 
 figures in full-faced type. 
 
 Both the arriving and leaving time of a train are in 
 full-faced type when both are meeting or passing times, 
 or when one or more trains are to meet or pass it between 
 those times. 
 
 When trains are to be met or passed at a siding extend- 
 ing between two adjoining stations, the time at each end 
 of the siding shall be shown in full-faced type. 
 
STATION AND TRAIN WORK 209 
 
 Where there are one or more trains to meet or pass a 
 train between two times, or more than one train to meet 
 a train at any station, attention is called to it by . 
 
 NOTE to Rule 5. — The Committee recommends that 
 each company adopt such method as it may prefer in 
 filling the blank. 
 
 6. The following signs when placed before the figures 
 of the schedule, indicate: 
 
 "s" — Regular stop. 
 
 "f" — Flag stop to receive or discharge passengers or 
 freight. 
 — Stop for meals. 
 "L."— Leave. 
 "A"— Arrive. 
 
 SIGNAL RULES. 
 
 7. Employes whose duties may require them to give 
 signals must provide themselves with the proper appli- 
 ances, keep them in good order and ready for immediate 
 use. 
 
 8. Flags of the prescribed color must be used by day, 
 and lamps of the prescribed color by night. 
 
 9. Night signals are to be displayed from sunset to 
 sunrise. When weather or other conditions obscure day 
 signals, night signals must be used in addition. 
 
 VISIBLE SIGNALS. 
 
 10. COLOR SIGNALS. 
 
 (a) Color, Red. — Indication. — Stop. 
 
 (b) . — Proceed, and for other uses prescribed by 
 
 the rules. 
 
210 RULES FOR MOVEMENT OF TRAINS 
 
 (c) . — Proceed with caution, and for other uses 
 
 prescribed by the rules. 
 
 (d) Green and white. — Flag stop. See Rule 28. 
 
 (e) Blue. — See Rule 26. 
 
 NOTE to Rule 10. — The Committee has omitted giving 
 the colors of signals "b" and "c" in Rule 10, leaving it 
 discretionary wtih each road to use such colors as it may 
 prefer. 
 
 11. A fusee on or near the track, burning red, must 
 not be passed until burned out. When burning green it 
 is a caution signal. 
 
 12. HAND, FLAG, AND LAMP SIGNALS. 
 
 (a) Manner of Using, Swung across the track.— Indi- 
 cation. — Stop. 
 
 (b) Raised and lowered vertically. — Proceed. 
 
 (c) Swung vertically in a circle at half-arm's length 
 across the track when the train is standing. — Indication, 
 "Back." 
 
 (d) Swung vertically in a circle at arm's length 
 across the track, when train is running. — Train has 
 parted. 
 
 (e) Swung horizontally above the head when the 
 train is standing — '"Apply air-brakes. " 
 
 (f) Held at arm's length above the head, when train 
 is standing — Release air-brakes. 
 
 13. Any object waved violently by anyone on or near 
 the track is a signal to stop. 
 
 AUDIBLE SIGNALS. 
 
 14. Engine Whistle Signals. 
 
 Note.— The signals prescribed are illustrated by \o" 
 for short sounds ; " " for longer sounds. The sound 
 
STATION AND TRAIN WORK 211 
 
 of the whistle should be distinct, with intensity and dura- 
 tion proportionate to the distance signal is to be conveyed. 
 
 (a) o Stop. Apply brakes. 
 
 (b) . . . .Release brakes. 
 
 (c) ooo Flagman go back and protect 
 
 rear of train. 
 
 (d) . . . .Flagman return from west or 
 
 south. 
 
 (e) . .Flagman return from east or 
 
 north. 
 
 (f) . When running, train parted; to 
 
 be repeated until answered by signal prescribed by Rule 
 12 (d). Answer to 12 (d). 
 
 (g) 00 Answer to any signal not other- 
 wise provided for. 
 
 (H.) 000. . . .When train is standing back. Answer 
 to 12 (c) and 16 (c). When train is running, Answer 
 to 16 (d). 
 
 (j) 0000 Call for signals. 
 
 (K.) — 00. . . .To call the attention of yard engines, 
 extra trains or trains of the same or inferior class or 
 inferior right of signals, displayed for a following sec- 
 tion. 
 
 (1) o o. .Approaching public crossings at 
 
 grade. 
 
 (m) Approaching stations, . junctions 
 
 and railroad crossings at grade. 
 
 A succession of short sounds of the whistle is an alarm 
 for persons or cattle on the track. 
 
 15. The explosion of one torpedo is a signal to stop; 
 the explosion of two not more than 200 feet apart is a 
 signal to reduce speed, and look out for a stop signal. 
 
212 RULES FOR MOVEMENT OF TRAINS 
 
 16. AIR WHISTLE OR BELL CORD 
 
 SIGNALS. 
 Sound. Indication. 
 
 (a) Two When train is standing, start. 
 
 (b) Two When train is running, stop at once. 
 
 (c) Three When train is standing, back the 
 
 train. 
 
 (d) Three When train is running, stop at next 
 
 station. 
 
 (e) Four When train is standing, apply or re- 
 lease air-brakes. 
 
 (f) Four When train is running, reduce speed. 
 
 (g) Five When train is standing, call in flag- 
 man. 
 
 (h) Five When train is running, increase speed. 
 
 TRAIN SIGNALS. 
 
 17. The head-light will be displayed to the front of 
 every train by night, but must be concealed when a train 
 turns out to meet another and has stopped clear of main 
 track, or is standing to meet trains at the end of double 
 tracks or at junctions. 
 
 18. Yard engines will display the head-light to the 
 front and rear by night. When not provided with a 
 head-light at the rear, two white lights must be displayed. 
 Yard engines will not display markers. 
 
 19. The following signals will be displayed one on 
 each side of the rear of the train as markers, to indicate 
 the rear of the train: By day, green flags. By night, 
 green lights to the front and side, and red lights to the 
 rear, except when the train is clear of the main track, 
 when green lights must be displayed to the front, side and 
 rear. 
 
STATION AND TRAIN WORK 
 
 213 
 
 20. All sections, except the last, will display two 
 green flags, and, in addition, two green lights by night, 
 in the places provided for that purpose on the front of the 
 engine. 
 
 21. Extra trains will display two white flags, and in 
 addition, two white lights by night, in the places provided 
 for that purpose on the front of the engine. 
 
 22. When two or more engines are coupled, the lead- 
 ing engine only shall display the signals as prescribed by 
 Rules 20 and 21. 
 
 23. One flag or light displayed where in Rules 19, 20 
 and 21 two are prescribed, will indicate the same as two; 
 but the proper display of all train signals is required. 
 
 24. When cars are pushed by an engine (except when 
 shifting or making up trains in yards), a white light must 
 be displayed on the front of the leading car by night. 
 
 25. Each car on a passenger train must be connected 
 with the engine by a communicating signal appliance. 
 
 26. A blue flag by day and a blue light by night, dis- 
 played at one or both ends of an engine, car or train, 
 indicates that workmen are under or about it. When thus 
 protected it must not be coupled to or moved. Workmen 
 will display the blue signals and the same workmen are 
 alone authorized to remove them. Other cars must not 
 be placed on the same track so as to intercept the view 
 of the blue signals, without first notifying the workmen. 
 
 USE OF SIGNALS. 
 
 27. A signal imperfectly displayed, or the absence of 
 a signal at a place where a signal is usually shown, must 
 be regarded as a stop signal, and the fact reported to 
 
 the — — . 
 
214 RULES FOR MOVEMENT OF TRAINS 
 
 28. A combined green and white signal is to be used 
 to stop a train only at the flag stations indicated on its 
 schedule. When it is necessary to stop a train at a point 
 that is not a flag station on its schedule, a red signal must 
 be used. 
 
 29. When a signal (except a fixed signal) is given to 
 stop a train, it must, unless otherwise provided, be ac- 
 knowledged as prescribed by Rule 14 (g) or (h). 
 
 30. The engine-bell must be rung when an engine is 
 about to move. 
 
 31. The engine-bell must be rung on approaching 
 every public road crossing at grade, and until it is passed ; 
 and the whistle must be sounded at all whistling-posts. 
 
 32. The unnecessary use of either the whistle or the 
 bell is prohibited. They will be used only as prescribed 
 by rule or law, or to prevent accident. 
 
 33. Watchmen stationed at public road and street 
 crossings must use red signals only when necessary to 
 stop trains. 
 
 SUPERIORITY OF TRAINS. 
 
 71. A train is superior to another train by right, class, 
 or direction. 
 
 Right is conferred by train order; class and direction 
 by timetable. 
 
 Right is superior to class or direction. 
 
 Direction is superior as between trains of the same 
 class. 
 
 72. Trains of the first class are superior to those of 
 the second ; trains of the second class are superior to those 
 of the third ; and so on. 
 
STATION AND TRAIN WORK 215 
 
 Trains in the direction specified by the timetable are 
 superior to trains of the same class in the opposite direc- 
 tion. 
 
 73. Extra trains are inferior to regular trains. 
 
 MOVEMENT OF TRAINS. 
 
 82. Timetable schedules, unless fulfilled, are in effect 
 for 12 hours after their time at each station. 
 
 Regular trains 12 hours behind either their schedule 
 arriving or leaving time at any station lose both right and 
 schedule, and can thereafter proceed only as authorized 
 by train order. 
 
 83. A train must not leave its initial station or any 
 division (or sub-division), or a junction or pass from 
 double to single track, until it has been ascertained 
 whether all trains due, which are superior or of the same 
 class, have arrived or left. 
 
 84. A train must not start until the proper signal is 
 given. 
 
 85. When a train of one schedule is on the time of 
 another schedule of the same class in the same direction, 
 it will proceed on its own schedule. 
 
 Trains of one schedule may pass trains of another 
 schedule of the same class, and extras may pass and run 
 ahead of extras. 
 
 86. An inferior train must clear the time of a superior 
 train in the same direction not less than five minutes, but 
 must be clear at the time a first-class train, in the same 
 direction, is due to leave the next station in the rear 
 where time is shown. 
 
 87. An inferior train must keep out of the way of 
 opposing superior trains, and failing to clear the main 
 
216 RULES FOR MOVEMENT OF TRAINS 
 
 track by the time required by rule, must be protected as 
 prescribed by rule 99. 
 
 Extra trains must clear the time of regular trains — — ■ 
 minutes unless otherwise provided, and will be governed 
 by train orders with respect to opposing extra trains. 
 
 88. At a meeting point between trains of the same 
 class the inferior train must clear the main track before 
 the leaving time of the superior train. 
 
 At meeting points between extra trains, the train in 
 the inferior timetable direction must take the siding, un- 
 less otherwise provided. 
 
 Trains must pull into the siding when practicable; if 
 necessary to back in, the train must first be protected as 
 prescribed by Rule 99, unless otherwise provided. 
 
 89. At meeting points between trains of different 
 classes the inferior train must take the siding and clear 
 the superior train at least five minutes and must pull into 
 the siding when practicable. If necessary to back in, 
 the train must first be protected as per Rule 99, unless 
 otherwise provided. 
 
 NOTE to Rules 88 and 89.— The Gommitteee rec- 
 ommends that where greater clearance is necessary, Rule 
 88 should require a clearance of FIVE minutes, and Rule 
 No. 89 of TEN minutes. 
 
 90. Trains must stop at schedule meeting stations, 
 if the train to be met is of the same class, unless the switch 
 is right and the track clear. When the expected train of 
 the same class is not found at the schedule meeting sta- 
 tion, the superior train must approach all sidings prepared 
 to stop, until the expected train is met. 
 
 Trains must stop clear of the switch used by the train 
 to be met in going on the siding. 
 
 91. Unless some form of block signals is used trains 
 
STATION AND TRAIN WORK 217 
 
 in the same direction must keep at least five minutes 
 apart, except in closing up at stations. 
 
 NOTE to Rule 91. — The Committee recommends, that 
 where greater clearance is necessary, Rule No. 91 should 
 allow a clearance of TEN minutes or more. 
 
 92. A train must not arrive at a station in advance 
 of its schedule arriving time. 
 
 A train must not leave a station in advance of its 
 schedule leaving time. 
 
 93. Within yard limits the main track may be used, 
 
 protecting against class trains. class and 
 
 extra trains must move within yard limits, prepared to 
 stop unless the main track is seen or known to be clear. 
 
 94. A train which overtakes another train so dis- 
 abled that it cannot proceed, will pass it, if practicable, 
 and if necessary will assume the schedule and take the 
 train orders of the disabled train, proceed to the next 
 
 open telegraph office, and there report to the . 
 
 The disabled train will assume the schedule and take the 
 train orders of the last train with which it has exchanged 
 and will, when able, proceed to and report from the next 
 open telegraph office. 
 
 When a train, unable to proceed against the right or 
 schedule of an opposing train, is overtaken between the 
 telegraph stations by an inferior train or a train of the 
 same class having right or schedule which permits it to 
 proceed, the delayed train may, after proper consultation 
 with the following train, precede it to the next telegraph 
 
 station, where it must report to . When 
 
 opposing trains are met under these circumstances it must 
 be fully explained to them by the leading train that the 
 expected train is following. 
 
218 RULES FOR MOVEMENT OF TRAINS 
 
 95. Two or more sections may toe run on the same 
 schedule. 
 
 Each section has equal timetable authority. 
 A train must not display signals for a following sec- 
 tion without order from the — . 
 
 96. When signals displayed for a section are taken 
 down at any point before that section arrives, the con- 
 ductor will, if there be no other provision, arrange in 
 writing with* the operator, or if there be no operator, 
 with the switchtender, or in the absence of both, with a 
 flagman left there for the purpose, to notify all opposing 
 inferior trains or trains of the same class leaving such 
 point, that the section for which signals were displayed 
 has not arrived. 
 
 NOTE to Rule 96. — The Committee recommends, if 
 a company desires to have all opposing trains notified, 
 that the last sentence of Rule 96 be changed to read: 
 'To notify all opposing trains that the section for which 
 signals were displayed has not arrived." 
 
 97. Extra trains must not be run without orders from 
 the . 
 
 98. Trains must approach the end of double track, 
 junctions, railroad crossings at grade, and drawbridges, 
 prepared to stop, unless the switches and signals are 
 right and the track is clear. When required by law, 
 trains must stop. 
 
 99. When a train stops or is delayed, under circum- 
 stances in which it may be overtaken by another train, 
 the flagman must go back immediately with stop signals 
 a sufficient distance to insure full protection. When re- 
 called he may return to his train, first placing two tor- 
 pedoes on the rail when the conditions require it. 
 
STATION AND TRAIN WORK 219 
 
 The front of a train must be protected in the same way, 
 when necessary, by the . 
 
 ioo. When the flagman goes back to protect the rear 
 
 of his train, the must, in the case of passenger 
 
 trains, and the next brakeman in the case of other trains, 
 take his place on the train. 
 
 101. If a train should part while in motion, trainmen 
 must, if possible, prevent damage to the detached portion. 
 The signals prescribed by rules 12 (d) and 14 (f) must 
 be given. 
 
 The detached portion must not be moved or passed 
 until the front portion comes back. 
 
 102. When cars are pushed by an engine (except 
 when shifting and making up trains in yards), a flagman 
 must take a conspicuous position on the front of the lead- 
 ing car. 
 
 103. Messages or orders respecting the movement 
 of trains or the condition of track or bridges must be in 
 writing. 
 
 104. Switches must be left in proper position after 
 having been used. Conductors are responsible for the 
 position of the switches used by them and their train- 
 men, except where switchtenders are stationed. 
 
 A switch must not be left open for a following train 
 unless in charge of a trainman of such train. 
 
 105. Both conductors and enginemen are responsible 
 for the safety of their trains and, under conditions not 
 provided for by the rules, must take every precaution for 
 their protection. 
 
 106. In all cases of doubt or uncertainty the safe 
 course must be taken and no risks run. 
 
220 RULES FOR MOVEMENT OF TRAINS 
 
 RULES FOR MOVEMENT BY TRAIN ORDERS. 
 
 201. For movements not provided for by timetable, 
 
 train orders will be issued by authority of the . 
 
 They must contain neither information nor instructions 
 not essential to such movements. 
 
 They must be brief and clear ; in the prescribed forms 
 when applicable ; and without erasure, alteration or inter- 
 lineation. 
 
 202. Each train order must be given in the same words 
 to all persons and trains addressed. 
 
 203. Train orders will be numbered consecutively 
 each day, beginning with No. — at midnight. 
 
 204. Train orders must be addressed to those who 
 are to execute them, naming the place at which each is 
 to receive his copy. Those for a train must be addressed 
 to the conductor and engineman, and also to any one who 
 acts as its pilot. A copy for each person addressed must 
 be supplied by the operator. 
 
 Orders addressed to operators restricting the move- 
 ment of trains must be respected by conductors and en- 
 ginemen the same as if addressed to them. 
 
 205. Each train order must be written in full in a book 
 
 provided for the purpose at the office of the ; 
 
 and with it recorded the names of those who have signed 
 for the order ; the time and the signals which show when 
 and from what offices the order was repeated and the 
 responses transmitted ; and the train dispatcher's initials. 
 These records must be made at once, and never from 
 memory or memoranda. 
 
 206. Regular trains will be designated in train orders 
 by their numbers, as "No. 10." or "2d No. io/' adding 
 engine numbers if desired. 
 
STATION AND TRAIN WORK 221 
 
 Extra trains will be designated by engine numbers and 
 the direction as "extra 798 'East' or 'West'." Other 
 numbers and time will be stated in figures only. 
 
 207. To transmit a train order, the signal "31" or 
 the signal "19" followed by the direction must be given 
 to each office addressed, the number of copies being stated, 
 if more or less than three — thus: "31 West copy 5," or 
 "19 East copy 2." 
 
 NOTE to Rule 207.— Where forms "31" and "19" are 
 not both in use the signal may be omitted. 
 
 208. (A.) A train order to be sent to two or more 
 offices must be transmitted simultaneously to as many of 
 them as practicable. The several addresses must be in 
 order of superiority of trains, each office taking its proper 
 address. When not sent simultaneously to all, the order 
 must be sent first to the superior train. 
 
 208. (B.) A train order to be sent to two or more 
 offices must be transmitted simultaneously to as many of 
 them as practicable. 
 
 The several addresses must be in order of superior- 
 ity of trains, and when practicable must include the 
 operator at the meeting or waiting point, each office tak- 
 ing its proper address. 
 
 When not sent simultaneously to all, the order must 
 be sent first to the superior train. 
 
 Copies of the order addressed to the operator at the 
 meeting or waiting point must be delivered to all trains 
 affected until all have arrived from one direction. 
 
 209. Operators receiving train orders must write them 
 in manifold during transmission, and if they cannot at 
 one writing make the requisite number of copies, must 
 trace others from one of the copies first made. 
 
 NOTE to Rule 209. — If the typewriter is used for 
 
222 RULES FOR MOVEMENT OF TRAINS 
 
 copying train orders, when additional copies are made, 
 the order must be repeated from such copies to the train 
 dispatcher, and complete, given in the usual manner. 
 
 210. When a "31" train order has been transmitted, 
 operators must (unless otherwise directed) repeat it 
 at once from the manifold copy in the succession in 
 AVhich the several offices have been addressed, and then 
 write the time of the repetition on the order. Each ope- 
 rator receiving the order should observe whether the 
 others repeat correctly. 
 
 Those to whom the order is addressed, except engine- 
 men, must then sign it, and the operator will send their 
 signatures preceded by the number of the order to the 
 
 . The response "complete," and the time, with 
 
 the initials of the -, will then be given by the train 
 
 dispatcher. Each operator receiving this response will 
 then write on each copy the word "complete," the time, 
 and his last name in full, and then deliver a copy to 
 each person addressed, except enginemen. The copy 
 for each engineman must be delivered to him personally 
 by . 
 
 NOTE to Rule 210. — The blanks in the above rule 
 may be filed for each road to suit its own requirements. 
 On roads where the signature of the engineman is de- 
 sired, the words "except enginemen," and the last sen- 
 tence in the second paragraph may be omitted. If pre- 
 ferred, each person receiving an order may be required 
 to read it aloud to the operator. 
 
 211. When a "19" train order has been transmitted, 
 operators must (unless otherwise directed) repeat it 
 at once from the manifold copy, in the succession in 
 which the several offices have been addressed. Each 
 operator receiving the order should observe whether the 
 
STATION AND TRAIN WORK 223 
 
 others repeat correctly. When the order has been re- 
 peated correctly by an operator, the response "com- 
 plete" and the time, with the initials of the •, 
 
 will be given by the train dispatcher. The operator re- 
 ceiving this response will then write on each copy the 
 word "complete," the time, and his last name in full, and 
 personally deliver a copy to each person addressed with- 
 out taking his signature. 
 
 But when delivery to engineman will take the operatof 
 from the immediate vicinity of his office, the engineman's 
 copy will be delivered by . 
 
 When a "19" train order restricting the superiority of 
 a train is issued for it at the point where such superiority 
 is restricted, the train must be brought to a stop before 
 delivery of the order. 
 
 212. A train order may, when so directed by the 
 train dispatcher, be acknowledged without repeating, by 
 
 the operator responding: "X (number of train 
 
 order) to (train number)," with the operator's 
 
 initials and office signal. The operator must then write 
 on the order his initials and the time. 
 
 213. "Complete" must not be given to a train order 
 for delivery to an inferior train until the order has been 
 repeated or the "X" response sent by the operator who 
 receives the order for the superior train. 
 
 214. When a train order has been repeated or "X" 
 response sent, and before "complete" has been given, the 
 order must be treated as a holding order for the train 
 addressed, but must not be otherwise acted on until 
 
 I "complete" has been given. 
 
 If the line fails before an office has repeated an order 
 or has sent the "X" response, the order at that office 
 
224 RULES FOR MOVEMENT OF TRAINS 
 
 is of no effect and must be there treated as if it had not 
 been sent. 
 
 215. The operator who receives and delivers a train 
 order. must preserve the lowest copy. 
 
 216. For train orders delivered by the train dis- 
 patcher the requirements as to the record and delivery 
 are the same as at other points. 
 
 217. A train order to be delivered to a train at a 
 point not a telegraph station, or at one at which the tele- 
 graph office is closed, must be addressed to 
 
 "C and E. (at ), care of — — — ." 
 
 and forwarded and delivered by the conductor or 
 other person in whose care it is addressed. When form 
 31 is used "complete" will be given upon the signature 
 of the person by whom the order is to be delivered, who 
 must be supplied with copies for the conductor and th N e 
 engineman addressed, and a copy upon which he shall 
 take their signatures. This copy he must deliver to the 
 first operator accessible, who must preserve it, and at 
 once transmit the signatures of the conductor and en- 
 gineman to the train dispatcher. 
 
 Orders so delivered must be acted on as if "com- 
 plete" had been given in the usual way. 
 
 For orders which are sent, in the manner herein pro- 
 vided, to a train the superiority of which is thereby re- 
 stricted, "complete" must not be given to an inferior 
 train until the signature of the conductor and engineman 
 of the superior train have been sent the — — — . 
 
 218. When a train is named in a train order by its 
 schedule number alone, all sections of that schedule are 
 included, and each must have copies delivered to it. 
 
 219. Unless otherwise directed, an operator must not 
 repeat or give the "X" response to a train order for a 
 
STATION AND TRAIN WORK 225 
 
 train which has been cleared or of which the engine has 
 passed his train-order signal, until he has obtained the 
 signatures of the conductor and engineman to the order. 
 
 220. Train orders once in effect continue so until ful- 
 filled, superseded or annulled. Any part of an order 
 specifying a particular movement may be either super- 
 seded or annulled. 
 
 Orders held by or issued for, or any part of an order 
 relating to, a regular train, become void when such train 
 loses both right and schedule as prescribed by rules 4 
 and 82, or is annulled. 
 
 221. (A). A fixed signal must be used at each 
 train-order office, which shall indicate "stop" when there 
 is an operator on duty, except when changed to "pro- 
 ceed'' .to allow a train to pass after getting train orders, 
 or for which there are no orders. A train must not pass 
 the signal while "stop" is indicated. The signal must be 
 returned to "stop" as soon as a train has passed. It must 
 be fastened at "proceed" only when no operator is on 
 duty. 
 
 Operators must have the proper appliances for hand 
 signaling ready for immediate use if the fixed signal 
 should fail to work properly. If a signal is not displayed 
 at a night office, trains which have not been notified 
 must stop and ascertain the cause and report the facts 
 to the from the next open telegraph office. 
 
 Where the semaphore is used, the arm indicates "stop" 
 when horizontal, and "proceed" when in an inclined posi- 
 tion. 
 
 NOTE to Rule 221 A. — The conditions which affect 
 trains at stations vary so much that it is recommended 
 each road adopt such regulations supplementary to this 
 rule as may best suit its own requirements. 
 
226 RULES FOR MOVEMENT OF TRAINS 
 
 221 (B). A fixed signal must be used at each train- 
 order office, which shall indicate "stop" when trains are 
 to be stopped for train orders. When there are no orders 
 the signal must indicate "proceed." 
 
 When an operator receives the signal "31" or "19," 
 followed by the direction, he must immediately display the 
 "stop signal" for the direction indicated and then reply 
 "stop displayed," adding the direction; and until the or- 
 ders have been delivered or annulled the signal must not 
 be restored to "proceed." While stop is indicated, trains 
 must not proceed without a clearance card (Form — 
 "A"). 
 
 Operators must have the proper appliances for hand 
 signaling ready for immediate use if the fixed signal 
 should fail to work properly. If a signal is not dis- 
 played at a night office, trains which have not been noti- 
 fied must stop and ascertain! the cause, and report the 
 
 facts to the from the next open telegraph office. 
 
 Where the semaphore is used, the arm indicates "stop" 
 when horizontal, and "proceed" when in an inclined posi- 
 tion. 
 
 NOTES to Rules 221 A and 221 B.— The Commit- 
 tee has recommended two forms of Rule 221, leaving it 
 discretionary to adopt one or both of these forms accord- 
 ing to the circumstances of the traffic. 
 
 222. Operators will promptly record and report to 
 
 the the time of departure of all trains and the 
 
 direction of extra trains. They will record the time of 
 arrival of trains and report it when so directed. 
 
 223. The following signs and abbreviations may be 
 used : 
 
 Initials for signature of the — . 
 
STATION AND TRAIN WORK 227 
 
 Such office and other signals as are arranged by the 
 
 C. & E. — For Conductor and Engineman. 
 
 X — Train will be held until order is made "complete." 
 
 Com. — For Complete. 
 
 O. S. — Train Report. 
 
 No. — For Number. 
 
 Eng. — For Engine. 
 
 Sec. — Per Section. 
 
 Psgr. — For Passenger. 
 
 Frt. — For Freight. 
 
 Mins. — For Minutes. 
 
 Jet. — For Junction. 
 
 Dispr. — For Train Dispatcher. 
 
 Opr. — For Operator. 
 
 31 or 19 — To clear the line for Train Orders, and for 
 operators to ask for Train Orders. 
 
 S. D.— For "Stop Displayed." 
 
 The usual abbreviations for the names of the months 
 and stations. 
 
 General Note. — Blanks in the rules may be filled by 
 each road to fill its own organization or requirements. 
 
FORMS OF TRAIN ORDERS. 
 
 FORM A. FIXING MEETING POINTS FOR 
 OPPOSING TRAINS. 
 
 (i.) — meet at — , 
 
 (2.) meet at at 
 
 (and so on). 
 
 * 
 
 EXAMPLES. 
 
 (1.) No. i meet No. 2 at "B." 
 
 No. 3 meet 2d No. 4 at "B." 
 No. 5 meet Extra 95 East at "B." 
 Extra 652 North meet Extra 231 South at "B." 
 (2.) No. 2 and 2d No. 4 meet Nos. 1 and 3 at "C' 
 and Extra 95 West at "D." 
 No. 1 meet No. 2 at "B" 2d No. 4 at "C" and 
 Extra 95 East at "D." 
 Trains receiving these orders will run with respect to 
 each other to the designated points and there meet in the 
 manner provided by the Rules. 
 
 FORM B. DIRECTING A TRAIN TO PASS OR 
 RUN AHEAD OF ANOTHER TRAIN. 
 
 (1.) ■ pass at . 
 
 (2.) — pass — when overtaken. 
 
 (3-) run ahead of to . 
 
 (4.) run ahead of until over- 
 taken. 
 
 (5-) P ass a t — 9 an d run ahead of 
 
 to . 
 
 228 
 
STATION AND TRAIN WORK 229 
 
 EXAMPLES. 
 
 (i.) No. i pass No. 3 at "K." 
 
 (2.) No. 6 pass No. 4 when overtaken. 
 
 (3.) Extra 594 East run ahead of No. 6 "M"' to "B." 
 
 (4.) Extra 95 West run ahead of No. 3 "B" until over- 
 taken. 
 
 (5.) No. 1 pass No. 3 at "K" and run ahead of No. 
 7 "M" to "Z." 
 
 When under (1), a train to pass another, both trains 
 will run according to rule to the designated point, and 
 there arrange for the rear train to pass promptly. 
 
 Under (2) both trains will run according to rule until 
 the second-named train is overtaken, and then arrange 
 for the rear train to pass promptly. 
 
 Under (3) the second-named train must not exceed 
 the speed of the first-named train between the points 
 designated. 
 
 Under (4) the first-named train will run ahead of the 
 second-named train from the designated station until 
 overtaken, and then arrange for the rear train to pass 
 promptly. When an inferior train receives an order to 
 pass a superior train, right is conferred to run ahead of 
 the train passed, from the designated point. 
 
 FORM C. GIVING . J^HT TO A TRAIN OVER 
 AN OPPOSING TRAIN. 
 
 — has right over to . 
 
 EXAMPLES. 
 
 (1.) No. 1 has right over No. 2 "G" to "X." 
 (2.) Extra 37 East has right over No. 3 "F" to "A." 
 This order gives right to the train first named over 
 the other train between the points named. 
 
230 RULES FOR MOVEMENT OF TRAINS 
 
 If the trains meet at either of the designated points, 
 the first-named train must take the siding, unless the 
 order otherwise prescribes. 
 
 Under (i), if the second-named train reaches the 
 point last named before the other arrives, it may pro- 
 ceed, keeping clear of the opposing train as many min- 
 utes as such train was before required to clear it under 
 the Rules. 
 
 Under (2) the regular train must not go beyond the 
 point last named until the extra train has arrived, unless 
 directed by train order to do so. 
 
 FORM E. TIME ORDER. 
 
 (1.) — run late — — — to . 
 
 (2.) run late to and 
 
 late to etc. 
 
 (3-) wa ^ at until for 
 
 (4.) - wait at until 
 
 until 
 until 
 
 EXAMPLES. 
 
 (1.) No. I run 20 min. late "A" to "G." 
 (2.) No. 1 run 20 min. late "A" to "G," and 15 min. 
 late "G" to "K," etc. 
 
 (3.) No. 1 wait at "H" until 10:00 a. m. for No. 2. 
 (4.) Nos. 1 and 3 wait at "N" until 10:00 a. m. 
 
 "P" until 10:30 a. m. 
 
 "R" until 10:55 a. m. 
 
 Etc. 
 
 (1) and (2) make the schedule time of the train 
 
 named, between the points mentioned, as much later as 
 
STATION AND TRAIN WORK 231 
 
 stated in the order, and any other train receiving the 
 order is required to run with respect to this later time, 
 as before required to run with respect to the regular 
 schedule time. The time in the order should be such 
 as can be easily added to the schedule time. 
 
 Under (3) the train first named must not pass the 
 designated point before the time given, unless the other 
 train has arrived. The train last named is required to 
 run with respect to the time specified at the designated 
 point or any intermediate station where schedule time 
 is earlier than time specified in the order, as before, 
 required to run with respect to the schedule time of the 
 train first named. 
 
 Under (4) the train (or trains) named must not pass 
 the designated points before the times given. Other 
 trains receiving the order are required to run with re- 
 spect to the time specified at the designated points or 
 any intermediate station where schedule time is earlier 
 than the time specified in the order as before required to 
 run with respect to the schedule time of the train or 
 trains named. 
 
 All of these examples may be used in connection with 
 an extra train under example (3) of form G, and the 
 times at each point stated in the example have the same 
 meaning as "schedule times" in the foregoing example. 
 
 FORM F. FOR SECTIONS. 
 (1.) display signals and run as 
 
 to 
 
 (2.) run as to 
 
 (3.) display signals to - for 
 
232 RULES FOR MOVEMENT OF TRAINS 
 
 (6.) is withdrawn as at — 
 
 (7.) — i instead of — — — display signals and run 
 
 as to 
 
 (8.) — — — take down signals at — 
 
 (9.) and reverse position as 
 
 and — to 
 
 EXAMPLES. 
 
 (1.) Eng. 20 will display signals and run as 1st No. 1 
 A to Z. 
 
 (2.) Eng. 25 run as 2d No. 1 A to Z. 
 
 (3.) No. 1 display signals A to G for Eng. 65. 2d No. 
 1 display signals B to E for Eng. pp. 
 
 These examples may be modified as follows : 
 
 (4.) Engs. 20, 25 and pp run as ist, 2d and 3d No. 1 
 A to Z. 
 
 Example (1) is to be used when the number of the 
 engine for which signals are displayed is unknown, and 
 is to be followed by example (2), both being single 
 order examples. 
 
 Under examples (2) and (3) the engine named will 
 not display signals. 
 
 Under (4) the engine last named .will not display sig- 
 nals. 
 
 FOR CHANGING SECTIONS. 
 
 To add an intermediate section the following modifica- 
 tion of example ( 1 ) will be used. 
 
 (5.) Eng. 5*5 display signals and run as 2d No. 1 N 
 to Z. Following sections change numbers accordingly. 
 
 Und^r (5) Eng. 85 will display signals and run as 
 directed, and following sections will take the next higher 
 number. 
 
STATION AND TRAIN WORK 233 
 
 To drop an intermediate section the following example 
 will be used : 
 
 (6) Eng. #5 is withdrawn as 2d No. 1 at H. Follow- 
 ing sections change numbers accordmgly. 
 
 Under (6) Eng. 85 will drop out at £L, and following 
 sections will take the next lower number. 
 
 To substitute one engine for another on a section, the 
 following will be used : 
 
 (7.} Eng. 18 instead of Eng. #5 display signals, and 
 run as 2d No. 1 R to Z. 
 
 Under (7) Eng. 85 will drop out at R, and Eng. 18 
 will run as directed. 
 
 If Eng. 85 is last section, the words "display signals 
 and" will be omitted. Following sections need not be 
 addressed. 
 
 To discontinue the display of signals the following 
 example will be used : 
 
 (8.) 2d A r o. 1 take down signals at D. 
 
 Under (8) 2d No. 1 will take down signals as- directed, 
 and a following section must not proceed beyond the 
 point named. 
 
 To pass one section by another, the following will be 
 used : 
 
 (9.) Engs. pp and 25 reverse positions as 2d and 3d 
 No. 1 H to Z. - 
 
 Under (9) Eng. 99 will run ahead of Eng. 85 to Z, 
 and, if necessary, both engines will arrange signals ac- 
 cordingly. Following sections, if any, need not be ad- 
 dressed. 
 
 The character of a train for which signals are dis- 
 played must be stated. Each section affected by the 
 order must have copies and must arrange signals accord- 
 ingly. 
 
234 • RULES FOR MOVEMENT OF TRAINS 
 
 To annul a section for which signals have been dis- 
 played over a division or any part thereof, when no train 
 is to follow the signals, form K must be used. 
 
 FORM G. EXTRA TRAINS. 
 
 (i.) Eng. run extra to 
 
 (2.) Eng. — run extra — to • and 
 
 return to 
 
 EXAMPLES. 
 
 (1.) Eng. 99 run extra "A" to "F." 
 
 (2.) Eng. 99 run extra "A" to "F" and return to "C." 
 
 Under (2) the extra must go to "F" before returning 
 to "C." 
 
 (3.) Eng. — run extra leaving on 
 
 as follows with right over all trains : 
 Leave . 
 
 Arrive . 
 
 EXAMPLE. 
 
 (3.) Eng. J J run extra leaving "A" on Thursday, Feb. 
 17th, as follows, with right over all trains: 
 
 Leave "A" 11 130 p. m. 
 
 Leave "C 12:25 a.m. 
 
 Leave "E" 1 147 a. hi. 
 
 Arrive "F" 2 122 a. m 
 
 This order may be varied by specifying the kind of 
 extra and the particular trains over which the extra shall 
 or shall not have right. Trains over which the extra is 
 
 thus given right must clear the time of the extra 
 
 minutes. 
 
STATION AND TRAIN WORK 235 
 
 FORM H. WORK EXTRA. 
 
 (i.) works until — between 
 
 and . 
 
 EXAMPLE. 
 
 (i.) Eng. 292 works 7 a. m. to 6 p. m. between D and 
 E. 
 
 Under (1) the work extra must, whether standing or 
 moving, protect itself against extras within the working 
 limits in both directions, as prescribed by rule. The time 
 of regular trains must be cleared. 
 
 This may be modified by adding: 
 
 (2.) Not protecting against (eastward) extras. 
 
 (3.) Not protecting against extras. 
 
 Under (2) the work extra will protect only against 
 (westward) extras. The time of regular trains must be 
 cleared. 
 
 Under (3) protection against extras is not required. 
 The time of regular trains must be cleared. 
 
 When a work extra has been instructed by order to 
 not protect agaist extra trains, and afterwards it is de- 
 sired to have it clear the track for (or protect itself after 
 a certain hour against) a designated extra, an order may 
 be given in the following form: 
 
 (5.) Work extra 292 protects against No. 55 or ( — 
 class trains) between D and E. 
 
 Under (5) the work extra may work upon the time 
 of the train or trains mentioned in the order, and must 
 protect itself against such train or trains as prescribed 
 by rule 99. The regular train or trains receiving the 
 order will run expecting to find the work extra protect- 
 ing itself. 
 
236 RULES FOR MOVEM,,, _,. JF TRAINS 
 
 When a work extra is to be given exclusive right over 
 all trains, the following form will be used : 
 
 (6.) Work extra 292 has right over all trains between 
 D and E 7 p. m. to 12 night. 
 
 This gives the work extra the exclusive right between 
 the points designated betwen the times named. 
 
 Work extras must give way to all trains as promptly 
 as practicable. 
 
 Whenever extra trains are run over working limits, 
 they must be given a copy of the order sent to the work 
 extra. Should the working order instruct a work extra 
 to not protect against extra trains in one or both direc- 
 tions, extra trains must protect, as prescribed by rule 99, 
 against the work extra; if the order indicates that the 
 work extra is protecting itself against other trains, they 
 will run expecting to find the work extra protecting 
 itself. 
 
 The working limits should be as short as practicable, 
 to be changed as the progress of the work may require. 
 
 FORM J. HOLDING ORDER. 
 Hold- — 
 
 EXAMPLES. 
 
 Hold No. 2. 
 
 Hold all (or — ward) trains. 
 
 When a train has been so held, it must not proceed 
 until the order to hold is annulled or an order given to 
 the operator in the form : 
 
 " . may go." 
 
 These orders will be addressed to the operator and 
 acknowledged in the usual manner, and will be delivered 
 to conductors and enginemen of all trains affected. 
 
STATION AND TRAIN WORK 237 
 
 Form J will only be used when necessary to hold 
 trains until orders can be given, or in case of emergency. 
 
 FORM K. ANNULLING A SCHEDULE OR A 
 
 SECTION. 
 
 (i.) of is annulled to . 
 
 EXAMPLES. 
 
 No. i of Feb. 29 is annulled "A" to "Z." 
 2d No. 5 of Feb. 29th is annulled "E" to "G." 
 The schedule or section annulled becomes void between 
 the points named and cannot be restored. 
 
 FORM L. ANNULLING AN ORDER. 
 "Order No. — is annulled." 
 
 EXAMPLE. 
 
 "Order No. 10 is annulled!' 
 
 If an order which is to be annulled has not been deliv- 
 ered to a train, the annulling order will be addressed to 
 the operator, who will destroy all copies of the order 
 annulled but his own, and write on that : 
 
 "Annulled by Order No. ." 
 
 An order that has been annulled must not be reissued 
 under its original number. 
 
 FORM M. ANNULLING PART OF AN ORDER. 
 
 That part of Order No. reading , is an- 
 nulled. 
 
 EXAMPLE. 
 
 That part of Order No. 10 reading No. 1 meet No, 2 
 at "S" is annulled. 
 
238 RULES FOR MOVEMENT OF TRAINS 
 
 FORM P. SUSPENDING AN ORDER OR 
 PART OF AN ORDER. 
 
 This order will be given by adding to prescribed forms 
 the words "instead of ." 
 
 (i.) meet at instead of . 
 
 (2.) has right over to 
 
 instead of . 
 
 (3-) display signals for to 
 
 1 instead of . 
 
 EXAMPLES. 
 
 (1) No. I meet No. 2 at "C" instead of "B." 
 
 (2) No. 1 has right over No. 2 "G" to "R" instead of 
 
 "xr 
 
 (3) No. 1 display signals for Eng. 85 "A" to "Z" 
 instead of "G" 
 
 An order that has been superseded must not be reis- 
 sued under its original number. 
 
 RULES FOR DOUBLE TRACK. 
 
 Note — The rules which are marked "No Change," are 
 the same as the rules of corresponding number for single 
 track, and to save room they have not been repeated here. 
 
 STANDARD TIME. 
 
 Rules 1, 2 and 3 same as for single track. 
 
 TIME-TABLES. 
 
 Rule 4 same as for single track. 
 
 D — 5. Not more than two times are given for a train 
 at any station, where one is given, it is, unless otherwise 
 
STATION AND TRAIN WORK 239 
 
 indicated, the leaving time ; where two, they are the ar- 
 riving and leaving time. 
 
 Unless otherwise indicated, the time applies to the 
 switch where an inferior train enters the siding; where 
 there is no siding it applies to the place from which 
 fixed signals are operated ; where there is neither siding 
 nor fixed signal, it applies to the place where traffic is 
 received or discharged. 
 
 Schedule passing stations are indicated by figures in 
 full-faced type. 
 
 Both the arriving and leaving time of a train are in 
 full-faced type when both are passing times, or when 
 one or more trains are to pass it between those times. 
 
 When trains are to be passed at a siding extending be- 
 tween two adjoining stations, the time at each end of the 
 siding will be shown in full-faced type. 
 
 Where there are one or more trains to pass a train be- 
 tween two times, attention is called to it by . 
 
 Rule 6. Same as single track. 
 
 SIGNAL RULES. 
 
 Rules 7, 8, 9, 10, n, 12 and 13. Same as for single 
 track. 
 
 The indication for D — 14 (k) is changed to read to 
 call the attention of yard engines of trains moving in 
 the same direction to signals displayed for a following 
 section. 
 
 Rules 15 and 16. Same as for single track. 
 
 TRAIN SIGNALS. 
 
 D — 17. The headlight will be displayed to the front of 
 every train by night, but must be concealed when a train 
 
240 RULES FOR MOVEMENT OF TRAINS 
 
 is standing to meet trains at the end of double track or 
 at junction points. 
 
 Rule 18. Same as for single track. 
 
 D— ^19. The following signals will be displayed, one on 
 each side of the rear of every train, as markers, to indi- 
 cate the rear of the train: By day, green flags; by night, 
 green lights to the front and side and red lights to the 
 rear, except when the train is clear of the main track, 
 when green lights must be displayed to the front, side 
 and rear, and except when a train is turned out against 
 the current of traffic, when green lights must be dis- 
 played to the front and side and/ to the rear, a green light 
 toward the inside and a red light to the opposite side. 
 
 Rules 20, 21, 22, 23, 24, 25 and 26. Same as for single 
 track. 
 
 USE OF SIGNALS. 
 
 Rules 27, 28, 29, 30, 31, 32 and 33. Same as for single 
 track, 
 
 SUPERIORITY OF TRAINS. 
 
 D — 71. A train is superior to another train by right, 
 class or direction. 
 
 Right is conferred by train order; class and direction 
 by time-table. 
 
 Right is superior to class or direction. 
 
 D — J2. Trains of the first classes are superior to 
 those of the second ; trains of the second class are supe- 
 rior to those of the third ; and so on. 
 
 Rule 73. Same as for single track. 
 
STATION AND TRAIN WORK 241 
 
 MOVEMENT OF TRAINS. 
 
 Rule 82. Same as for single track. 
 
 D — #J. A train must not leave its initial station on 
 any division (or sub-division) or a junction, until it has 
 been ascertained whether all superior trains due have 
 left. 
 
 Rule 84. Same as for single track. 
 
 D — 85. When a train of one schedule is on the time of 
 another schedule of the same class it will proceed on its 
 own schedule. 
 
 Trains of one schedule may pass trains of another 
 schedule of the same class. 
 
 A section may pass and run ahead of another section 
 of the same schedule, first exchanging orders, signals and 
 numbers with the section to be passed. Extras may pass 
 and run ahead of extras. 
 
 D — 86. An inferior train must clear the time of a 
 superior train not less than five minutes ; but must be 
 clear at the time a first-class train in the same direction 
 is due to leave the next station in the rear where time is 
 shown. Extra trains must clear the time of regular 
 trains — minutes unless otherwise provided. 
 
 Rules 87, 88, 89 and 90 omitted. Not applicable to 
 double track. 
 
 D — pi. Unless some form of block signals is used, 
 trains must keep at least five minutes apart, except in 
 closing up at stations. 
 
 NOTE to Rule D 1 — 91. The Committee recommends 
 that where greater clearance is necessary, Rule D — 91 
 should allow for a iclearance of ten minutes or more. 
 
 Rule 92. Same as for single track. 
 
 D — 93. Within yard limits the main tracks may be 
 
242 RULES FOR MOVEMENT OF TRAINS 
 
 used, protecting against class trains, class 
 
 and extra trains-must move within yard limits prepared 
 to stop unless the main track is seen or known to be 
 clear. 
 
 D — 94. A train which overtakes a superior train so 
 disabled that it cannot proceed, will pass it, if practicable, 
 and, if necessary, will assume the schedule and take the 
 train orders of the disabled train, proceed to the next 
 
 open telegraph office, and there report to the — . 
 
 The disabled train will assume the schedule and take the 
 train orders of the last train with which it has exchanged, 
 and will, when able, proceed to and report from the next 
 open telegraph office. 
 
 D — 95. Two or more sections may be run on the 
 same schedule. 
 
 Each section has equal time-table authority. A train 
 must not display signals for a following section, except 
 as prescribed by Rule D — 85, without orders from the 
 
 Rule 96 omitted. Not applicable to double track. 
 
 D — 9J. Extra trains must not be run without orders 
 from the . 
 
 Work extras must move with the current of traffic 
 unless otherwise directed. 
 
 Rules 98, 99 and 100. Same as for single track. 
 
 D — 101. If a train should part while in motion, train- 
 men must, if possible, prevent damage to the detached 
 portions. The signals prescribed in Rules 12 — D and 
 14 — F must be given. 
 
 The detached portion must not be moved or passed 
 until the front portion comes back. 
 
 The enginemen and trainmen of the front portion 
 must give the train-parted signal to trains running on 
 
STATION AND TRAIN WORK 243 
 
 the opposite track. A train receiving this signal, or being 
 otherwise notified that a train on the opposite track has 
 parted, must immediately reduce speed and proceed with 
 caution until the separated train is passed. 
 
 When a train is disabled so it may obstruct the oppo- 
 site track, trains on that track must be stopped. 
 
 Rules 102, 103, 104, 105 and 106. Same as for single 
 track. 
 
 D — 151. Trains must keep to the , unless 
 
 otherwise provided. 
 
 D — 152. When a train crosses over to, or obstructs, 
 the other track, unless otherwise provided, it must first 
 be protected as prescribed by Rule 99 in both directions 
 on that track. 
 
 D — 155. Trains must use caution in passing a train 
 receiving or discharging passengers at a station, and 
 must not pass between it and the platform at which the 
 passengers are being received or discharged. 
 
 RULES FOR MOVEMENT BY TRAIN ORDERS. 
 
 Rules 201, 202, 203, 204, 205, 206 and 207. Same as 
 for single track. 
 
 D — 208. A train order to be sent to two or more 
 offices must be transmitted simultaneously to as many of 
 them as practicable. The several addresses must be in 
 the order of superiority of trains, each office taking its 
 proper address. When not sent simultaneously to all, the 
 order must be sent first to the superior train. 
 
 Rules 209 to 223 inclusive. Same as for single track. 
 
244 RULES FOR MOVEMENT OF TRAINS 
 
 FORMS OF TRAIN ORDERS. 
 
 Form A— Omitted. Not applicable. 
 Form Bi — Same as for single track. 
 Form C — Omitted. Not applicable, 
 
 D— FORM E. 
 
 This form is the same as for single track, except that 
 example 3 and the note to example 3 are omitted. 
 
 D— FORM F. 
 
 This form is the same as for single track, except that 
 example 9 and note are omitted. 
 Form G. Same as for single track. 
 
 D— FORM H.— WORK EXTRA. 
 
 Eng. works on track to 
 
 between and . 
 
 EXAMPLE. 
 
 Eng. 292 works on eastward track (or on both tracks) 
 7 a. m. to 6 p. m. between "D" and "E! y 
 
 Under (1) the work extra must, whether standing or 
 moving, protect itself within the working limits against 
 extras moving with the current of traffic on the track or 
 tracks named, as prescribed by Rule 99. The time of 
 regular trains must be cleared. 
 
 This form may be modified by adding: 
 
 (2.) Not protecting against extras. 
 
STATION AND TRAIN WORK 245 
 
 Under (2) protection against extra trains is not re- 
 quired. The time of regular trains must be cleared. 
 
 To enable a work train to work upon the time of a 
 regular train, the following form may be used: 
 
 (3.) Work extra 292 protects against No. 55 (or - — — ■ 
 class trains) between "D" and "E." 
 
 Under (3) the work extra may work upon the time of 
 the train (or trains) mentioned in the order, and must 
 protect against such train (or trains) as prescribed by 
 Rule 99. 
 
 The regular train or trains receiving the order will 
 run expecting to find the work extra protecting itself. 
 
 When it is desired to move a train against the cur- 
 rent of traffic over the working limits, provision must be 
 made for the protection of such movement. 
 
 When a work extra is to be given exclusive right over 
 all trains, the following form will be used : 
 
 (4.) Work extra has right over all trains on 
 
 track between and m to 
 
 m. 
 
 EXAMPLE. 
 
 (4.) Work extra 2J$ has right over all trains on east- 
 ward and westward tracks between "G" and "H" 7 p. 
 m. to 12 night. 
 
 This gives the work extra the exclusive right to the 
 track (or tracks) mentioned, between the points desig- 
 nated, between the times named. 
 
 Work extras must give way to all trains as promptly as 
 practicable. Working limits should be as short as practi- 
 cable ; to be changed as the progress of the work may re- 
 quire. 
 
 Forms J. K, and L. Same as for single track. 
 
246 RULES FOR MOVEMENT OF TRAINS 
 
 D— FORM M— ANNULLING PART OF AN 
 ORDER. 
 
 That part of order No. — reading is an- 
 nulled. 
 
 EXAMPLE. 
 
 That part of order No. 10 reading Extra 263 West pass 
 No. 1 at "S" is annulled. 
 
 D— FORM P. SUPERSEDING AN ORDER OR 
 PART OF AN ORDER. 
 
 This order will be given by adding to the prescribed 
 forms the words "instead of ." 
 
 (1.) pass at instead of — . 
 
 (2.) -— display signals for to 
 
 instead of . 
 
 EXAMPLES. 
 
 (1.) No. 1 pass No. 3 at "C" instead of "B." 
 (2.) No. 1 display signals for Eng. 85 "A" to "Z" 
 instead of "G." 
 
 An order which has been superseded must not be reis- 
 sued under its original number. 
 
 D— FORM R. PROVIDING FOR A MOVEMENT 
 AGAINST THE CURRENT OF TRAFFIC. 
 
 (1.) has right over on track 
 
 to — . 
 
 
 (1.) No. 1 has right over opposing trains on No. 2 (or 
 eastward) track "C" to "F." 
 
 A train must not be moved against the current of traffic 
 
STATION AND TRAIN WORK 247 
 
 until the track on which it is to run has been cleared of 
 opposing trains. 
 
 Under this order the designated train must use the 
 track specified between the points named, and has right 
 over opposing trains on that track between those points. 
 Opposing trains must not leave the point last named 
 until the designated train arrives. 
 
 An inferior train between the points named moving 
 with the current of traffic in the same direction as the 
 designated train must receive a copy of the order, and 
 may then proceed on its schedule, or right. 
 
 This order may be modified as follows : 
 
 (2.) After arrives at , has right 
 
 over opposing trains on track to . 
 
 EXAMPLE. 
 
 After No. 4 arrives at "C No. 1 has right over op- 
 posing trains on No. 2 (or eastward) track (( C" to "F." 
 
 Under (2) the train to be moved against the current of 
 traffic must not leave the first named point until the ar- 
 rival of the first-named train. 
 
 D— FORM S. PROVIDING FOR THE USE OF A 
 
 SECTION OF DOUBLE TRACK AS 
 
 SINGLE TRACK. 
 
 track will be used as single track between 
 
 and 
 
 If it is desired to limit the time for such use, add 
 (from — — until .) 
 
 EXAMPLE. 
 
 No. 1 (or westward) track will be used as single track 
 •between "F" and "G." 
 
248 RULES FOR MOVEMENT OF TRAINS 
 
 Adding if desired: 
 
 From 1:00 p. m. until 3:00 p. m. 
 
 Under this order, all trains must use the track specified 
 between the points named, and will be governed by rules 
 for single track. 
 
 Trains running against the current of traffic on the 
 track named must be clear of the track at the expiration 
 of the time named, or protected as prescribed by Rule 99. 
 
 RULES REGULATING MOVEMENT OF TRAINS 
 
 AGAINST THE CURRENT OF TRAFFIC ON 
 
 DOUBLE TRACK BY 
 
 MEANS OF BLOCK SIGNALS. 
 
 NOTE. — Roads operating under these Rules must pro- 
 vide proper signals to control the approach and move- 
 ment of trains. 
 
 1. On portions of the road so specified on the time- 
 table, trains will run against the current of traffic by 
 block signals, whose indications will supersede timetable 
 superiority and will take the place of train orders. 
 
 2. The movement of trains will be supervised by the 
 * who will issue instructions to signalmen. 
 
 3. A train must not cross over, except provided in 
 Rule j~ without authority from the f. 
 
 4. Except as affected by these rules, all block signal 
 and train rules remain in force. 
 
 * Superintendent or train dispatcher. 
 fTrain dispatcher or signalman. 
 
STATION AND TRAIN WORK 249 
 
 RULES GOVERNING THE MOVEMENT OF 
 TRAINS WITH THE CURRENT OF TRAF- 
 FIC ON DOUBLE TRACK BY MEANS 
 OF BLOCK SIGNALS. 
 
 ADOPTED OCT. 28, I903. 
 
 1. On portions of the road so specified on the time- 
 table, trains will run with the current of traffic by block 
 signals whose indications will supersede time-table supe- 
 riority. 
 
 2. The movement of trains will be supervised by the 
 
 *, who will issue instructions to signalmen when 
 
 required. 
 
 3. A train having work to do which may detain it more 
 
 than minutes, must obtain permission from the 
 
 signalman at the last station at which there is a siding, 
 before entering the block in which work is to be done. 
 The signalman must obtain authority to give this per- 
 mission from .* 
 
 4. Except as afifected by these rules, all block signal 
 and train rules remain in force. 
 
 ^Superintendent or Train Dispatcher. 
 
TRAINMEN'S EXAMINATION 
 
 A COMPLETE SERIES OF 
 
 QUESTIONS AND ANSWERS 
 
 COVERING THE 
 
 STANDARD CODE OF RULES 
 
 NOTE TO STUDENTS— The letter or number (in parenthesis) 
 at the end of each question, refers to the particular Standard 
 Code rule on which the question and answer is based. 
 
 GENERAL RULES. 
 
 Question I. — Have you studied the book of rules of 
 this company? (based on the Standard Code)? (A). 
 
 Answer. — Yes, I have. 
 
 Question 2. — Do you clearly understand the rules 
 and instructions in so far as they apply to your own 
 duties? (B). 
 
 Answer. — I do. 
 
 Question 3. — In case you are in doubt as to the exact 
 meaning of any rule or special instruction, what are you 
 to do? (B). 
 
 Answer. — Ask superior officer to explain it. 
 
 Question 4. — Are you aware that all trainmen must 
 pass the prescribed examinations? (C). 
 
 Answer. — I am. 
 
 Question 5. — Are there any employees on a train who 
 
 250 
 
STATION AND TRAIN WORK 251 
 
 are not governed by the rules and special instructions? 
 (D). 
 
 Answer. — No. All employees on trains, no matter 
 what kind of service they are engaged in, are subject 
 to the rules and special instructions. 
 
 Question 6. — What is it your duty to do in carrying 
 out the rules and special instructions? (E). 
 
 Answer. — To render every assistance in my power by 
 carrying them out faithfully, and thus promoting the 
 efficiency of the service. 
 
 Question 7. — In case you know of any violation of a 
 rule or special instruction by a fellow employee, what 
 are you expected to do? (F). 
 
 Answer. — Report it to proper officer. 
 
 Question 8. — Do you understand that employees are 
 absolutely forbidden to use intoxicants while on duty? 
 (G). 
 
 Answer. — Yes. 
 
 Question 8A. — Do you understand that to use intoxi- 
 cants, or to frequent places where they are sold, may be 
 considered sufficient cause for dismissal? (G). 
 
 Answer. — Yes. 
 
 Question 9. — Are employees allowed to use tobacco 
 while on duty in or about passenger stations or on pas- 
 senger cars? (H). 
 
 Answer. — No. 
 
 Question 10. — Are employees allowed on duty with- 
 out badges or uniforms? (J). 
 
 Answer. — No. 
 
 Question 10A. — Do you understand that employees on 
 duty must keep themselves neat in personal appearance? 
 
 (j). 
 
 Answer. — Yes. 
 
252 RULES FOR MOVEMENT OF TRAINS 
 
 Question 11. — Is disorderly conduct, or conduct that 
 may give annoyance to patrons, allowed on the part of 
 anyone at stations or on trains? (K). 
 
 Answer. — No. 
 
 Question 12. — What are employees expected to do in 
 case of danger to any property of the company? (L). 
 
 Answer. — They should make a united effort to protect 
 it. 
 
 Note: — Students should be thoroughly informed con- 
 cerning the proper use of technical terms and definitions 
 as explained in the Standard Code, before attempting to 
 pass an examination on train rules. 
 
 RULES FOR SINGLE TRACK. 
 STANDARD TIME. 
 
 Note. — -Under the Standard Code as amended, April, 
 1906, not only conductors and enginemen, but also such 
 other classes of employees as the company may wish to 
 specify, are required to have their watches inspected, and 
 to keep standard time. 
 
 Question 13. — Where is standard time obtained from? 
 
 (1). 
 
 In answering this question the student will designate 
 the particular office which sends the telegraphic time sig- 
 nal daily over the portion of the system on which he is 
 employed. 
 
 Question 14. — At what time each day is the time sig- 
 nal received? (1). 
 
 Student will here state the exact hour at which the time 
 signal is sent each day over the company's telegraph, lines. 
 
 Question 15. — What conditions are laid down as to the 
 watches used by conductors, enginemen, etc.? (2). 
 
STATION AND TRAIN WORK 253 
 
 Answer. — Only watches that have been examined and 
 certified to by a designated inspector, shall be used. 
 
 Question 16. — How often must a watch certificate be 
 renewed, and with whom must it be filed? (2). 
 
 Answer. — How long certificates hold good, and the offi- 
 cer who keeps them on file, are discretionary with the 
 company, and are covered in special instructions to em- 
 ployees. The usual term is six months, and files are 
 kept in the superintendent's office. Student will answer 
 according to his special instructions. 
 
 Question 17. — How great a variation is allowed in 
 watches? (2). 
 
 Answer. — They must not run ahead or behind, more 
 than 30 seconds a week. 
 
 Question 18. — What clocks may be used in comparing 
 time? (3). * 
 
 Answer. — Only those designated as "Standard Clocks." 
 
 Question 19. — How often must watches be compared 
 , with standard time? (3). 
 
 Answer. — Before starting on each trip. 
 
 Question 19a. — After comparing watch with standard 
 timepiece, what should at once be done? (3). 
 
 Answer. — Enter time when comparison was made, on 
 ; registry form prescribed for the purpose. 
 
 Question 20. — In case no standard clock is accessible, 
 how are conductors and enginemen to obtain the time? 
 
 : (3). 
 
 Answer. — From other conductors or enginemen who 
 have registered ; from the superintendent ; or in some 
 other way specified by the company. 
 
254 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 + FAST — SLOW ft. D. RAN DOWN 
 St. STOPPED S. SET fc. REGULATED 
 
 Date 
 190 
 
 Sec. 
 Fast or 
 Slow. 
 
 Setor 
 Regu'd 
 
 Inspector fill out and 
 sign with ink. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 This card must be presented to some one of 
 the Company's Watch-Inspectors each week*, 
 who will note the running of the watch. Pre- 
 
 new one issued at the next inspection. 
 
 A. Iv. HAMlAN, A. W. TRENHOI^M, 
 
 CO 
 
 > 
 o 
 
 O 
 
 "Tl 
 
 r> 
 m 
 
 3* 
 
 TIME TABLES. 
 
 Question 21. — When does a new time table supercede 
 an old one? (4). 
 
 Answer. — From the moment it become effective. 
 
 Question 22. — How should a train of the old time table 
 wtiich has a corresponding number on the new time table 
 proceed? (4). 
 
 Answer. — When it corresponds in number, class, day 
 of leaving, direction initial and terminal stations, it will 
 
STATION AND TRAIN WORK 255 
 
 retain the corresponding number on the new time table. 
 
 Question 23. — In the case of a train, the number of 
 which does not correspond in number, class, day of leav- 
 ing, direction, initial and terminal station, how should it 
 proceed? (4). 
 
 Answer. — Only by train order. 
 
 Question 24. — In the case of a new schedule in a time 
 table, when do they take effect? (4). 
 
 Answer. — At the time for leaving the initial station on 
 that division or subdivision. 
 
 Question 25. — In what way is the date of a schedule 
 arrived at? (4). , 
 
 Answer. — By the time of leaving its initial station on 
 that division or subdivision. 
 
 Question 26. — Is it permissible for more than one 
 schedule of the same number and date to be in force on 
 any division or subdivision? (4). 
 
 Answer. — It is not. 
 
 Note. — The foregoing answers based on the Standard Code, 
 Rule 4, have been framed in accordance with the sense of the 
 ruling rather than in exact accordance with its wording. By 
 carefully reading the rule, it will be clearly seen that without 
 exception the schedules of a new time table take effect on any 
 division or sub-division at the initial station and leaving time. 
 
 Question 27. — How many times are specified on the 
 time table at any station? (5). 
 Answer. — Never more than two. 
 Question 28. — When only one time is shown, what is 
 
 it? (5)- 
 
 Answer. — Always the leaving time. 
 
 Question 29. — When two are shown what do they in- 
 dicate? (5). 
 
 Answer. — The arriving and the leaving time. 
 

 256 RULES FOR MOVEMENT OF TRAINS 
 
 Question 30. — At what particular place does the time 
 at a station apply? (5). 
 
 Answer. — It applies to a switch where an inferior train 
 takes the siding unless otherwise indicated. If there is 
 no siding it applies to the point from which fixed signals 
 are operated. Should there be neither siding nor signals, 
 it will then apply where traffic is received and discharged. 
 
 Question 31. — In what manner are the meeting or pass- 
 ing points shown in the schedule? (5). 
 
 Answer. — The figures are usually printed in full face 
 black type. 
 
 Question 32. — If the arriving and leaving of a train 
 are both shown in full face black type, what does it mean ? 
 
 (5)- 
 
 Answer. — That it is a meeting or passing point or that 
 one or more trains are to be met between those times. 
 
 Question 33. — If a train takes a siding between two 
 adjoining telegraph offices, to be passed by one or more 
 trains, how will the schedule show this? (5). 
 
 Answer. — In full face black type and showing the time 
 at each end of the siding. 
 
 Question 34. — If one or more trains are to meet or pass 
 a train between two times, how is attention called to it? 
 
 (5). 
 
 Answer. — 
 
 Question (b). — If more than one train is to meet a 
 train at any station, in what manner is attention called 
 
 to it? (5). ' 
 Answer. — 
 
 Note. — With reference to the answers to the two questions 
 immediately above, the Standard Code leaves the sign to the 
 discretion of the respective Railway Companies. 
 
STATION AND TRAIN WORK 257 
 
 Question 35. — In what manner are meal stops, flag 
 stops and regular stops shown on the schedule? (6). 
 
 Answer. — By a paragraph sign for meal stops ; by 
 the letter "F" for flag stops and by the letter "S" for 
 regular stops. 
 
 Question 36. — When the letters "L" or "A" are shown 
 in the schedule, what does it mean? (6). 
 
 Answer. — "L" means Leave and "A" means Arrive. 
 
 SIGNAL RULES. 
 
 Question 37. — In the case of employees whose duty it 
 is to give signals, state what appliances must be provided 
 and when should they be ready for use? (7). 
 
 Answer. — They should be provided with the proper 
 appliances, placed so as to be ready for immediate use 
 when necessary. 
 
 Question 38. — State what signals are used by day and 
 what signals are used at night? (8). 
 
 Answer. — By day, flags of the prescribed color must be 
 used and at night lamps of the prescribed color must be 
 used. 
 
 Question 39. — What is considered the length of time 
 that night signals should be shown? (9). 
 
 Answer. — From sunset to sunrise. 
 
 Question 40. — In case of foggy weather or other un- 
 usual conditions which obscure day signals, what should 
 be done? (9). 
 
 Answer. — In addition to the day signals, night signals 
 should also* be used. 
 
258 RULES FOR MOVEMENT OF TRAINS 
 
 VISIBLE SIGNALS. 
 Question 41. — What does it signify when red is shown? 
 
 (10). ;? 
 
 Answer. — Danger; Stop. 
 
 Question 42. — If white is shown what does it signify? 
 
 (10). 
 
 Answer. — Line clear ; proceed ; and other uses indi- 
 cated in the rules. 
 
 Question 43. — What does it signify when green is 
 shown? (10). 
 
 Answer. — Use caution ; proceed carefully ; and for other 
 uses indicated in the rules. 
 
 Note. — It should always be remembered that green is used 
 for markers, for fusees, and is also carried in the front of an 
 engine to indicate when a section of the same numbered train is 
 following. The color of the signal indicating "Proceed" and 
 "Caution" has been left to the discretion of each road by the 
 Standard Code Committee. Sometimes green is used for proceed 
 and on some roads green and red for caution, while others use 
 yellow for caution and green for proceed. The original recom- 
 mendation by the Committee on Train Rules of the American 
 Railway Association specify white for proceed and green for 
 caution, as indicated by the above two questions immediately 
 preceding this note. 
 
 Question 44. — What does it signify when green and 
 white are shown together? (10). 
 
 Answer. — Not a regular stop but one known as a flag 
 stop for passengers or freight. 
 
 Question 45. — If blue is shown, what does it signify? 
 
 (10). 
 
 Answer. — That cars must not be moved when thus pro- 
 tected. # 
 
 
STATION AND TRAIN WORK 
 
 *59 
 
 Question 46. — When may a red fusee be passed when 
 one is found burning? (n). 
 
 Answer. — When it is completely burned out. 
 
 Question 47. — What does it signify when a green fusee 
 is shown burning? (12). 
 
 Answer. — It is a signal of caution. 
 
 Note. — To avoid the danger of fire care should be used when 
 throwing fusees to see that they do not fall near wooden struc- 
 tures. 
 
 HAND, FLAG AND LAMP SIGNALS. 
 
 Question 48. — When the hand, flag or lamp signals 
 are swung across the track, what does it indicate? (12). 
 Answer. — Stop ! 
 
 STOP— Swung across the track. 
 
 Question 49. — When raised and lowered vertically what 
 is indicated? (12). 
 Answer. — Proceed. 
 
260 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 Question 50. — What signals should be given by hand, 
 flag or lamp if a train is to back? (12). 
 
 Answer. — They should be swung vertically in a circle 
 at half arm's length across the track when train is stand- 
 ing. 
 
 PROCEED— Raised and lowered 
 vertically. 
 
 BACK— Swung vertically in a 
 circle across the track. 
 
 Question 51. — What signals should be given if a train 
 has parted? (12). 
 
 Answer.— Swung vertically in a circle at arm's length 
 across the track while train is running. 
 
 Question 52. — What signal should be given to apply 
 the air brake? (12). 
 
 Answer. — Swung horizontally in a circle while train is 
 standing still. 
 
STATION AND TRAIN WORK 
 
 261 
 
 JL.v. \;i / \ 
 
 TRAIN HAS PARTED— Swung vertically in a circle at arm's length 
 across the track. 
 
 APPLY AIR BAAKES- Swung hori- RELEASE AIR BRAKES— 
 
 zontally in a circle, Held at arm's length above the head. 
 
262 RULES FOR MOVEMENT OF TRAINS 
 
 Question" 53. — To release the air brake, what signal 
 should be given? (12). 
 
 Answer. — At arm's length above grade while train is 
 standing still. 
 
 Question 54. — When anyone on or near the track vio- 
 lently waves any object, what is it considered a signal 
 for? (13). 
 
 Answer. — It is a signal to stop. 
 
 Note. — The manner in which a signal should be obeyed is in- 
 dicated by the speed at which it is given. When given rapidly, it 
 indicates to move rapidly. When given slowly, it indicates to 
 move slowly. 
 
 AUDIBLE SIGNALS. 
 
 Question 55. — To apply the brakes what signal is 
 given? (14A). 
 
 Answer. — One short blast of the whistle. 
 
 Question 56. — To release the brakes, what signal is 
 given? (14B). 
 
 Answer. — Two long blasts of the whistle. 
 
 Question 57. — When the engineer desires the flagman 
 to go back and protect the rear of the train, what signal 
 does' he give? (14C). 
 
 Answer.- — One long and three short blasts of the 
 whistle. 
 
 Question 58. — When a flagman is called in from the 
 south and west, what signal is given? (14D). 
 
 Answer. — Four long blasts of the whistle. 
 
 Question 59. — When the flagman is called in from the 
 north and east, what signal is given? (14E). 
 
 Answer. — Five long blasts of the whistle. 
 
 Question 60. — When the engineman signals that the 
 train is parted, what signal does he give? (14F). 
 
STATION AND TRAIN WORK 263 
 
 Answer. — Three long blasts of the whistle. 
 
 Question 61. — How often is the signal repeated? 
 
 (i 4 f). 
 
 Answer. — Until answered. 
 
 Question 62. — When a signal is given that the train 
 is parted, what signal does the engineman give in an- 
 swer? (14F). 
 
 Answer. — Three long blasts of the whistle. 
 
 Question 63. — What signal should trainmen give in 
 answer to a signal from the engineman that train has 
 parted? (14F). 
 
 Answer. — Hand, flag or lamp swung vertically in a 
 circle at arm's length across the track. 
 
 Question 64. — For answering signals not otherwise 
 provided for, what signal does the engineman give? 
 
 (i 4 g). 
 
 Answer. — Two short blasts of the whistle. 
 
 Note. — Enginemen are not required to answer fixed signals. 
 All other signals given to stop a train either by hand, lamp, flag, 
 fusees or torpedoes should be answered by two short blasts of 
 the steam whistle. Three long blasts of the whistle should be 
 used when answering a signal that the train has parted. 
 
 Question 65. — When a train is standing, what is the 
 signal to back? (14H). 
 
 Answer. — Three short blasts of the whistle. 
 
 Question 65A. — When train is running what is indi- 
 cated by three sharp blasts of the whistle? (14H). 
 
 Answer. — It is an answer tb the conductor's signal to 
 stop at the next station. 
 
 Question 66. — When an engineman wants to call for 
 signals from switchmen, watchmen, trainmen and others, 
 what signal does he give? (14J). 
 
 Answer. — Four short blasts of the whistle. 
 
264 RULES FOR MOVEMENT OF TRAINS 
 
 Question 67. — When crews of trains of the same or 
 inferior class must have attention called to signals dis- 
 played for following sections what signal is used? (14k). 
 
 Answer. — One long and two short blasts of the whistle. 
 
 Question 67a. — Is the attention of crews, yard engines 
 and extra trains called to signals displayed for following 
 sections by the same signal : viz., one long and two short 
 blasts of the whistle? (14k). 
 
 Answer. — Yes. 
 
 Question 68. — At public grade crossings, what signal 
 is given? (141). 
 
 Answer. — Two long and two short blasts of the whistle. 
 
 Note. — The American Railway Association failed to approve 
 of a whistle signal for meeting point. Probably the middle order 
 is the best way to protect the meeting point. 
 
 Question 69. — For approaching stations, railroad cross- 
 ings and junctions what is the signal? (14m). 
 
 Answer. — One long blast of the whistle. 
 
 Question 70.— When several short blasts of the whistle 
 are given, what does it indicate? (14). 
 
 Answer. — The warning or alarm for persons or cattle 
 on the track and also for calling attention to danger ahead. 
 
 Note. — In giving these signals correctly every care should be 
 taken and prompt attention given to any infraction of these rules. 
 Extraordinary precautions in giving whistle signals in stormy 
 weather should be used and care exercised to make signals clear 
 and distinct. 
 
 Question 71. — What is indicated by the explosion of 
 one torpedo? (15). 
 
 Answer. — Come to a dead stop. 
 
 Question 72. — What is indicated when two torpedoes 
 explode not more than 200 feet apart? (15). 
 
STATION AND TRAIN WORK 265 
 
 Answer. — Speed should be reduced and a sharp lookout 
 kept for the stop signal. 
 
 Note. — Care should be taken not to place torpedoes at cross- 
 ings or stations where people are likely to pass them. For 
 various reasons torpedoes should not be wholly depended upon 
 to stop trains. 
 
 AIR-WHISTLE OR BELL-CORD SIGNALS. 
 
 Question 73. — When train is standing what is indicated 
 by two blasts of the air-whistle? (16a). 
 
 Answer. — Start. 
 
 Question 74. — What is indicated when two blasts of 
 air-whistle are given when train is running? (16b). 
 
 Answer. — Stop. 
 
 Question 75. — When train is standing and three blasts 
 of air-whistle are given what does it indicate? (16c). 
 
 Answer. — Back. 
 
 Question 76. — When train is running and three blasts 
 of air-whistle are given what does it indicate? (i6d). 
 
 Answer. — Come to a stop at next station. 
 
 Question JJ. — When train is standing and four blasts 
 of air-whistle are given what does it indicate? (i6e). 
 
 Answer. — Apply or release the brakes. 
 
 Question 78. — When train is running and four blasts 
 of air-whistle are given, what does it indicate? (i6f). 
 
 Answer. — Reduce speed. 
 
 Question 79. — When train is at a standstill what does 
 five blasts of the air- whistle indicate? (i6g). 
 
 Answer. — Call for the flagman to come in. 
 
 Question 80. — When train is running and five blasts 
 
266 RULES FOR MOVEMENT OF TRAINS 
 
 of the air-whistle are given, what does it indicate? (i6h). 
 Answer. — Speed should be increased. 
 
 Note. — When a stop is to be made at the next station, signals 
 should be given as soon as possible after leaving previous station, 
 to avoid the possibility of mistaking the engineman's answer for 
 an answer to a flagman's signal. 
 
 TRAIN SIGNALS. 
 
 Question 81. — After sunset what signals should be pro- 
 vided on front of a train? (17). 
 
 Answer. — A head-light. 
 
 Question 82. — When a train starts out to meet an- 
 other and has stopped clear of main track, or is standing 
 to meet train at the end of a double track or at junctions, 
 what should be done to the head light? (17). 
 
 Answer. — It should be covered. 
 
 Question 82a. — Should the head light be covered before 
 the train is clear and the switch right? (17). 
 
 Answer. — No. 
 
 Question 82b.- — Suppose there are two trains at a sta- 
 tion for an opposing train and the second train is unable 
 to clear on account of a too short siding, would they de- 
 pend for protection on the head light on being streamed 
 on the leading train? (17). 
 
 Answer.-— They would not. In such a case a flagman 
 should be immediately sent out by the second train to 
 afford full protection. 
 
 Question 82c. — Then where is the necessity of leaving 
 the head light on the leading train uncovered? (17). 
 
 Answer. — Because the train cannot properly be con- 
 sidered clear of the main track while the main track 
 switch remains open for the second train! Not until the 
 switch is properly closed, may the head light be covered. 
 
STATION AND TRAIN WORK 267 
 
 Question 82d. — Would not the head light of the leading 
 engine be likely to have a blinding effect upon the eye 
 sight of the engineer of the approaching train to such an 
 extent that he would be unable to see the flagman from 
 the train following. (17). 
 
 Answer. — It would hardly interfere with his vision to the 
 extent of preventing his seeing the flagman. The headlight is of 
 itself an indication that the train is not clear, therefore the ap- 
 proaching train ought to be moving with caution, fully prepared 
 to stop at the switch. If the leading train had its headlight cov- 
 ered the opposing train would approach at a much higher, rate of 
 speed so that the flags from the following train might be much 
 less effectual than the headlight on the leading train. 
 
 Note. — At a meeting point where there are more trains than 
 the siding will hold the headlight of the leading train should not 
 be concealed. 
 
 Question 83.— After sunset, what signals must the out 
 engine display? (18). 
 
 Answer. — Head light at front and rear or two white 
 lights. 
 
 Ouestion 84.— Should yard engines display markers? 
 
 (18). 
 
 Answer. — -No. 
 
 Question 85. — What are markers? (19). 
 
 Answer. — By day green flags ; by night a green light 
 jto side and front and in the rear a red light. 
 
 Ouestion 86. — Where are markers displayed? (19). 
 
 Answer. — The rear % of a train. 
 
 Question 87. — What do markers indicate ? (19). 
 
 Answer. — The rear end of a train. 
 
 Question 88. — Should a train meet or pass your train 
 at a meeting or passing point without displaying mark- 
 ers, what would you do? (19). 
 
268 RULES FOR MOVEMENT OF TRAINS 
 
 Answer. — I would signal the passing train and remain 
 in the clear until the rear portion of same train has 
 passed because the absence of markers would indicate a 
 train had parted. 
 
 Question 89. — What change must be made in the mark- 
 ers when a train is clear of the main track? (19). 
 
 Answer. — At front, side and in the rear, green lights 
 must be displayed. 
 
 Question 90. — When must the signals be displayed 
 again? (19). 
 
 Answer. — After the train to be met has gone of 
 passed. 
 
 Question 91. — What signal must all sections of a train, 
 except the last, display on the front of the engine when 
 it is running in two or more sections? (20). 
 
 Answer. — Two green flags during the day and at night 
 two green lights in addition. 
 
 Question 93. — When a train carries two white flags by 
 day and at night two white lights in addition on the front 
 of the engine what does it indicate? (21). 
 
 Answer. — An extra train. 
 
 Question 93a. — When should the white signals be re- 
 moved from an extra train ? (21). 
 
 Answer. — When it has reached the end of its run and 
 is entirely clear of the main track. 
 
 Question 94. — When two or more engines are coupled 
 together and carrying signals, how must they be dis- 
 played? (22), 
 
 Answer. — On the leading engine only. 
 
 Question 94a. — When two or more engines coupled 
 together are running backward as a section of a train 
 carrying signals for following section on which engine 
 
STATION AND TRAIN WORK 269 
 
 will the display markers be placed, and on which engine 
 the classification signals be shown? (22). 
 
 Answer. — The classification signal must be displayed 
 on the leading engine in the place provided for it near 
 the head light. The display markers on the place pro- 
 vided for them on the pilot of the rear engine. 
 
 Note. — When two or more engines are coupled together the 
 sounding of signals and operation of the air should be done by 
 the engineer of the leading engine. When running as an extra, 
 the number on the leading engine is applied to the extra and 
 orders addressed to this train should be addressed to the leading 
 train, because the train is identified by its number. Copies of all 
 clearances and all train orders must be provided for the engine- 
 man of each engine. 
 
 Question 95. — How must one flag the light up ahead 
 when displayed as a classification signal? (23). 
 
 Answer. — In the same manner as if it were not dis- 
 played. 
 
 Question 96. — What must be displayed on the front 
 of the leading car when cars are being pushed by an en- 
 gine at night? (24). 
 
 Answer. — A white light. 
 
 Question 97. — Is there any exception to this rule ? (24) . 
 
 Answer. — There is. It need not be done when switch- 
 ing or making up trains in yards. 
 
 Question 98. — In the case of a passenger train must 
 each car have communication with the engine? (25). 
 
 Answer. — Yes. 
 
 Question 99. — For this purpose what appliance is used ? 
 
 (25). 
 
 Answer. — Air whistle signals or gong and cord. 
 
 Question 100. — What must be done before coupling 
 to, moving, or placing other cars in front of cars, engine, 
 
270 RULES FOR MOVEMENT OF TRAINS 
 
 or train, when protected by a blue signal if shown on the 
 end of the car, engine or train? (26). 
 
 Answer. — It must be removed by the person who placed 
 it there. 
 
 Question 101 — Is it permissible to place other cars on 
 the same track, thereby intercepting view of the blue 
 signals. (26). 
 
 Answer. — It is, provided the railroad men have first 
 been notified. 
 
 USE OF SIGNALS. 
 
 Question 102. — In the event of the absence of a cus- 
 tomary signal or a signal imperfectly displayed, how 
 should it be regarded and what is your duty in such 
 cases? (27). 
 
 Answer. — It should be regarded as a signal to stop 
 and your duty would be to report it to a superior officer. 
 
 Note. — All fixed signals which include white lights are re- 
 ferred to by Rule 27. 
 
 Question 103. — What are the purposes for which the 
 colors green and white are used? (28). 
 
 Answer. — To stop trains at block stations. 
 
 Question 104. — May the colors green and white be 
 used to stop a train at a point other than a block stop 
 for that particular train? (28). 
 
 Answer. — No. In such a case a red signal must be 
 used. 
 
 Question 105. — When a signal other than a fixed sig- 
 nal is given to stop a train how must it be acknowledged ? 
 
 (29)- 
 Answer.- — By two short blasts of the whistle. 
 
 Question 106. — At what times is it absolutely requisite 
 
 that the engine bell be rung? (30 & 31). 
 
STATION AND TRAIN WORK 
 
 271 
 
272 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 
 ^<^H!< 
 
 
 
 
 ENGINE RUNNING FORWARD BY DAY, WITHOUT CARS ENGINE RUNNING FORWARD BY NIGHT, WITHOUT CARS 
 OR AT THE REAR OF A TRAIN PUSHING CARS. OR AT THE REAR OF A TRAIN PUSHING CARS. 
 
 Green flags, a* markers. Lights at "A A, as markers, showing green to the 
 
 front and side and red to rear. 
 
 
 i 
 
 as 
 
 1 
 
 
 J^ 
 
 
 
 ! 
 
 1 - ■ 1 
 
 B 
 
 
 
 
 | 
 1 
 
 
 ■^ 
 
 V 
 
 _Y» 
 
 1 — ,. r" 
 
 U 
 
 * 
 
 
 
 
STATION AND TRAIN WORK 
 
 273 
 
274 
 
 RULES FOR MOVEMENT OF TRAINS 
 
STATION AND TRAIN WORK 
 
 275 
 
276 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 
 {REAR Or TENDER ) 
 
 PI 
 
 If 
 
 Jl 
 
 f 
 
 ENGINE RUNNING BACKWARD BY NIGHT WITHOUT CARS OR AT 
 THE FRONT OF A TRAIN PULLING CARS. 
 
 White light at A. 
 
STATION AND TRAIN WORK 
 
 277 
 
 REAR OF TRAIN BY DAY 
 Green flags at A A, as markers 
 
278 
 
 RULES FOR MOVEMENT OF TRAINS 
 
STATION AND TRAIN WORK 
 
 279 
 
 1 
 
 22 § 
 
 UJ ™ o 
 CO £ 
 
280 RULES FOR MOVEMENT OF TRAINS 
 
 Answer. — Always when the engine is about to move 
 when approaching every public road crossing at grade. 
 
 Question 107. — At what other places must the whistle 
 always be sounded? (31). 
 
 Answer. — At all whistling posts. 
 
 Question 108. — Is it prohibited to use the bell and 
 whistle unnecessarily? (32). 
 
 Answer. — Yes. 
 
 Question 109. — At Public roads and street crossings 
 when will the rights be used by switchmen? (33). 
 
 Answer. — Only when necessary to stop trains. 
 
 SUPERIORITY OF TRAINS. 
 
 Note. — Except in the case of extra trains moving in the same 
 direction on which the time table confers superiority by permit- 
 ting it to hold the main track at a meeting point with an op- 
 posing extra train, there is no superiority between extra trains. 
 
 Question no. — In what manner is one train superior 
 to another? (71). 
 
 Answer. — By right, class or direction. 
 
 Question in. — In what manner does a train acquire 
 its rights? (71). 
 
 Answer. — By a train order. 
 
 Question 112. — -How does a train acquire its claims and 
 direction? (71). 
 
 Answer. — By the time table. 
 
 Question 112a. — Explain which is superior, right, class 
 or direction? (71). 
 
 Answer. — Right is superior to class or direction and 
 direction is superior when governing trains of the same 
 class. 
 
STATION AND TRAIN WORK 281 
 
 Question 112b. — Explain relative superiority of trains 
 to their respective classes. (72). 
 
 Answer. — First class trains are superior to trains of 
 the second class and all successive classes. Second class 
 trains are superior to third and all successive classes and 
 so on. Trains in the direction as specified in the time 
 table are superior to the trains of the same class run- 
 ning in the opposite direction. 
 
 Question 112c. — In this division in which direction are 
 trains superior to trains of the same class in an opposite 
 direction? (72). 
 
 Answer. — 
 
 Question H2d. — Are extra trains inferior to regular 
 trains? (73). 
 
 Answer. — They are. 
 
 MOVEMENT OF TRAINS. 
 
 Note. — No matter how late they may be all schedule trains 
 should register on the page which corresponds with the date on 
 which the train is due to arrive or leave a station. Extra trains 
 register on the page corresponding with the date they actually do 
 arrive. 
 
 Question 113. — How late must a regular train be, be- 
 fore it loses both right and class? (82). 
 
 Answer. — After regular trains have become twelve 
 hours late from schedule arriving or leaving time at any 
 station they lose both right and schedule and thereafter 
 proceed only as authorized by train order. 
 
 Question 114. — Suppose No. 6 is due to arrive at 
 
 at 9:30 a. m. and leave at 10:30 a. m., when will it have 
 lost both its right and class? (82). 
 
 Answer. — If it fails to arrive at before 9:30 
 
282 RULES FOR MOVEMENT OF TRAINS 
 
 p. m. or to leave before 10:30 p. m., it will have 
 
 lost its rights. 
 
 Question 115. — In such a case may No. 6 flag into 
 
 at 9 140 p. m. and leave there as No. 6 if it can 
 
 get out before 10:30 p. m. and so retain its rights? (82) 
 
 Answer. — No, it cannot. 
 
 Question 116. — Would it be possible for it to leave as 
 No. 6 before 10:30 p. m. providing the dispatcher author- 
 izes it by train order? (82). 
 
 Answer. — Yes. 
 
 Note. — When trains are run in sections, any section which 
 becomes twelve hours late on schedule, loses both its rights and 
 class according to Rule 82, no allowance being made for sections 
 running five minutes apart. A train which holds an order to 
 run late, will lose both right and class as soon as it is twelve 
 hours behind its schedule time. The fact that it has an order 
 permitting it to run late does not lengthen the life of a train. 
 In every case the schedule time as shown upon the time table is 
 referred to by Rule 82. 
 
 Question 116a. — Suppose an opposing train has an or- 
 der to meet No. 6 at a certain station and No. 6 came 
 twelve hours late in arriving at that particular station, 
 should the opposing train proceed against No. 6? (82). 
 
 Answer. — Yes. 
 
 Question 117. — Before leaving a junction terminal or 
 any other stopping point or before passing from a double 
 to a single track what must be ascertained? (83). 
 
 Answer. — It must be positively ascertained that all 
 trains of the same or superior class have gone. 
 
 Note. — Rule 83 has reference to trains of the same class, even 
 though they may be moving in the inferior direction, for the 
 reason that a train of superior direction must approach all sidings 
 prepared to stop, until in accordance with Rule 99 such train is 
 met. 
 
STATION AND TRAIN WORK 283 
 
 Question 118. — Without a proper signal may a train 
 start? (84). 
 
 Answer. — No. 
 
 Question 119. — May a train proceed in advance of a 
 train of the same class in the same direction? (85). 
 
 Answer. — Yes. 
 
 Question 120. — May one extra train pass another extra 
 or may one train of a certain class pass a train of the 
 same class? (85). 
 
 Answer. — Yes. 
 
 Question 121. — How must the time of a superior train 
 be cleared by an inferior train going in the same direc- 
 tion? (86). 
 
 Answer. — By not less than five minutes. 
 
 Question 121a. — How must a first class train be cleared 
 by an inferior train going in the same direction? (86). 
 
 Answer — The inferior train must be cleared at the time 
 the first class train is due to leave the next station, in 
 the rear where the time is shown. 
 
 Question 121b. — With respect to approaching superior 
 trains what is required of an inferior train? (87). 
 
 Answer. — It must keep out of the way. 
 
 Question 121c. — How must a train be protected which 
 fails to clear the main track as required by rules? (87). 
 
 Answer. — In accordance with rule 99, it must be pro- 
 tected by flag. 
 
 Question I2id. — By how many minutes must the time 
 of regular trains be clear by extras? (87). 
 
 Answer. — By minutes. 
 
 Question 12 ie. — With respect to opposing extras how 
 should extras be governed? (87). 
 
 Answer. — By train order. 
 
 Question 122. — Between trains of the same class at 
 
284 RULES FOR MOVEMENT OF TRAINS 
 
 meeting points, when must the inferior train clear the 
 main track? (88). 
 
 Answer. — Before the leaving time of the train of the 
 superior class. 
 
 Note. — Trains should not wait on a siding an unreasonable 
 length of time for another train. In such cases a communication 
 should be opened with the telegraph office for further instruc- 
 tions. When holding the main track at the meeting point or 
 passing point, care should be taken to adjust the switch for other 
 trains. 
 
 Question 123. — What must be done should it become 
 necessary to back in, in order to clear the main track? 
 (88). 
 
 Answer. — In accordance with rule 99, a flagman must 
 be sent out unless other provision has been made. 
 
 Question 123a. — Which extra should take the siding 
 when two extras pass at a meeting point? (88). 
 
 Answer. — The extra in the inferior time table direc- 
 tion. 
 
 Note. — When Rule 88 was adopted in the Convention it was 
 the sense of the Convention that at a meeting point should an 
 inferior train have occasion to back, it must stop the superior 
 train before passing the switch where the inferior train enters. 
 If the back-in provision is covered by a train order or special 
 instruction it would be unnecessary to stop the superior train 
 before backing in, although the flagman should be sent out in 
 accordance with Rule 99 before the switch has been passed by 
 the inferior train. 
 
 Question 124. — At meeting points between trains of 
 unequal classes, by how many minutes must the inferior 
 train clear? (89). 
 
 Answer. — The inferior train must take the siding and 
 by at least five minutes, clear the time of the superior 
 train. 
 
STATION AND TRAIN WORK 
 
 285 
 
 Question 125. — What must be done in case the infe- 
 rior train has to back in? (89). 
 
 Answer. — In accordance with rule 99, a flagman must 
 be sent out to protect the train. 
 
 Question 126. — By how many minutes must an infe- 
 rior train clear the time of a superior train going in the 
 same direction? (89). 
 
 Answer. — Five minutes. 
 
 Question 127. — When are trains required to stop at 
 scheduled meeting or passing points, although o^ the 
 same class. (90). 
 
 Answer. — They are required to stop unless they can 
 plainly see that the switch was right and the track clear. 
 
 Question 128. — At what point should the train be 
 stopped? (90). 
 
 Answer. — It should be stopped clear of the switch in 
 which the train to be met or passed uses when going on 
 the siding. 
 
 Question 129. — Suppose a train to be met or passed 
 is not the schedule meeting or passing point, in what 
 way would the train be governed which has the right 
 of track? (90). 
 
 Answer. — It should proceed with caution, approach 
 the sidings prepared to stop, under full control until the 
 expected train is met or passed. 
 
 Question 130. — In the absence of block signals, by 
 how many minutes must trains going in the same direc- 
 tion be kept apart? (91). 
 
 Answer. — They should be kept at least five minutes 
 apart in closing up at stations. 
 
 Question 130a. — Suppose trains No. 2 and No. 4 to 
 be of the same class and No. 2 is scheduled to pass No. 
 
286 RULES FOR MOVEMENT OF TRAINS 
 
 4 at . In the event No. 2 or No. 4 should be late 
 
 would it affect its passing point? (91). 
 
 Answer. — It would not. If number 4 were late, No. 
 
 2 would proceed to and wait there for No. 4 to 
 
 pass. 
 
 Question 130b. — If it were desirable that No. 2 should 
 proceed ahead of No. 4, what form of order should be 
 issued? (90). 
 
 Answer. — An order issued to read, "No. 4 will pass 
 
 No. 2 at — ." (See form B, example 1 Standard 
 
 Code). 
 
 Question 131. — Is it permissible for train to leave at 
 a station in advance of the schedule time shown for it to 
 leave? (92). 
 
 Answer. — No. 
 
 Question 132. — May a train leave a station before its 
 leaving time as shown in the schedule? (92). 
 
 Answer. — No. 
 
 Question 133. — What class of trains may hold the 
 main track by protecting against other trains when within 
 yard limits. (93). 
 .Answer. Class. 
 
 Question 133a. — When moving within yard limits, how 
 should class and extra trains proceed? (93). 
 
 Answer. — In full control, prepared to stop unless main 
 track is seen or known to be clear. 
 
 Question 134. — Suppose a train overtakes another train 
 of the same or superior class unable to move because of 
 a breakdown, what should be done? (94). 
 
 Answer. — Assume the schedule and take the orders 
 of the disabled train, if necessary, proceed to the next 
 open telegraph office and report the particulars to the 
 superintendent. 
 
 
STATION AND TRAIN WORK 287 
 
 Question 135. — When a disabled train has surrendered 
 its orders and rights to a following train that has passed 
 it, on what rights does the disabled train then move? 
 
 (94). 
 
 Answer. — On the rights of the train with which it 
 exchanged orders? 
 
 Note. — If a disabled train has rights of its own to make the 
 next telegraph office it is unnecessary for a passing train to 
 assume its schedule and take its train orders. An exchange of 
 orders and schedule would avail nothing in case the disabled 
 train had been so long delayed that it had forfeited all rights to 
 proceed. In that case the following train might have no rights 
 and so both trains would be tied up. The exchange of orders and 
 schedules should always be made complete. (See Rule 94.) 
 
 Question 135a. — If a train of inferior or the same class 
 with rights or schedule to proceed should overtake a 
 train between telegraph offices which is unable to pro- 
 ceed against the right of schedule of an opposing train, 
 how should they be governed? (94). 
 
 Answer. — After proper consultation with the following 
 train the delayed train precedes it to the next telegraph 
 station, where it will report to . 
 
 Question 135b. — What should be done when opposing 
 trains are met under these circumstances? (94). 
 
 Answer. — It must be fully explained by the leading 
 train that the excepted train is following. 
 
 Question 136. — Is it allowable for more than one sec- 
 tion of a train to be run on the same schedule? . (95). 
 
 Answer. — Yes. 
 
 Question 137. — Where there are more than one section 
 of a train, does each section have equal timetable author- 
 ity? (95). 
 
 Answer. — Yes. 
 
288 RULES FOR MOVEMENT OF TRAINS 
 
 Question 137a. — When signals are displayed by whose 
 authority is it done? (95). 
 Answer. . 
 
 Note. — The practice varies on different railroads. Yardmas- 
 ters are authorized to issue instructions to a train to display 
 signals on some roads. Where the business is heavy, and the 
 issuing of such orders by the Dispatcher would interfere with 
 his other duties, it is customary for the yardmaster to issue such 
 instructions. This practice is considered safe, because all sec- 
 tions must examine the register to ascertain before leaving that 
 the section ahead of them has registered signals. 
 
 Question 139. — On a single track when signals dis- 
 played for following train are taken down at any point 
 before the following train arrives, how should a con- 
 ductor be governed under the respective conditions as 
 follows: (96). 
 
 A. At a point where there is an agent, 
 operator, switch tender or register book. 
 
 Answer. — Arrangements should be made by the Con- 
 ductor with the agent, operator or switch tender to notify 
 opposing train of same or inferior class. 
 
 B. Where there is no agent, operator or 
 switch tender, what should be done ? 
 
 Answer.— In this case, a flagman must be left to notify 
 opposing train of the same or inferior class. 
 
 Question 139a.— How should these arrangements be 
 made, verbally or in writing? (96). 
 
 Answer. — In writing. 
 
 Question 140. — When extra trains are run, by whose 
 authority do they move? (97). 
 
 Answer. ■: 
 
 Note.— The displaying of signals or running of an extra train 
 is left by the Standard Code to the discretion of the railroad. 
 Usually for this purpose the Superintendent's initials are used. 
 
 \ 
 
 
STATION AND TRAIN WORK 289 
 
 Question 141. — When approaching the end of a double 
 track, railroad crossings at grade, draw-bridges and junc- 
 tions, how should trains proceed? (98). 
 
 Answer. — Under control prepared to stop unless switch 
 and signals are right and track clear. In cases when 
 it is required by law, trains must stop. 
 
 Question 142. — How must a train be protected which 
 becomes delayed or stops under circumstances in which 
 it may be overtaken by another train? (99). 
 
 Answer. — Flagman must immediately go back a suffi- 
 cient distance to procure full protection provided with 
 the usual stop signals. 
 
 Question 143. — Before returning, when the flagman 
 is recalled to his train, what should he do? (99). 
 
 Answer. — Place two torpedoes on the rails. 
 
 Question 144. — When moving on a single track, how 
 should front of engine be protected? (99). 
 
 Answer. — It should be protected by flag which should 
 be shown by the head brakeman and in case he is unable 
 to go by the fireman. 
 
 Note. — In regard to Rule 99, it may be noted the flagman 
 must immediately go back without waiting for the conductor to 
 send for him or the engineman to whistle him back. 
 
 Question 145. — Who must take the place of the flag- 
 man after he has gone back to protect the rear of the 
 train? (100). 
 
 Answer. — The , if it is a passenger train and 
 
 in the case of other trains, the next brakeman. 
 
 Question 146. — If a train should part while in motion, 
 what should be done ? ( 101 ) . 
 
 A.nswer. — The train parted signals should be given as 
 prescribed by rules 12 (d) and 14 (f) and attempt made 
 
290 RULES FOR MOVEMENT OF TRAINS 
 
 to prevent the detached portions from becoming dam- 
 aged. The detached portion should not be moved or 
 passed until the front portion (which has right of track 
 to return) comes back. If the vision is obstructed, a flag- 
 man should be sent ahead to the foremost portion which 
 must run with great caution. 
 
 Question 147. — How would you proceed in case you 
 overtook a train that had parted? (101). 
 
 Answer. — Would neither move or pass around the rear 
 portion. 
 
 Question 148. — What precaution must be taken to in- 
 sure safety when train is being pushed by an engine? 
 (102). 
 
 Answer. — In order to signal in case of necessity the 
 flagman must ride on the head car. 
 
 Question 149. — In what form ought messages to be 
 given respecting the movements of trains or condition of 
 track and bridges? (103). 
 
 Answer. — In writing. 
 
 Question 150. — After using switches how should they 
 be left? (104). 
 
 Answer. — In proper position. 
 
 Question 151. — What member of the train crew is re- 
 sponsible for the proper adjustment of switches? (104). 
 
 Answer. — Except in cases where switch tenders are 
 stationed, the conductor. 
 
 Question 152. — If a section of a train is following, is 
 it permissible to leave the switch open? (104). 
 
 Answer. — It is not, unless it is in charge of a trainman 
 of the following train. 
 
 Question 153. — What members, of the train crew are 
 held responsible for the safety of their train? (105). 
 
 Answer. — The Conductor and the Engineman. 
 
STATION AND TRAIN WORK 291 
 
 Question 154. — What must be done by Conductors and 
 Enginemen when an emergency arises that is not covered 
 by the rules? (105). 
 
 Answer. — Every precaution must be taken to prevent 
 accident. 
 
 Question 155. — What should be done in case of doubt 
 or uncertainty? (106). 
 
 Answer. — The safe course must always be taken and 
 no risks run. 
 
 RULES FOR MOVEMENT BY TRAIN ORDERS. 
 
 Question 156. — Why are train orders used and in what 
 form should they be issued? (201). 
 
 Answer. — To govern the movements of trains not pro- 
 vided for by timetable; they must be issued in the pre- 
 scribed forms. 
 
 Question 156a. — What must train orders contain and 
 how should they be worded? (201). 
 
 Answer. — They must contain only information and 
 instruction governing the movements of trains ; in their 
 wording they must be brief and clear. 
 
 Question 156b. — Is it proper to accept train orders 
 which show erasures and interlineations*? (201). 
 
 Answer. — No. 
 
 Question 157. — When the same train orders are issued 
 to various persons or trains, must they be given in exact 
 form and wording to each? (202). 
 
 Answer. — Yes. 
 
 Question 158. — When a new series of numbers for 
 train orders is started, at what time each day will it begin 
 and in what order are they numbered? (203). 
 
292 RULES FOR MOVEMENT OF TRAINS 
 
 Answer. — A new series begin at midnight and they 
 are numbered in consecutive order. 
 
 Question 159. — When train orders are issued, to whom 
 are they addressed? (204). 
 
 Answer. — When issued to a train, they must be ad- 
 dressed to the conductor, engineman and also to anyone 
 who acts as pilot and in other cases to those who are to 
 carry them into execution. 
 
 Question 159a. — Should each engineman have copies 
 of all orders affecting a train when two or more engines 
 are attached to it? (204). 
 
 Answer. — Yes. 
 
 Question 159b. — May the train order issued to one 
 train be applied to and used by any other train? (204). 
 
 Answer.- — No. 
 
 Question 159c. — When train orders are addressed to 
 operators, restricting movements of trains, how should 
 they be respected by conductors and enginemen? (204). 
 
 Answer. — The same as if addressed to them. 
 
 Question 160. — Must train dispatchers keep a record of 
 train orders, and if so, when must such records be made ? 
 
 (205). 
 
 Answer. — The train dispatcher must keep a full record 
 of all train orders issued in a book provided for the pur- 
 pose, must record the names of those who have signed for 
 the orders, the time, signals and from what office the 
 order was repeated and the response transmitted. Must 
 also have the train dispatcher's initials. Such record 
 must be made immediately at time orders are given and 
 completed and never from memory or memorandum. 
 
 Question 161. — In what manner are regular trains 
 designated in train orders? (206). 
 
 Answer. — Always by their numbers. For example, 
 
STATION AND TRAIN WORK 293 
 
 "first No. 6 or second No. 6" and where desirable the 
 engine number may also be added. 
 
 Question 161a. — How are extra trains designated in 
 train orders? (206). 
 
 Answer. — Extra trains are designated by their engine 
 numbers with the direction of the train added. For ex- 
 ample, "Extra 678 West." 
 
 Question 161b. — How should train numbers and time 
 be stated on train orders? (206). 
 
 Answer. — Only in figures. 
 
 Question 162. — When dispatcher is transmitting an 
 order what signal does he give to each office? (207). 
 
 Answer. — "31 or 19'? followed by direction and by in- 
 formation that more or less than three copies are desired, 
 the operator is informed. For example, "31 West copy 
 5" or "19 East copy 2." 
 
 Note. — These signals may be omitted where figures 31 and 19 
 are not both in use. 
 
 Question 163. — When a train order is to be sent to two 
 or more offices, in what manner must it be sent? (208a). 
 
 Answer. — Simultaneously to as many as practicable. 
 
 Question 163a. — In what order must several addresses 
 be given when a number of orders are sent simulta- 
 neously? (208a). 
 
 Answer. — In the order of superiority of trains, each 
 office taking its proper numbers. 
 
 Question 164b. — When train orders are not sent simul- 
 taneously to all, how will the order be sent? (208a). 
 
 Answer. — To the superior train first. 
 
 Question 164c. — What will the operator at the meet- 
 ing or waiting point do with the train orders? (208b). 
 
 Answer. — Deliver copies of the order to all trains 
 afifected, until all have arrived from one direction. 
 
294 RULES FOR MOVEMENT OF TRAINS 
 
 Question 165. — When operators are transmitting train 
 orders should they make copies of them on manifold 
 blanks and in case he fails to make enough copies how 
 may he supply them? (209). 
 
 Answer. — He must write copies in manifold and failing 
 to make sufficient number must trace others from one of 
 the copies first made. 
 
 Question 166. — When operators have a "31" order to 
 repeat, how should they proceed? (210). 
 
 Answer. — They must repeat the order immediately 
 from the manifold in the succession in which the several 
 offices have been addressed and watch to see that others 
 repeat it correctly unless otherwise directed. 
 
 Question 167. — Who is to sign for it after the order 
 has been repeated? (210). 
 
 Answer. — The person to whom the order is addressed, 
 except enginemen. 
 
 Question 168. — What must the operator do after the 
 order has been signed? (210). 
 
 Answer. — Send the signature to the dispatcher who 
 will then give the "complete" and time ; also the initials 
 
 of the after which the operator will write on 
 
 each copy the word "complete," the time and his last 
 name in full and deliver a copy to each person addressed 
 except the engineman. The copy to each engineman must 
 be delivered to him personally by . 
 
 Note. — In regard to Rule 210, the blanks may be filed to suit 
 the requirements of each road. On roads where the signature 
 of the engineman is desired the words "except engineman" may 
 be omitted. If preferred each person receiving an order may be 
 required to read it aloud to the operator. 
 
 Question 169. — What must be done when a "No. 19" 
 order is received ? (211). 
 
STATION AND TRAIN WORK 295 
 
 Answer. — Unless otherwise directed the operator must 
 repeat it at once from the manifold copy in the succes- 
 sion in which the several offices have been addressed, care 
 being taken by each operator to see that the others repeat 
 it correctly. When the order has been correctly repeated 
 the response "complete" and the time with the initials of 
 
 the will be given by the train dispatcher. The 
 
 operator will then write on each copy the word complete, 
 the time and his last name in full and personally deliver 
 a copy to each person addressed without taking his signa- 
 ture. If in order to deliver a copy to the engineman the 
 operator must leave the immediate vicinity of the office, 
 the engineman's copy will be delivered by . 
 
 Question 169a. — How will delivery be made when a 
 "19" train order is issued for a train at a point where 
 its superiority is restricted by such an order? (211). 
 
 Answer. — Train must be brought to a stop before de- 
 livery of an order. 
 
 Question 170. — When may "X" response be given in 
 acknowledgment of a train order having been delivered? 
 (212). 
 
 Answer. — A train order may, when so directed by the 
 train dispatcher, be acknowledged without repeating by 
 
 the. operator and he will say "X" (order) No. to 
 
 (train) No. , giving also his initials and office signal. 
 
 After having done this -he will write on the order his 
 initials and the time. 
 
 Question 171. — In the case of an inferior train when 
 may "complete" be given? (213). 
 
 Answer. — When the order has been repeated or "X" 
 response has been sent by the operator who receives the 
 order for the superior train. 
 
 Question 172. — Before "complete" has been given and 
 
296 RULES FOR MOVEMENT OF TRAINS 
 
 after it has been repeated or "X" response sent, how is 
 an order regarded? (214). 
 
 Answer. — As a holding order. 
 
 Question 172a.— When a train order has been repeated 
 or "X" response sent and before "complete" has been 
 given how then must the order be treated? (214). 
 
 Answer. — As a holding order for train addressed. 
 
 Question 172b. — In case the wire fails after a "31" or- 
 der has been sent and repeated or "X" response sent and 
 before "complete" has been received, has the train the 
 right to proceed to which the order is addressed? (214). 
 
 Answer. — No. 
 
 Question 172c. — If before an office has repeated an 
 order or a X" response has been sent the wire should fail, 
 would the order be effective? (214). 
 
 Answer. — No. 
 
 Question 173. — Which of the copies of the train order 
 should be kept by the operator? (215). 
 
 Answer. — The lowest copy. 
 
 Question 174. — When train orders are delivered by the 
 train dispatcher what are the requirements as to record 
 and delivery? (216). 
 
 Answer. — Same as at other points or offices. 
 
 Question 175. — In the case of a train order being de- 
 livered to a train at a point not a telegraph office or at a 
 station at which the telegraph office is closed, how should 
 it be addressed? (217). 
 
 Answer. — Conductor and Engineman at No. 
 
 care . 
 
 Question 175a. — When form "31" is used, whose sig- 
 nature must be taken before "complete" is given and 
 what copies should the person delivering the order have? 
 (217). 
 
 
STATION AND TRAIN WORK 297 
 
 Answer. — The person in whose care the order is sent 
 should sign it and should have one copy for the engine- 
 man, one for the conductor and one for the person who 
 delivers the order. 
 
 Question 175b. — Whose signature must appear on the 
 copy which he retains and what must he do with it? 
 (217). 
 
 Answer. — The signature of the conductor and engine- 
 man of the train to which the order applies. It should be 
 delivered to the telegraph office which he can first reach. 
 
 Question 175c. — Is the order to be regarded as if "com- 
 plete" had been given in the usual manner by the train 
 receiving it and so be governed accordingly? (217). 
 
 Answer. — Yes. 
 
 Question i75d.—^May '"complete" be given to an in- 
 ferior train when orders are sent as above, before the 
 signature of the conductor and engineman of the supe- 
 rior whose rights are thereby restricted? (217). 
 
 Answer. — No. 
 
 Question 176. — When a train is running in more than 
 one section, are all its sections included when it is named 
 in an order unless particular sections are specified and 
 should copies of the orders be furnished to each section? 
 
 (218). 
 
 Answer. — Yes. 
 
 Question 177. — 'May the "X" response or repeat be 
 given by an operator to a train order for a train, the 
 engine of which has passed the train order signal before 
 they ascertained that the conductor and engineman had 
 been notified that he has orders for them? (219). 
 
 Answer. — No, not unless otherwise directed. 
 
 Note. — The "X" response is to be used to save time in getting 
 an inferior train started.- Quite a saving of time is effected when 
 
298 RULES FOR MOVEMENT OF TRAINS 
 
 several orders are concerned. The Dispatcher, however, should 
 require a repetition of the order as soon as he can get it when 
 the "X" response has been used. 
 
 Question 178. — After train orders have once taken 
 effect, how long do they continue in force? (220). 
 Answer. — Until fulfilled, superseded or annulled. 
 
 Question 179. — May a particular portion of an order 
 which specifies a particular movement be annulled or 
 superseded ? (220) . 
 
 Answer. — It may. 
 
 Question 179a. — Suppose a train has lost its rights as 
 per rule 4 and 82, would orders held by or issued for it 
 be effective? (220). 
 
 Answer. — No. 
 
 Question 179b. — Suppose a certain part of an order re- 
 lating to a regular train should become void when such 
 a train has lost both right and class in accordance with 
 rule 4 and 82 or is annulled, does that part of the order 
 become void? (220). 
 
 Answer. — It does. 
 
 Note. — The annullment indication of the signal on some roads 
 is "proceed." Where such is the case, the following five ques- 
 tions do not apply. 
 
 Question 180. — When the operator is on duty at train 
 order office, what does the fixed signal indicate? (221a). 
 
 Answer. — Stop. 
 
 Question 180a. — When a stop signal is displayed may a 
 train pass? (221a). 
 
 Answer. — No. 
 
 Question 180b. — When is this signal fastened at "Pro- 
 ceed ?" (221a). 
 
 Answer. — When there is no operator on duty. 
 
STATION AND TRAIN WORK 299 
 
 Question 181c. — What is required of conductor a\id 
 engineer if the train order signal is not displayed at a 
 night office? (221a). 
 
 Answer. — Bring the train to a stop, learn the cause and 
 report the facts from the next open telegraph office. 
 
 Question i8id. — In case fixed signals fail, what signals 
 must operators keep on hand to use in their stead? 
 (221a). 
 
 Answer. — Hand signals. 
 
 Note. — Where the annullment indication of the signal is "stop," 
 as it is on some roads, the following seven questions will not 
 apply. 
 
 Question 182. — At a train order office what is indicated 
 when fixed signal is displayed and there are no orders? 
 (221b). 
 
 Answer. — Proceed. 
 
 Question 182a. — When there are orders what will the 
 fixed signals indicate? (221a). 
 
 Answer. — Stop. 
 
 Question 182b. — In case an operator receives the signal 
 "31" or "19" what should he do? (221b). 
 
 Answer. — Display the stop signal immediately and re- 
 ply "Stop and Display." 
 
 Question 182c. — When the dispatcher gives the "31" or 
 "19" signal must he give the direction also? (221b). 
 
 Answer. — Yes. 
 
 Question i82d. — Under what conditions may a train 
 pass a train order stop signal? (221b). 
 
 Answer. — When a clearance card is issued. 
 
 Note. — No trains must pass while a train order signal re- 
 mains at block, notwithstanding they may have received orders 
 without first getting a clearance card. 
 
300 RULES FOR MOVEMENT OF TRAINS 
 
 Question 183c — What must be done if signals are not 
 displayed from a night office? (221b). 
 
 Answer. — Bring the train to a stop, learn the cause and 
 report at the next open telegraph office. 
 
 Question i83f. — When the signal indicates stop, in 
 what position is it? (221b). 
 
 Answer. . 
 
 Question i83g. — In case these signals fail what must 
 operators have on hand ready for use? (221b). 
 
 Answer. — Hand signals. 
 
 Note. — If an operator changes signal from stop to proceed 
 after the train has stopped the conductor may signal it to leave, 
 and it may proceed without orders or clearance card, provided 
 that the engineman can see the signal is clear. 
 
 Question 184. — Should operator record the time of 
 trains and report same? (222). 
 Answer. — Yes. 
 Question 185. — What abbreviations are customary? 
 
 (223). 
 Answer. — 
 
 Signs for the signature of the . 
 
 Such offices and other signals as are arranged by the 
 
 C. & E. — for Conductor and Engineman. 
 "X" — Train will be held until order is made "com- 
 pleted 
 
 Com. — for Complete. , 
 O. S. — for train report 
 No. — for Number. 
 Eng. — for engine. 
 Sec. — for section. 
 Psgr. — for passenger, 
 Frt. — for freight. 
 
STATION AND TRAIN WORK 301 
 
 Mins.— for minutes. 
 
 Jet. — for junctions. 
 
 Dispr. — for dispatcher. 
 
 Opr. — for operator. 
 
 "31" or "19" to clear the line for train orders and 
 for operators to ask for train orders. 
 
 S. D. — for Stop and Display. 
 
 The usual abbreviations for the minutes and the 
 stations. 
 
 FORMS OF TRAIN ORDERS. 
 
 After a train has been signed for by the conductor, he is 
 held responsible for his train being safely moved or held in 
 accordance with the order. After the engineman has received 
 his copy of the order he is held equally responsible with the con- 
 ductor. Unless he is positive that he has his train fully under 
 his control the conductor has not the right to sign for an order. 
 
 When a train is running extra on a schedule it does not lose 
 its rights when it is twelve hours late. 
 
 Question 186. — How would the conductor or engine- 
 man of train No. 4 be governed if holding an order which 
 read : "No. 4 meet No. 3 at D." In case No. 3 arrived 
 at D displaying signals? 
 
 Answer. — Should hold No. 4 at D for following sec- 
 tions because no particular section having been specified 
 in the order, all sections are included and should be given 
 copies of the order. 
 
 Question 187. — Suppose an order that train No. 4 
 would meet second No. 3 at D and then that second No. 
 3 arrived with signals. No. 4 being a train of superior 
 class what should be done ? 
 
 Answer. — A particular section being mentioned in the 
 order and therefore no other section being included No. 4 
 would proceed. 
 
302 RULES FOR MOVEMENT OF TRAINS 
 
 Question 188. — In the event second No. 3 carried no 
 markers and arrived without signals would train No. 4 
 proceed ? 
 
 Answer. — No. Until its markers have arrived a train 
 is considered not to have been met. 
 
 Note. — Let us supnose the following orders have been issued: 
 "No. 3 will meet No. 4 at D. No. 4 will sidetrack." "No. 3 
 will meet No. 4 at E. instead of D." Now which of these two 
 trains will take the siding at E. ? According to the rules No. 4 
 should go on the sidetrack at E., because the first was a two- 
 movement order yet only one movement has been superseded. 
 It is clearly to be seen that No. 4 has certain privileges, one or 
 more of which it may have taken away by a train order. For 
 instance, No. 4 being a train of superior direction may proceed 
 against No. 3. But, if a meeting point is fixed with No. 3, the 
 privilege to proceed against No. 3 beyond the specified meeting 
 point is lost to No. 4, although No. 4 still has the privilege of 
 holding main track at the meeting point indicated in the order, 
 unless the privilege also has been taken away. Each of these 
 privileges is distinctly separate and the superseding of the por- 
 tion of the order relative to the meeting point does not operate 
 to supersede the sidetracking provision. In the same manner 
 and by the same principle superseding the sidetracking provision 
 does not supersede the meeting point provision. 
 
 Question 189. — Suppose the Conductor or Engineman 
 of train No. 4 held an order reading: "No. 4 meet first 
 No. 3 at C and second No. 3 at E," and if upon arrival at 
 E another order were received reading: "No. 4 meet 
 second No. 3 at F," how should they be governed? 
 
 Answer. — They should stay at "E" until proper orders 
 were received because as the order to meet at "F" did not 
 say "instead of" it does not supersede the former order. 
 
 Question 190. — Suppose train No. 1 holds order No. 4 
 to meet No. 2 at B and first No 2 should arrive at B with 
 signals and the dispatcher gave train No. 1 order No. 5 
 
STATION AND TRAIN WORK 303 
 
 reading: ""No. I will meet second No. 2 at C," what 
 would be the effect on the movement of train No. 2? 
 
 Answer. — It could not proceed. The words "instead 
 of" not being in order No. 5 prevents it superseding the 
 original order and besides it is not a proper form or order 
 to give. It ought to read : "No. 1 will meet second No. 
 2 at C instead of B." If thus worded No. 1 could pro- 
 ceed to C. 
 
 Question 192.— What should train No. 1 do supposing 
 it held orders No. 4 and No. 6 in case second No. 2 should 
 arrive at C with signals? 
 
 Answer. — Expecting third No. 2 to be on the way to 
 B by reason of the right of order No. 4, train No. 1 must 
 immediately get clear, as in that case only that part of 
 order No. 4 was superseded which had reference to 
 No. 2. 
 
 FORM B. 
 
 Question 193. — Suppose an order reading: "No. 5 
 pass No. 7 at H," how should the Conductor or Engine- 
 man of No. 5 be governed thereby ? 
 
 Answer. — They should approach H under control pre- 
 pared to stop unless it should be clearly seen that No. 7 
 was in the clear and the switches set right. 
 
 Question 194. — Suppose an order reads : "Extra 690 
 East run ahead of No. 8 D to E," how should the Con- 
 ductor or Engineer be governed thereby? 
 
 Answer. — Would neither pass the extra specified in the 
 order nor exceed their speed between the points named, 
 and should approach E prepared to stop unless Extra 690 
 East was clear and the switches right. 
 
 Question 195. — If Extra 24 received an order reading: 
 "Extra 24 pass No. 4 at E," would the order be sufficient 
 
304 RULES FOR MOVEMENT OF TRAINS 
 
 authority for the extra to pass and proceed ahead of 
 No. 4? 
 
 Answer. — It would. An order for an inferior to pass 
 a superior train is proper authority for the inferior train 
 to proceed ahead of the superior one. 
 
 Question 196. — Must trains of any one class have or- 
 ders to pass trains of the same class in the same direc- 
 tion? 
 
 Answer. — No. . 
 
 Question 197. — Do extra trains require orders to pass 
 extras ? 
 
 Answer. — They do not. 
 
 FORM C 
 
 Question 198. — Suppose the Conductor or Engineer of 
 train No. 4 held an order reading : "No. 3 has right over 
 No. 4, A — to B — ," should No. 4 pass B before arrival 
 of No. 3 ? 
 
 Answer. — Yes, in case the running time and clearance 
 of No. 4 would enable it to make an intermediate point 
 for No. 3. 
 
 Question 199. — If an order reads : "Extra East, 769 — 
 has right over No. 5, G to K," would No. 5 go beyond K 
 before the arrival of the extra ; if not, why? 
 
 Answer. — It would not, because the time of Extra 769 
 would not be restricted by the time-card. 
 
 Question 200. — How should the Conductor or En- 
 gineer of Extra 769 be governed? 
 
 Answer. — Proceed against No. 5 G — to K — and at 
 K — take the siding. 
 
 Question 201. — Suppose the order to the Conductor or 
 Engineer of the extra extended beyond K and No. 5 
 
STATION AND TRAIN WORK 305 
 
 had failed to arrive on arrival of Extra 769 at K, would 
 the extra proceed against No. 5 and under what circum- 
 stances ? 
 
 Answer. — In case of sufficient time for the Extra to 
 make a point beyond K and to clear the time of No. 5 
 would proceed and clear the time of No. 5 as provided by 
 the rule. 
 
 Question 202. — Suppose the Conductor of No. 4, a 
 superior train, held an order which read : "No. 3 has 
 right over No. 4 B — to G — ," and he received another 
 
 order reading: "No. 4 will meet No. 3 at „" should 
 
 he pass by ? 
 
 Answer. — Yes ; he would have the right to proceed to 
 D — and go on sidetrack for No. 3. The right of a track 
 order merely operates to reverse the rights of the trains 
 only between the points mentioned in the order. 
 
 Question 203. — Suppose the Conductor of No. 4 held 
 the same orders excepting that the meeting point were B, 
 would he then go on the sidetrack? 
 
 Answer. — He would not. If the trains met between the 
 designated points No. 4 must sidetrack. If, however, 
 they meet at one of the points specified No. 3 must go on 
 the sidetrack. 
 
 Question 204. — If an order giving right of track is 
 issued to a train of an inferior class against a train of a 
 superior class to a certain named point, which of the two 
 trains must go on the sidetrack? 
 
 Answer. — If they meet between the points named in 
 the order the train of the superior class will take the sid- 
 ing. 
 
 Question 205. — If, under the conditions indicated in 
 the foregoing questions, a train of superior class should 
 reach the second point indicated in the order before the 
 
306 RULES FOR MOVEMENT OF .TRAINS 
 
 train of the inferior class arrived there, could it proceed 
 and if so under what circumstances? 
 
 Answer. — It may proceed by keeping clear of the op- 
 posing train's time by as many minutes as such train was, 
 under the rules, before required to clear it. 
 
 Question 206. — If an extra train gets a right of track 
 order against a train of superior class to a specified point, 
 may the superior train proceed beyond the point named 
 in case the extra fails to arrive ? 
 
 Answer. — No. 
 
 Question 207. — We will suppose that No. 4 of superior 
 direction receives an order that second No. 3, a train of 
 the same class, has right over No. 4 — B to E, the regular 
 schedule meeting point for No. 3 and 4. It is expected 
 that first No. 3 will make E on time, but because of a 
 hot-box No. 3 takes the sidetrack for No. 4 at D, a blind 
 siding. In that case, what should No. 4 and second No. 
 
 3 do? 
 
 Answer. — No. 4 should go on to D against first and 
 second No. 3, because the form C order merely reversed 
 the rights of the trains. No. 4 possessing rights over 
 first No. 3 would proceed against second No. 3 until 
 meeting first No. 3. In such a case second No. 3 would 
 have no authority to use the schedule time of No. 3 ahead 
 of the signals carried by the latter. Before second No. 3 
 gets authority to pass a given point the signals carried by 
 first No. 3 must have passed that point. 
 
 FORM E. 
 
 Question 208. — How should the conductor of No. 4 be 
 governed if he held an order reading: "No. 4 wait at 
 Hinsdale till 11 :oo a. m. for No. 1 ?" 
 
STATION AND TRAIN WORK 307 
 
 Answer. — He should not pass Hinsdale before 1 1 :oo 
 a. m. unless No i had previously arrived. 
 
 Note. — Trains using the same time must clear such time the 
 same as before required to clear the regular schedule time when 
 moving under direction of a Form E. order. 
 
 Question 209. — How should the conductor of No. 3 be 
 governed seeing that both are trains of the first class ? 
 
 Answer. — He should proceed to Hinsdale and go on 
 sidetrack to clear the main track by 1 1 :oo a. m. 
 
 Question 210. — Suppose the conductor or engineer of 
 a train of inferior right received an order reading : "No. 
 3 will run 20 minutes late Hinsdale to Aurora/' how 
 should he be governed thereby? 
 
 Answer. — He should consider the schedule time of No. 
 3 to be 20 minutes later than its time as indicated on 
 time-card between Hinsdale and Aurora. 
 
 Question 211. — Suppose the conductor of an inferior 
 opposing train received an order reading: "No. 3 run 
 two hours late Galesburg to Chicago/' how much time 
 w r ould he have in which to make Galesburg ? 
 
 Answer. — One hour. 
 
 Note. — Under Form E. only may the trains use the time, and 
 then only between the points named in the order, and never 
 from an intermediate point beyond the point named to make 
 either of the points specified in the order. 
 
 FORM F. 
 
 Question 212. — Suppose an order were issued which 
 read: "No. 3 display signals Galesburg to Chicago for 
 engine 52," would that give authority to engine 52 to 
 proceed, and if so, as what ? 
 
308 RULES FOR MOVEMENT OF TRAINS 
 
 Answer. — Yes. It should proceed as second No. 3. 
 (See example (3) under Form F, Standard Code.) 
 
 Question 213. — How should engine 60 run under the 
 following order : "Engine 52, 60 and 75 run as first, sec- 
 ond and third No. 3. Aurora to Hinsdale ?" 
 
 Answer. — Engine 60 would run as second No. 3 with 
 signals. 
 
 Question 214. — What form must be used when it be- 
 comes necessary to annul a section for which signals have 
 been displayed over a division or any part thereof, when 
 no train is to follow the signals ? 
 
 Answer. — Form K. 
 
 Question 215. — Suppose second No. 3 received an or- 
 der at Downer's Grove, an intermediate station, reading : 
 "Engine 60 is withdrawn at Downer's Grove following 
 section change numbers accordingly." What should be 
 done ? 
 
 Answer. — Get into the clear on the sidetrack and re- 
 move signals as rights would then have been lost. 
 
 Question 216. — As what would engine 75 run from 
 Downer's Grove? 
 
 Answer. — As second No. 3 without signals. 
 
 FORM G (EXTRA TRAINS.) 
 
 Question 217. — If an order reads : "Engine 99 run ex- 
 tra A to D," how would it proceed? 
 
 Answer. — It would run to D, taking care to keep clear 
 of all regular trains. 
 
 Note. — Upon reaching the last station specified in their orders 
 extra train must take the sidetrack at switches where inferior 
 trains going in that direction clear for superior trains. The 
 main track must not be held by extras at their originating or 
 terminating points. 
 
STATION AND TRAIN WORK 309 
 
 Question 218. — Under the order immediately preceding 
 the above note must opposing trains be protected against ? 
 
 Answer. — No. 
 
 Question 219. — Under this order is the right given to 
 occupy the main track at D? 
 
 Answer — No. The siding at D must he taken. 
 
 Question 220. — What trains and by how much time 
 must extra trains clear? 
 
 Answer. — All regular trains and by five minutes. 
 
 Question 220a. — Suppose engine 85 had an order to 
 run extra A to F — and return, would it have to go to F 
 as extra 85 before making the return trip? 
 
 Answer. — Yes. Because failing so to do the order 
 would not have been fulfilled. 
 
 Question 220b. — If according to examples 3, under 
 Form G, Standard Code, engine 65 held an order to run 
 extra would it lose its right when it became twelve hours 
 late? 
 
 Answer. — No. 
 
 Question 220c. — If engine 69 held order No. 1 to run 
 extra A to F and meet No. 36 at F and should be given 
 order No. 2 upon arrival at F to run extra F to G and 
 meet No. 36 at G, should it be regarded as a proper 
 order? 
 
 Answer. — Yes ; because when engine 69 arrived at F 
 its order was fulfilled and it ceased to be an extra, there- 
 fore it possessed no further rights ; but upon receiving 
 order No. 2 it again became an extra. 
 
 Question 22od. — Suppose engine 69 arrived at F under 
 order No. 1 and was given order No. 3 to run extra to G 
 instead of F and was given also order No. 4 to meet No. 
 36 at G, could it run to G for No. 36? 
 
310 RULES FOR MOVEMENT OF TRAINS 
 
 Answer. — No. Order No. 3 would not make engine 
 69 a new extra from F, therefore order No 4 would be 
 improper by not stating "instead of." 
 
 Note. — The dispatcher should in each and every case, when 
 originating an extra, fix a meeting place for them with all oppos- 
 ing extras, that orte extra would wait for another extra until a 
 certain time at a designated station. Such an order is an improper 
 one for the protection of extra trains, as it fails to restrict the ' 
 rights of opposing extras. 
 
 FORM H (WORK EXTRA). 
 
 Question 221. — Suppose an order were issued to the 
 engineman on engine 292 reading: "Engine 292 works 
 7 :oo a. m. to 6 :oo p. m. between D & E/' how should he 
 be governed thereby? 
 
 Answer. — He should clear the time of regular trains 
 and protect against extras in both directions. 
 
 Question 222. — Suppose the order specified, "Not pro- 
 tecting against extras," then how should he be governed? 
 
 Answer. — He should clear the time of regular trains, 
 but should not protect against extras. 
 
 Question 223. — What governs in case extra 292 should 
 receive an order reading: "Work extra 292 clears (or 
 protects against) extra 64 east between D and E after 
 2:10 p. m.? 
 
 Answer. — Extra 292 would have to either clear at 2:10 
 p. m. or protect as directed. 
 
 Question 224. — How would the order affect extra 64 
 east, and in what way would it proceed ? 
 
 Answer. — It would not enter the prescribed limits be- 
 fore 2:10 p. m. After that time it would proceed in ex- 
 pectation of finding a clear main track or the work extra 
 protecting as directed by the order. 
 
STATION AND TRAIN WORK 311 
 
 Question 225. — What should be done if a work extra 
 received an order reading: "Work extra 292 protects 
 against No. 35 between D & E ?" 
 
 Answer. — It should work on the time of No. 35, pro- 
 tecting in accordance with rule 99. 
 
 (See examples under "Form H," Standard Code.) 
 
 FORM J. 
 
 Question 226. — If an operator held an order reading: 
 "Hold No. 2, how should it be respected by the conduc- 
 tor or engineer of No. 2 ? 
 
 Answer. — Exactly the same as though addressed to 
 them. They should not leave until an order was re- 
 ceived annulling the order, or until an order was received 
 by the operator reading: "No 2 may go." (See ex- 
 amples in Standard Code.) 
 
 Question 227. — In what manner should the operator 
 handle this form of orders ? 
 
 Answer. — He should acknowledge them in the usual 
 manner and deliver them to the conductors and engine- 
 men of all trains affected by them. 
 
 Question 228. — What is a Form J order called ? 
 
 Answer. — An holding order. 
 
 Question 228a. — When should a Form J order be used? 
 
 Answer. — Only to hold trains until orders can be de- 
 livered or in cases of emergency. 
 
 Question 229. — May a train proceed after having been 
 held by a Form J order if it receives an order reading: 
 " may go," and yet the signal remains at "Stop?" 
 
 Answer. — No. The order permitting it to go merely 
 
312 RULES FOR MOVEMENT OF TRAINS 
 
 clears the train on the "Hold" order, not, however, clear- 
 ing it on the stop signal; therefore, without first receiv- 
 ing a clearance card, in addition to the "may go" order, 
 it cannot proceed while the signal remains at stop. In 
 accordance with Rule 221, a clearance card is positively 
 necessary. 
 
 FORM K. 
 
 Question 230. — How would the rights of train No. 1 
 be affected, if under Form K an order were issued read- 
 ing: "No. 1 of Feb. 29th is omitted A — to Z — ?" 
 
 Answer. — It would lose all rights between the points 
 designated. 
 
 Question 231. — When a train is annulled to a given 
 point, are its rights beyond that point affected by the 
 annulling order? 
 
 Answer. — No. 
 
 Question 232. — May a train thus annulled between 
 given points be restored by special order? 
 
 Answer. — No. 
 
 Question 233. — Suppose an order were held by a con- 
 ductor reading to meet No. 1 at Hinsdale and later he 
 received an order to the effect that No. 1 had been an- 
 nulled, how should he proceed? 
 
 Answer. — The order reading to meet No. 1 should be 
 considered void according to Rule 220. 
 
 Question 234. — How would the rights of No. 1 be 
 affected by an order reading: "Second No. 1 of Feb. 
 29th is annulled E to G?" 
 
 Answer. — It would have no rights or schedule between 
 the points designated. (See examples given in Standard 
 Code under Form K.) 
 
STATION AND TRAIN WORK 313 
 
 FORM L. 
 
 Question 235. — How should an order read which is to 
 annul an order previously issued? 
 
 Answer. — "Order No. is annulled." 
 
 Question 236. — Should it be numbered, transmitted 
 and signed for the same as other orders? 
 
 Answer. — Yes. 
 
 Question 237. — When an order has been annulled or 
 superseded, may it be restored under its original number? 
 
 Answer. — No. 
 
 FORM M. 
 
 Question 238. — May a part of an order be annulled 
 when it provided for two or more movements, and if so, 
 how? 
 
 Answer. — It may. By an order reading: "That part 
 of order No. reading is annulled." 
 
 Question 239. — Would a form M order so issued af- 
 fect either of the other movements not so annulled? 
 
 Answer. — No. 
 
 FORM P. 
 
 Question 240. — When it is necessary to supersede an 
 order or a part thereof, how should it be done ? 
 
 Answer. — By adding to the prescribed forms the 
 words, "instead of ." 
 
 Question 241. — May an order when once superseded 
 be again issued under its original number? 
 
 Answer. — No. 
 
RULINGS OF THE AMERICAN RAILWAY 
 ASSOCIATION. 
 
 Question. — Who fills out the "Train Number" on bot- 
 tom of 31 orders? 
 
 Answer. — It is the opinion of the committee on Train 
 Rules that the conductor, when he signs the order, should 
 indicate the train he is running in the space provided for 
 the purpose. 
 
 Question. — At the last change of time, on one of our 
 divisions, the time-table went into effect at 12:30 a. m., 
 Sunday, Sept. 25th. On the old card train No. 1 left 
 "A" at 6:30 p. m., arriving at "B" — the end of the run — • 
 at 10:00 p. m. On the new card this train (No. 1) was 
 scheduled to leave "A" at 6:20 p. m., and run through 
 to "D," leaving "W at 9:50 p. m., and arriving at "D" 
 at 1 1 :40 p. m. No. 1 was daily except Sunday, on both 
 cards. The question is, would No. 1, leaving "A" Satur- 
 day, the 24th, have a right to proceed north of "B" after 
 12:30 a. m. of the 25th? 
 
 Answer. — In answer to the question: "Would No. 1, 
 leaving 'A' Saturday, the 24th, have a right to proceed 
 north of 'W after 12:30 a. m. of the 25th ?" It is the 
 opinion of the committee that it would not. 
 
 Question. — Under the Standard Code of Train Rules, 
 can a light engine running as first section of regular train 
 No. 2 (a mixed train) be given an order by the dis- 
 patcher to run ahead of time? 
 
 Answer. — The Standard Code does not provide for the 
 running of a regular train ahead of time. In the opinion 
 of the committee, the practice should not j)e permitted. 
 
 314 
 
STATION AND TRAIN WORK 315 
 
 RIGHTS OF TRAINS IN YARD LIMITS. 
 
 Where yard limits are defined by yard limit boards, 
 does it authorize yard engine, or in fact any train within 
 those limits, to occupy main line on the time of same or 
 superior class trains without protection ? For example : 
 Extra arrives at station where yard limits are defined by 
 yard limit boards. Can it proceed with its work in yard 
 limits without protection on the time of regular trains ? 
 
 Answer. — No. 
 
 Ruling Sept. 24, 1900. 
 
 YARD ENGINES. 
 
 Is it supposed to be understood that yard engines will 
 conceal their headlights when they are working on tracks 
 in yards adjacent to the main track? I do not find where 
 this question has been discussed and will thank you for 
 any information you can give me on the subject. We 
 have discussed the question several times at our local 
 meetings, but are undecided whether headlights of switch 
 engines in yards should be concealed or not. 
 
 Answer. — Yard engines under the rules are not re- 
 quired to conceal the headlights in yards. 
 
 Ruling Sept. 24, 1900. 
 
 RULE 82. 
 
 Under Rule 82. A train scheduled to arrive at B at, 
 say 10:00 a. m., leaves B at 10:30 a. m. and to arrive at 
 Cat 11:00 a. m., fails to reach B before 10:00 p. m. and 
 flags itself to B. Has it a right under the rules to pro- 
 
316 RULES FOR MOVEMENT OF TRAINS 
 
 ceed to C provided it can leave B before 10 130 p. m. and 
 arrive at C at or before 1 1 :oo p. m. ? 
 
 Answer. — No; unless authorized by train order. 
 
 Ruling Sept. 24, 1900. 
 
 REGULAR TRAINS PASSING. 
 
 Say a local freight, No. 1, was scheduled at B to ar- 
 rive at say 9 :oo o'clock and leave at 9 130. A through 
 freight, No. 3, of the same class and running in the same 
 direction, scheduled to pass B at 10 :oo o'clock. If No. 3 
 fkids No. 1 at B at 10:00 o'clock, or at any time there- 
 after, and not ready to leave, can No. 3 run ahead of 
 No. 1 without train orders ? 
 
 Answer. — No; unless No. 1 is disabled. 
 
 Ruling Sept., 1900. 
 
 EXTRA TRAINS PASSING. 
 
 When an extra overtakes another extra, has it a right 
 to pass the first extra without orders ? 
 
 Answer. — One extra has no right to run around an- 
 other extra moving in the same direction without special 
 orders. 
 
 Ruling Sept., 1900. 
 
 RULE 17 (NEW RULE 3). 
 
 We have seven branches on which one or more of the 
 crews start in the morning from the end of the road, 
 come to the junction point with the main line and return 
 to the end of the road in the afternoon. It is our inten- 
 tion to have standard clocks at junction points, and I 
 
STATION AND TRAIN WORK 317 
 
 would be pleased to know if we would be conforming to 
 the rule by having the men regulate their watches when 
 they arrive at the junction point, or whether we should 
 have a standard clock at t&e end of each of these branches. 
 
 Answer. — The committee decides that it would be en- 
 tirely in conformity with the spirit of the rule to put 
 standard clocks at the junction points, covering the same 
 by special instruction.. 
 
 Ruling March 19, 1902. 
 
 19 ORDER. 
 
 Can a 19 form of train order be used in moving trains 
 whose rights might thereby be restricted? It is not con- 
 sidered good practice to use this form of order, will you 
 kindly advise the purpose of showing "X" response on 
 the Standard train order blank for this form of order? 
 Heretofore, our company has not used a 19 order for a 
 train whose rights would be restricted thereby. 
 
 Answer. — Yes; but the restriction of the use of the 
 19 order by any road so desiring, is permissible under the 
 standard code. 
 
 RULE 210 AS TO OK. 
 
 Under Rule 210, should train dispatcher acknowledge 
 repetition of a train order by the operator by giving OK? 
 
 Answer. — In reply to this question, the committee is of 
 the opinion that while there is no objection to the use of 
 the OK as suggested, the rules do not require it. It was 
 considered by the committee not to be necessary for the 
 safety of operation, and was, therefore, omitted. 
 
 Ruling 1902. 
 
318 RULES FOR MOVEMENT OF TRAINS 
 
 31 ORDER. 
 
 Order No. 50, sent June 30th, at 10:15 p. m., for en- 
 gine 15 to run extra A to Z OK given at 10:20 p. m. I 
 will ask if this order given June 30th and OK at 10:20 
 p. m. signed and made complete July 1st 12:15 a - m -> was 
 sufficient orders for the train to move? Or, in other 
 words, does the fact that this order was placed on June 
 30th and OK'd on that date and not signed for three 
 hours, which put it in another month (July) and com- 
 plete given at 12:15 a. m., made it of no value? 
 
 Answer. — A train order is in effect when it has been 
 repeated or "X" response sent as provided in Rule 214. 
 Train orders once in effect continue so until fulfilled, 
 superseded or annulled as per Rule 220. 
 
 RULE 3. 
 
 1. The schedule leaving time of train 800 at Dover, a 
 terminal station, is 1 :io p. m. The schedule arriving 
 time of train 801 at Dover is 1 :io p. m. Is Dover a regu- 
 lar meeting or passing point for those two trains, and is 
 it to be indicated on the time-table in full faced type? 
 Trains 800 and 801 are first-class trains, No. 800 being 
 the train of superior right. 
 
 2. The schedule leaving time of train 800 being 1:11 
 p. m. and the schedule arriving time of train 801 being 
 1 :io p. m., is Dover still to be regarded as a regular meet- 
 ing or passing point and full-faced type used? If the 
 response to the second query be "yes/' then what differ- 
 ence in the leaving and arriving times will warrant us in 
 regarding D'over as no longer the regular meeting or 
 passing point? 
 
STATION AND TRAIN WORK 
 
 319 
 
 Answer. — In response to the first question, the com- 
 mittee's answer is '/yes/' and to the second question, 
 "no." 
 
 NEW TIME TABLE. 
 
 "A" contends that under Standard Rule 4 (b) a train 
 on the old time table due at a division terminal prior to 
 the new time table takes effect and failing to make such 
 division terminal by the time new card becomes effective 
 loses its right and class, and cannot assume the rights of 
 corresponding number on new time table. 
 
 "B" contends that its time at division terminal has no 
 bearing on the rule, and that such train can assume the 
 rights and time of corresponding number on new card. 
 
 A ruling on the above will be appreciated. 
 
 Answer. — Under Rule 4 (b) the train in question 
 would retain its train orders and take the schedule of the 
 train of the same number on the new time table. 
 
 NEW TIME-TABLE. 
 
 No. 1 runs daily, except Sunday, on both the old and 
 the new time-table. The new card takes effect 12:01 
 a. m. Sunday. No. 1 leaves A 7 :oo a. m., arrives at ter- 
 minal F 7:00 p. m. At 12 o'clock Saturday night No. 1 
 is at D, has No. 1 any right to complete their schedule on 
 Sunday — they not being represented to run until Monday 
 — or is it your opinion train should be given orders to 
 proceed as an extra ? 
 
 Answer. — Yes. Rule 4-B authorizes a train to retain 
 its train orders, and take the schedule of the train of the 
 same number on the new time-table. Rule 82 permits 
 No. 1 to be on the road until it is twelve hours behind its 
 schedule time. 
 
 Ruling March 19, 1902. 
 
320 RULES FOR MOVEMENT OF TRAINS 
 
 NEW TIME-TABLE. 
 
 Train No. I, under the old time table, leaves B at 10:00 
 a. m. The new time table takes effect at 10:00 a. m., 
 June 1st. On the new time table No. i leaves B at 9:00 
 a. m. and C at 10 :oo a. m. Does the new time table pro- 
 vide for No. 1 between B and C on June 1st, or is the 
 train annulled? If annulled, is it annulled only between 
 B and C or is it annulled from B to the end of the divi- 
 sion? If not annulled, should No. 1 consider itself one 
 hour late and govern itself accordingly? 
 
 Answer. — In reply to this question, the committee 
 would say that, should an instance occur as stated, the 
 plain duty of the superintendent is to conform to Rule 2, 
 and issue special instructions to provide for such a con- 
 tingency, as it can only affect the train for one day. 
 
 RULE 4-B. 
 
 I am not satisfied with the American Railway Associa- 
 tion time table Rule 4-B ; at least, I have some misgivings 
 as to whether it reads the way it should in order to con- 
 vey the meaning that I believe it is intended of the com- 
 mittee to convey. The first instance completely elimi- 
 nates the preceding time table. The next sentence states 
 that "a train of the preceding time table (which has been 
 Suspended as per the first sentence) shall retain its 
 train orders/' etc. I am preparing a new book of train 
 rules, and I wish to submit to the committee my substi- 
 tute for their Rule 4-B, and expect to change standard 
 
STATION AND TRAIN WORK 321 
 
 Rule 4-B to read as below, unless the committee can give 
 me some good reason why my wording of the rule is not 
 better, or at least as good, as the committee's Rule 4-B. 
 In my opinion, my substitute covers the ground more 
 fully. Our suggestion is that this rule should read as 
 follows: "Each time table from the moment it takes 
 effect, supersedes the preceding time table ; but each train 
 on the new time table shall retain the train orders and 
 take the schedule of the train of the same number on the 
 old time table. A train running in accordance with the 
 schedule of the new time table which had not the same 
 number on the preceding time table shall not run on any 
 division until it is due to start from its initial point on 
 that division after the time table takes effect." 
 
 Answer. — It is undesirable to change Rule 4-B in the 
 Standard Code, since the language clearly defines the 
 action necessary. 
 
 Ruling March 19, 1902. 
 
 RULE 14 (K). 
 
 To call the attention of trains of the same or inferior 
 class to signals displayed for a following section. 
 
 Engine steam whistle 14 (k) is to call the attention of 
 the same or inferior class (only) to signals displayed for 
 a following section. 
 
 If, therefore, No. 23, a second class train, which is dis- 
 playing signals for a following section, receives an order 
 as per Train Order Form A, in which order no particular 
 sections of No. 23 are specified, and, therefore, as per 
 rule 218, all sections are included, to meet No. 4, a first- 
 class train, at B, No. 23 is not required, as No. 4 is a 
 
322 RULES FOR MOVEMENT OF TRAINS 
 
 train of superior class, to give whistle signal 14 (K) to 
 it at B. 
 
 Is it not as important in such a case that whistle signal 
 14 (k) be given to a train of superior class as to a train 
 of the same or inferior class ? 
 
 Answer. — Whistle signal 14 (k) is merely an auxiliary 
 requirement, and the identity of trains is not dependent 
 thereon ; therefore it is non-essential, and might be dis- 
 pensed with altogether without jeopardizing safety of 
 operation. 
 
 In the opinion of the committee it would be objection- 
 able to extend its application to superior trains for the 
 reason that the great increase of whistling that would 
 result therefrom would be seriously annoying to passen- 
 gers, particularly at night. 
 
 In framing Rule 14 (k) the committee relied upon the 
 provisions of Rule 218, which, in the case referred to, 
 would require the conductor of No. 4 to find out and meet 
 all the sections of No. 23. 
 
 RULE 206. 
 
 When there are two or more engines coupled to an 
 extra tr^in, which engine number should be used to desig- 
 nate the extra train under Rule 206? Rule 22 prescribes 
 that the leading engine shall display the green or white 
 signals, but the question is whether the number of the 
 leading engine should be used to designate the extra 
 train. 
 
 Answer. — The recommendation of the committee is 
 that the number of the leading engine should be used. 
 
 Ruling Sept. 24, 1900. 
 
STATION AND TRAIN WORK 323 
 
 ARRIVING TIME. 
 
 Referring to Rule 92, second clause. A train must not 
 leave a station in advance of its schedule leaving time. 
 In consideration of this rule by the Committee on Train 
 Rules, kindly advise if it was understood that a train 
 would have the right to go to a station in advance of 
 schedule leaving time or in advance of time shown in 
 time table when it was understood that such time was 
 leaving time. Under this rule it is possible for a freight 
 train to leave a station on time at schedule leaving time 
 and reach the next station in advance of schedule leaving 
 time. Some of our division superintendents want to 
 make the rule that where only one time is shown at a 
 station that it should be both arriving and leaving time, 
 in order to prevent train from coming to station ahead 
 of schedule leaving time. 
 
 Answer. — Unless the arriving time is shown there is 
 nothing in the Standard Code to restrict a train from 
 arriving at a station ahead of its leaving time. 
 
 Ruling Sept. 24, 1900. 
 
 CLEARANCE CARD. 
 
 It is suggested that the Standard Code clearance card 
 be changed so as to show the numbers of train orders 
 delivered to the trains receiving the card. So that if any 
 question should arise as to whether or not an order, pos- 
 sibly an 19 order which was not signed for, was deliv- 
 ered, the clearance can be produced as an actual record 
 of the delivery or non-delivery. 
 
324 RULES FOR MOVEMENT OF TRAINS 
 
 Answer. — The clearance card as printed in the Stan- 
 dard Code, gives all the information necessary. The re- 
 quirement of further information might lead to error on 
 the part of the operator. 
 
 i 
 
 PILOT. 
 
 The responsibilities of a pilot are the same as the re- 
 sponsibilities of the engineman or conductor, or both, 
 whom he pilots. 
 
 DIRECTION. 
 
 The American Railway Association recommends that 
 odd numbers shall be given west and southbound trains, 
 and even numbers to east and northbound trains. 
 
 COLOR. 
 
 Recommend that no cross-arm or telegraph poles be 
 painted red or green. 
 
 BLUE SIGNAL. 
 
 A question has been asked in regard to Rule 38 (pres- 
 ent Rule 26), as to whether or not it is intended to cover 
 the case where a fireman or some one else is underneath 
 an engine, cleaning out the ashpan, etc. 
 
 Answer. — The committee would state that the rule is 
 only intended to protect car inspectors at work under or 
 about the car or train, and, while admitting the force of 
 the suggestion to protect the fireman or other persons 
 under the engine cleaning out the ashpan, etc., the com- 
 mittee finds so many other cases where it is dangerous 
 
STATION AND TRAIN WORK 325 
 
 to move the car or train that it will be impossible to 
 modify the rule to cover all the cases, and thinks it is a 
 proper matter for each superintendent to formulate 
 special rules to cover the particular exigencies on his 
 division. 
 
 SWITCH LIGHTS. 
 
 A letter was submitted in regard to the proper color to 
 be used for switch lights. It is the unanimous opinion of 
 the committee that red and white are the proper colors, 
 but it has purposely omitted any mention of the same in 
 the Rules, believing that the signification of the colors 
 determines same, there being no question about the use 
 of red for open switches. If white is used, it means that 
 there is no restriction as to speed unless otherwise or- 
 dered. If green is used, it means that caution is to be 
 used, and it is a signal to go slow. 
 
 FORM A. 
 
 Assuming that a road is working under Standard Rule 
 for single track, and is double track between A and B, 
 single track between B and Q and double track between 
 C and D. 
 
 In case order is issued: "Engine i will run extra A 
 to D and meet No. 2 at C." Will it be necessary for 
 extra 1 to wait at C until No. 2 arrives, in the absence of 
 any orders regarding No. 2 using the track which 
 extra 1 would use under time table rules C to D, both 
 B and C being register points, so that No. 2 would know 
 that extra 1 had arrived at C ? 
 
 Answer. — In answering, attention is called to the fact 
 that the inquiry is based on the use of a wrong form of 
 
326 RULES FOR MOVEMENT OF TRAINS 
 
 order, and therefore is not one which the committee can 
 rule on. An order as per Form C should have been used, 
 reading : "Extra I has right over No. 2 B to Q" 
 Ruling Sept. n, 1901. 
 
 FORM A AND C. 
 
 I would be pleased to have a ruling as to the proper 
 interpretation of the following train orders : At A extra 
 375 receives order No. 50 to meet No. 25 at B. Upon 
 arrival of extra 375, at B, conductor was proffered order 
 No, 51, giving him right over No. 25 to C. Conductor 
 refused to accept order No. 51 until order No. 50 had 
 been annulled. The dispatcher proceeded to annul order 
 No. 50, completing order No. 51, then extra 375 pro- 
 ceeded towards C. Previous to annulment of order No. 
 50 to extra 375 at B, No. 25 had received and accepted 
 both orders, Nos. 50 and 51, at B, and had departed. 
 Having in their possession tw r o orders, neither of which 
 had been annulled to them, and with no intervening tele- 
 graph station between D and C, upon their arrival at C 
 they proceeded towards B and met extra 375 on main 
 line. The mistake of the dispatcher is unquestioned. 
 What I desire to have your ruling on is as to the manner 
 in which No. 25, with two orders, should have observed 
 them. In other words, should No. 25 have attempted to 
 pass C before the arrival of extra 375, and if so, in what 
 manner? 
 
 Answer. — In the opinion of the committee No. 25 
 should not have passed C before the arrival of extra 375. 
 
 Ruling Sept. 21, 1904. 
 
STATION AND TRAIN WORK 327 
 
 FORM B. 
 
 The question has been asked me whether train ordei 
 Form B (3) gives the first-named train the right to run 
 on time of the second-named train, and if so, under what 
 regulations ? 
 
 Answer. — Yes ; under the restrictions as given in the 
 last paragraph of Form E. 
 
 Ruling Sept. 24, 1900. 
 
 FORM C. 
 
 There has recently been considerable discussion among 
 transportation men in this locality embracing several of 
 the larger railroads, in regard to Form C, and by a num- 
 ber it is stated that this rule is not clearly understood, 
 although embodied generally in all Books of Rules. 
 
 We think we understand all but the last paragraph, 
 wherein it specifies, that if the second named train, "be- 
 fore meeting," reaches a point within or beyond the 
 limits named in the order, the conductor must stop the 
 other train. where it is met and inform it of his arrival. 
 
 We do not see how the second train can get beyond the 
 limits without a second order making a meeting point or 
 in some similar manner advising the first named train of 
 the identity of the second train. If so, this necessity for 
 stopping and advising what train it is appears to us to be 
 superfluous. 
 
 The special point in this paragraph is the words "before 
 meeting," which causes difference of opinion. 
 
 Answer. — Form C was formulated for the purpose of 
 reversing the superiority of trains, the inferior train be= 
 coming superior within the limits named in the order. 
 
328 RULES FOR MOVEMENT OF TRAINS 
 
 The intention is that the second named train may con- 
 tinue until it meets the first named train, clearing it 
 properly within the limits named in the order. 
 
 Ruling March n, 1903. 
 
 The paragraph to which reference is made is intended 
 to insure the identification by the first named train of 
 the second named train wherever they may meet, so that 
 the first named train may continue beyond the limit 
 named in the order. 
 
 SUPERSEDING AN ORDER. 
 
 What is the general practice where rights are extended 
 as well as shortened ? For example, Order No. 1 : 
 No. 1 has right over No. 2 A to D. Order No. 2 : No. 1 
 has right over No. 2 to G, would you say No. 1 has the 
 right over No. 2 to G instead of D? 
 
 Answer. — The examples here given are not in accord 
 with the Standard Code practice. The question may be 
 answered by simply quoting from the Standard Code the 
 forms therein provided, and which should be used : 
 
 Form C, Order No. 1 : No. 1 has right over No. 2 
 A to D. Form P, Order No. 2: No. 1 has right over 
 No. 2 A to G instead of D. 
 
 Ruling Sept. 21, 1904. 
 
 MEETING POINT. 
 
 We have recently had a bad accident that occurred 
 through an engine man overlooking his meeting orders 
 and inability of the conductor to stop the train. * * * 
 Feeling the necessity for a rule requiring communica- 
 tions between conductors and engine men of passenger 
 
STATION AND TRAIN WORK 329 
 
 trains, I have prescribed the following for use on our 
 lines, * * * and I would bring to the attention of 
 the Association the necessity of incorporating some such 
 signal in the Code Rules: "Conductors of passenger 
 trains when approaching meeting points, whether by 
 schedule or train order, must in all cases give two long 
 and one short blast of the air whistle, as notice to the 
 engine man that the train is approaching a meeting point, 
 and the engine man must promptly acknowledge his 
 understanding of the same as provided in Rule 14-G. 
 
 Answer. — Rule supplementary to the Code may be 
 formulated by railways upon which the conditions of the 
 service are not fully met by the Code Rules, when such 
 supplementary rules are in accordance with the principles 
 of the Code. The committee does not deem it wise to 
 incorporate in the Code rules which are of special appli- 
 cation to the requirements of particular railways, and 
 objectionable for use on other railways, upon which it 
 may be advisable and proper to provide for conditions in 
 a different manner. 
 
 Ruling March 19, 1902. 
 
 FORM E. 
 
 No. 1 is instructed to run 10 minutes late New York to 
 Rochester ; they pass Syracuse 10 minutes late, which is 
 the last station they are timed at east of Rochester, 
 which is the leaving time, and, consequently, there is no 
 time for them to arrive 10 minutes late by. Their run- 
 ning time from Syracuse is slow enough to enable them 
 to make up this 10 minutes and be ready to leave Roch- 
 ester on time, or within one or two minutes of it, and as 
 their order expired as soon as they arrived at Rochester, 
 
330 RULES FOR MOVEMENT OF TRAINS 
 
 what prevents them from leaving Syracuse 10 minutes 
 late and arriving at Rochester at their leaving time, they 
 have no arriving time and its being generally understood 
 that train is due to reach next station (if no arriving is 
 given) as soon as they can get there after leaving the last 
 station as ordered or required by schedule. 
 
 Answer. — No. i with an order to run 10 minutes late 
 New York to Rochester, should leave all intermediate 
 stations 10 minutes late, and arrive at Rochester (as no 
 arriving time is shown there) as much ahead of its leav- 
 ing time as it would be permitted to do when running 
 without an order, that is to say, the only difference this 
 order makes is that the figures on the time table are 
 changed 10. minutes later between the points specified in 
 the order, and, as there is only one time given at Roch- 
 ester, which is the leaving time, the order practically ex- 
 pired when the train left Syracube. 
 
 , FORM E. 
 
 Under example I, Form E, special East leaves Omaha 
 with an order that No. I will run 30 minutes late New 
 York to Chicago. Will this give the special until 3 125 to 
 reach Chicago, or must they reach there at 2:55? If 
 they must reach there by 2:55 of course they are not 
 aided any against No. 1 by the order, as they have a right 
 to go there at 2:55, 3 o'clock being the leaving time of 
 No. 1. It is argued that No. i's order has expired on her 
 arrival at Chicago 30 minutes late, at 3 o'clock, and has 
 nothing to do with her leaving at 3 K or 3 :o%, provided 
 her work is done, or she has none to do, and of course, in 
 this event the special would not be helped any by the 
 
STATION AND TRAIN WORK 331 
 
 order. A great many conductors have said they would 
 run against No. i until 3 125 to make Chicago. 
 
 Answer. — Inasmuch as the order delivered to the 
 special at Omaha did not control the movement of No. 1 
 west of Chicago, the order could not have been used by 
 the special until after its arrival at Chicago. It was 
 therefore an improper order to issue to move the special 
 from Omaha to Chicago. If it was the purpose to move 
 the special to Chicago against No. 1 the order prescribed 
 in No. 2 (now No. 3), Form E, should have been used. 
 In the opinion of the committee the issuing of this order 
 as stated, gave rise to the difficulty which the gentleman 
 mentions. 
 
 FORM E. 
 
 The question has been raised whether, under "Form 
 E, Example 2," of the rule governing forms of train 
 orders, a train can properly be held at more than one 
 point in one order for the same opposing train. 
 
 For instance : No. 1 will wait at A until 2 140 p. m. for 
 No. 2, and will wait at B until 3 :oi p. m. for No. 2. 
 
 Form E does not specifically authorize such an order. 
 
 Answer. — The reply of the committee is that under the 
 Revised Code, Form E, Example 3, a train can properly 
 be held at more than one point in one order for the same 
 opposing train. 
 
 Ruling Sept. 24, 1900. 
 
 FORM F. 
 
 Please refer to Form F, Standard Code, which reads 
 as follows: Engines 70, 85 and 90 will run as 1st, 2d and 
 3d No. 1, London to Dover. 
 
332 RULES FOR MOVEMENT OF TRAINS 
 
 In the event that it is desired to cut out the second 
 section of No. I at Chatham, would it be necessary under 
 the rule to give notice of such change to Engine 70, rep- 
 resenting first section of that schedule? 
 
 The above proposition has brought out considerable 
 discussion among our local people here, and I am desirous 
 of having the Committee on Train Rules pass upon the 
 question. 
 
 Answer. — When this form of the order is used the first 
 section should have a copy of the order annulling the 
 second section. 
 
 Ruling Sept. 24, 1900. 
 
 FORM G. 
 
 Will you kindly say if special trains should carry a 
 white signal? There is a wide difference of opinion on 
 the subject, and I respectfully refer the mattejr to you. 
 
 Answer. — A train running under example 1, Form G, 
 would carry the white classification signals, because it is 
 a train not represented on the time table, and is therefore 
 an extra train. A train running under example 2 (this is 
 the form used for running a train on a schedule and mak- 
 ing it a supplement to the time table; it is no longer a 
 Standard Code example), Form G, would not carry the 
 white classification signals, because the order expressly 
 states that its schedule is a supplement to the current 
 time table, and therefore makes it a regular train. 
 
 Ruling Sept. 24, 1900. 
 
 FORM G. 
 
 I beg to submit to the Committee on Train Rules the 
 following inquiry, in regard to Form G, Extra Trains, 
 under example (1) : Engine 99 will run extra, Berber 
 to Gaza. 
 
STATION AND TRAIN WORK 333 
 
 Supposing Gaza to be a way station, to which point 
 within the somewhat indefinite limits of Gaza, does the 
 order give the extra the right to run? 
 
 A definite ruling on this point seems important, espe- 
 cially when we consider that it is perfectly competent for 
 the train dispatcher to give an extra running in the oppo- 
 site direction a similar order from some other point to 
 Gaza, and that, so far as the rules provide, neither extra 
 would have any information as to the destination or ex- 
 istence of the other. 
 
 Answer. — Presuming that Gaza is an intermediate sta- 
 tion on a division, the order gives the extra the right to 
 run to the entrance switch of the siding and clear the 
 main track. 
 
 Ruling Sept. 24, 1900. 
 
 FORM H. 
 
 Under Form H, paragraph f, is a work train author- 
 ized to flag against all regular trains? (The Form H, 
 paragraph d, of the new rules.) 
 
 Answer. — The form does not permit a work train to 
 occupy the main line until the arrival of regular trains, 
 but it does permit a work train to occupy the main track 
 until the arrival of an extra from either direction by 
 properly protecting itself. 
 
 ANNULLING A SECTION. 
 
 After a section of a train has been run over one por- 
 tion of a road, and that annulment of the section issued, 
 would it be competent to run the same section of the same 
 train over a different portion of the road? That is, if 
 three sections of No. 23 are started out from A and at 
 
334 RULES FOR MOVEMENT OF TRAINS 
 
 C the order is issued 3d 23 is annulled from C, could 
 there be a 3d No. 23 run from D to E? An intermediate 
 section can be annulled and following section take that 
 section's number from where the change is made, but in 
 that case the conductor or engine number is mentioned 
 as being annulled as 3d section. 
 
 Answer. — Assuming the points named are all in the 
 same dispatching division, the answer is No. Under the 
 last paragraph of Form K, which reads, "When a train 
 has been annulled it must not be again restored under its 
 original number by special order." 
 
 I am in receipt of the report of the Committee on Train 
 Rules of the American Railway Association, New York, 
 October 6th. I find an inquiry submitted in regard to 
 annulling a section of a train to which the committee re- 
 plied, "No." While I admit that the inquiry was> prob- 
 ably not put as it should have been, I do think that the 
 committee should have made itself plain, as that ruling is 
 going to confuse almost all roads which are endeavoring 
 to follow out the ruling of the Train Rule Committee. I 
 would like to ask, for instance, if Engine 214 was 3d No. 
 23, and from some cause was disabled at B, what is to hin- 
 der the dispatcher from annulling Engine 14 as 3d No. 23 
 at B, and when he gets a relief engine, 216, to that point, 
 giving it an order to run as 3d No. 23 from B to the 
 point to which signals are carried by the leading section? 
 Of course the committee had in mind that if 3d No. 23 
 was annulled from B the train could not be represented, 
 but as long as the signals were carried beyond that point 
 and intermediate train not notified, I would like to ask, as 
 information, why 3d No. 23 could not be represented by 
 another engine? 
 
STATION AND TRAIN WORK 335 
 
 Answer. — There is nothing to hinder the dispatcher 
 from annulling 3d No. 23, but the change of an engine 
 does not necessarily involve such annulment. 
 
 DOES NOT SUPERSEDE. 
 
 Suppose an order is issued to No. 1 at A and No. 2 
 at C, reading : "No. 1 will wait at B until 5 :oo p. m. for 
 No. 2." No. 1 being the superior train. Subsequently 
 an order is issued to No. 1 at B and No. 2 at C, reading : 
 "No. 1 and No. 2 will meet at C." Does the latter order 
 cancel the previous time order? 
 
 Answer. — The committee refers to the first paragraph 
 of Rule 473. (Now Rule 220.) "Train orders once in 
 effect continue so until fulfilled, superseded or annulled." 
 Therefore, if the train order had not expired at B, then 
 that order must be annulled before the meeting order 
 would be effective. Under the conditions named the sec- 
 ond order should preferably read, "Order No. — is an- 
 nulled. No. 1 and No. 2 will meet at C." 
 
 RULE 210. 
 
 An operator repeating a train order to the dispatcher, 
 which was sent by him, and, while repeating it the con- 
 ductor and engineman both sign the order, and after the 
 order is repeated and without stopping to receive "O. K." 
 from dispatcher, the operator sends in signature of con- 
 ductor and engineman. Is such an action in accordance 
 with the ruling of your committee or should the operator 
 stop, after repeating the order, and wait for O. K. from 
 dispatcher before sending the signatures of the conduc- 
 tor and engineman? If there is no objection to the opera- 
 
336 RULES FOR MOVEMENT OF TRAINS 
 
 tor repeating the signatures-, should the dispatcher give 
 "O. K. and complete'' at the same time? The point 1 I 
 wish to make clear is whether or not the blank on the 
 bottom of standard "31" order, reading, "Time received/' 
 "O. K./' "given at" should be filled in each case. 
 
 Answer. — The committee ruled that the conditions 
 mentioned in the letter are plainly in violation of Rule 
 459 (this rule has been modified and is now rule 210), 
 and the operator should wait for the O. K. from dis- 
 patcher before sending the signatures of conductor and 
 engineman. 
 
 WORK TRAIN. 
 
 "No. 40 and work extra 237 will meet at Rome." At 8 
 p. m. on the expiration of the work limits, work extra 
 has not reached Rome. How are both trains to be gov- 
 erned after this hour ? 
 
 Answer. — No. 40 could not pass Rome without orders, 
 and if work extra 237 had orders to work only to 8 p. m., 
 it has no right to the track after that hour. Under the 
 circumstances, the Form E should have been used. 
 
 REVERSE MOVEMENT. 
 
 In running a train over opposite track it is necessary 
 or customary to state the cause, as "northbound track ob- 
 structed," etc., or simply give 19 order to trains to use 
 that track, and when they receive orders to use the oppo- 
 site track do they understand that they are governed by 
 single track rules? That is, they are superior to trains 
 which, under the time table rules, they would be superior 
 to on single track and inferior to trains which they 
 
STATION AND TRAIN WORK 337 
 
 would be inferior to under single track rules while run- 
 ning on that track? 
 
 Answer. — The committee does not consider it neces- 
 sary to state the cause. 
 
 Ruling Sept. n, 1901. 
 
 SIZE OF BLANK. 
 
 Is there any objection to using form of train order 
 book size 7^ x io^4 inches beyond perforated line at top, 
 and J 1 /* xn^ inches over all? 
 
 Answer. — The committee believes that the form rec- 
 ommended in the Standard Code is best suited for the 
 use of railroads generally. Larger blanks are permissi- 
 ble, but in the opinion of the committee, are undesirable. 
 
 RULE 92. 
 
 It has been suggested to me that Rule 92, of the Code, 
 is incomplete without the addition of an explanatory 
 cause, such as follows : "Under this rule it will be under- 
 stood that where the inferior train is shown to arrive on 
 the leaving time of the superior train, or where a train 
 is shown to arrive on the leaving time of a train of the 
 same class, the inferior train has the right to arrive five 
 minutes before the time shown." 
 
 I should be glad to have the benefit of the expression 
 of the opinion of the Committee on Train Rules on this 
 matter. 
 
 Answer. — Where the arriving time of a train is the 
 same as the leaving time of an opposing superior train, 
 the inferior train has not the right to arrive before the 
 
338 RULES FOR MOVEMENT OF TRAINS 
 
 arriving time shown. (See Rule 92.) The arriving 
 time, when shown, should provide for the clearance re- 
 quired by the rules. 
 
 Ruling March 11, 1903. 
 
 RULE 18. 
 
 Our suggestion is that Rule 18 should read as follows : 
 "Yard engines will display a reflecting light to the front 
 and rear by night. When not provided with a reflecting 
 light at the rear, two white lights must be displayed. 
 Yard engines will not display markers. " We think this 
 suggestion is better than to say, "Display a head-light to 
 the rear." At least, this is the way we propose to publish 
 it in our new book of rules. 
 
 Answer. — The term "head-light" as used in Rule 18 is 
 simply employed in its technical sense and is intended to 
 describe a pattern of lamps, and not the special direction 
 in which the light may be displayed. 
 
 Ruling March 19, 1902. 
 
 FORM E. 
 
 No. 2 is due at A N i p. m., C 1:15 p. m., D 1 130 p. m. 
 No. 2 is given an order to run 30 min. late A to D. 
 Can No. 2 arrive at C or D ahead of this time? 
 
 Answer. — The train receiving this order will run with 
 respect to this latter time, as before required to run with 
 respect to the regular schedule. 
 
 Ruling March 19, 1902. 
 
 The interpretation of the definition of "yard" as set 
 forth in the standard rules, and the matter of proper 
 regulations concerning movements within defined yard 
 
STATION AND TRAIN WORK 339 
 
 limits are questions now being fiercely discussed and 
 agitated on railroad lines of this vicinity. 
 
 It is contended that the definition of "yard" provides, 
 broadly speaking, that the Time-Table, Rules Governing 
 Movement of Trains and Rules for Movement by Train 
 Orders have no jurisdiction or authority in yards. In 
 other words, a yard is a fenced-up baseball park, and 
 all movements made within the same by trains, yard en- 
 gines, light engines, etc., shall be made subject to the 
 regulations governing this particular yard, and that the 
 Time-Table, Rules Governing Movement of Trains, and 
 Rules for Movement of Trains by Train Orders shall 
 absolutely cease the instant a train arrives at the "base- 
 ball park" fence — or rather, the "main line" ceases at 
 this point. 
 
 On the other hand, it is contended that the Time- 
 Table, Rules for Movement of Trains, and Rules for 
 Movement by Train Order govern in yards as well as 
 at other stations, except to the extent that they might 
 be modified, restricted, superseded or annulled by spe- 
 cial instructions relating— to all or individual yards. 
 
 The circumstances in question are as follows : Our 
 special instructions governing Movements in Yards pro- 
 vide that all trains, yard engines, etc., must proceed un- 
 der control within yards. 
 
 Another special instruction defines "Under Control" 
 as being able to stop within the distance the track is 
 seen to be clear. Under these instructions yardmen 
 maintain they have as much right within this Mystic 
 Circle as a- passenger train, or any other train or engine, 
 and without flag protection, etc., notwithstanding the 
 rules for Movement of Trains provide that inferior 
 trains, etc., shall clear the time of superior trains, etc. 
 
340 RULES FOR MOVEMENT OF TRAINS 
 
 The yard crew also object to being referred to as a 
 "train" in any shape, manner or form, and give this 
 as another reason why rules for movement of trains 
 and for movements by train orders are not applicable 
 to yard engines — and for no other reason than that a 
 yard engine is not a train. The crew state, however, 
 that they expect to keep out of the way of all impor- 
 tant trains as much as possible, and endeavor to give 
 them a clear track at all times, avoiding delay, etc., on 
 the other hand, they expect all these trains to be under 
 control, thus avoiding the necessity of flag protection 
 on the part of yard crews, and also as a matter of pro- 
 tection to the trains themselves in case they should find 
 their progress obstructed by switch engines, cars or 
 otherwise in yards. 
 
 Another question is put up about as follows: The 
 Time-Table, Rules for Movement of Trains, and Rules 
 for Movement by Train Orders, have authority in any 
 yard, and in this particular yard we find the customary 
 regulation, providing that all trains shall proceed un- 
 der control within the same, etc. Now, we will as- 
 sume that this yard is located in Buffalo*, and we find 
 a special train running from Chicago to New York, 
 through Buffalo, and with it a train order giving it right 
 0ver all trains. 
 
 Does this order give it right to proceed through Buf- 
 falo yard regardless of other trains, yard engines, etc.? 
 If so, then it necessarily follows that the train dispatcher 
 must receive an acknowledgment from all yard engines, 
 etc., at Buffalo, before he can permit the special train 
 to pass through that place. 
 
 Of course you understand I am referring to single 
 track yards, because we have practically no double track. 
 
STATION AND TRAIN WORK 341 
 
 Personally, I am decidedly of the opinion that a "yard" 
 should be operated entirely independent of the "Main 
 Track, " and there should be rules for this independent 
 operation in the same manner that we have independent 
 rules for operating double track, block signals, etc. I 
 am also of the opinion that under the definition "Yard" 
 it is intended that the Time-Table, Rules for Movement 
 of Trains and Rules for Movement by Train Orders 
 should not govern, and that each railroad company is to 
 provide its own regulations for movements within yards, 
 however, it is not exactly plain in this respect, and on 
 this account there is room for much good argument pro 
 and con. 
 
 Of course you understand in this country it is not 
 always possible to lay out yards to the best advantage 
 in the way of obscured views, etc. 
 
 On the other hand, nearly all our yards contain many 
 curves, and view is often obstructed by rock bluffs, 
 mountain sides, etc. 
 
 Will you kindly set us right in the premises? 
 
 Answer. — The Standard Code definition of a yard is: 
 
 "Yard. A system of tracks within defined limits pro- 
 vided for the making up of trains, storing of cars and 
 other purposes, over which movements not authorized 
 by time-table, or by train orders, may be made, subject 
 to prescribed signals and regulations." 
 
 Nothing in this definition contemplates the abrogation 
 of the authority of trains to move on the main track. 
 
 Special instructions authorized by or in force on any 
 railroad are matters of detail for that railroad, and are 
 not intended to be covered by Standard Code rules. 
 The difficulty here appears to be caused by incomplete 
 special instructions governing movement in yards. The 
 
342 RULES FOR MOVEMENT OF TRAINS 
 
 definition for a yard being interpreted to include a main 
 track — 
 
 A yard engine is not a train within the meaning of 
 the Standard Code, it having no authority to move 
 upon a main track unless specially authorized — 
 
 The hypothetical case of a special train tunning from 
 Chicago to New York passing through Buffalo yard and 
 holding a train order giving it right over all trains, can 
 best be answered by quoting a new rule which the com- 
 mittee on train rules has recommended to the association 
 for adoption as follows : 
 
 "93- Within yard limits the main track may be used, 
 
 protecting against class trains class and 
 
 extra trains must move within yard limits prepared to 
 stop unless the main track is seen or known to be clear. 
 
 With this rule in force there can be no question about 
 the movement of a special train through Buffalo yard. 
 
 The adoption of new rule 93, in connection with defi- 
 nition of a yard will answer the various questions and 
 clear the situation. 
 
 Ruling March 21, 1906. 
 
STANDARD CODE OF THE AMERICAN RAILWAY ASSOCIATION 
 
 INTERLOCKING RULES 
 Adopted October 24, 1900 
 
 DEFINITIONS. 
 
 Interlocking. — An anangement of switch, lock and 
 signal appliances so interconnected that their movements 
 must succeed each other in a pre-determined order. 
 
 Interlocking Plant. — An assemblage of switch, lock 
 and signal appliances, interlocked. 
 
 Interlocking Station. — A place from which an inter- 
 locking plant is operated. 
 
 Interlocking Signals. — The fixed signals of an inter- 
 locking plant. 
 
 Home Signal. — A fixed signal at the point at which 
 trains are required to stop when the route is not clear. 
 
 Distant Signal. — A fixed signal used in connection 
 with a home signal to regulate the approach thereto. 
 
 Dwarf Signal — A low fixed signal. 
 
 RULES. 
 
 Signal 
 
 Occasion for Use 
 
 Indication 
 
 Name 
 
 Color 
 
 The signal will be 
 displayed when 
 
 For enginemen 
 and trainmen 
 
 As used in rules 
 
 (a) Red 
 
 Route is not clear 
 Route is clear 
 
 Stop 
 Proceed 
 
 Stop-signal 
 Clear-signal 
 
 \°) 
 
 343 
 
344 RULES FOR MOVEMENT OF TRAINS 
 
 Where the semaphore is used, the governing arm is 
 displayed to the right of the signal mast as seen from 
 an approaching train, and the indications are given by 
 positions : 
 
 Horizontal as the equivalent of (a). 
 
 Vertical or Diagonal ; * as the equivalent of (b). 
 
 Note to Rule 601.— * Angle above or below the horizontal. 
 
 602. Interlocking signals, unless otherwise provided, 
 do not affect the movements of trains under the time- 
 table or train rules; nor dispense with the use or the 
 observance of other signals whenever and wherever they 
 may be required. 
 
 SIGNALMEN. 
 
 611. The normal indication of Home Signals is Stop. 
 
 612. Levers, or other operating appliances, must be 
 used only by those charged with the duty and as directed 
 by the rules. 
 
 613. Signal levers must be kept in the position giv- 
 ing the normal indication, except when signals are to be 
 cleared for an immediate train or engine movement. 
 
 614. When the route is clear the signals must be 
 cleared sufficiently in advance of approaching trains to 
 avoid delay. 
 
 615. Signals must be restored so as to give the nor- 
 mal indication as soon as the train or engine for which 
 they were clear has passed . 
 
 616. If necessary to change any route for which the 
 signals have been cleared for an approaching train or 
 
 General Note. — The Committee has found it desirable to 
 leave blanks ( ) in certain rules to be filled by each com- 
 pany adopting them, as may best suit its own requirements. 
 
STATION AND TRAIN WORK s 345 
 
 engine, switches must not be changed or signals cleared 
 for any conflicting route until the train or engine, for 
 which the signals were first cleared, has stopped. 
 
 617. A switch or facing point lock must not be moved 
 when any portion of a train or an engine is standing on, 
 or closely approaching, the switch or detector bar. 
 
 618. Levers must be operated carefully and with a 
 uniform movement. If any irregularity, indicating dis- 
 arranged connections, is detected in their working, the 
 signals must be restored so as to give the normal indica- 
 tion and the connections examined. 
 
 619. During cold weather the levers must be moved 
 as often as may be necessary to keep connections from 
 freezing. 
 
 620. If a signal fails to work properly its operation 
 must be discontinued and the signal secured so as to give 
 the normal indication until repaired. 
 
 621. Signalmen must observe, as far as practicable, 
 whether the indication of the signals corresponds with 
 the position of the levers. 
 
 622. Signalmen must not make nor permit any un- 
 authorized alterations or additions to the plant. 
 
 623. If there is a derailment or if a switch is run 
 through, or if any damage occurs to the track or inter- 
 locking plant, the signals must be restored so as to give 
 the normal indication, and no train or switching move- 
 ment permitted until all parts of the interlocking plant 
 and track liable to consequent injury have been examined 
 and are known to be in a safe condition. 
 
 624. If necessary to disconnect a switch from the in- 
 terlocking apparatus the switch must be securely fas- 
 tened. 
 
 625. During storms or drifting snow special care 
 
346 RULES FOR MOVEMENT OF TRAINS 
 
 must be used in operating switches. If the force whose 
 duty it is to keep the switches clear is not on hand 
 promptly when required, the fact must be reported to 
 
 626. If any electrical or mechanical appliance fails 
 
 to work properly must be notified and only duly 
 
 authorized persons permitted to make repairs. 
 
 627. When switches or signals are undergoing re- 
 pairs, signals must not be given for any movements 
 which may be affected by such repairs, until it has 
 been ascertained from the repairmen that the switches 
 are properly set for such movements. 
 
 628. Signalmen must observe all passing trains and 
 note whether they are complete and in order; should 
 there be any indication of conditions endangering the 
 train, or any other train, the signalmen must take such 
 measures for the protection of trains as may be prac- 
 ticable. 
 
 629. If a signalman has information that an ap- 
 proaching train has parted he must, if possible, stop 
 trains or engines on conflicting routes, clear the route 
 for the parted train, and give the Train-parted signal to 
 the engineman. 
 
 630. Signalmen must have the proper appliances for 
 hand-signaling* ready for immediate use. Hand signals 
 must not be used when the proper indication can be dis- 
 played by the fixed signals. When hand signals are 
 necessary they must be given from such a point and in 
 such a way that there can be no misunderstanding on the 
 part of enginemen or trainmen as to the signals, or as 
 to the train or engine for which they are given. 
 
 Note to Rule 630. — *Hand signaling includes the use of lamp, 
 flag, torpedo and fusee signals. 
 
STATION AND TRAIN WORK 347 
 
 631. If necessary to discontinue the use of any fixed 
 signal, hand signals must be used and notified. 
 
 632. Signalmen will be held responsible for the care 
 of the interlocking station, lamps and supplies ; and of 
 the interlocking plant, unless provided for otherwise. 
 
 633. Lights in interlocking stations must be so placed 
 that they cannot be seen from approaching trains. 
 
 634. Lights must be used upon all fixed signals from 
 sunset to sunrise, and whenever the signal indications 
 cannot be clearly seen without them. 
 
 635. If a train or engine over runs a Stop-signal, 
 the fact, with the number of train or engine, must be 
 reported to . 
 
 636. Only those whose duties require it shall be per- 
 mitted in the interlocking station. 
 
 ENGINBMEN AND TRAINMEN. 
 
 661. Trains or engines must be run to but not be- 
 yond a signal indicating stop. 
 
 662. If a clear signal, after being accepted, is changed 
 to a stop signal before it is reached, the stop must be 
 made at once. Such occurrence must be reported to 
 
 663. Enginemen and trainmen must not accept clear 
 hand signals as against fixed signals until they are fully 
 informed of the situation and know that they are pro- 
 tected. Where fixed signals are in operation trainmen 
 must not give clear hand signals against them. 
 
 664. The engineman of a train which has parted 
 must sound the whistle signal for Train-parted on ap- 
 proaching an interlocking station, 
 
348 RULES FOR MOVEMENT OF TRAINS 
 
 665. An engineman receiving a Train-parted signal 
 from a signalman must answer by the whistle signal 
 for Train-parted. 
 
 666. When a parted train has been re-coupled the 
 signalman must be notified. 
 
 667. Sand must not be used over movable parts of 
 an interlocking plant. 
 
 668. Conductors* must report to any unusual 
 
 detention at interlocking plants. 
 
 Note to Rule 668. — *Or enginemen of yard engines. 
 
 669. Trains or engines stopped in making a move- 
 ment through an interlocking plant, must not move in 
 either direction until they have received the proper sig- 
 nal from the signalman. 
 
 REPAIRMEN. 
 
 68 J. Repairmen are responsible for the inspection, 
 adjustment and proper maintenance of all the interlock- 
 ing plants assigned to their care. 
 
 682. Where the condition of switches or track does 
 not admit of the proper operation or maintenance of 
 the interlocking plant, the fact must be reported to 
 
 683. When any part of an interlocking plant is to 
 be repaired a thorough understanding must be had with 
 the signalman, in order to secure the safe movement 
 of trains and engines during repairs. The signalman 
 must be notified when the repairs are completed. 
 
 684. If necessary to disconnect any switch it must 
 be securely fastened before any train or engine is per- 
 mitted to pass over it. 
 
STATION AND TRAIN WORK 349 
 
 685. Alterations or additions to an interlocking plant 
 must not be made unless authorized by . 
 
 686. Repairmen when on duty, or subject to call, 
 
 must keep advised as to where they can be found, 
 
 and respond promptly when called. 
 
STANDARD CODE OF THE AMERICAN RAILWAY ASSOCIATION 
 
 BLOCK SIGNAL RULES. 
 
 DEFINITIONS. 
 
 Block. — A length of track of defined limits, the use 
 of which by trains is controlled by block signals. 
 
 Block Station. — A place from. which block signals are 
 operated. 
 
 Block Signal. — A fixed signal controlling the use of 
 a block. 
 
 Home Block Signal. — A fixed signal at the entrance 
 of a block to control trains in entering and using said 
 block. 
 
 Distant Block Signal. — A fixed signal used in con- 
 nection with a home block signal to regulate the ap- 
 proach thereto. 
 
 Advance Block Signal. — A fixed signal used in con- 
 nection with a home block signal to sub-divide the block 
 in advance. 
 
 Block System. — A series of consecutive blocks. 
 
 Telegraph Block System. — A block system in which 
 the signals are operated manually, upon information by 
 telegraph. 
 
 Controlled Manual Block System. — A block system 
 in which the signals are operated, manually, and so con- 
 structed as to require the co-operation of the signalmen 
 at both ends of the block to display a clear signal. 
 
 350 
 
STATION AND TRAIN WORK 
 
 351 
 
 Automatic Block System. — A block system in which 
 the signals are operated by electric, pneumatic or other 
 agency actuated by a train, or by certain conditions 
 affecting the use of a block. 
 
 301. 
 
 RULES. 
 
 HOME SIGNALS. 
 
 Signal 
 
 Occasion for Use 
 
 Indication 
 
 Name 
 
 Color 
 
 The signal will be 
 displayed when 
 
 For enginemen 
 and trainmen 
 
 As used in rules 
 
 (a) Red 
 (#) 
 
 w 
 
 Block is not clear 
 Block is clear 
 Block is not clear 
 
 Stop 
 Proceed 
 Proceed with 
 caution 
 
 Stop-signal 
 
 Clear-signal 
 
 Caution-signal 
 
 Where the semaphore is used, the governing arm is 
 displayed to the right of the signal mast as seen from 
 an approaching train, and the indications are given by 
 positions : 
 
 Horizontal as the equivalent of (a). 
 
 Vertical or Diagonal * as the equivalent of (b). 
 
 Diagonal * as the equivalent of (c). 
 
 Note to Rule 301. — * Angle above or below the horizontal. 
 
 302. Block signals control the use of the blocks, but, 
 unless otherwise provided, do not affect the movements 
 of trains under the time-table or train rules ; nor dis- 
 pense with the use or the observance of other signals 
 whenever and wherever they may be required. 
 
352 RULES FOR MOVEMENT OF TRAINS 
 
 * SIGNALMEN. 
 
 311. The normal indication of Home Block Signals 
 is Stop. 
 
 312. Signals must be operated carefully and with a 
 uniform movement. If a signal fails to work properly 
 its operation must be discontinued and the signal se- 
 cured so as to give the normal indication until repaired. 
 
 313. Signalmen must observe, as far as practicable, 
 whether the indication of the signals corresponds with 
 the position of the levers. 
 
 314. Signalmen must not make nor permit any un- 
 authorized alterations or additions to the apparatus. 
 
 315. A block record must be kept at each block sta- 
 tion. 
 
 Note to Rule 315. — The different times to be entered on the 
 block record have not been prescribed in this rule, but it has 
 been left to each road to complete the rule by adding such items 
 as may be necessary to meet the conditions governing its traffic. 
 
 316. The prescribed telegraph signals are as follows: 
 1 — Display Stop-signal. Answer by S D or 5. 
 
 2 — Block clear. Answer by 13. 
 
 3 — Block wanted. Answer by 2 or 5. 
 
 4 — Train has entered block. Answer by 13. 
 
 5— Block is not clear. 
 
 7 — Train following. 
 
 8 — Opening block station. Answer by Nos. of 
 
 trains in the extended block with time each 
 
 train entered the block. 
 
 General Note. — The Committee has found it desirable to leave 
 
 blanks ( ) in certain rules to be filled by each company 
 
 adopting them, as may best suit its own requirements. 
 
 
STATION AND TRAIN WORK 353 
 
 9 — Closing block station. Answer by "13" after 
 receiving transfer of the records of trains 
 which are in the extended block. 
 
 13 — I understand. 
 
 71 — Train following display Stop-signal. Answer 
 by S D. 
 
 Note to Rule 316. — Additional signals may be used if desired. 
 The signals prescribed under the Controlled Manual Block Sig- 
 nal System should be used for such additional signals wherever 
 applicable. 
 
 317 (a). To admit a train to a block the signal is 
 
 clear, will give "1 for " to the next block station 
 
 in advance. The signalman receiving this signal, if the 
 block is clear, must display the Stop-signal to opposing 
 
 trains, and reply "S D for . ,? If the block is 
 
 not clear, he must reply "5 of /' The signalman 
 
 at the entrance of the block must then display the proper 
 signal indication of the train to be admitted. 
 
 A train must not be admitted to a block unless it is 
 clear, except as provided in Rule 331 or by special 
 order. 
 
 Note to Rule 317 (A). — 317 (A) is for absolute block for 
 following and opposing movements on the same track. 
 
 317 (b). To admit a train to a block the signalman 
 must examine the block record, and if the block is clear, 
 
 will give "1 for " to the next block station in 
 
 advance. The signalman receiving this signal, if the 
 block is clear, must display the Stop-signal to opposing 
 
 trains and reply "S D for ." If the block is not 
 
 clear, he must reply "5 of ." The signalman at 
 
 the entrance of the block must then display the proper 
 signal indication to the train to be admitted. 
 
 A train must not be admitted to a block which is 
 
354 RULES FOR MOVEMENT OF TRAINS 
 
 occupied by a passenger train, except as provided in 
 Rule 331 or by special order. 
 
 To permit a train to follow a freight train into a 
 
 block, the signalman must give "71 for -" to the 
 
 next block station in advance, to which the reply "5 of 
 S D for " must be made. The approach- 
 ing train will then be admitted to the block .* 
 
 Notes to Rule 317 (B).— 
 *Under Caution-signal or with Caution Card. 
 Rule 317 (B) is for absolute block for opposing movements 
 and permissive block for following movements on the same track. 
 
 318 (a). To admit a train to a block the signalman 
 must examine the block record, and if the block is clear, 
 will display the proper signal indication to the train to 
 be admitted, reporting its movement as per Rule 319. 
 
 A train must not be admitted to a block unless it is 
 clear, except as provided in Rule 31 or by special order. 
 
 318 (b) To admit a train to a block the signalman 
 must examine the block record, and if the block is clear, 
 will display the proper signal indication to the train to 
 be admitted, reporting its movement as per Rule 319. 
 
 A train must not be admitted to a block which is 
 occupied by a passenger train, except as provided in 
 Rule 331 or by special order. 
 
 A train may be permitted to follow a freight train 
 into a block .* 
 
 Notes to Rule 318 (B).— 
 
 *Under Caution-signal or with Caution Card. 
 
 Rule 318 (B) is for permissive block for following movements 
 only. 
 
 Note to Rule 317 (A), 317 (B), 318 (A) and 318 (B).— 
 Where it is desired that train dispatchers shall control the dis- 
 play of block signals, roads may modify Rules 317 (A), 317 (B), 
 318 (A) and 318 (B) so as to provide for such practice. 
 
STATION AND TRAIN WORK 355 
 
 319. When a train enters a block the signalman must 
 
 give "4 " and the time, to the next block station 
 
 in advance and when the train has passed the home block 
 signal and the signalman has seen the markers he must 
 display the Stop-signal, and when the rear of the train 
 
 has passed feet beyond the home block signal he 
 
 must give "2 of and the time to the next block 
 
 station in the reaf. 
 
 This information must be entered on the block records. 
 
 320. Unless otherwise provided, signalmen must not 
 give "1" or "3" until they have received "4" from the 
 block station in the rear. 
 
 321. Signalmen must observe all passing trains and 
 note whether they are complete and in order, and the 
 markers properly displayed. Should there be any in- 
 dication of conditions endangering the train, or a train 
 on another track, the signalman must notify the sig- 
 nalman at the next block station in advance. A signal- 
 man having received this notice must display Stop-signals 
 in both directions and answer "S D." Should a train 
 g6ing in the opposite direction be stopped it may be per- 
 mitted to proceed when it is known that the track on 
 which it is running is not obstructed. 
 
 322. Should a train pass a block station without 
 markers, the signalman must notify the signalman at 
 the next block station in each direction, and must not 
 report that train clear of the block until he has ascer- 
 tained that the train is complete. 
 
 323. Should a train pass a block station in two or 
 more parts, the signalman must notify the signalman at 
 the next block station in advance. A signalman having 
 received this notice must stop any train running in the 
 opposite direction. The Stop-signal must not be dis- 
 
356 RULES FOR MOVEMENT OF TRAINS 
 
 played to the engineman of the divided train if the 
 block in advance is clear, but the Train-parted signal 
 must be given. Should a train going in the opposite 
 direction be stopped, it may be permitted to proceed 
 when it is known that its track is not obstructed. 
 
 324. A signalman informed of any obstruction in a 
 block must display the Stop-signal and notify the sig- 
 nalman at the other end of the block. The signalman 
 at the other end of the block must immediately display 
 the Stop-signal. The Clear-signal for that block must 
 not be displayed until the obstruction is removed. 
 
 325. When a train takes a siding the signalman must 
 know that it is clear of the block before giving "2" or 
 displaying a Clear-signal for that block. 
 
 The signalman must obtain control of the block before 
 permitting a train on a siding to re-enter the block. 
 
 326. To permit a train to cross-over or return the 
 signalman must examine the block record, and if all the 
 blocks affected are clear of approaching trains he will 
 arrange with the signalmen at the next block station 
 on either side to protect the movement, and when the 
 proper signals have been displayed permission may be 
 given. Until the block is clear no train must be ad- 
 mitted in the direction of the cross-over switches except 
 under Caution-signal or with Caution Card. All cross- 
 over movements must be entered on the block records. 
 
 327. When, as provided for in Rule 364, coupled 
 trains have been separated, the signalman must regard 
 each portion as an independent train. 
 
 328. If necessary to stop a train for which a Clear- 
 signal (or a Caution-signal) has been displayed and ac- 
 cepted, the signalman will give hand signals in addition 
 to displaying the Stop-signal. 
 
STATION AND TRAIN WORK 357 
 
 329. A signalman having orders for a train must dis- 
 play the block signal at "Stop." He may permit trains 
 so stopped to proceed under block signal rules after com- 
 plying with Rules for Movement by Train Orders. 
 
 330. If from the failure of block signal apparatus 
 the block signal cannot be changed from the normal 
 indication, a signalman having information from the sig- 
 nalman at the next block station in advance, that the 
 block is clear, may admit a train to the block by the use 
 of Clearance Card. 
 
 331. If from the failure of telegraph line or other 
 cause, a signalman be unable to communicate with the 
 next block station in advance, he must stop every train 
 approaching in that direction. Should no cause for de- 
 taining the train be known, it may then be permitted to 
 
 proceed, provided minutes have elapsed since the 
 
 passage of the last preceding train, using Caution Card. 
 
 332. Signalmen must have the proper appliances for 
 hand signaling* ready for immediate use. Hand signals 
 must not be used when the proper indication can be dis- 
 played by the fixed signals. When hand signals are 
 necessary they must be given from such a point and in 
 such a way that there can be no misunderstanding on 
 the part of enginemen or trainmen as to the signals, or 
 as to the train or engine for which they are given. 
 
 Note to Rule 332. — *H'and signaling includes the use of lamp, 
 flag, torpedo and fusee signals. 
 
 333. Signalmen will be held responsible for the care 
 of the block station, lamps and supplies ; and of the 
 signal apparatus unless provided for otherwise. 
 
 334. Lights in block stations must be so placed that 
 they cannot be seen from approaching trains. 
 
 335. Lights must be used upon all block signals from 
 
358 RULES FOR MOVEMENT OF TRAINS 
 
 sunset to sunrise and whenever the signal indications 
 cannot be clearly seen without them. 
 
 336. If a train over runs a Stop-signal, the fact, 
 with the number of train, must be reported to . 
 
 337. If a Stop-signal is disregarded, the fact with 
 the number of train, must be reported to the next block 
 station in advance and then to . 
 
 338. To open a block station the signalman must 
 give "8" to the next block station in each direction and 
 record the trains that are in the extended block. He 
 must then display the normal signal indication and no- 
 tify the block station in each direction that the station 
 is open. 
 
 When trains, which were in the extended block when 
 the station was open and which had passed his station 
 before it was opened, clear the block in advance he must 
 repeat the record to the block station in the rear. 
 
 He must not display the Clear-signal until all trains 
 are clear of the block in advance. 
 
 339. A block station must not be closed except upon 
 
 authority of ; nor when trains are approaching 
 
 which are to meet or pass at that block station. 
 
 340. To close a block station the signalman must first 
 obtain "2" for trains which he has admitted to the 
 blocks in each direction. 
 
 He must give "g" to the next block station in each 
 direction and transfer the records of the trains in the 
 extended block. He must then enter on his blolk record 
 "13" with the time it is received from each block station. 
 
 The block signals must then be , all lights ex- 
 tinguished and the block wires arranged to work through 
 the closed station. 
 
 Note to Rule 340: — The arrangement of the block signal un- 
 der the third paragraph of Rule 340 is left for each road to de- 
 termine in accordance with its local requirements. 
 
STATION AND TRAIN WORK 359 
 
 ENGINEMEN AND TRAINMEN. 
 
 361. Block signals apply only to trains running in 
 the established direction. 
 
 362. Trains must not pass a Stop-signal without re- 
 ceiving a Caution Card, a Clearance Card or a special 
 order. 
 
 363. An engineman holding a Caution Card must 
 deliver it to the signalman at the next block station and 
 personally ascertain from him that the block in advance 
 is clear before proceeding. 
 
 364. Unless directed . by special instructions, when 
 two or more trains have been coupled and so run past 
 any block station, they must be uncoupled only at a block 
 station and the signalman notified, 
 
 365. When a train takes a siding it must not again 
 enter the block without the permission of the signalman. 
 
 366. When it is necessary for a train to cross-over, 
 the conductor before crossing or returning, must notify 
 the signalman and obtain permission to do so. 
 
 367. Enginemen and trainmen must not accept clear 
 hand signals as against block signals. 
 
 368. The engineman of a train which has parted 
 must sound the whistle signal for Train-parted on ap- 
 proaching a block station. 
 
 369. An engineman receiving a Train-parted signal 
 from a signalman must answer by the whistle signal for 
 Train-parted. 
 
 370. When a parted train has been recoupled the 
 signalman must be notified. 
 
 371. At a block station where the signalman is ab- 
 sent or incapacitated, so that instructions cannot be ob- 
 
360 RULES FOR MOVEMENT OF TRAINS 
 
 tained, trains must wait minutes and then proceed 
 
 with caution to the next block station, where the conduc- 
 tor must report accordingly to the . 
 
 372. If the track is obstructed between block stations 
 notice must be given to the nearest block signalman. 
 
 373. If a train is held by a block signal to exceed 
 minutes, the conductor must ascertain the cause. 
 
 374. Conductors must report to any unusual 
 
 detention at block stations. 
 
 375. A block station must not be considered as closed, 
 except as provided on time-table or by special instruc- 
 tions. 
 
 Note. — Rules 301 to 375, inclusive, apply to this system with- 
 out any of the "adjuncts." 
 
 CONTROLLED MANUAL BLOCK SYSTEM. 
 
 A series of consecutive blocks controlled by block sig- 
 nals operated manually, and so constructed as to require 
 the co-operation of the signalmen at both ends of the 
 block to display a clear signal. 
 
 CONSISTING OF: 
 
 1. Signals of prescribed form, the indications given 
 by two positions; and, in addition, at night, by lights 
 of prescribed color. 
 
 2. The apparatus so constructed that the failure of 
 any part directly controlling a signal will cause it to 
 give the normal indication. 
 
 3. Signals, if practicable, either over or upon the 
 right of and adjoining the track upon which trains are 
 governed by them. For less than three tracks signals 
 
STATION AND TRAIN WORK 361 
 
 for trains in each direction may be on the same signal 
 
 mast.* 
 
 *The word "mast" refers to the upright to which the signals 
 are directly attached. 
 
 4. Semaphore arms that govern, displayed to the right 
 of the signal mast as seen from an approaching train. 
 
 5. The normal indication of Home Block Signals — 
 Stop. 
 
 6. The apparatus so constructed that the failure of 
 the block signal instruments or electric circuits will pre- 
 vent the display of the clear signal. 
 
 7. The relative position of the home signal, and track 
 instrument or releasing circuit, such as to make it neces- 
 sary that the rear of a train shall have passed 
 
 feet beyond the Home Block Signal before the signal at 
 the preceding block station can be released. 
 
 ADJUNCTS. 
 
 The following may be used: 
 
 (A) Distant Block Signals* interlocked with Home 
 Block Signals; normal indication — Caution. 
 
 (B) Advance Block Signalsf interlocked with Home 
 Block Signals, and with Distant Block Signals, if used ; 
 normal indication — Stop. 
 
 (C) Track circuits. 
 
 (D) Repeaters or audible signals to indicate the posi- 
 tion of signals to the signalman operating them. 
 
 (E) The automatic release of signals to give the 
 normal indication. 
 
 (F) The interlocking of switches with block signals. 
 
362 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 (G) Bell circuits* for signaling between a block sta- 
 tion and outlying switches. 
 
 (H) Unlocking circuits between a block station and 
 outlying switches. 
 
 *When Distant Block Signals are used the following should be 
 added to Rule 401 : 
 
 Signal 
 
 Occasion for Use 
 
 Indication 
 
 Name 
 
 (c) 
 
 id) 
 
 Home (or advance) 
 signal at (a) 
 
 Home (and advance) 
 signal at (b) 
 
 Proceed with caution 
 to the home (or ad- 
 vance signal) 
 
 Proceed 
 
 Caution-sig- 
 nal 
 
 Clear-signal 
 
 Where the semaphore is used, the governing arm is displayed 
 to the right of the signal mast as seen from an approaching 
 train, and the indications are given by positions: 
 
 Horizontal as the equivalent of (c). 
 
 Vertical or diagonal (angle above or below the hori- 
 zontal) as the equivalent of (d). 
 
 tWhen Advance Block Signals are used that name should be 
 added to the caption of Rule 401 so as to read "Home and Ad- 
 vance Signals,'' and Rule 411 should be changed to read 'The 
 normal indication of Home and Advance Block Signals is Stop." 
 
 RULES. 
 
 401. 
 
 HOME 
 
 SIGNALS. 
 
 
 Signal 
 
 Occasion for Use 
 
 Indication 
 
 Name 
 
 Color 
 
 The signal will be 
 displayed when 
 
 For enginemen and 
 trainmen 
 
 As used in 
 rules 
 
 (b) Red 
 (a) 
 
 Block is not clear 
 Block is clear 
 
 Stop 
 Proceed 
 
 Stop signal 
 Clear signal 
 
 *See note on following page. 
 
STATION AND TRAIN WORK 363 
 
 Where the semaphore is used, the governing arm is 
 displayed to the right of the signal mast as seen from 
 an approaching train, and the indications are given by 
 positions : 
 
 Horizontal as the equivalent of (a). 
 
 Vertical or Diagonal * as the equivalent of (b). 
 
 Note to Rule 401. — * Angle above or below the horizontal. 
 
 402. Block signals control the use of the blocks, but, 
 unless otherwise provided, do not affect the movements 
 of trains under the time-table or train rules ; nor dis- 
 pense with the use or the observance of other signals 
 whenever and wherever they may be required. 
 
 SIGNALMEN. 
 
 411. The normal indication of Home Block Signals 
 is Stop. 
 
 412. Signals must be operated carefully and with a 
 uniform movement. If a signal fails to work properly 
 its operation must be discontinued and the signal secured 
 so as to give the normal indication until repaired. 
 
 413. Signalmen must observe, as far as practicable, 
 whether the indication of the signals corresponds with 
 the position of the levers. 
 
 414. Signalmen must not make nor permit any un- 
 authorized alterations or additions to the apparatus. 
 
 415. If any electrical or mechanical appliance fails 
 
 to work properly must be notified, and only duly 
 
 authorized persons permitted to make repairs. 
 
 • General Note. — The Committee has found it desirable to 
 leave blanks ( ) in certain rules to be filled by each com- 
 pany adopting them, as may best suit its own requirements. 
 
364 RULES FOR MOVEMENT OF TRAINS 
 
 *When bell circuits for signaling between a block station and 
 outlying switches are used, Rule 420 will be amended to include 
 the following signals, which will be given and observed by sig- 
 nalmen and conductors : 
 
 l-g-3 — Train has gone on siding. All clear. Switch closed. 
 Answer by 1-2-3. 
 
 3-4 — Train is ready to leave siding. Answer by 3-4 or 5. Con- 
 ductor when ready to go will give 3-4, and will not start his train 
 until 3-4 has been given in reply, and this must not be given by 
 the signalman unless the block is clear. 
 
 416. A block record must be kept at each block sta- 
 tion. 
 
 Note to Rule 416. — The different items to be entered on the 
 block record have not been prescribed in this rule, but it has been 
 left to each road to complete the rule by adding such items as 
 may be necessary to meet the conditions governing its traffic. 
 
 417. Block signal instruments and bells must be used 
 only by signalmen and as directed by the rules. 
 
 418. Bells must not be used for any purpose other 
 than to give the prescribed signals. 
 
 419. Bell signals must be given deliberately and dis- 
 tinctly, and answered promptly. All signals must be re- 
 peated until answered. 
 
 420. The prescribed Bell Signals are as follows: 
 1 — (Long stroke.) Answer telegraph call. 
 
 2 — All right. Yes. 
 
 3 — Unlock my lever. Answer by unlocking, or 5, or 
 
 3-1. 
 
 4 — Train has entered block. 
 
 5 — Block is not clear. 
 
 6 — Has a train entered this block? Answer by 2, 
 or 2-1. 
 
 1-2 — Clear. Train has cleared block. 
 
 1-4 — 1-4 — Stop train approaching and have it exam- 
 ined. Answer by 1-4 — 1-4. 
 
 2~i — No. 
 
 \ 
 
STATION AND TRAIN WORK 365 
 
 2-2-2 — Previous signals given in error. Answer by 2. 
 
 2-3-2 — Train has passed without markers. This sig- 
 nal to be given to station in advance. Answer by 2-3-2. 
 
 2-4 — Has train cleared block? Answer by 1-2, or 5. 
 
 2-4-2 — Repeat previous signal. 
 
 3-1 — Have unlocked. If levers are not released, in- 
 strument must be out of order. Block is clear. This 
 signal must be answered by 3-1 and the answer acknowl- 
 edged by 2. It must not be used unless the block is 
 known to be clear. A signalman having received 3-1 and 
 answered it by a 3-1 and received 2 in acknowledgment, 
 may allow train to proceed under Rule 434, announcing 
 it by 4. 
 
 3-3 — Train in block will take intermediate siding. 
 Answer by 3-3. 
 
 3-3-3 — 3-3-3 — Train in block has broken apart. An- 
 swer by 3-3-3—3-3-3- 
 
 4-3-4 — Train from intermediate siding is proceeding 
 toward you. Answer by 4-3-4. 
 
 4-4-4 — Cars running away in the wrong direction and 
 proceeding toward you. Answer by 4-4-4. 
 
 4-6-4 — Cars running away in the right direction and 
 proceeding toward you. Answer by 4-6-4. 
 
 5-2-5 — Train has passed without markers. This sig- 
 nal to be given to station in rear. Answer by 5-2-5. 
 
 5-5-5 — Obstruction in block. Stop all trains approach- 
 ing this station. Answer by 5-5-5. 
 
 6-6-6 — Testing. Answer by 6-6-6. 
 
 Notes to Rule 420. — 
 (-) signifies pause between beats. 
 
 Additional bell signal may be used if desired. The telegraph 
 or other equivalent may be used instead of the bell for transmit- 
 ting signals. 
 
366 RULES FOR MOVEMENT OF TRAINS 
 
 421. To receive and forward a train, the block being 
 clear, and signals giving the normal indication: 
 
 In answer to 3 from the next block station in the rear, 
 the signalman must unlock by closing the circuit, and 
 unless otherwise provided hold it closed until acknowl- 
 edged. 
 
 In answer to 4 from the next block station in the rear, 
 he must give 2, then give the block station in advance 3. 
 If released, he must give 2 in acknowledgment, then 
 clear the signals. When the train enters the block in 
 advance, he must give 4 to the next block station in ad- 
 vance. When the rear of the train has passed 
 
 feet beyond the home block signal and he has seen the 
 markers he must give 1-2 to the station in the rear. 
 
 422. Block signals must be restored to the normal 
 indication as soon as the train for which they were 
 cleared has passed . 
 
 423. Unless otherwise provided, signalmen must not 
 give 3 until they have received 4 from the next block 
 station in the rear, nor unlock the next block station in 
 the rear before receiving 3. 
 
 424. Signalmen must observe all passing trains and 
 note whether they are complete and in order and the 
 markers properly displayed. Should there be any indi- 
 cation of conditions endangering the train, or a train on 
 another track, the signal 1-4 — 1-4 must be given to the 
 next block station in advance and the signalman must 
 display Stop-signals, in both directions, and then answer 
 1-4 — 1-4. Should a train going in the opposite direction 
 be stopped, it may be permitted to proceed when it is 
 known that the track on which it is running is not ob- 
 structed. When practicable, the signalman giving 1-4 — 
 
 
STATION AND TRAIN WORK 367 
 
 1-4 must inform the signalman at the other end of the 
 block why the signal was given. 
 
 425. Should a train pass a block station without 
 markers, the signalman must give 2-3-2 to the next block 
 station in advance and 5-2-5 to the next block station 
 in the rear, and" must not report the block clear nor unlock 
 the next block station in the rear until he has ascer- 
 tained that the train is complete. 
 
 426. Should a train pass a block station in two or 
 more parts, the signalman must give 3-3-3 — 3-3-3 to 
 the signalman at the next block station in advance. A 
 signalman having received this signal must stop any 
 train running in the opposite direction. The Stop-signal 
 must not be displayed to the engineman of the divided 
 train if the block in advance is clear, but the Train- 
 parted signal must be given. Should a train going in 
 the opposite direction be stopped, it may be permitted 
 to proceed when it is known that its track is not ob- 
 structed. 
 
 427. Should cars run away in the wrong direction, 
 the signal 4-4-4 must be given to the next block station 
 in the rear. Should cars run away in the right direction, 
 the signal 4-6-4 must be given to the next block station 
 in advance. Signalmen receiving either of these signals 
 must take such measures for the protection of trains as 
 may be practicable. 
 
 428. A signalman informed of any obstruction in a 
 block must display the Stop-signal and give 5-5-5 to the 
 signalman at the other end of that block. A signalman 
 receiving 5-5-5 must immediately display the Stop-signal 
 and then answer by 5-5-5. The Clear-signal for that 
 block must not be displayed until the obstruction is re- 
 moved. 
 
368 RULES FOR MOVEMENT OF TRAINS 
 
 429. When a train takes a siding the signalman must 
 know that it is clear of the block before giving 1-2 or 
 displaying a Clear-signal for that block. 
 
 A signalman, after having unlocked the next block 
 station in the rear or given 3-1, must not permit train 
 or switching movements that will endanger an approach- 
 ing train. 
 
 430. A train must not be admitted to a block unless 
 it is clear, except as provided in Rule 436, or by special 
 order. 
 
 431. When, as provided for in Rule 464, coupled 
 trains have been separated, the signalman must regard 
 each portion as an independent train. 
 
 432. If necessary to stop a train for which a Clear- 
 signal has been displayed and accepted the signalman 
 must give hand signals in addition to displaying the Stop- 
 signal. 
 
 433. A signalman having orders for a train must dis- 
 play the block signal at "Stop/' He may permit trains 
 so stopped to proceed under block signal rules after 
 complying with Rules for Movement by Train Orders. 
 
 434. If from the failure of block signal apparatus 
 the block signal cannot be changed from the normal 
 indication, a signalman having information from the 
 signalman at the next block station in advance, that the 
 block is clear, may admit a train to the block by the use 
 of Clearance Card. 
 
 435. When a train is admitted to a block as provided 
 in Rule 436, both signalmen must use every precaution 
 to prevent a second train from entering the block until 
 it is clear. 
 
 436. If from the failure of bell circuits, telegraph 
 line or other cause a signalman be unable to communi- 
 
 ; 
 
STATION AND TRAIN WORK 369 
 
 cate with the next block station in advance he must stop 
 every train approaching in that direction. Should no 
 cause for detaining the train be known, it may then be 
 
 permitted to proceed, provided minutes have 
 
 elapsed since the passage of the last preceding train, 
 using Caution Card. 
 
 437. Signalmen must have the proper appliances for 
 hand signaling* ready for immediate use. Hand signals 
 must not be used when the proper indication can be dis- 
 played by the fixed signals. When hand signals are 
 necessary they must be given from such a point and in 
 such a way that there can be no misunderstanding on 
 the part of enginemen or trainmen as to the signals, or 
 as to the train or engine for which they are given. 
 
 Note to Rule 437. — *Hand signaling includes the use of lamp, 
 flag, torpedo and fusee signals. 
 
 438. Signalmen will be held responsible for the care 
 of the block station, lamps and supplies ; and of the 
 signal apparatus unless provided for otherwise. 
 
 439. Lights in block stations must be so placed that 
 they cannot be seen from approaching trains. 
 
 440. Lights must be used upon all block signals 
 from sunset to sunrise and whenever the signal indica- 
 tions cannot be clearly seen without them. 
 
 441. If a train over runs a Stop-signal, the fact, with 
 the number of train, must be reported to . 
 
 442. If a Stop-signal is disregarded, the fact, with 
 the number of train, must be reported to the block sta- 
 tion in advance and then to . 
 
 ENGINEMEN AND TRAINMEN. 
 
 461. Block signals apply only to trains running in 
 the established direction. 
 
370 RULES FOR MOVEMENT OF TRAINS 
 
 462. Trains must not pass a Stop-signal without re- 
 ceiving a Caution Card, a Clearance Card or a special 
 order. 
 
 463. An engineman holding a Caution Card must 
 deliver it to the signalman at the next block station and 
 personally ascertain from him that the block in advance 
 is clear before proceeding. 
 
 464. Unless directed by special instructions, when 
 two or more trains have been coupled and so run past 
 any block station, they must be uncoupled only at a block 
 station and the signalman notified. 
 
 465. When a train takes a siding it must not again 
 enter the block without the permission of the signalman. 
 
 466. When it is necessary for a train to cross-over, 
 the conductor before crossing or returning, must notify 
 the signalman and obtain permission to do so. 
 
 467. Enginemen and trainmen must not accept clear 
 hand signals as against block signals. 
 
 468. The engineman of a train which has parted 
 must sound the whistle signal for Train-parted on ap- 
 proaching a block station. 
 
 469. An engineman receiving a Train-parted signal 
 from a signalman must answer by the whistle signal for 
 Train-parted. 
 
 470. When a parted train has been recoupled the 
 signalman must be notified. 
 
 471. At a block station where the signalman is ab- 
 sent or incapacitated, so that instructions cannot be ob- 
 tained, trains must wait minutes and then pro- 
 ceed with caution to the next block station, where the 
 conductor must report accordingly to the . 
 
 472. If the track is obstructed between block stations 
 notice must be given to the nearest block signalman. 
 
STATION AND TRAIN WORK 371 
 
 473. If a train is held by a block signal to exceed 
 minutes, the conductor must ascertain the cause. 
 
 474. Conductors must report to any unusual 
 
 detention at block stations. 
 
 475. A block station must not be considered as closed, 
 except as provided on time-table or by special instruc- 
 tions. 
 
 Xote. — Rules 401 to 475, inclusive, apply to this system with- 
 out any of the "adjuncts.'' 
 
 AUTOMATIC BLOCK SYSTEM. 
 
 A series of consecutive blocks controlled by block sig- 
 nals operated by electric, pneumatic or other agency, 
 actuated by a train or by certain conditions affecting 
 the use of a block. 
 
 CONSISTS OF: 
 
 1. Signals of prescribed form, the indications given 
 by not more than three positions; and, in addition, at 
 night by lights of prescribed color. 
 
 2. An apparatus so constructed that the failure of 
 any part controlling the Home Block Signal will cause 
 it to indicate — Stop. 
 
 3. v Signals, if practicable, either over or upon the 
 right of and adjoining the track upon which trains are 
 governed by them. For less than three tracks, signals 
 for trains in each direction may be on the same signal 
 mast.* 
 
 *The word "mast" refers to the upright to which the signals 
 are directly attached. 
 
 4. Semaphore arms that govern, displayed to the 
 right of the signal mast as seen from an approaching 
 train. 
 
372 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 5. Switches in the main track so connected with the 
 block signals that the Home Block Signal in the direction 
 of approaching trains will indicate Stop when the switch 
 is not set for the main track. 
 
 6. Signal connections and operating mechanism so 
 arranged that a Home Block Signal will indicate Stop 
 after the f of a train shall have passed it. 
 
 tThe head, or rear. 
 
 ADJUNCTS. 
 
 The following may be used: 
 
 (A) Distant Block Signals* connected with corre- 
 sponding Home Block Signals and so constructed that 
 the failure of any part controlling the signal shall cause 
 it to indicate — Caution. 
 
 (B) Track Circuits. 
 
 (C) Indicators at main track switches. 
 
 *When Distant Block Signals are used the following should 
 be added to Rule 501: 
 
 DISTANT SIGNALS. 
 
 Signal 
 
 Occasion for Use 
 
 Indication 
 
 Name 
 
 Color 
 
 The signal will ap- 
 pear when 
 
 For enginemen 
 and trainmen 
 
 As used in rules 
 
 (d) 
 
 Home signal is at (a) 
 or track obstructed 
 between distant 
 and home signal 
 
 Home signal is at (b) 
 
 Proceed with 
 caution to the 
 home signal 
 
 Proceed 
 
 Caution-signal 
 Clear-signal 
 
 Where the semaphore is used, the governing arm is displayed 
 
STATION AND TRAIN WORK 
 
 373 
 
 to the right of the signal mast as seen from an approaching train, 
 and the indications are given by positions : 
 
 Horizontal as the equivalent of (d). 
 
 Vertical or Diagonal (angle above or below the hori- 
 zontal) as the equivalent of (e). 
 
 Where a single disc is used for two indications these are given 
 
 by position of a (color) disc as seen from an approaching 
 
 train : 
 
 Disc displayed as the equivalent of (d). 
 
 Disc withdrawn as the equivalent of (e). 
 
 501 
 
 RULES. 
 
 HOME SIGNALS 
 
 Signal 
 
 Occasion for Use 
 
 Indication 
 
 Name 
 
 Color 
 
 The signal will 
 appear when 
 
 For enginemen 
 and trainmen 
 
 As used in rules 
 
 (a) Red 
 
 (c) . 
 
 Block is not clear 
 Block is clear 
 Block is clear 
 Second block in 
 
 advance is not 
 
 clear 
 
 Stop 
 
 Procede 
 
 Approach next 
 home signal 
 prepared to 
 stop. 
 
 Stop-signal 
 
 Clear-signal 
 
 Caution-signal 
 
 Where the semaphore is used the governing arm is 
 displayed to the right of the signal mast as seen from 
 an approaching train, and the indications are given by 
 positions : 
 
 Horizontal as the equivalent of (a). 
 
 Vertical or Diagonal * as the equivalent of (b). 
 
 Diagonal * as the equivalent of (c). 
 
 Where a single disc is used for two indications these 
 
 are given by position of a f disc as seen from an 
 
 approaching train: 
 
 Notes to Rule 501.' — 
 
 * Angle above or below the horizontal. 
 
 tColor. 
 
374 RULES FOR MOVEMENT OF TRAINS 
 
 Disc displayed as the equivalent of (a). 
 Disc withdrawn as the equivalent of (b). 
 
 502. Block signals control the use of the blocks, but, 
 unless otherwise provided, do not affect the movements 
 of trains under the time-table or train rules ; nor dis- 
 pense with the use or the observance of other signals 
 whenever and wherever they may be required. 
 
 503. Block signals apply only to trains running in 
 the established direction. 
 
 504. When a train is stopped by a. block signal it 
 may proceed when the signal is cleared. 
 
 Or it may proceed — 
 
 (A) After waiting minutes and then runni 
 
 under caution ; 
 
 Or— 
 
 (B) Preceded by a flagman to the next clear signal 
 Note to Rule 504. — The Committee has provided for alter- 
 natives in Rule 504, considering either to be safe practice. 
 
 505. When a signal is out of service the fact will 
 be indicated by . 
 
 Trains finding a signal out of service must, unless 
 otherwise directed, proceed with caution to the next 
 signal. 
 
 506. When a train is stopped by a signal which is 
 evidently out of order, and not so indicated, the fact 
 must be reported to . 
 
 Note. — Rules 501 to 506, inclusive, apply to this system with- 
 out any of the "adjuncts." 
 
 General Note. — The Committee has found it desirable to leave 
 
 blanks ( ) in certain rules to be filled by each company 
 
 adopting them, as may best suit its own requirements. 
 
 ing 
 
TRAIN ORDER SIGNALS. 
 
 The Telegraph plays an important part in governing 
 the movement of trains, and the train order signal is no 
 less important. At every station from which train or- 
 ders are given out it is a permanent fixed signal, and 
 its position, together with the rules which govern its use, 
 will either hold a train or permit it to proceed without 
 hindrance. 
 
 Train order signals are of several forms. Different 
 forms of the well-known target signal are shown in 
 Figure 99. This signal is painted either green or red, 
 but it is most generally painted red. The illustration 
 shows it in the "stop" or "danger" position. When the 
 track is clear and it is desired to show the "clear" signal 
 the target is turned parallel with the track, and is, there- 
 fore, not visible to approaching trains. The colors used 
 on this signal at night are usually red for "stop" and 
 either green or white for "proceed." 
 
 These signals cannot, as a rule, be seen for any great 
 distance by the engineers of approaching trains because 
 they are usually attached to the side of a station building 
 or else under wide spreading eaves. The great speed 
 at which many trains are now run makes it necessary 
 that all signals are of such form and position as will 
 ensure that they may be plainly seen, in order that ap- 
 proaching trains not required to stop for orders or any 
 other reason may not lose any time provided the signal 
 be at "clear" and yet give sufficient time in which to 
 
 375 
 
376 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 bring the train to a standstill in case the "stop" or 
 
 "danger" signal is shown. 
 
 FIG. 99. TARGET SIGNALS. 
 
 This imperative need led to the introduction of the 
 signal known as the semaphore, which has been very 
 generally adopted, and which for train orders and gen- 
 eral signalling is very satisfactory. 
 
STATION AND TRAIN WORK 
 
 377 
 
 There are various forms of semaphore signals, the 
 two in most general use are shown in Figures ioo and 
 10 1, the difference between them being the angle to 
 which the arm is allowed to drop when at the "clear" 
 position. One it will be observed is oblique, and the other 
 is almost, if not quite, vertical. The horizontal position 
 in any semaphore is the "stop" signal. 
 
 FIG. 100. 
 
 FIG. 101. SEMAPHORES, 
 COMMON TYPES. 
 
 When a semaphore is used to signal trains proceeding 
 in one direction only, the arm pointing to the right of 
 the post is the one from which the indication is given, 
 the arm to the left of the post has, in that instance, 
 no significance whatever. See Figure 102. If, how- 
 ever, a single, or one arm semaphore, is used for train 
 order signals, it governs trains proceeding in either di- 
 
378 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 rection. On a single track a one arm semaphore is often 
 used, but on a double track never. (See Figure 103.) 
 As a rule, on single track the double arm is generally 
 used, one for trains proceeding in either direction 
 
 
 FIG. 102. A TWO-POSITION TRAIN-ORDER SIGNAL. 
 
 Only two indications are necessary for train order 
 signals. But if the block system is in operation it is 
 advisable to have a third for indicating "caution" when 
 it is used for blocking. This signal may be and in some 
 instances is used for train orders and block work also, 
 
STATION AND TRAIN WORK 
 
 379 
 
 yet the only positions which come under the rules gov- 
 erning the train order signal are those already men- 
 tioned, "stop" and "proceed." 
 
 FIG. 103. A TRAIN-ORDER SIGNAL. 
 
 Two forms of signals are shown in Figures 104 and 
 105 which are capable of three positions. The upward 
 inclination of the arm which is shown in Figure 104 
 indicates "caution," whereas the downward inclination 
 shown in Figure 105 indicates the same signal, but it 
 
380 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 cannot be confused with "clear" because that signal is 
 indicated by the vertical position. 
 
 FIG. 104. A THREE-POSITION SIGNAL. "ST0P"-H0RIZ0'NTAL; 
 "CAUTION"-UP ; "PROCEEDS-DOWN. 
 
 FIG. 105. DIFFERENT TYPE G^ THREE-POSITION SIGNAL. 
 "STOP"-HORIZONTAL; "CAUTION"-INCLINED ; 
 
 "PRocaFj}"-nowN. 
 
 Red is the color employed when semaphores are used 
 for train order signals, that is to say, it is the prevailing 
 color; some few lines, however, use yellow. The stand- 
 
STATION AND TRAIN WORK 
 
 381 
 
 ard color for use at night has, until recently, been for 
 "stop" or "danger," red; for "proceed," white; and 
 when necessary for "caution," green. There has been 
 of late considerable discussion regarding a suitable stand- 
 ard color for the caution and proceed signals, and as 
 green is by many considered better than white for many 
 reasons, that color is used on some roads for the "pro- 
 ceed" signal. For "caution" orange or yellow have 
 
 FIG. 107.' A RIGHT-ANGLE SEMA- 
 FIG - 106 - PHORE FOR BLOCK SIGNALS 
 
 WHEN USED ON A DOUBLE 
 TRACK, FOR TRAIN- ORDER 
 SIGNALS ON SINGLE TRACK. 
 (See also Figures 108 and 109.) 
 
 been mostly favored, although a few roads have adopted 
 a combined green and red light. But it should be borne 
 in mind that for train order work there are but two 
 indications, "stop" and "proceed." 
 
 A unique form of signal has been adopted by one 
 great railroad, although it is peculiar to that particular 
 line. It can be used either for train orders or blocking 
 
382 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 and either on double or single track lines. It is known 
 as the "Right-Angle Semaphore," it revolves about its 
 axis, and thus makes a number of indications. The pole 
 is hollow and a lamp is suspended therein which is 
 raised or lowered as the signal revolves. By means of 
 colored glass inserted where the lamp stops, any night 
 signal can be shown to correspond to any position of 
 
 FIG. 108. FIG. 109. 
 
 (Same as Figures 106 and 107.) 
 
 the arms. On single track the position shown in Figure 
 106 denotes a train order signal "stop" and the position 
 shown in Figure 107 is the signal to "proceed." The 
 other indications (Figures 108 and 109) are used for 
 any special signals on single track and they may be 
 used block signals on douole track. 
 
STATION AND TRAIN WORK 383 
 
 Standard Code, Rule 221, which follows, authorizes 
 the adoption of two forms: 
 
 "221. (A). A fixed signal must be used at each train- 
 order office, which shall indicate "stop" when there is an 
 operator on duty, except when changed to "proceed" to 
 allow a train to pass after getting train orders, or for 
 which there are no orders. A train must not pass the 
 signal while "stop" is indicated. The signal must be re- 
 turned to "stop" as soon as a train has passed. It must 
 be fastened at "proceed" only when no operator is on duty. 
 
 Operators must have the proper appliances for hand 
 signaling ready for immediate use if the fixed signal should 
 fail to work properly. If a signal is not displayed at a night 
 office, trains which have not been notified must stop and 
 
 ascertain the cause and report the facts to the ■ 
 
 from the next open telegraph office. 
 
 Where the semaphore is used, the arm indicates "stop" 
 when horizontal, and "proceed" when in an inclined position. 
 
 NOTE to Rule 221 A.-^The conditions which affect trains 
 at stations vary so much that it is recommended each road 
 adopt such regulations supplementary to this rule as may 
 best suit its own requirements. 
 
 221. (B). A fixed signal must be used at each train- 
 order office, which shall indicate "stop" when trains are to 
 be stopped for train orders. When there are no orders the 
 signal must indicate "proceed." 
 
 When an operator receives the signal "31" or "19," fol- 
 lowed by the direction, he must immediately display the 
 "stop signal" for (the direction indicated and then reply 
 "stop displayed," adding the direction; and until the orders 
 have been delivered or annulled the signal must not be re- 
 stored to "proceed." While stop is indicated, trains must 
 not proceed without a clearance card (From — "A"). 
 
 Operators must have the proper appliances for hand 
 signaling ready for immediate use if the fixed signal should 
 fail to work properly. If a signal is not displayed at a 
 night office, trains which have not been notified must stop 
 
 and ascertain the cause, and report the facts to the 
 
 from the next open telegraph office. W T here the semaphore 
 
384 RULES FOR MOVEMENT OF TRAINS 
 
 is used, the arm indicates "stop" when horizontal, and 
 "proceed" when in an inclined position. 
 
 NOTE to Rules 221 A and 221 B.— The Committee has 
 recommended two forms of Rule 221, leaving it discretion- 
 ary to adopt one or both of these forms according to the 
 circumstances of the traffic." 
 
 FIG. 110. SEMAPHORE, (DOUBLE ARM) FOR USE ON SINGLE 
 
 TRACK. 
 
 (The small arm is for train-order signals.) 
 
 It will be seen that one form provides that the nor- 
 mal position of the signal shall be "stop" except where 
 it is changed to "proceed" in order to permit a train to 
 pass. The other form provides that the signal shall 
 stand in the "proceed" position unless there are orders 
 for a train, when the signal must indicate "stop." 
 
STATION AND TRAIN WORK 385 
 
 Sometimes on single track lines the train order signal 
 is used for blocking also. In that event the conductor 
 and engineer are unable to know whether the train is 
 being stopped for an order or is merely being held in 
 the block. If for orders the conductor should go to the 
 telegraph office to obtain them, whereas if for a block 
 only the signal may be changed to "proceed" or "clear" 
 before the conductor has had time to reach the office. 
 A small semaphore is used on some roads, which is be- 
 low the double arm semaphore used for block signalling, 
 and located on the same post. This is used for train 
 order signals and so provides a separate indication. 
 (See Figure no.) Of course, it may not be so clearly 
 visible at a distance, but whenever it is used, the double 
 arm semaphore may also be shown at "stop" until both 
 have been observed by the engineer and conductor of 
 an approaching train. 
 
 The Universal Semaphore. — The American Railway 
 Engineering and Maintenance of Way Association has 
 recommended a standard -casting which it thinks should 
 be used for semaphore arms which are capable of being 
 used in either two or three positions : 
 
 Two positions, — horizontal and vertical. 
 
 Three positions, — horizontal, inclined downward, ver- 
 tical. 
 
 By merely changing the glass in the spectacles it may 
 be used to indicate any color desired for any position 
 at night. If the lamp is placed upon the top of the 
 post it will answer for two arms, one in either direction. 
 If only two indications are necessary, viz., horizontal 
 and vertical, the color which is to indicate "stop" can 
 be inserted in the two upper spectacles, and thus it will 
 
386 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 be shown until ■ the arm has quite reached the position 
 indicating "proceed," and in this way a false night in- 
 dication is prevented. Figures in to 115, inclusive, il- 
 lustrate this form of semaphore. 
 
 Bed 
 
 FIG. 111. 
 
 PIG. 112. TYPE OF SEMAPHORE ARM, 
 CONSIDERED STANDARD. 
 
 Means Employed for Identifying Trains. — The 
 great importance of being able to positively identify 
 trains cannot be too strongly impressed upon all who 
 
STATION AND TRAIN WORK 
 
 387 
 
 have anything to do with their movement on the road. 
 Operators ought to keep an accurate record, for by so 
 doing he not only contributes to the expeditious move- 
 ment of trains and the safety of lives and property, but 
 
 White 
 
 FIG. 113 
 
 FIG. 114. TYPES OF STANDARD 
 SEMAPHORE ARMS. 
 
 also makes the duties of the Train Dispatcher less 
 arduous, and his own connection with the Dispatcher's 
 office more satislactory, ii not pheasant. 
 
388 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 Almost all roads have provision made for describing 
 regular trains in train orders, although it is not in the 
 Standard Code. It is generally the custom to give the 
 number of the engine; some roads give the conductor's 
 name; and in a few instances the engine number and 
 also the name of the conductor is given. Extra trains 
 are almost universally described by the number of the 
 locomotive, and sometimes with the name of the con- 
 ductor added. Sometimes the cupola of the caboose is 
 provided with a transparency, trainmen being required 
 
 FIG. 115. SEMAPHORE ARM. 
 
 to exhibit at all times the prescribed characters, numbers 
 or letters for the purpose of enabling their train being 
 readily identified. See illustration, Figure 116. Each 
 road has its own particular form of indication for the 
 use of identifying its trains, although the common prac- 
 tice is to use a number (preferably the train's number) 
 
STATION AND TRAIN WORK 
 
 389 
 
 in the case of regular trains, and also which section it is. 
 If another section is not following, the letter "L," mean- 
 ing "last," usually indicates that fact. 
 
 If regular train No. 45, for instance, has a second 
 section following the indication would show: "1-45/' 
 but if another section is not following it would show : 
 "L-45." If an extra train it would be designated by 
 "X/' and the number of the engine. 
 
 FIG. 116. CUPOLA IDENTIFICATION METHOD. 
 
 Train Movement on Double Track. — The move- 
 ment of trains on double track, or on three tracks or on 
 four tracks is quite different from the movement of 
 trains on single track. Of course there are no "meeting 
 points'' for trains to make, but moving trains with the 
 least delay possible is equally as serious a problem as 
 that of making "meeting points/' The reason for this 
 is that the Standard Code of Double Track Rules formu- 
 lated by the American Railway Association are, it is 
 claimed, a modification of single track rules, and thus 
 they are often inadequate to meet the rapidly changing 
 conditions incident to the tremendous growth of traffic. 
 Consequently the subject has been given considerable 
 attention of late years ; and as there are only a few rules 
 
390 RULES FOR MOVEMENT OF TRAINS 
 
 and forms of train orders prescribed particularly to meet 
 the existing conditions, the need of a more uniform sys- 
 tem for governing the movement of trains on double 
 track: is apparent, and more effort toward that end is 
 being made. 
 
 On American roads the right-hand track i-s, as a rule, 
 used by trains. There are a very few cases, however, 
 where the English custom of using the left-hand track 
 is followed. Cross-overs are sometimes used for pass- 
 ing, although passing tracks are provided at suitable 
 intervals. As a general thing trains do not use cross- 
 overs without express permission, and when using cross- 
 overs they must be protected by a flag against trains on 
 the opposite track. Passing tracks are generally located 
 outside the main tracks, but the "middle track," which 
 is a "siding" between the main tracks, and is accessible 
 from either, is sometimes used. The one great thing 
 which dispatchers aim to do is to keep slow trains on 
 the move so they will not interfere with fast trains ; and 
 "keeping a train out of the way" is often a hard prob- 
 lem for the train dispatcher directing train movement 
 on double track. 
 
 There is but one order prescribed by the Standard 
 Code by which an inferior train may be moved ahead of 
 a delayed regular train. It is D-Form E, an order which 
 when used on double track is as unsatisfactory as when 
 it is used on single track. There are one or two roads 
 where no distinction of "class" in trains is made, a train 
 being allowed to run until ordered to permit another 
 train to pass it. On some lines trains are run on the 
 opposite track for a little distance, if they can be kept 
 moving thereby, instead of having to wait on a siding 
 
STATION AND TRAIN WORK 391 
 
 for a superior class train to pass. And on some other 
 roads, unless in case of accident, the established direction 
 of the current of traffic is always maintained. 
 
 The practice varies concerning its use, on roads pro- 
 vided with a third track. One track is sometimes oper- 
 ated as a single track line, being used by trains in both 
 directions under the rules governing single track. That 
 still leaves two for double track use. In some cases, 
 where that is done, the third track is used solely for 
 trains in one direction during certain hours of the day 
 when the amount of traffic necessitates it, the direction 
 being reversed at other hours of the day. But the roads 
 having three tracks are but few, because generally when 
 the traffic becomes too great in volume to be handled 
 on double track it is converted into a four-track road. 
 
 Nearly all, if not all, roads having a double track have 
 some form of block signaling in operation. More ex- 
 pensive and efficient system than the telegraph block 
 signal system have been widely introduced of late years, 
 although the telegraph system is still in use to some ex- 
 tent. It embodies the use of station train order signals, 
 the telegraph operators, of course, communicating by 
 means of the telegraph with each other. What is known 
 as the Right-Angle Semaphore (already referred to as 
 being in use on one great railway system) is used in con- 
 nection with the Telegraph Block System. This particu- 
 lar form of semaphore is illustrated and its different in- 
 dications shown in Figs. 106 to 109 inclusive. 
 
 The Manual Controlled 'System. — These are sig- 
 nals that are so interlocked that a signal cannot indicate 
 "clear" if there is a train in the block. They are usually 
 of the semaphore form, and are operated by a signalman. 
 
392 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 w** 
 
 PIG. 117A. 
 
 FIG. 117B. THE DISC TYPE OF SEMAPHORE. 
 
 Automatic Signals. — This form of signal is in u&e 
 on some of the large railroads. Figs. 117A and 117B 
 illustrate the disc type, and Figs. 118 and 119 show the 
 semaphore type. These are provided to serve for both 
 
STATION AND TRAIN WORK 
 
 393 
 
 #»p: 
 
 FIG. 118. "HOME" AND "DISTANT" SIGNALS. 
 
 ''home" and "distant" signals. Sometimes at the en- 
 trance to each block there is a home and distant signal 
 as illustrated in Fig. 118, the next block ahead being 
 given by the distant signal. Thus an engineer may know 
 there are two clear blocks ahead of him if both signals 
 
394 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 show "clear." Should the home signal show "proceed" 
 and the distant signal show "caution" he would know 
 that the block immediately ahead is clear, but would be 
 
 FIG. 119. "CLEAR" INDICATED BY GREEN LIGHT. 
 
 prepared to find "stop" shown at the next home signal, 
 and would accordingly run with the train under fufl con- 
 trol/ 
 
STATION AND TRAIN WORK 395 
 
 The construction of automatic signals is such as to 
 permit of either "stop" or "proceed" being the normal 
 position shown. The "normally clear" position is the 
 one most in favor. 
 
 Signals stand in the "stop" position with the "nor- 
 mally at danger" method, until a train approaches the 
 entrance to a block, when, if the block is clear it will 
 automatically change to "proceed," the change taking- 
 place in view of the engineer, with his train far enough 
 away from the signal to avoid delay, then just as the 
 locomotive reaches the signal it automatically returns to 
 "stop," remaining in that position until that train is out 
 of the block and another train is ready to enter it. En- 
 gineers are expected to see to it that the proper changes 
 do take place, because failing so to do, it would indicate 
 that they were not in order, and the fact should be im- 
 mediately reported to the proper official. 
 
 Night Colors. — The tendency to change from green 
 to white as a night color indication for "proceed" has 
 already been mentioned. Where this is done there is 
 difficulty in finding a suitable color for "caution." Wkn 
 a single color is substituted for green, for use as the 
 "caution" signal, the color mostly chosen is yellow. But 
 on one or two lines a combined green and red light indi- 
 cates caution ; the red light is concealed when the sema- 
 phore is dropped to the "clear" position, the green only 
 showing. But as one lamp serves to show both colors in 
 this combination, no light would be shown should the 
 light be accidentally extinguished. See Figure 119. 
 
 The Electric Train Staff System. — Where this 
 system is installed it has the effect of a mechanical oper- 
 ator issuing metal train orders, such orders being issued 
 
396 RULES FOR MOVEMENT OF TRAINS 
 
 only under the general direction of the train dispatcher, 
 and such orders when issued give a train the right only 
 over a certain section of track. This "mechanical oper- 
 ator" can issue but one such order at a time for any sec- 
 tion, with the exception of following trains, in which case 
 the permissive system is used; thus the risk of "lap or- 
 ders" is entirely obviated. 
 
 This system does not eliminate the train dispatcher, 
 but it does relieve his mind from the constant strain, be- 
 cause the train staff system is claimed to remove all dan- 
 ger of collision, and it does away with the telegraph train 
 orders entirely. Thus it gives him more time to issue 
 orders for the proper movement of trains on the division 
 under his control. 
 
 In its operation the track to be protected is divided 
 into blocks or sections of such length as will best accom- 
 modate local and traffic conditions. These blocks usually 
 terminate at existing stations or telegraph offices, though 
 occasionally, as in the telegraph block system, additional 
 block stations have to be installed, when the distance be- 
 tween any two existing stations is too great for the ex- 
 peditious handling of traffic. Each section is controlled 
 by two instruments (Figure 120), one at each end, "XV 
 and "Y." Each instrument is equipped with a sufficient 
 number of staffs (varying from ten to twenty-five per 
 section) to take care of the traffic conditions. No train 
 is permitted to proceed between "X" and "Y" in either 
 direction unless the conductor or engineer has in his 
 possession one of these staffs, which, as has been already 
 stated, serves as a "metal train order." The instruments 
 at "X" and "Y" are electrically connected and synchron- 
 ized so that the withdrawal of a staff from either can 
 
STATION AND TRAIN WORK 
 
 397 
 
 FIG. 120. ABSOLUTE STAFF INSTRUMENT WITH PEDESTAL. 
 Front View Showing Door of Pedestal Open. 
 
398 RULES FOR MOVEMENT OF TRAINS 
 
 only be effected by the joint action of the operators at 
 "X" and "Y" and but one staff can be put out of both 
 instruments at any one time. To move a train from "X" 
 to "Y" the manipulation of the instrument is as follows : 
 The operator at "X" presses bell key (Figure 120-A) the 
 number of times prescribed in the bell code, which rings 
 bell (Figure 121-L) at "Y/' The operator at "Y" first 
 acknowledges receipt on his bell key, ringing bell at "X" 
 (Figure 121-L), through the circuit shown on Plate 8, 
 and then holds it closed, thereby deflecting the "current 
 indicating needle" (Figure 122-F) at "X," to the right. 
 This informs "X" that "Y" has furnished current and 
 he proceeds to remove the staff by turning the prelimi- 
 nary spindle handle (Figure 120-B) to the right as f al- 
 as it will go, which raises the armature (Figure 123- J) 
 up to the magnets (Figure 123-K), transferring the cur- 
 rent from the bell "L" to the magnet (Plate 9, K-88), 
 closing the circuit as shown in red on Plate 9, and at the 
 same time closing the circuit on 360-K, shown in green 
 on Plate 9, after which the preliminary spindle handle 
 (Figure 120-B) is permitted to automatically return to 
 its normal position. This unlocks the revolving drum 
 (Figure 123-C) and indicates the fact by displaying a 
 white instead of a red disc in the indicator at Figure 
 122-H. The operator now moves the end staff (Figure 
 120-E) up the vertical slot into engagement with the 
 drum (Figure 123-C), the outer guard (Figure 122-N) 
 having first been turned to the right position, revolves the 
 latter through a half turn, using the staff as a handle, 
 and finally withdraws the staff through the opening at 
 Figures 120 and 124-M. In making the half turn the 
 drum (Figure 123-C) has reversed the polarity of the 
 
STATION AND TRAIN WORK 
 
 399 
 
 FIG. 121. ABSOLUTE STAFF INSTRUMENT. 
 Rear View with Cover Removed Showing Armature Dropped. 
 
400 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 FIG. 122. ABSOLUTE STAFF INSTRUMENT. 
 Front View of Instrument in Condition for Removal of a Staff. 
 
STATION AND TRAIN WORK 
 
 401 
 
 FIG. 123. ABSOLUTE STAFF INSTRUMENT WITH PEDESTAL. 
 Rear View with Cover Removed Showing Armature Raised. 
 
402 RULES FOR MOVEMENT OF TRAINS 
 
 operating current, thereby throwing the instruments at 
 "X" and "Y" out of synchrony with each other and 
 moving the "staff indicating needle" at "X" (Figure 
 124-G) from "Staff In" to "Staff Out." Immediately on 
 withdrawing the staff, the operator at "X" once more 
 presses the bell key "A/' which indicates to the operator 
 at "Y" by moving his needle from "Staff In" to "Staff 
 Out" that the operation is completed. The staff with- 
 drawn is now delivered to the train by hand if the train 
 is at rest, or passing at a speed of less than twenty-five 
 miles per hour. For higher speeds the staff is placed in 
 a special holder and delivered by methods similar to those 
 followed in the Railway Mail Service, the locomotive 
 being fitted with a catching and delivering device. The 
 illustrations will serve to make this perfectly clear. 
 
 As before mentioned, in taking out a staff the polarity 
 of the operating current is reversed. This prevents a 
 second staff from being taken out of either instrument, as 
 follows : 
 
 The polarity of the current flowing through magnet 
 K-360, Plate 9, is never changed, the current for the 
 same being local. The polarity of the current flowing 
 through K-88, Plate 9, is changed each time its staff is 
 put in or taken out of either instrument. This puts the 
 instruments either in or out of synchrony. The magnet 
 (Figure 123-K) is formed of two separate coils, one 
 energized' by the local and one by the line battery. The 
 construction of this magnet is such that when the cur- 
 rents in both coils flow in the same direction, the lines of 
 force flow round the cores and connecting straps, thus 
 forming no point of attraction for the armature. When 
 the current is reversed in one coil, the lines of force op- 
 
STATION AND TRAIN WORK 
 
 403 
 
 FIG. 124. ABSOLUTE STAFF INSTRUMENT. 
 
 Front View of Instrument when a Staff is Released or about to be 
 
 Replaced. 
 
404 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 FIG. 125. ABSOLUTE 
 STAFF INSTRUMENT 
 WITH PEDESTAL. 
 Rear View with Cover Removed 
 Showing Armature Dropped. 
 
 FIG. 126. ABSOLUTE STAFF 
 
 INSTRUMENT. 
 Side View with Cover Removed. 
 
STATION AND TRAIN WORK 405 
 
 pose each other and the armature being brought to the 
 point of attraction is held there. With the staff out, if 
 an attempt be made to release another staff, the circuit 
 closed will be as shown on Plate 10, with the polarity 
 of the current following through magnet K-88 reversed. 
 By comparing this circuit with the one shown on Plate 9 
 for releasing a staff, it will be seen that in the former 
 the currents flowing through magnets K-360 and K-88 
 oppose each other, and in the latter they do not, thus pre- 
 venting the release of a second staff. On arrival of the 
 train at "Y" the staff is delivered either by hand or de- 
 livered to the operator who, having seen that the train is 
 complete by observing the rear end markers, places the 
 staff in the opening (Figures 120 and 124-N) of his in- 
 strument, having first turned the outer guard (Figure 
 122-N) to place, moves the staff into engagement with 
 and revolves drum (Figure 123-D) through one half 
 turn, using the staff as a handle (see Figure 127) and 
 allows it to roll down the spiral. He then presses his 
 bell key the prescribed number of times, thus notifying 
 "X" that the train is out of the section, which operation 
 also moves the "staff indicating needle" at "X" from 
 "Staff Out" to "Staff In." The operator at "X" presses 
 his bell key in acknowledgment and by doing so moves 
 "staff indicating needle" at "Y" from "Staff Out" to 
 "Staff In" (see Figure 127). The machines are now 
 synchronized and another staff can be obtained from 
 either in the manner above described. 
 
 The staff being put in the instrument at "Y," the cir- 
 cuits for releasing a staff at "X" or "Y" would be as 
 shown on Plates 11 and 12 respectively. 
 
 While it takes some little time to describe the method 
 of operating the staff instruments, yet, as a matter of fact, 
 
406 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 FIG. 127. ABSOLUTE STAFF INSTRUMENT. 
 Front View of Instrument when a Staff has been Replaced. 
 
 
STATION AND TRAIN WORK 407 
 
 the removal of a staff actually takes less than five seconds, 
 and the operation of putting one in an instrument less 
 than two seconds, under ordinary conditions. 
 
 The same methods are followed at each succeeding 
 staff station, but no two adjacent sections use the same 
 design of staff ; that is to say, the staff used between "X" 
 and "Y" will not fit the instruments which control the 
 section between "Y" and "Z." 
 
 Usually four different designs of staffs are employed in 
 actual practice, to avoid any possibility of their being im- 
 properly used. 
 
 The Permissive Feature. — While the absolute train 
 staff system, where but one train is allowed in any sec- 
 tion, is the ideal arrangement, yet cases occur where it 
 is desirable to allow several trains to follow each other 
 a block at short intervals. This may be done by the use 
 of the "permissive system/' which consists of an attach- 
 ment to the absolute machine at each end of the section 
 with one permissive staff ; this instrument is shown in 
 Figure 128. 
 
 To use it ; an absolute staff is withdrawn from the in- 
 strument at "X" and is used as a key with which to un- 
 lock the base containing the permissive staff to be re- 
 moved, which action locks the absolute staff in the per- 
 missive attachment until the permissive staff is returned. 
 The permissive staff is a steel rod and eleven removable 
 rings, any of which will authorize a train to pass through 
 the section to Y. If less than twelve trains are to fol- 
 low each other, the last one takes the remaining rings 
 and the rod. When all the rings are received at "Y" 
 the operator returns them to the permissive staff, places 
 it in the permissive attachment or base, and locks it by 
 
408 
 
 RULES FOR MOVEMENT OF TRAINS 
 
STATION AND TRAIN WORK 409 
 
 the absolute staff already in the lock. This releases the 
 absolute staff, which put in the absolute instrument in the 
 regular manner. That synchronizes the machines so that 
 a movement can be made with an absolute staff in either 
 direction and from "Y" to "X" with the permissive staff. 
 
 When next it becomes necessary to move a number of 
 trains in rapid succession from "X" to "Y" under the 
 permissive system, the permissive staff must be obtained 
 by "Y" as before described and forwarded to "X" as a 
 whole by the first train moving in that direction. The 
 entire permissive staff confers the same rights as does 
 an absolute staff. 
 
 Control of Signals. — In its capacity as a key the ab- 
 solute staff has a number of uses in addition to those .al- 
 ready described. Where signals are used to indicate to 
 an approaching train whether or not it will receive a 
 staff, an instrument known as the staff and lever lock is 
 attached to each lever operating such signals (see Figure 
 129). To clear a signal, the staff after being withdrawn 
 is first used to unlock the lever lock, the signal is then 
 cleared, the staff removed from the lock and delivered to 
 the train. 
 
 To insure the signal being placed at danger behind a 
 train the act of unlocking the signal lever opens the staff 
 circuit, and no communication can be made between the 
 two staff stations until the signal is at danger and the 
 lever locked in that position. This does not indicate, 
 however, that the operator will have the staff ready for 
 delivery by hand, or in the mechanical deliverer. To 
 cover that point an electric slot is attached to the signal 
 governing train movements into the staff section, which 
 slot is controlled by the staff and lever lock and the me- 
 chanical deliverer, so that before the signal can be cleared 
 
410 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 BACK VIEW WITH COYER REMOVED 
 
 SIDE VIEW SHOWING COVER 
 IN SECTION 
 
 FIG. 129. STAFF LEVER LOCK. 
 
 the staff must be released, used to unlock the signal lever 
 and put in the staff deliverer, which closes the circuit on 
 the electric slot. The signal can then be cleared. With 
 this arrangement, therefore, a clear signal cannot be 
 given until the staff is actually in the deliverer. 
 
STATION AND TRAIN WORK 411 
 
 When the train picks up the staff, the circuit on the 
 slot is opened, automatically setting the signal to danger, 
 and it cannot again be cleared until the operation is re- 
 peated. 
 
 Switch Locking. — The staff is also used as a key to 
 unlock siding switches which may occur between staff 
 stations, the switch locks being so designed that the staff 
 cannot be removed from the lock until the switch is set 
 and locked for the main line, thus providing absolute pro- 
 tection against misplaced switches. 
 
 Intermediate Siding and Junction Instruments. — 
 In some sections there is a siding of sufficient length to 
 hold a train, but traffic would not warrant placing a staff 
 station there. That the usefulness of this siding may not 
 be lost, a special instrument is placed at the siding which 
 enables it to be used for meeting or passing trains. 
 
 A junction or diverging line may be situated between 
 two points most suitable for staff stations, but, on account 
 of the small amount of traffic over the diverging line, it 
 w r ould not be desirable to "make it a staff station. Such 
 a point can be controlled in a similar manner. The cir- 
 cuits and operation of both the siding and junction instru- 
 ments are the same. 
 
 To move trains between "X" and "Y" the manipula- 
 tion of the instruments is the same as that previously de- 
 scribed in connection with the absolute instruments. 
 
 To move a train from "X" to the siding or junction, a 
 staff is released at "X" by "Y" in the regular manner 
 (see Plate 13). The operator at "X" gives the staff to 
 the train with instructions to proceed to the siding or 
 junction. Unlocking the switch with the staff, the train 
 takes the siding or junction, closes and locks the switch, 
 
412 RULES FOR MOVEMENT OF TRAINS 
 
 places the staff in the siding or junction instrument, and 
 turns the drum to the right. The staff is now locked 
 in the instrument and the staff instruments at "X," "Y" 
 and junction or siding are synchronized. (See Plates 
 14 and 15.) 
 
 When a movement is to be made from the siding or 
 junction to "X" or "Y" (all staffs being in the instru- 
 ments), "X" and "Y," acting in conjunction, can release 
 a staff at the siding or junction (see Plate 16), which on 
 being removed changes the circuits so that no other staff 
 can be released either at "X," "Y," siding or junction 
 until this staff is replaced in one of the instruments. The 
 train then unlocks the switch, passes out on the main 
 track, locks switch and proceeds to "X" or "Y." 
 
 Pusher Engine Attachment. — Another adjunct to 
 the staff system is known as the pusher engine attach- 
 ment and staff, which is used on heavy grades where 
 pusher engines are required, and is intended to both 
 obviate the necessity of the pusher engine proceeding 
 through the entire staff section, and to better equalize the 
 traffic. It can readily be seen from the foregoing descrip- 
 tion of the staff system, that under ordinary rules every 
 train having a pusher engine attached would receive one 
 staff to proceed up grade, as from "Y" to "X." On ar- 
 rival at "X" pusher engine would necessarily have to re- 
 ceive a staff to return to "Y." Supposing the traffic up 
 and down grade to be equal, and that each train going 
 up grade requires a pusher, it is apparent that twice as 
 many staffs would go down hill as came up, resulting 
 eventually in all the staffs arriving at the foot of the 
 grade "Y," from whence they could only be returned to 
 "X" by some special person authorized to unlock the in- 
 struments and remove the staffs by hand. 
 
STATION AND TRAIN WORK 
 
 413 
 
 UJ 
 
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 H 
 
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 O 
 «! 
 
 H 
 
 a 
 
 02 
 P 
 
 Oh 
 
 1—1 
 
 fa 
 
414 RULES FOR MOVEMENT OF TRAINS 
 
 Furthermore, the summit of the grade may be half way 
 between "Y" and "X," but under the rules a pusher could 
 not cut off at the summit and return to "Y," but would 
 have to continue on to "X" and receive a staff to return. 
 
 To overcome these two objections the pusher attach- 
 ment (see Figure 130) is employed. It consists (like 
 the permissive attachment) of a separate device which 
 may be attached to any absolute instrument, and contains 
 a staff of special design which can only be released by an 
 absolute staff, though, unlike the permissive staff, it can 
 be out of its receptacle at the same time as the absolute 
 staff. 
 
 The operation is as follows : A train with a pusher en- 
 gine wishes to proceed from "Y" to "X." "X" releases 
 staff at "Y" (Plate 17) and "Y" uses this staff to re- 
 lease pusher staff. This operation opens the controlling 
 circuits of the system and closes the circuits on the pusher 
 bells (Plate 18). "Y" then hands the absolute staff to 
 the train and the pusher staff to the pusher engine. The 
 train passes through the section and delivers the absolute 
 staff at "X." This is placed in the instrument there, the 
 pusher engine retaining the pusher staff and returning to 
 "Y." Until this latter staff is put into the pusher attach- 
 ment at "Y" and locked, the staff circuits are not re-es- 
 tablished and no other staff can be released. 
 
 Circuit Controller Attachment. — Another attach- 
 ment called the circuit controller attachment (see Figure 
 131) is used where electric signals are operated in place 
 of mechanical. This attachment is arranged to control 
 the staff and signal circuits. The signal circuits controll- 
 ing the signals for a through movement cannot be closed 
 until the staff has been used to release same, which staff 
 can be taken out when said release is made. 
 
STATION AND TRAIN WORK 
 
 415 
 
 Eh 
 
 a 
 w 
 
 Q 
 
 < 
 
 <J 
 
 o 
 
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416 rules for movement of trains 
 
 Staff System on the Southern Pacific Railway. 
 ■ — There is a long continuous staff blocking on the South- 
 ern Pacific Railway 'between Truckee and Colfax, Califor- 
 nia, a distance of 98 miles, divided into 37 blocks. This 
 portion of the Southern Pacific is in the Sierra Nevada 
 Mountains, and 14 of the staff stations are located in the 
 snow sheds. Here the staff station is at the center of a 
 passing siding. The staff system is worked in conjunc- 
 tion with electric signals so that trains may pass with fa- 
 cility and safety. 
 
 Through the snow sheds it was found that neither the 
 modern electric semaphore signal nor the ancient types of 
 banner and banjo signals could be installed, so Mr. W. 
 W. Slater, Signal Engineer of the Southern Pacific, de- 
 signed a neat and compact disc signal suitable for this 
 particular condition. 
 
 The general arrangement of tracks and signals at each 
 of the staff stations is shown on Plate 19. All signals 
 in the horizontal position indicates "take siding." Upper 
 blade of two-arm signal clear and independent distant 
 clear indicates "stop at staff station/' "staff not ready." 
 All signals clear indicates "proceed, staff ready and in 
 crane." 
 
 The circuits controlling the signals in the above de- 
 scribed movements are clearly shown on Plates Nos. 20, 
 21 and 22. On Plate 20 "B" has staff circuits closed, re- 
 leasing a staff at both "A" and "C." Upon the arrival 
 of these trains at "B/' the one from "A" will take the 
 siding and the one from "C" the main track, the latter 
 stopping at the staff station (see Plate 21). If the train 
 from "A" should get into siding at "B" in time to enable 
 operator to put the staff into the instrument and get an- 
 other released and put in the crane, the signals for the 
 
STATION AND TRAIN WORK 
 
 417 
 
 / 
 
 <fc ^ 
 
 t ^ 
 
 SECTION OF HEAD 
 
 SHOWING CIRCUIT 
 
 CONTROLLER 
 
 FIG. 132. CRANE STAFF DELIVERER. 
 
418 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 train from "C" could be cleared as shown on Plate 22, 
 thus preventing its stopping. 
 
 The home and independent distant signals can be 
 cleared at any time by moving the handle of the circuit 
 controller attachment from the normal or first position to 
 the middle or second position, allowing trains to approach 
 the staff station, but the staff distant signal on the two 
 arm post cannot be cleared until the circuit controller 
 attachment has been released by a staff, when the han- 
 dle can be removed from the middle or second position 
 to the reverse or third position, thereby closing one point 
 in the circuit of the aforesaid staff distant signal, the 
 other point in the circuit being closed by putting the staff 
 in the crane ready for the train to take as it passes. 
 
 Two opposing signals cannot be given at the same time, 
 circuits of each being controlled by the other, making it 
 necessary for one of the two to be in the normal or first 
 position, as will be seen by referring to Plate 22. 
 
 The crane in use in this installation is shown in Fig- 
 ure 132. 
 
 The A. B. C. System. 
 
 "The A. B. C. Rules on the Northern Pacific have passed 
 the experimental stage. Their value is no longer a mat- 
 ter of speculation. Apparently they have come to stay. 
 From every viewpoint they are, without doubt, superior 
 to any single track system of rules and orders that have 
 yet been devised. They are now used on sixty-three miles 
 of track, from Spokane to Ritzville. On this territory 
 there are fifteen telegraph offices and three blind sidings. 
 It is all main line and handles a traffic so heavy that with 
 the ordinary system of train orders it was found impossi- 
 ble to keep trains moving. 
 
STATION AND TRAIN WORK 
 128 OHMS ^640HWSK320HKSi160HKK- 102 OHMS — | 
 
 419 
 
 The distance between two staff instruments depends upon traffic 
 conditions and therefore the resistance of the line wire in series with 
 the line coil of the lock magnet varies considerably. The local coil 
 of the lock magnet should have a variable resistance in series with it 
 in order that it may balance perfectly with the line coil. This is ac- 
 complished by using the adjustable resistance tube shown diagram- 
 matically on the opposite page. 
 
 The table gives the required information for connecting up the 
 adjustable resistance tube for any ordinary condition. 
 Column 1 represents the total resistance of the two line wires con- 
 necting a pair of instruments. 
 Column 2 shows the normal voltage reauired to operate. (This is 
 50% above the minimum voltage required and gives a large work- 
 ing margin.) 
 Column 3 shows the corresponding number of dry cells required to 
 
 secure the voltages shown in Column 2. 
 Column 4 shows the ohms resistance to be inserted in series with the 
 
 local coil to balance the line resistances as given in Column 1. 
 Column 5 shows the proper terminal to which one wire leading from 
 the local coil of the lock magnet should be connected to get the 
 resistance shown in Cclumn 4. THE OTHER SHOULD ALWAYS 
 BE CONNECTED TO TERMINAL 1. 
 Column 6 shows the additional connections to be made in order to get 
 
 the resistances shown in €olumn 4. 
 Example. Two staff instruments are 5% miles apart. No. 12 B. & S. 
 copper line wire is used. Total length of line wire will be 11% 
 miles. Total resistance of line will be 96 ohms. Consulting the 
 table we see that 30 cells of dry battery should be used to operate 
 and that 262 ohms should be put in series with the local coil. 
 Columns 5 and 6 show that to get this resistance we connect ter- 
 minals 2 and 3 together and also terminals 4 and 5 together. We 
 then connect terminals 1 and 6 into the local circuit. 
 
420 
 
 RULES FOR MOVEMENT OF TRAINS 
 
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 31.4 
 
 32.5 
 
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 3 &4 
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 FIG. 134. 
 
 TABLE OF RESISTANCES FOR ELECTRIC TRAIN STAFF 
 SYSTEM. 
 
STATION AND TRAIN WORK 421 
 
 "No train orders are issued and there are no time-table 
 schedules except for information to the public that pas- 
 senger trains may be expected at certain times. A train 
 obtaining a clear signal at a telegraph office and obtain- 
 ing a clearance card from the operator has absolute right 
 to the next telegraph station. There it receives further 
 instructions by means of a three-position semaphore either 
 to stop and wait, to take siding or to proceed to the next 
 station. Clearance cards are delivered to conductor and 
 engineman by means of hoops and no reduction of speed 
 is necessary. 
 
 "Experience has shown surprisingly satisfactory re- 
 sults. It has long been realized that an important ele- 
 ment in the cost of handling traffic is the length of time 
 consumed by trains in passing over the road. Delays are 
 very expensive. They consume coal, produce wear and 
 tear on the engine and necessitate overtime to employes. 
 With the A. B. C. Rules all these items of expense are 
 reduced to the lowest possible figure. Receipts for freight 
 charges are the same no matter whether the movement is 
 speedy or otherwise, so that the saving in expense is 
 clear gain. 
 
 "It is difficult to arrive at an exact statement of in- 
 crease of efficiency, but a comparison of statistics for one 
 month with that of the corresponding period a year 
 previous shows that the average speed of all freight trains 
 in passing over this portion of the track was eleven miles 
 per hour, as compared with 8.6 miles per hour the pre- 
 vious year. This includes all delays of whatever kird 
 and also includes the movement of two way freights do- 
 ing work and a goodly amount of switching. Omitting 
 the locals the record of the through freight trains shows 
 
422 
 
 RULES FOR MOVEMENT OF TRAINS 
 
STATION AND TRAIN WORK 
 
 423 
 
424 RULES FOR MOVEMENT OF TRAINS 
 
 an average speed of fourteen miles per hour, which is 
 an excellent showing for a single track road. The aver- 
 age increase of speed is 30 per cent, and the average de- 
 crease of time spent on the road is almost 22 per cent. 
 The earning capacity of engines and cars shows an in- 
 crease of over 20 per cent. * 
 
 "All this is accomplished with practically the same 
 number of men and the same equipment of signals, etc., 
 as was required for the old method, which involved the 
 use of train orders. The great success of the venture is 
 attributed in some measure to the hearty co-operation of 
 the dispatchers, trainmen and operators concerned in 
 handling the trains. All contribute toward attaining the 
 desired results. 
 
 Not the least important feature of the plan is that it may 
 be termed absolutely safe. In handling trains according 
 to the Standard Code there is the ever-present element 
 of danger. The best and most careful man is liable to 
 error. Dispatchers, operators, conductors and enginemen 
 are all in positions where oversight and forgetfulness 
 are always possible. Experience has proven this so true 
 that further comment is unnecessary. With the A. B. C. 
 System three men must act simultaneously with each 
 other. No move can be authorized and no signal can be 
 cleared unless they three give their consent. The oper- 
 ator who is to clear the train first examines his own 
 block record, and if the track is clear asks the dispatcher 
 for a clearance. The dispatcher looks at his train sheet 
 and if found proper issues the necessary authority. The 
 operator then asks permission of the operator at the next 
 station to admit the train to the block. If the latter is 
 satisfied that the track is clear he gives his consent. All 
 
STATION AND TRAIN WORK 
 
 425 
 
 FIG. 137. BIGHT SEMAPHORE SIGNAL, BRIDGE EQUIPPED 
 WITH THE SAFETY STORAGE SYSTEM. 
 
 (Cylinder indicated by arrow.) 
 
 Owing to the great penetrating power of Acetylene and the absence of 
 the yellow rays, it is of great value for Signal Lighting. All colors hold their 
 true value under this marvelous illuminant, which makes it possible to use a 
 wider range of colors for signals. Through heavy storms and fogs that ob- 
 scure other lights and make it necessary for the engineer to slow down, and 
 sometimes almost stop, to make the signal, the Acetylene signal shines clearly 
 and the signal can be seen without any trouble. 
 
 The illustration shows an eight semaphore light signal bridge equipped 
 with the Safety Storage System. The cylinder seen at the foot of the right- 
 hand end of the bridge is one of our old style 20 1-4 inches by 124 inches, con- 
 taining 2,200 cu. ft. of gas at 150 lbs. pressure. One such cylinder will supply 
 the eight light bridge for five months, lights burning night and day, requiring 
 no attention except to clean lamps every thirty days. 
 
426 RULES FOR MOVEMENT OF TRAINS 
 
 three must make a mistake if the wrong authority is 
 granted, and it would seem impossible that an error could 
 be thus made. The record of four months shows that 
 nothing approaching such an error has been experienced. 
 The duties of each man are so simple, compared with the 
 handling of a hundred or more train orders every day, 
 and he has practically but one thing to do at a time, while 
 a dispatcher on an ordinary district has sometimes a 
 dozen matters requiring attention, and operators and 
 trainmen have numerous orders, each of which must be 
 delivered and executed without failure or oversight." — ■ 
 From Locomotive Firemen and Engineers' Magazine, 
 May, ipo8. 
 
BLOCK SIGNAL EXAMINATION. 
 
 QUESTIONS WITH ANSWERS. 
 
 Q. What is a block signal? A. A telegraph station 
 with all the necessary signals for blocking trains. 
 
 Q. What is a block. A. The distance between the 
 outer approaching switches of two block stations. 
 
 O. What is a positive block? A. A Block where 
 there is only one train allowed at a time. 
 
 Q. What is a cautionary or permissive block? A. 
 A block where two trains are allowed by the use of a 
 cautionary card or signal. 
 
 Q. Are block signals used for any other purpose than 
 blocking trains? A. They may be used for stopping 
 trains for telegraphic orders. 
 
 Q. What rules besides block signal rules apply to 
 them? A. Train order rules. 
 
 O. What is a block signal? A. A semaphore where 
 arms govern by day, and red, green and white lights by 
 night. 
 
 0. Which arm and light of the block signal govern 
 trains approaching such signal? A. The right arm and 
 the light facing the train. 
 
 Q. What does the horizontal position of the arm or 
 red light signify ? A. Danger. 
 
 Q. What does the diagonal position of the arm or 
 green light signify? A. Caution; another train is in 
 the block. 
 
 Q. What does the vertical position of the arm or the 
 white light signify? A. Clear; no train in the block. 
 
 427 
 
428 RULES FOR MOVEMENT OF TRAINS 
 
 Q. When a clear signal is given how far does it indi- 
 cate that block is clear? A. To outer approaching 
 switch of the block station ahead. 
 
 Q. What switch is meant by the outer approaching 
 switch of the block station ahead? A. The one farth- 
 est out from that station. 
 
 Q. At what position must signals always be kept ex- 
 cept when changed to permit a train to pass ? A. Hori- 
 zontal or danger. 
 
 Q. While you have train orders on hand, at what 
 position must block signals be left? A. Horizontal or 
 danger. 
 
 Q. What must be done before issuing clearance cards 
 to trains to which you have delivered orders? A. As- 
 certain that there are no more orders and that the block 
 is clear. 
 
 Q. If you have no orders for a train, which is ap- 
 proaching, and block ahead is clear, when should you 
 give clear signal to that train ? A. As early as possible 
 in order that they will not reduce speed. 
 
 Q. When is the proper time to report a train clear of 
 a block? A k One hundred yards past the block station. 
 
 Q. When is a proper time to replace danger signals 
 after a train has passed? A. Immediately after the 
 markers have passed the block station. 
 
 Q. How are you to know when an entire train has 
 passed your station ? A. By the markers. 
 
 Q. What are the markers? A. Red and green 
 lights by night and green flags by day. 
 
 Q. If a train passes with no markers displayed what 
 would you infer, and what action would you take? A. 
 Notify block stations on each side and report to train dis- 
 patcher that train has parted. 
 
STATION AND TRAIN WORK 429 
 
 Q. If you are notified by next block station in either 
 direction that a train which had entered block has parted 
 what would you do? A. Give "train parted" signal to 
 engineer as front portion approached. 
 
 Q. What is a "train parted" signal? A. A lamp or 
 flag swung vertically at arm's length across the track. 
 
 Q. For what purpose is a cautionary block signal or 
 card used ? A. To allow a train to enter a block which 
 is not clear. 
 
 O. Suppose that two or more sections of a train were 
 to meet an opposing train at your station ; would you give 
 the opposing train a clear signal before all the sections 
 had passed and all others had been completed and de- 
 livered or cancelled or while there was another train in 
 the block? A. No. 
 
 Q. What record of movements of train is to be kept 
 and at what time must the record commence? A. A 
 record of train movements should be kept on a train reg- 
 ister sheet and should be commenced at midnight daily. 
 
 0. How are trains to be reported? A. To offices 
 both in advance and rear. 
 
 Q. What does signal B signify? A. Block. 
 
 Q. What must be done with regard to an approach- 
 ing train if a train from an opposite direction upon single 
 track has entered the block? A. Leave danger signal 
 displayed to hold the approaching train. 
 
 Q. What should be done upon the approach of a train ? 
 
 A. If block is clear, and if you hold no orders for the 
 
 # train, display white or clear signal allowing it to proceed. 
 
 Q. What would be done in case you could not raise 
 the next block station to get him to block trains and you 
 could not raise train dispatcher for instructions? A. 
 Issue a caution card stating the facts of the case. The 
 
430 RULES FOR MOVEMENT OF TRAINS 
 
 
 train could then proceed only as in accordance with the 
 time schedule. 
 
 Q. Under what conditions may a train be permitted 
 to enter a block before a preceding train has cleared that 
 block? A. Under a cautionary signal or card. 
 
 Q. How must your signals be displayed when trains 
 are to meet at your station? A. They should be held 
 at danger until one train is clear on the side track. 
 
 Q. What must be done in case a train is to use a 
 cross-over switch or enter the opposite or wrong-going 
 track? A. The conductor must notify the operator, at 
 the block station to be last passed, of his intentions, who 
 will notify the operator in the block station in advance, 
 to use the danger or cautionary signals for all opposing 
 trains until informed that the train which crossed over 
 has reached bis or another block. Station on the right 
 track. 
 
 Q. If a train enters a siding at your station to be met 
 and passed by another train what must you know before 
 reporting the block clear? A. That the markers on the 
 rear of the train are clear on siding and that the switch 
 is closed. 
 
 Q. If it should be necessary to stop a train while it is 
 passing your station for which you have given a clear or 
 caution which signal would you use? 
 
 A. The danger signal, also hand signal. 
 
 Q. After an engine or train has passed your office 
 and you are offered an order for that train, or you are ' 
 ordered to block it, what would you do? A. Refuse by 
 stating the circumstances and then endeavor to stop the 
 train. 
 
 Q. What must be done before closing a block signal 
 
STATION AND TRAIN WORK 431 
 
 station? A. Get relief from the train dispatcher and 
 notify the offices on each side. 
 
 Q. When block offices are closed what must be done 
 with the signals ? A. Leave them at white. 
 
 Q. What must be done when an office is reopened? 
 A. Report to the train dispatcher for duty and notify 
 the stations on each side. 
 
 Q. What must be done before allowing the first train 
 to pass? A. Ascertain if block is clear. 
 
 Q. When should hand signals be used? A. At any 
 time when the proper indications cannot be given by tfos 
 fixed signal. 
 
SIGNALLING CATECHISM. 
 
 Q. What do block signals control ? 
 
 A. The use of certain blocks. 
 
 Q. Do they affect the movement of trains under time 
 table or train rules? 
 
 A. No. 
 
 Q. Do you consider that a block signal relieves you 
 in any way from protecting your train by flagman? 
 
 A. No. 
 
 Q. Explain the position of block signal when "Clear" 
 and at "Stop/' 
 
 A. When at "Clear" they will show a diagonal arm 
 by day and a green light at night. When at "Danger" 
 a horizontal arm or a red light at night. 
 
 Q. When signal is clear to what point does it give 
 you a clear track? 
 
 A. To the outer approaching switch at the next sta- 
 tion. 
 
 Q. What is meant by the outer approaching switch 
 at station? 
 
 A. The first switch reached. 
 
 Q. Do block signals control trains standing on side 
 track ? 
 
 A. No. 
 
 Q. What authority is necessary before train on side 
 track can proceed? 
 
 A. Authority from the signal man. 
 
 Q. Of what does such authority consist? 
 
 A. A caution card and release, a release stamped 
 
 432 
 
STATION AND TRAIN WORK 433 
 
 "Block is Clear, " a train order stamped "Block is Clear" 
 or train orders and a caution card. 
 
 O. How must trains moving under caution card ex- 
 pect to find main track? 
 
 A. Occupied in that block. 
 
 Q. When two or more trains coupled together enter 
 a block when can they be uncoupled and what is your 
 duty? 
 
 A. Only at a block station and signalman to be no- 
 tified. 
 
 Q. What is necessary before train crosses from one 
 main track to another? 
 
 A. A cross-over permit. 
 
 Q. After clearing a block what are instructions rela- 
 tive to re-entering or backing into same? 
 
 A. Must not back within 300 feet of the block with- 
 out authority from the signalman. 
 
 Q. How long are trainmen required to watch block 
 signal to see that position does not change? 
 
 A. Until the entire train has passed. 
 
 Q. If you came to a block signal where a signalman 
 is regularly employed and found no signalman there what 
 would you do ? 
 
 A. Would wait ten minutes, then proceed to the next 
 block station, and report the fact to the train dispatcher. 
 This applies to an intermediate station where there are 
 no sidings. 
 
 Q. When parted train has been recoupled who must 
 conductor notify? 
 
 A. The signalman. 
 
 Q. Will hand signals be accepted against block sig- 
 nals? 
 
 A. No. 
 
434 RULES FOR MOVEMENT OF TRAINS 
 
 Q. What is required of conductor when track is ob- 
 structed between block stations? 
 
 A. Conductor should notify the nearest block signal- 
 man. 
 
 Q. Upon entering a siding at a block station what 
 notice is required of conductor to signalman when train 
 is clear of main track and switch is locked ? 
 
 A. He must personally notify the signalman that train 
 is clear of main track. 
 
 Q. What is an intermediate siding? 
 
 A. A side track between two open block stations. 
 
 Q. What is required of an inferior train accepting a 
 clear signal, intending to proceed to next block station 
 on its right, but which through delay cannot reach such 
 station, and an intermediate siding is located between 
 blocks? What is required of a superior train? 
 
 A. They must take the intermediate siding, or if un- 
 able to reach same they should protect themselves with 
 flagman. The superior train would proceed by authority 
 of caution card. 
 
 Q. What form of release is required where two trains 
 are scheduled to meet at an intermediate siding ? 
 
 A. A release showing that train order signal is dis- 
 played for these two trains to meet at the intermediate 
 siding. 
 
 Q. If the inferior train fails to make the meeting 
 point how will the superior train be governed. 
 
 A. It will proceed on its time table rights and the 
 same as on caution card. 
 
 Q. When two trains meet by special order at an in- 
 termediate siding what is necessary besides the order be- 
 fore entering the block? 
 
STATION AND TRAIN WORK 435 
 
 A. A release stating that signal is displayed for such 
 trains to meet at the intermediate siding. 
 
 TEN MINUTE BLOCK. 
 
 Q. In districts not controlled by telegraph block how 
 far apart must trains in the same direction keep? 
 
 A. Ten minutes. 
 
 Q. If you are passed by any train at an intermediate 
 siding how long would you wait before proceeding? 
 
 A. Ten minutes. 
 
 DEFINITIONS. 
 
 Q. Define a block? 
 
 A. A length of track of stated limits, controlled by a 
 block signal. 
 
 Q. A positive block? 
 
 A. One in which only one train is allowed at a time. 
 
 Q. A permissive block? 
 
 A. One in which two or more trains are allowed. 
 
 Q. A block station? 
 
 A. A place from which block signals are operated. 
 
 Q. A block signal? 
 
 A. A fixed signal controlling the use of a block. 
 
 Q. A home block signal? 
 
 A. A fixed signal at the entrance of a block to con- 
 trol trains entering same. 
 
 0. A distant signal? 
 
 A. A fixed signal used in connection with the Home 
 signal to indicate that the Home signal may be at "Stop" 
 when the distant signal is at "Caution" or that the Home 
 signal is clear when the distant signal is clear. 
 
436 RULES FOR MOVEMENT OF TRAINS 
 
 Q. An advance block signal? 
 
 A. A fixed signal used in connection with a Home 
 block signal to subdivide the block in advance. 
 
 Q. What is a block system? 
 
 A. A series of consecutive blocks. 
 
 Q. A telegraph block system ? 
 
 A. A block system in which the signals are operated 
 manually upon information by telegraph. 
 
 Q. A controlled manual block system? 
 
 A. A block system in which the signals are operated 
 manually and so constructed as to require the co-opera- 
 tion of the signalman at both ends of the block to display 
 a clear signal. 
 
 Q. What is an automatic block system? 
 
 A. A block system in which the signals are operated 
 by electric, pneumatic or other agency actuated by a train 
 or by certain conditions affecting the use of the block. 
 
 SIGNALS USED IN AUTOMATIC BLOCK. 
 
 Q. What signals are used in connection with the auto- 
 matic block system? 
 
 A. Either the semaphore or the enclosed disc. 
 
 Q. How are the signal indications given by day and 
 by night? » 
 
 A. By not more than two positions of an arm or 
 disc, and at night by light of prescribed colors. 
 
 Q. Explain where you would look for these signals 
 on single, double and three tracks? 
 
 A. Over or upon the right of the track to which they 
 refer, and on double track to the left of the track to 
 which they refer, for one or two tracks the signals may 
 
STATION AND TRAIN WORK 437 
 
 be attached to the same mast. For three tracks, usually 
 over the running track. 
 
 Q. When these signals are located on bracket posts 
 what signal would you read for the track on which you 
 are running ? 
 
 A. The signal on the right hand mast refers to the 
 track furthest to the right, the next signal to the left re- 
 fers to the next track to the left and so on. 
 
 Q. To what side of the signal mast are semaphore 
 arms displayed as seen from an approaching train? 
 
 A. To the right of the mast. 
 
 Q. What would a distant block signal set at caution 
 indicate ? 
 
 A. A distant block signal indicates the position of 
 the Home signal ahead. 
 
 Q. When the indicator disc is visible at a main track 
 switch what would it indicate? 
 
 A. It would indicate that the head of an approaching 
 train had reached a point within 1,000 feet in advance of 
 the block signal protecting the switch. 
 
 Q. By what signal are the indications for the main 
 running track given? 
 
 A. By a high Home signal. 
 
 Q. In what direction do even numbered signals gov- 
 ern? 
 
 A. South or East. 
 
 Q. Odd numbered signals? 
 
 A. North or West. 
 
 Q. Where a semaphore signal is used where are the 
 arms displayed and how many positions are there ? 
 
 A. To the right of the mast. There are two posi- 
 tions. 
 
438 RULES FOR MOVEMENT OF TRAINS 
 
 Q. How at night? 
 
 A. It will show a green light when at clear and a red 
 light when at danger. 
 
 Q. Where signal disc is used how are the indications 
 given ? 
 
 A. By a position of a red or clear disc. 
 
 Q. How at night? 
 
 A. By the light of the same color. 
 
 Q. What is the "Stop" and "Proceed" signal on a 
 Home 'Semaphore by day and by night? 
 
 A. When at stop it will show a horizontal arm to 
 the right of the mast and at night a red light. When 
 "Clear" it will show a diagonal arm by day and a green 
 light by night. 
 
 Q. Where two signals are displayed from the same 
 mast what does the upper arm indicate? 
 
 A. The upper one is the Home block signal for the 
 block in advance. 
 
 Q. What does the lower arm indicate? 
 
 A. It is the distant signal for the second block, in ad- 
 vance. 
 
 Q. What is a caution signal pn a Distant Semaphore 
 signal? 
 
 A. The arm displayed in a horizontal position and at 
 night a green and red light. 
 
 Q. What is a Clear Signal on a distant Semaphore 
 signal ? 
 
 A. The arm displayed diagonally and at night a green 
 light. 
 
 Q. What is a Stop signal on a Home Disc signal by 
 day and by night? 
 
 A. A red disc and at night a red light. 
 
STATION AND TRAIN WORK 439 
 
 Q. What is a Clear signal on a Home Disc signal by 
 day and by night? 
 
 A. The red disc withdrawn from view and at night 
 a green light. 
 
 Q. What is the Caution signal on a Distant Disc sig- 
 nal by day and by night? 
 
 A. A green disc with a white cross on its face or a 
 red and green light at night. 
 
 Q. What does such Caution signal mean? 
 
 A. To proceed with caution to the Home signal. 
 
 Q. What is a "Clear" signal on a Distant Disc signal? 
 
 A. The disc withdrawn from view and at night a 
 green light. 
 
 Q. When a train is stopped by an automatic block 
 signal when may it proceed and how will it run? 
 
 A. When the signal is cleared, or after waiting one 
 minute for signal to clear. It should run with caution to 
 the next clear signal. 
 
 Q. What is the indication when a signal is out of* 
 service and how will you proceed? 
 
 A. It will be covered with a white shield. Would 
 proceed with caution to the next signal. 
 
 0. What is necessary when you find a signal out of 
 order? 
 
 A. Would notify superintendent. 
 
 Q. When a Home signal indicates "Stop" what does 
 it mean? 
 
 A. It indicates that the block is 'occupied, that a 
 sw T itch is wrong in the block, that a car is foul of the 
 main track or that the signal apparatus is out of order. 
 
 Q. If you desire to pass from a side track to the main 
 track and you find a red disc visible in the indicator box, 
 w T hat would you do? 
 
440 RULES FOR MOVEMENT OF TRAINS 
 
 A< Would not open switch until red disc disappeared 
 from view. 
 
 Q. Can a switch be opened to permit a train to move 
 from the main to a side track when the red disc is visi- 
 ble in the indicator box at the switch? 
 
 A. Yes. 
 
 SIGNALS OF INTERLOCKING PLANTS. 
 
 Q. What is a high signal? 
 
 A. A signal supported on a mast 20 feet or more high. 
 
 Q. A mast? 
 
 A. An upright to which signals are attached. 
 
 Q. A Home signal? 
 
 A. A fixed signal at which trains are required to 
 stop when the route is not clear. 
 
 Q. A distant signal? 
 
 A. A fixed signal used in connection with the Home 
 signal to indicate that the Home signal may be at "Stop" 
 when the Distant signal is at "Caution" or that the Home 
 signal is at "Clear" when the Distant signal is "Clear." 
 
 Q. A D'warf signal? 
 
 A. A low Home signal. 
 
 Q. What signal is used at interlocking plants? 
 
 A. The Semaphore signal. 
 
 Q. How are the indications given by day and by 
 night ? 
 
 A. By semaphore arms by day and lights «of pre- 
 scribed color by night. 
 
 Q. Where are these signals located on single, double 
 and three tracks? 
 
 A. On single track they are either over or to the rigbf 
 
STATION AND TRAIN WORK 441 
 
 of the track to which they refer, on double track they are 
 located to the left of the track to which they refer, on 
 three tracks usually over the running track. 
 
 Q. To what side of the mast are the arms displayed 
 as seen from an approaching train? 
 
 A. To the right. 
 
 Q. Explain the position of signal on bracket posts and 
 what track they control ? 
 
 A. The signals on the right hand mast refer to the 
 track furthest to the right; the signals on the next mast 
 to the left refer to the next track to the left, and so on. 
 
 Q. When the train service on one main track is su- 
 perior to that of another how will the signals be dis- 
 played ? 
 
 A. The signals for the superior track will be placed 
 six feet higher than those for the inferior track. 
 
 Q. By what will the indication for main running 
 track in the established direction be given? 
 
 A. Home signal. 
 
 Q. At junction points where two signals are located 
 on the same mast what route will the top signal govern? 
 
 A. The superior route. 
 
 Q. What is the indication for a diverging movement 
 from the main running track in the established direction 
 to a secondary or side track? 
 
 A. By a Dwarf signal. 
 
 Q. Where will the Dwarf signal be located? 
 
 A. To the right of the track to which it refers, and 
 either at the foot of or opposite the high Home signal. 
 
 O. How will the light on the Dwarf signal show to 
 indicate a diverging movement? 
 
 A. It will show either a diagonal arm or a green 
 light. 
 
•442 RULES FOR MOVEMENT OF TRAINS 
 
 O. How will the high Home signal show? 
 
 A. It will indicate "Stop." 
 
 O. By what signal will the indication for a reverse 
 movement from the established direction on or from a 
 main running track, or for a movement to or from a side 
 track in either direction be given? 
 
 A. By a Dwarf signal. 
 
 O. What does a Home signal in a horizontal position 
 or a red light by night denote? 
 
 A. Stop. 
 
 O. Wliat does it mean when the arm is inclined diag- 
 onally downward or a green light is shown ? 
 
 A. Proceed. 
 
 O. Wliat does it mean when the Distant signal is in 
 a horizontal position or a red and green light is shown? 
 
 A. It would indicate that the Home signal may be at 
 danger and train should proceed with caution prepared to 
 stop before Home signal is reached. 
 
 O. What does it indicate when Distant signal is in a 
 diagonal position or a green light is shown ? 
 
 A. It means that the Home signal is at clear. 
 
 O. When a signal indicates ''Stop" where must en- 
 gine be stopped? 
 
 A. Before signal is passed. 
 
 O. If after receiving a "Clear" signal the semaphore 
 is placed in the "Stop" position what should be done? 
 
 A. Train should stop at once. 
 
 O. What report should be made of same? 
 
 A. It should be reported to the Superintendent. 
 
 Q. In case you experience an unusual delay at an in- 
 terlocking plant what report should be made of same? 
 
 A. Report should be made to the Superintendent. 
 
STATION AND TRAIN WORK 443 
 
 SIGNALS OF INTERLOCKING PLANTS. 
 
 Q. What is a high signal? 
 
 A. A signal supported on a mast 20 feet or more 
 high. 
 
 Q. A mast? 
 
 A. An upright to which signals are attached. 
 
 Q. A Home signal? 
 
 A. A fixed signal at which trains are required to stop 
 when the route is not clear. 
 
 Q. A Distant signal ? 
 
 A. A fixed signal used in connection with the Home 
 signal to indicate that the Home signal may be at stop 
 when the Distant signal is at caution or that the Home 
 signal is at clear when the Distant signal is at clear. 
 
 Q. A Dwarf signal? 
 
 A. A low Home signal. 
 
 Q. What signal is used at interlocking plants ? 
 
 A. The Semaphore signal. 
 
 Q. How are the indications given by day and by 
 night ? 
 
 A. By semaphore arm by day and light of prescribed 
 colors at night. 
 
 Q. Where are these signals located on single, double 
 and three tracks? 
 
 A. On single track they are either over or to the right 
 of the track to which they refer ; on double track they are 
 located to the left of the track to which they refer (or as 
 the case may be). 
 
 Q. To what side of the mast are the arms that govern 
 displayed as seen from an approaching train ? 
 
 A. To the right of the mast. 
 
444 RULES FOR MOVEMENT OF TRAINS 
 
 Q. Explain the position of signals on bracket posts 
 and what tracks they control ? 
 
 A. The signals on the right hand mast refer to the 
 track furthest to the right; the signals on the next mast 
 to the left refer to the next track to the left, and so on. 
 
 Q. When the train service on the main track is su- 
 perior to that of another how will the signals be dis- 
 played ? 
 
 A. The signals for the superior track will be placed 
 six feet higher than those for the inferior track. 
 
 Q. B'y what will the indication for main running track 
 in the established direction be given? 
 
 A. A Home signal. 
 
 Q. At junction points where two signals are located 
 on the same mast what route does the top signal govern ? 
 
 A. The superior route. 
 
 Q. What is the indication for a diverging movement 
 from the main running track in the established direction 
 tp a secondary or side track? 
 
 A. By a Dwarf signal. 
 
 Q. Where will the Dwarf signal be located? 
 
 A. To the right of the track to which it refers and 
 either at the foot of or opposite the high Home signal. 
 
 Q. How will the light on the Dwarf signal show to 
 indicate a diverging movement? 
 
 A. It will show either a diagonal arm or a green 
 light. 
 
 Q. How will the high Home signal show ? 
 
 A. It will indicate stop. 
 
 Q. By what signal will the indication for a reverse 
 movement from the established direction on or from a 
 main running track or for a movement to or from a side 
 track in either direction be given? 
 
STATION AND TRAIN WORK 415 
 
 A. By Dwarf signals. 
 
 Q. What does a Home signal in a horizontal position 
 or a red light by night denote and how would you be gov- 
 erned ? 
 
 A. It indicates stop and I would not pass it while in 
 that position. 
 
 Q. What does it mean when the arm is inclined diag- 
 onally downward or a green light is shown? 
 
 A. Proceed. 
 
 O. What does it mean when the Distant signal is in 
 a horizontal position or a red and green light is shown 
 and how would you be governed? 
 
 A. It indicates that the Home signal may be at dan- 
 ger and train should proceed with caution. 
 
 Q. What does it indicate when distant signal is in a 
 diagonal position or a green light is shown? 
 
 A. It means that the Home signal is at clear. 
 
 Q. When a signal indicates stop, where must engine 
 be stopped? 
 
 A. Before signal is passed. 
 
 Q. If after receiving a "dear" signal the semaphore 
 is placed in a stop position what should be done ? 
 
 A. Train should stop at once. 
 
 Q. What report should be made of same? 
 
 A. It should be reported to the Superintendent. 
 
 Q. What is your duty when approaching interlocking 
 stations when train is parted? 
 
 A. To sound the train parted signal. 
 
 Q. What is your understanding about allowing sand 
 to be dropped and overflow from ejector to run down on 
 track in the vicinity of interlocking plants? 
 
 A. It should not be done. 
 
446 RULES FOR MOVEMENT OF TRAINS 
 
 O. In case you experience an unusual delay at an in- 
 terlocking plant what report must be made of same? 
 A. Report should be made to the Superintendent. 
 
 SIGNALMEN AT INTERLOCKING PLANTS. 
 
 Q. Have you received a copy of the Rules and Regu- 
 lations of the Railway Company, effective , 19 — , 
 
 and do you understand that they supersede all previous 
 rules and regulations? 
 
 A. Yes. 
 
 Q. Have you read the Rules and Regulations ; are 
 you conversant with them and will you obey the instruc- 
 tions contained therein? 
 
 A. Yes. 
 
 Q. Do you understand that in accepting employment 
 you assume its risks, and that each employe is responsible 
 for his own safety, and must exercise care to avoid in- 
 jury to others? 
 
 A. Yes. 
 
 Q. What is the rule in regard to the use of liquor, 
 the frequenting of places where liquor is sold and the 
 use of tobacco? 
 
 A. The use of liquor and the frequenting of places 
 where sold is prohibited, and the use of tobacco in and 
 about passenger stations and on passenger cars* is not 
 allowed. 
 
 Q. When are night signals displayed? 
 
 A. From sunset to sunrise, except in heavy weather, 
 when they should be displayed to suit conditions. 
 
STATION AND TRAIN WORK 447 
 
 DEFINITIONS. 
 
 Q. What is a high signal? 
 
 A. A signal supported on a mast at least 20 feet above 
 the track. 
 
 Q. A mast? 
 
 A. An upright to which the signals are attached. 
 
 Q. A Home signal? 
 
 A. A fixed signal at a point at which trains are re- 
 quired to stop when the route is not clear. 
 
 Q. A Distant signal? 
 
 A. A fixed signal used in connection with the Home 
 signal to indicate that the Home signal may be at stop 
 when the Distant signal is at caution; or that the Home 
 signal is at clear when the Distant signal is clear. 
 
 Q. A Dwarf signal? 
 
 A. A signal indicating a diverging movement from 
 the main track. 
 
 Q. What is the normal position of Home and Distant 
 signals ? 
 
 A. The normal indication of Home signal is at stop 
 and of Distant signal at caution. 
 
 Q. On what side of mast are arms displayed for trains 
 in a particular direction ? 
 
 A. To the right of the mast. 
 
 Q. When the train service on one main running track 
 is superior to that of another how are the signals ar- 
 ranged for each track? 
 
 A. The signals for the superior tracks are located 
 6y 2 feet higher than those for inferior tracks. 
 
 Q. How is the signal for. a main running track move- 
 ment given? 
 
448 RULES FOR MOVEMENT OF TRAINS 
 
 A. By a high Home signal. 
 
 Q. At junction points where two signals are located 
 on the same mast what route does the top signal govern ? 
 
 A. A superior route. 
 
 Q. What is the indication for a diverging movement 
 from the main running track in the established direction 
 to a secondary or side track? 
 
 A. A Dwarf signal with a diagonal arm or a green 
 light. 
 
 Q. Where will the Dwarf signal be located? 
 
 A. On the right of and adjoining the track to which 
 it refers and either at the foot of or opposite the high 
 Home signal. 
 
 Q. How will the light on the Dwarf signal show to 
 indicate a diverging movement? 
 
 A. Green. 
 
 Q. How will the high Home signal show when the 
 Dwarf signal indicates diverging movement? 
 
 A. Stop. 
 
 Q. By what signal will the indication for a reverse 
 movement from the established direction, on or from the 
 main running track, or for a movement to or from a side 
 track, in either direction be given? 
 
 A. By a Dwarf signal. 
 
 Q. When the route is not clear how does the Home 
 signal show by day and by night? 
 
 A. A horizontal arm by day and in addition a red 
 light by night. 
 
 Q. How does it show when clear by day and by 
 night ? 
 
 A. The arm in diagonal position and in addition at 
 night a green light. 
 
STATION AND TRAIN WORK 449 
 
 Q. How does the Distant signal show when at caution 
 by day and by night ? 
 
 A. The arm in a horizontal position and in addition a 
 red and green light at night. 
 
 Q. How does the Distant signal show when the route 
 is clear by day and by night? 
 
 A. The arm in a diagonal position and in addition a 
 green light at night. 
 
 Q. What persons are allowed to operate levers and 
 other appliances at interlocking towers? 
 
 A. Only those whose duties require them to operate 
 them. 
 
 Q. Except when signals are cleared for the passage 
 of trains how should they be left? 
 
 A. In the normal position. 
 
 Q. When should signals be cleared for approaching 
 trains ? 
 
 A. In sufficient time to avoid delay to the train. 
 
 Q. After a train has passed when should signals be 
 restored to normal position? 
 
 A. As soon as the train has passed to Home signal 
 limits. 
 
 Q. If, after having given a train clear track it is 
 necessary to change the route, what must be done before 
 switches are changed? 
 
 A. The train must be stopped. 
 
 Q. What about moving a switch when a train is 
 standing close to same? 
 
 A. It should not be done. 
 
 Q. If any indication of derangement of the signal ap- 
 paratus, what must be done before operating same ? 
 
 A. They should be examined. 
 
450 RULES FOR MOVEMENT OF TRAINS 
 
 Q. What is necessary in cold weather to prevent con- 
 nections from freezing? 
 
 A. Signal should be operated frequently to prevent 
 freezing. 
 
 Q. What is necessary when a signal fails to work 
 properly ? 
 
 A. It should not be used and should be secured to 
 give the normal indication until repaired. 
 
 Q. What about allowing alterations or additions to in- 
 terlocking plants? 
 
 A. It should not be done without proper authority. 
 
 Q. If there is a derailment or switch run through at 
 an interlocking plant, or if any damage occurs to same, 
 what is required? 
 
 A. The signal should be placed to give the normal 
 indication and no train allowed to use the same until they 
 have been put in order. 
 
 Q. What is necessary when a switch is disconnected 
 from interlocking apparatus? 
 
 A. It must be securely fastened. 
 
 Q. What is necessary during snow storms? 
 
 A. To know that switches are properly cleaned. 
 
 Q. If any electrical or mechanical appliance fails to 
 work properly what is required of signalman ? 
 
 A. Notice should be sent to the Division Superin- 
 tendent and the repairman. 
 
 Q. When switches or signals are being repaired what 
 is required of signalman? 
 
 A. He should have an understanding with repairman 
 before operating such signals. 
 
 Q. What is your duty in regard to observing passing 
 trains and what would you do in case you found any- 
 thing wrong with same ? 
 
STATION AND TRAIN WORK 
 
 451 
 
 A. I would do everything possible to prevent damage 
 or injury. 
 
 Q. If you have information that an approaching train 
 has broken in two what is your duty? 
 
 A. I would use every effort to give the train a clear 
 route and give train parted signals to enginemen. 
 
 Q. What danger signal should be kept on hand at 
 interlocking towers? 
 
 A. Red lamps and flags, torpedoes and fusees. 
 
 Q. If necessary to discontinue the use of any signal 
 how will signalman handle trains? 
 
 A. By hand signal. 
 < Q. Who is held responsible for the care of an inter- 
 locking station and its appliances? 
 
 A. The signalman. 
 
 Q. How should lights in an interlocking station be 
 placed? 
 
 A. So they cannot be seen from the approaching 
 train. 
 
 Q. What should be done when a train runs by a stop 
 signal ? 
 
 A. The Division Superintendent should be notified. 
 
 Q. What persons are allowed in an interlocking sta- 
 tion? 
 
 A. Only those whose duties require them to be there. 
 
 REPAIRMEN. 
 
 Q. Who is responsible for the proper inspection and 
 adjustment of interlocking plants? 
 
 A. The repairman. 
 
 O. What report must be made when track or switches 
 do not permit of proper operation ? 
 
452 RULES FOR MOVEMENT OF TRAINS 
 
 A. A report should be sent to the Superintendent. 
 
 Q. When repairing interlocking plants with whom 
 must you have an understanding and whom must you 
 notify when such repairs are completed? ' 
 
 A. The signalman. * 
 
 Q. What is necessary when any switch is discon- 
 nected? 
 
 A. It should be securely fastened before any train is 
 permitted to pass over it. 
 
 Q. By whom are alterations or additions to interlock- 
 ing plants authorized? 
 
 A. The Chief Engineer. 
 
 Q. To whom must you report your whereabouts? 
 
 A. The Division Superintendent. 
 
POINTERS FOR CONDUCTORS. 
 
 Conductors should remember that they were once 
 brakemen themselves, and should bear in mind that a 
 kind word and genial manner often secures better re- 
 sults than a sullen demeanor and gruff manner; besides 
 it makes friends of their worthy fellow employes and the 
 public generally, in addition to elevating them in the 
 estimation of their immediate superior officers. 
 
 Conductors should be at their trains at terminal sta- 
 tions at least thirty minutes in advance of the schedule 
 leaving time, or the time at which they were called to 
 leave, and so far as their personal attention will permit 
 should insure leaving promptly on time. 
 
 They are responsible for the safe management of their 
 train, and for the strict performance of duty on the part 
 of the men engaged with them. In order to secure ef- 
 fective work, conductors should be familiar with the du- 
 ties required of train employes. 
 
 They should require their brakemen to assist ladies, 
 children and infirm persons off and on the cars, and 
 should render such assistance themselves when neces- 
 sary. 
 
 They are clothed by law with the power of sheriffs in 
 order to quell disturbances or to protect property or per- 
 sons upon their trains. Should it ever become necessary 
 to make arrests upon such occasions, the offenders should 
 be secured and delivered to the sheriff or police at the 
 first station where such officers may be found. 
 
 When a conductor discovers anything wrong with the 
 
 453 
 
454 RULES FOR MOVEMENT OF TRAINS 
 
 track, bridges or culverts, likely to cause an accident to 
 a following train, he should not wholly depend upon the 
 telegraph in order to notify other trains., but should leave 
 a flagman and in addition notify the nearest section fore- 
 man. 
 
 When notified of a defect in the telegraph line they 
 should instruct their brakemen to watch for it, and when 
 it is found its character and location should be reported 
 to the telegraph operator at the next office. 
 
 When an accident occurs which involves loss of life, 
 serious injury of persons, damage to property or the 
 obstruction of the track, or when the track is impassable 
 because of snow or damage by flood or any other cause, 
 conductors should report the fact to the proper official 
 by telegraph as soon as possible, giving all the informa- 
 tion necessary to> a clear understanding of the case, such 
 as the location, nature, cause and extent of the injury, 
 damage or obstruction, and they should state what relief 
 or assistance is required. 
 
 In the train register book at all terminal stations, or 
 wherever such hooks are kept, they should enter imme- 
 diately before departing and upon arrival, the time of 
 departure or arrival of their trains, the number of the en- 
 gine, name of the engineer, and whether or not signals 
 are carried and also other entries required by their com- 
 pany. 
 
 The signal for starting passenger trains from division 
 terminals should always be given by conductors with the 
 air signal cord from the rear of the train. 
 
 Particular attention should be given to the safety and 
 comfort of passengers. Careful attention should also be 
 given to the heating, lighting and ventilating of cars, and 
 the supply of drinking water in the tanks. 
 
STATION AND TRAIN WORK 455 
 
 Shortly before reaching a station at which the train 
 stops, brakemen or porters should pass through it, ex- 
 cept the sleeping and dining cars, and announce distinctly 
 twice in each car (with the doors closed) the name of 
 the station the train is approaching, and if, for any rea- 
 son, the train is thereafter stopped before reaching the 
 station so announced, the passengers should be apprised 
 thereof to prevent them from leaving the train at the 
 wrong place. 
 
 At junction stations and crossings, where trains leave 
 in different directions, conductors should cause to be an- 
 nounced before starting distinctly in each coach the di- 
 rection in which their trains are to go, and the names of 
 the principal stations on the route. Conductors should 
 also notify passengers of the departure of their train in 
 time before leaving meal stations. 
 
 Conductors should see that passengers are seated and 
 should not permit them to ride on coach platforms. 
 
 Freight conductors should allow none but the train 
 crew to ride on their trains without a special permit. 
 
 Conductors of passenger trains are generally required 
 to wear the uniform adopted by the company in whose 
 employ they are. 
 
 When from any cause conductors leave cars at a sta- 
 tion without having received orders to do so they should 
 notify the proper official by telegraph, giving the initials, 
 numbers and kind of cars, the siding where left, the rea- 
 sons for having left them. They should also examine 
 the train equipment and see that necessary tools and sup- 
 plies are on hand and in their 4 proper places. 
 
 Conductors should comply with the directions of agents 
 in placing cars and doing other station work ; when it is 
 
456 RULES FOR MOVEMENT OF TRAINS 
 
 necessary to move cars that are placed for loading or 
 unloading, they should be replaced. 
 
 In case an agent's orders appear to be unreasonable 
 the fact should be reported to the proper officials. 
 
 Conductors, or trainmen should part their trains to 
 the full width of the highway in order to clear all cross- 
 ings while standing at stations. 
 
 In no case should cars be switched or the train backed 
 over a public crossing, or highway, unless a man is on 
 the forward end of the first approaching car to see that 
 the crossing is clear ; if at night he should display a light. 
 
 When cars leave the track they should not be turned 
 over, thrown down embankments, or broken up, merely to 
 get them out of the way. Every effort should be made 
 by trainmen to set them on the track, and they should 
 take the damaged cars to the nearest available siding; 
 the conductor should, when necessary, call on section 
 men or any other available force for assistance, which 
 should be rendered promptly. 
 
 Conductors of trains carrying live stock should consult 
 the stockmen in matters pertaining to the care and com- 
 fort of the stock and in warm weather hogs should be 
 watered as often as necessary. 
 
 The doors of empty cars hauled in a train should be 
 kept closed. 
 
 Conductors should carefully examine the seals and 
 locks and keep a record of their condition in order to 
 be in a position to give definite and clear answq^s to 
 inquiries. 
 
STATION AND TRAIN WORK 457 
 
 POINTERS TO BRAKEMEN. 
 
 Brakemen as a rule aspire to become conductors. They 
 should bear in mind that in addition to the faithful dis- 
 charge of their duties the deportment has much to do 
 with their promotion. Brakemen are usually under the 
 orders of the conductor and should be at the terminal sta- 
 tion not later than thirty minutes before the departure of 
 their train. 
 
 Neatness in personal appearance and civility towards 
 passengers and fellow workmen cut quite a figure. 
 
 They should have their lamps trimmed and ready for 
 lighting. If in passenger service they should see that 
 the heating and ventilation of the coaches are properly 
 regulated. 
 
 When on duty passenger brakemen are usually re- 
 quired to wear the regulation uniform and badges 
 adopted by the company in whose service they are. 
 
 On steep grades the rear brakeman should remain on 
 the caboose to take care of the rear end and stop it in 
 case the train should break in two. 
 
 Brakemen should familiarize themselves with the du- 
 ties of a conductor in order to be able to take charge of 
 their train in case of accident or sickness. 
 
 When a brakeman goes out as a flagman he is equally 
 responsible with the conductor for the faithful discharge 
 of his duties. 
 
 When it can be done tail lights or markers should be 
 taken to the rear of passenger trains without passing 
 through the sleeping or dining cars. 
 
 Head end brakemen when riding on the engine should 
 comply with the orders of the engineer in all matters per- 
 taining to the safety of the train. 
 
GENERAL RULES COVERING THE OPERATION 
 
 OF TRAINS AND HANDLING OF FREIGHT 
 
 AND PASSENGERS. 
 
 Not to go to Meals Without Permission, Conductors 
 and enginemen should not go to meals nor delay their 
 trains from any cause after receiving an order allowing 
 them to proceed without asking for and obtaining special 
 permission to do so from the train dispatcher. In case a 
 train has work to do they should immediately notify the 
 train dispatcher of the probable length of time before they 
 would be ready to leave. After receiving permission, the 
 conductor should report when he is ready to go, and ask 
 if there are any further orders. All communications from 
 conductors, enginemen and others concerning train or- 
 ders should be addressed to the train dispatcher in writ- 
 ing. 
 
 Changing Off. When enginemen or conductors change 
 off before the completion of their trips, they should care- 
 fully change any orders they may have and should see 
 that they are perfectly understood by those to whom 
 transferred. Changes of this kind should not be made 
 without the consent of the train dispatcher. 
 
 Train Baggage-men and Freight Men. Train baggage 
 men and freight men are under the immediate charge of 
 the conductor of the train and when not in conflict with 
 the Company's rules must obey his orders. Train bag- 
 gage men ought to provide themselves with a copy of 
 the rules and regulations issued by the Company's gen- 
 eral baggage agent and observe them. 
 
 458 
 
STATION AND TRAIN WORK 459 
 
 Riding Cars and Switching. None but train men or 
 switch men should be allowed to ride cars, or in any way 
 assist in switching trains on the road or at terminals. 
 
 Riding on Locomotive Pilots. No person should be 
 allowed to ride upon the pilot of a locomotive either in 
 dispatch of duty or otherwise. 
 
 Track Scales. Switches should be set for dead rails 
 over track scales when they are not being used for weigh- 
 ing purposes. 
 
 Turn-tables Locked. Turn-tables should be locked 
 with a switch lock, by enginemen immediately after use 
 unless in charge of employees. When turn-tables are 
 found unlocked or locks are discovered to be out of order 
 the fact should be immediately reported to the Superin- 
 tendent by wire. 
 
 Taking Coal and Water. When it is necessary to take 
 coal or water, freight trains of more than 20 cars in 
 length should be stopped 100 feet from coal or water 
 stations and engine uncoupled. Before starting again the 
 engineman should know that the aprons and spouts have 
 been properly placed to clear passing trains. 
 
 Engines Standing in Highzvay Crossings. Engines 
 should not be permitted to stand nearer than 100 feet 
 to street or highway crossings, nor under a bridge if it 
 can be avoided, neither in the vicinity of waiting rooms, 
 offices or cars occupied by passengers where the noise or 
 smoke is likely to disturb the occupants. 
 
 Dead Engines in Transit. When more than one en- 
 gine is to be hauled as freight in a train at least three 
 box or stock cars should be placed between them unless 
 otherwise instructed. Dead engines should not be hauled 
 without side-rods unless by permission of the superin- 
 
460 RULES FOR MOVEMENT OF TRAINS 
 
 tendent and then their speed should not exceed that pre- 
 scribed under such circumstances. 
 
 Closed Doors. The door of freight cars ought to be 
 kept closed when not in use. 
 
 Flagging. The utmost care should be observed by 
 brakemen in watching train to see it does not part. In 
 case a train should part in two they are required to pro- 
 tect their train with the utmost promptness. As required 
 by the rules they should not wait for instructions from 
 the conductor to protect train by flagging and to this 
 end brakemen should be fully acquainted with the Stand- 
 ard Code of Rules on this point and the rules of the com- 
 pany by which they are employed. 
 
 Trains Parting. Should trains part from any cause, 
 the facts should be reported to the Superintendent on the 
 prescribed form. Full information should also be given 
 by the conductor in person to the car inspector or his 
 representative at the first terminal. 
 
 Use of Cars. Economy in the use of cars should be 
 practiced as much as possible. Cars ought never to be 
 forwarded with less than 2,000 pounds, small lots being 
 loaded into passing trains. At junction points if cars con- 
 tain less than 2,000 pounds they should be unloaded and 
 consolidated with other lots and forwarded without un- 
 reasonable delay. 
 
 Transportation of a 'Corpse. A corpse should not be 
 received for transportation unless accompanied by a phy- 
 sician's certificate or certificate of inquest from the cor- 
 oner or by a permit for transportation from the clerk of 
 the Board of Health of the county or city through which 
 trains happen to be passing. There should likewise be a 
 certificate from the undertaker, showing that the person 
 did not die of a contagious disease. In no case should 
 
STATION AND TRAIN WORK 461 
 
 it be received for transportation if perceptibly offensive, 
 no matter whether accompanied by a physician's certifi- 
 cate or not. 
 
 Unchecked Baggage, Etc, Unchecked articles or bag- 
 gage should not be received for transportation unless au- 
 thorized by the general baggage agent, general superin- 
 tendent or superintendent. The Company's business al- 
 ways excepted. 
 
 Money Packages, Letters or packages containing 
 money whether registered or not should not be forwarded 
 in the baggage cars, train baggage men should refuse to 
 receive from any employee packages of this description 
 marked "Railway Business." If a baggage-man should 
 discover after leaving a station that a money-letter or 
 package has been given him with other mail for transpor- 
 tation, he should retain it in his possession until his re- 
 turn trip and then deliver it at the station from which he 
 received it, sending a full report of the transaction to the 
 general baggage agent of the Company by whom he is 
 employed. 
 
 Mail Matter, Under no circumstances ought mail to 
 be received for transportation (as Railway business) un- 
 less it is known to actually pertain to the service of the 
 Railway Company. All other mail matter must be sent by 
 United States mail. 
 
 Freight to and From Prepaid Stations. Agents re- 
 ceiving freight for shipment to stations at which there 
 is no agent should require pre-payment of the charges 
 and should note on the receipt given that it is received 
 upon conditions that the Company is not to be held re- 
 sponsible for it after it has been unloaded at destination. 
 Freight so received should be way-billed by the Forward- 
 ing Agent to the first station at which there is an agent 
 
462 RULES FOR MOVEMENT OF TRAINS 
 
 beyond its destination, but at rates current to the station 
 to which consigned. Instructions to the conductor should 
 be noted in ink on the face of the way-bill to unload the 
 shipment at its proper destination. Conductors when 
 unloading consignments of this sort, should, when practi- 
 cable, take receipt for it on the way-bill from the con- 
 signee, leaving the way-bill at the first station at which 
 there is an agent beyond the point of delivery. Should 
 the consignee not be on hand to receive the shipment, and 
 in case it is of much value or likely to suffer from ex- 
 posure to the weather, conductors -should take it and de- 
 liver it, together with the way-bill, at the first station at 
 which there is an agent beyond the designated point. 
 
 Handling Special Shipments. Shipments consigned 
 "to order" or "to notify" or "to be delivered only on 
 surrender of bill of lading" should be taken by the con- 
 ductor to the first station at which there is an agent. 
 When shipments are offered to conductors for transpor- 
 tation at stations where there is no agent they should 
 refuse to accept it unless accompanied by full shipping 
 directions in writing, giving name of consignor and con- 
 signee, destination, and number and mark on packages. 
 Conductors should hand such shipping directions to the 
 agent at the first regular station beyond the point where 
 he received the shipment and that agent should imme- 
 diately make a way-bill covering the shipment from his 
 station but at rates current from the station at which the 
 shipment was received, noting on the face of the way-bill 
 the name of station, from which the shipment was loaded. 
 
 Cars Unsafely Loaded. Conductors should refuse to 
 accept cars which in their judgment appear to be unsafely 
 loaded and should report the facts to the train dispatcher. 
 
 Refrigerator Cars. When refrigerator cars are not 
 
STATION AND TRAIN WORK 463 
 
 in a train for its regular run in accordance with the 
 schedule the train dispatcher should be immediately noti- 
 fied by telegraph. Conductors ought to examine the bunk- 
 ers in refrigerator cars to ascertain whether sufficient 
 ice has been provided to carry car to its destination. 
 Should the car have any need of re-icing, the conductor 
 should notify the train dispatcher and agent at the first 
 terminal. 
 
 Loading Merchandise. Merchandise such as flour, 
 sugar, butter or commodities of a similar nature or class 
 should not be loaded in cars formerly used for oil, lime, 
 coal and other freight of the same class. Agents should 
 be careful to see that floors of cars are clean for such 
 merchandise. When cars are not loaded with bulk grain, 
 agents should see that grain doors are properly raised. 
 
 Load in Station Order. Goods should not be mixed 
 in loading. Whenever practicable each lot should be kept 
 separate. If goods are loaded into a car from more than 
 one station, the freight to be unloaded first, ought to be 
 loaded into the car last. Goods for each station should 
 be kept together and each lot of goods by itself. Con- 
 ductors should report to the superintendent any neglect 
 of agents in this matter. Agents and conductors should 
 see that all goods in their charge are carefully handled 
 and loaded in such a manner that no damage will result 
 in transit by leakage of liquids, chafing of bales, etc. After 
 freight has been unloaded from a car which contains 
 other freight for other stations, conductors ought to see 
 that the merchandise left in the car is properly secured 
 by leveling down the piles of goods and blocking them 
 with other freight so damage may be prevented. Casks, 
 barrels, and other packages containing oil, turpentine, 
 fish, tar, molasses and other goods of similar character 
 
464 RULES FOR MOVEMENT OF TRAINS 
 
 should be safely blocked, and not loaded in cars contain- 
 ing merchandise liable to damage by leakage or by being 
 scented by odors. 
 
 Checking Freight. Way freight loaded into passing 
 trains should be checked into the car by the conductor 
 and any discrepancy or damage should be noted upon the 
 way-bill. 
 
 Loads Extending Over and Off Cars. It is exceed- 
 ingly important that all cars loaded with lumber, timber, 
 iron pipfc, posts, etc., or other freight liable to project 
 beyond the ends of a car should be carefully examined 
 before being moved. Agents should exercise the utmost 
 care in - examining all such goods before forwarding, they 
 should see that no part of the load extends beyond the 
 end of the car, should see that it does not interfere in any 
 way with free access to and working of the brakes, except 
 in cases of very long timber requiring two cars, in which 
 case the brakehead and stem may be removed if necessary, 
 but it should be carefully attached to the car and for- 
 warded with a notification to that effect on outside of 
 way-bill. Whenever possible, flat cars to be loaded double 
 should be switched with brakes on the outer end. Con- 
 ductors should examine all cars before placing them 
 in their trains and should refuse to accept any not prop- 
 erly and safely loaded, reporting the same by wire with 
 number of car to the superintendent or any other proper 
 official. 
 
 How to Load. (a). "Telegraph poles and piles 
 should be loaded with tips and butts alternating." 
 
 On One Car. (b). "When telegraph poles are loaded 
 on one car, six good hardwood stakes may be placed on 
 each side of same and four strands 
 
 of new telegraph wire Standard size (8) to each pair 
 
STATION AND TRAIN WORK 465 
 
 of stakes should be tied across the car when one-third 
 loaded and four strands tied over top of the load when the 
 loading is completed, the stakes being notched to prevent 
 the wire from slipping;" 
 
 On Two Cars. (c). "Telegraph poles, etc., which 
 require the use of two cars for loading, should be kept 
 clear of car floors throughout by placing one good sound 
 bearing piece of saddle (io"xio") of sufficient length 
 to reach across the car, on each car, 
 and six bearing pieces or saddles may be brought to any 
 point between and sufficiently near each other to prevent 
 the shortest timber from working out from between the 
 stakes. In addition to this there should be fixed to each 
 side of the car over all, two good hardwood stakes, tied 
 across with new telegraph wire of Standard size (8)." 
 
 Loading Long and Short Poles, Etc. (d). "When 
 necessary to load a few long poles or timber, on top of 
 two cars containing short ones, in order to keep the long 
 timber clear from the short ones, beneath, 
 
 a bearing piece must be securely fastened on the 
 top of each car, on the short timbers in order to allow the 
 car to curve freely, and two stakes on each side of both 
 cars near the end where the cars are coupled together 
 must be run to the top of the long timbers and securely 
 fastened with wire as already explained. " 
 
 On Three Cars. (e). "When the timber or poles are 
 too long to be safely carried on two cars and three cars 
 must be used, bearing pieces are placed on each of the 
 end cars, so as to keep the load entirely free from the 
 center car 
 
 Two Shipments, (f). "When two shipments simi- 
 lar to that referred to in the preceding clause are to be 
 handled, each having timbers to be safely carried on two 
 
466 RULES FOR MOVEMENT OF TRAINS 
 
 cars but not requiring more than one-half the length of 
 another car, they ought to be placed so that the project- 
 ing ends rest on the additional car, placed in the center 
 with bearing pieces of sufficient thickness to keep the 
 load clear from the car floor throughout, at a point be- 
 tween the trucks of each car and near to those next to 
 the end of load, the load to be placed, tied and staked 
 as described above. • 
 
 Stakes. . (g). "Stakes ought to be placed in a per- 
 pendicular position &nd in no case should it exceed the 
 width of the car Poles and timber must 
 
 not extend beyond tne end of tne car." 
 
 Overloading, (h). "In order to prevent overloading 
 (when load necessitates the use of more than one car) 
 the weight to be carried should not exceed the capacity 
 of one car provided the load rests on only one pair of 
 trucks of each car. If the load is distributed between both 
 pairs of trucks of each car, the combined capacity of 
 both cars, may be allowed as a maximum weight." 
 
 Inspection, (i). At stations where telegraph poles, 
 ties, etc., are to be loaded, agents should note personally 
 that the cars are loaded in accordance with the foregoing 
 instructions. In case there is no agent, conductor should 
 see that the cars are loaded in accordance with the fore- 
 going, before accepting then] for their trains. Inspectors 
 at division points should carefully examine all such freight 
 and if cars are improperly loaded the fact should be im- 
 mediately reported to the agent. 
 
 Bonded Merchandise. Agents and conductors should 
 refuse to accept cars loaded with bonded merchandise 
 unless the following rules regulating the transportation 
 of the same have been fully complied with: 
 
STATION AND TRAIN WORK 467 
 
 (i). Cars containing bonded goods should always be 
 secured with custom seals and tags which should be re- 
 moved by none but the customs officer. 
 
 Any unauthorized person removing or tampering with 
 these seals and tags renders himself liable to imprison- 
 ment for not less than six months. 
 
 U. S. CUSTOMS. U. S. CUSTOMS 
 
 Unapprised Merchandise. BONDED MERCHANDISE 
 
 IN BOND ===== 
 
 From_ 
 
 From _ 
 
 Forwarded 190__ 
 
 To - 
 
 (Departure.) Date 190_ 
 
 To 
 
 Arrived .190- (Arrival) Date 190_ 
 
 NOTICE Seals attached to this car NOTICE Seals attached to this car 
 are to be removed by Cus- are to be removed by Cus- 
 toms Officers only. Unauthorized toms Officers only. Unauthorized 
 persons who wilfully break, cut or persons who wilfully break, cut or 
 remove Customs Seals are liable to a remove Customs Seals are liable to a 
 fine of $1,000, or imprisonment not fine of $1,000, or imprisonment not 
 exceeding Five years, or both. exceeding Five years, or both. 
 
 Cards on Side of Car. (2). Every car which con- 
 tains appraised bonded goods must have on its side a red 
 card 3^"x4^" in size, and every car containing unap- 
 prised bonded goods must have on its side a yellow card 
 6" x 6" in size with the words in black letters as shown in 
 figures. These cards to be furnished and pasted on the 
 car by the agent at the time of shipment. 
 
 Conductors to Examine Seals, Etc. (3). When re- 
 ceiving cars and manifests, conductors should carefully 
 examine custom seals to determine whether or not such 
 seals are intact. If they find them broken or that they 
 show signs of having been tampered with en route, the 
 
468 RULES FOR MOVEMENT OF TRAINS 
 
 matter should be immediately reported to the superintend- 
 ent. 
 
 Trans-Shipment. (4). In case of accident necessi- 
 tating the trans-shipment of the contents of the car or in 
 case of trans-shipment for any cause it must be made 
 under the supervision of a customs officer. 
 
 Packages Corded and Sealed. (5). Bales and pack- 
 ages "corded and sealed" need not be transported in cars 
 sealed with customs seals and may be transferred with- 
 out the supervision of the customs officer. Such ship- 
 ments must in all cases be accompanied by a manifest. 
 
 Freight Goods with Bonded. (6). Freight goods may 
 be conveyed in the same car with bonded goods but in that 
 case the car must be sealed, etc., as indicated in the fore- 
 going sections 1 and 2. Care should be taken not to ac- 
 company bonded goods with freight goods destined for 
 intermediate stations where there is no customs officer to 
 open and re-seal the car. 
 
 Sealing Cars. Agents should securely fasten the end 
 doors and seal the side doors of all cars loaded by them 
 immediately upon completion of the loading, except in 
 those which contain rough stone, common bricks, sand, 
 railroad ties, poles, posts, firewood, iron ore, iron or steel 
 rails for railroad tracks and coal. When a shipper has 
 especially requested it and is willing to have a notation 
 made on the contract, bill of lading or shipping receipt 
 and also on the way-bill that it is done at his risk car 
 doors may be left open. 
 
 Breaking Seals. Agents should keep a complete seal 
 record in their seal book (when one has been provided) 
 showing all cars left at and taken from their stations, or 
 which were sealed or unsealed by them, including seals 
 removed from or placed on passing way freight cars at 
 
STATION AND TRAIN WORK 469 
 
 their station. They should invariably note on the face 
 of each way-bill receipted by them over their own signa- 
 ture, the number of all seals broken by them on cars 
 mentioned in the way-bill. In the case of cars containing 
 freight for stations at which there are no Agents, con- 
 ductors may break the seal, recording the numt^r of same 
 and reason for breaking them on the face of the way- 
 bill and should have the car resealed upon its arrival at 
 the first regular station. 
 
 Seals Placed so Doors Cannot be Opened. Seals 
 should be so placed on car doors by agents, to prevent 
 doors being opened without seals being broken. They 
 should be so placed that the numbers can be readily 
 taken. Agents and conductors should report to the su- 
 perintendent or other proper official the initials and num- 
 bers of cars which they discover to have been improperly 
 sealed. 
 
 Sealing Material. Seals and seal presses ought to be 
 under lock and key when not in use. None but the station 
 agent or his authorized employee should be allowed to 
 seal and unseal cars. 
 
 Foreign Seals. Agents at junction stations who re- 
 ceive loaded cars from connecting lines (which the rules 
 of the Company by which they are employed do not re- 
 quire to be sealed) need not attach seals providing those 
 of connecting lines are found on car and in good order in 
 every respect. Otherwise it is good practice to attach 
 the Company's seal and notify the proper agent of the 
 connecting line in writing. Where foreign seals are in- 
 tact they are usually treated the same as if they were the 
 Company's seals with the exception that any initials or 
 other peculiarities should be observed and recorded in 
 addition to the numbers shown. 
 
470 RULES FOR MOVEMENT OF TRAINS 
 
 Examining Seals. Conductors should carefully ex- 
 amine seals before leaving their trains at end of run, when 
 cars are set out en route and at all points where their 
 train remains a sufficient time to permit an examination 
 and they should ascertain whether the seals have been 
 broken and in case any are found to have been broken 
 the facts should be noted in the train book and if it can- 
 not be accounted for by the conductor, an immediate re- 
 port should be made to the train dispatcher, superintend- 
 ent or other official. 
 
 Responsibility of Conductors. Conductors are deemed 
 responsible for all freight in their charge. They are ex- 
 pected to see to the loading and unloading of way freight 
 and to note that all freight billed that is loaded or un- 
 loaded by them as the case may be and also required to 
 see that all way-bills are properly checked and that no 
 discrepancy or damage which they may discover to any 
 property whether loaded or unloaded by them or other- 
 wise, is noted on the way-bill. They are required to cause 
 the marks and contents of the packages to be called out as 
 they are taken from the car. When they find freight in 
 a car for which they have no freight-bill they should un- 
 load it at the station marked on package, if they discover 
 it in time, otherwise they should unload it at the next 
 regular station, and call the attention of the agent at that 
 station to the package. Agents are expected to tally 
 freight as it is unloaded from cars and advise the con- 
 ductor at the time of unloading of any "short," "over" 
 or "damaged freight." 
 
 Delivering Freight at Stations. When unloading way 
 freight at stations, conductors are usually expected to 
 place it in the ware-house or such other place as the agent 
 may designate. 
 
STATION AND TRAIN WORK 471 
 
 Care in Handling Freight. Conductors ought to see 
 that trainmen are careful in handling freight. 
 
 Work Trains Carrying Laborers. Cars in which work- 
 men are riding ought never to be pushed in front of an 
 engine. They s'hould be handled at the rear end of a train 
 following the engine regardless of the direction in which 
 the engine may be moving. 
 
 Perishable Property. Cars containing perishable prop- 
 erty should have precedent over other freight and ought 
 never to be left at any station short of its destination un- 
 less for repairs. If repairs cannot be made within twelve 
 hours, attention ought to be called to the fact and in- 
 structions obtained. 
 
 Property Wrecked. In case property is wrecked in 
 transit, but is afterward forwarded to its destination, the 
 original way-bill should accompany it, bearing notation 
 therein, showing where damage occurred. When prop- 
 erty is not forwarded to its original destination, the way- 
 bill should be turned over to the superintendent or other 
 proper official in charge of clearing up the wreck. 
 
 Disabled Cars. When a car disabled is left at a sta- 
 tion at which there is no agent, or is left at such station 
 for any other cause the conductor should deliver the bill 
 to the agent at the next regular station, and endorse on 
 way-bill when, where, and why the car was left, and re- 
 port the same to the train dispatcher or other proper 
 official. The same action should be taken by the conduc- 
 tor in case he leaves a disabled car at a regular station 
 except that way-bills may be delivered to the agent at the 
 station where the car is left. When it becomes necessary 
 to transfer freight from one car to another, while en route, 
 the fact should be noted on the way-bill and the numberr 
 and initials of the cars into which the property was trans 
 
472 RULES FOR MOVEMENT OF TRAINS 
 
 ferred, together with the date and station where the 
 transfer was made, should be shown thereon. The goods 
 should be carefully checked from the way-bill and the 
 condition of same at time of such transfer noted thereon 
 at the same time, and a record of the transaction made in 
 the conductor's train book. 
 
 Leaving Cars on Sidings. Cars should not be left on 
 sidings unless by authority of a train dispatcher. 
 
 Station Grounds and Sidings. Station and track em- 
 ployees should see that material stored along the track 
 and at stations is neatly piled and that the "right-of- 
 way" and station grounds are kept in* an orderly condi- 
 tion, the material should not be piled within six feet of 
 the nearest rail of any main track, siding or yard track 
 
 Duties of Agents, Operators and Watchmen. Sta- 
 tion agents, telegraph operators and watchmen, should 
 immediately report to the superintendent or other offi- 
 cial any severe rainstorm, high wind, or sudden rise of 
 streams in their vicinity and in case of emergency should 
 see that the section foreman and his men are on hand to 
 protect the track from damage. They should see that cars 
 have not been moved by the wind so as to endanger the 
 passage of trains, and in such circumstances should re- 
 main on duty unless excused. If for any cause the super- 
 intendent's office cannot be reached by wire, the road- 
 master should be notified, if possible, and all trains in 
 the vicinity of the storm should be provided with notices. 
 
 Caution During Storms, Etc. When overtaken be- 
 tween stations by severe storms or indications of high 
 water which threaten danger, conductors and enginemen 
 should proceed with the utmost caution, keeping the train 
 under complete control, and proceeding at a speed which 
 will permit it to be stopped any time to prevent accident. 
 
STATION AND TRAIN WORK 473 
 
 They ought always to examine bridges and culverts or 
 other places liable to be damaged by high water, and if 
 they find any indications of danger should, on arrival at 
 the first telegraph station notify the agent or operator and 
 report the fact by wire to the superintendent, asking if 
 necessary for instructions and ought not to proceed until 
 instructions have been received. 
 
 Caution. Trains running upon or near the "time of 
 a train" in the same direction, scheduled to carry pas- 
 sengers should exercise extreme caution in approaching 
 or passing through stations where such trains are sched- 
 uled to stop, expecting to find persons crossing the tracks. 
 
TRAIN-MEN HANDLING BRAKES. 
 
 When making up trains always begin at the rear end 
 of train ; closing angle cocks and hanging the hose prop- 
 erly in the dummies at rear end of last car ; coupling 
 hose and opening all angle cocks wide open and seeing 
 that brakes are cut in until arriving at the engine ; after 
 coupling hose between tender and train, always open the 
 angle cocks on the tender first. In coupling to cars after 
 cutting crossings, always open the angle cock nearest the 
 engine first. 
 
 Always give the engineer time to charge the train 
 pipe and auxiliaries before signalling to test brakes ; al- 
 ways give the signal to apply them from the front end 
 of first car and signal to release from rear end of last 
 car, examining on your return to the front end to see 
 that all brakes are off. 
 
 If any defect is discovered it must be remedied and 
 the brakes tested again — the operation being repeated 
 until it is ascertained that everything is right. The con- 
 ductor and engineer must then be notified that the brakes 
 are all right. This examination must be made every 
 time any change As made in the make-up of the train. 
 Read Rule for Testing Brakes. At points where there are 
 no inspectors, trainmen must carry out these instructions. 
 No passenger train must be started out from an inspection 
 point with the brakes upon any car out or in a defective 
 condition without special orders from the proper officers. 
 In freight trains, when hand brakes are used in conjunc- 
 tion with the air brake, they must be applied upon those 
 cars next behind the air braked cars. 
 
 474 
 
STATION AND TRAIN WORK 475 
 
 DETACHING ENGINE OR CARS. 
 
 First close the cocks in the train pipes at the point of 
 separation, and then part the couplings, always by hand. 
 If the brakes have been applied do not close the cocks 
 until the engineer has released the brakes upon the whole 
 train. 
 
 COUPLINGS FROZEN. 
 
 If the couplings are found to be frozen together or 
 covered with an accumulation of ice, the ice must first 
 be removed and then the couplings thawed out by a torch 
 to prevent injury to the gaskets. 
 
 TRAIN BREAKING INTO TWO OR MORE PARTS. 
 
 First close the cock in the train pipe at the rear of the 
 first section and signal the engineer to release the brakes. 
 Flaving coupled to the second section, observe the rule for 
 making up trains — first being sure that the cock in the 
 train pipe at the rear of the second section has been 
 closed, if the train has broken into more than two sec- 
 tions. When the engineer has released the brakes on the 
 second section the same method must be employed with 
 reference to the third section, and so on. When the 
 train has been once more entirely united the brakes must 
 be inspected on each car to see that each is released be- 
 fore proceeding. 
 
 CUTTING OUT THE BRAKE ON A CAR. 
 
 If, through any defect of the brake apparatus while on 
 the road, it becomes necessary to cut out the brake upon 
 any car, it may be done by closing the cock in the cross- 
 over pipe near the center of the car where the quick 
 
476 RULES FOR MOVEMENT OF TRAINS 
 
 acting brake is used, or by turning the handle of the cock 
 in the triple valve to a position midway between a horizon- 
 tal and vertical where the plain automatic brake is used. 
 When the brake has been thus cut out, the cock in the 
 auxiliary reservoir must be opened and left open upon 
 passenger cars, or held open until all the air has escaped 
 from the reservoir upon freight cars. The brake must 
 never be cut out upon any car unless the apparatus is 
 defective, and when it is necessary to cut out a brake the 
 conductor must notify the engineer and also send in a 
 report stating the reasons for so doing. 
 
 CONDUCTOR'S VALVE. 
 
 Should it become necessary to apply the brakes from 
 the train, it may be done by opening the conductor's valve, 
 placed in each passenger equipment car. The valve must 
 be held open until the train comes to a full stop, an)d then 
 must be closed again. 
 
 This method of stopping the train must not be used ex- 
 cept in case of absolute emergency. 
 
 BURST HOSE. 
 
 In the event of the bursting of a brake hose, it must be 
 replaced and the brakes tested before proceeding, pro- 
 vided the train be in a safe place. If it is not, the train 
 pipe cock immediately in front of the burst hose must be 
 closed, and the engineer signaled to release. All the 
 brakes to the rear of the burst hose must then be released 
 by hand, and the train must then proceed to a safe place 
 where the burst hose must be replaced and the brakes 
 again connected and tested as in making up a train. 
 
STATION AND TRAIN WORK 477 
 
 BRAKES NOT IN USE. 
 
 When the air brakes are not in use, either upon the 
 road or in switching, the hose must be kept coupled be- 
 tween the cars or properly hung up in the dummies. 
 
 RETAINING VALVE. 
 
 The retaining valve is used for keeping brakes partially 
 set on trains on heavy down grades equal to good hand 
 brakes, controlling the speed of the train while auxiliaries 
 are being recharged, and for no other purpose. 
 
 At top of grades designated by special rules, the train- 
 men will turn the handles horizontal on as many valves 
 as will be required to control the train, and at the foot 
 of the grade will turn the handle downward again. This 
 valve must be tested before leaving terminals at same 
 time brakes are tested. 
 
 TRAIN AIR SIGNAL. 
 
 In making up trains, all couplings and car discharge 
 valves on the cars must be examined to see if they are 
 tight. Should the car discharge valve upon any car be 
 found to be defective while on the road, it may be cut 
 out of use upon that car by closing the cock in the 
 branch pipe leading to the valve. The conductor must 
 always be immediately notified when the signal has been 
 cut out upon any car, and he must report the same for 
 repairs. 
 
 In using the signal, pull directly down upon the cord 
 during one full second, for each intended blast of the 
 signal whistle, and allow two seconds to elapse between 
 the pulls. 
 
478 RULES FOR MOVEMENT OF TRAINS 
 
 REPORTING DEFECTS TO INSPECTORS. 
 
 Any defects in either the air brake or air signal appar- 
 atus discovered upon the road must be reported to the in- 
 spector at the end of the run ; or, if the defect be a serious 
 one in passenger service, it must be reported to the near- 
 est inspector, and it must be remedied before the car is 
 again placed in service. 
 
 STARTING TRAINS. 
 
 When ready to start, the starting signal must be given 
 to the engineer by the air signal whistle. Trains equipped 
 with the air signal must not be started by hand or lantern 
 signal when air signal is in working order. 
 
 The division time card or special rules of different com- 
 panies specify the smallest proportion of freight cars, with 
 the air brakes in good condition, which may be used in 
 operating the train as an air brake train. 
 
 THE AIR BRAKE ASSOCIATION'S QUESTIONS 
 AND ANSWERS FOR TRAINMEN. 
 
 Question. How should the conductor's valve be oper- 
 ated when necessary ? 
 
 Answer. It should be pulled wide open and held open 
 until the train stops, and then before leaving it, the valve 
 should be closed. 
 
 Question. Why is it necessary to hold the conductor's 
 valve open until the train is stopped? 
 
 Answer. Because if it is closed and the engineer lias 
 not placed the brake valve on lap position, the brakes will 
 release. 
 
STATION AND TRAIN WORK 479 
 
 Question. What does this valve do when it is opened ? 
 
 Answer. It simply makes an opening from the train 
 pipe to the atmosphere, very much the same as would be 
 done if an angle cock is opened, or a hose coupling parted. 
 
 Question. Can brakes be released by the conductor's 
 valve ? 
 
 Answer. No; it must be remembered that to release 
 brakes it is necessary to either put air into the train pipe 
 or take it out of the auxiliary reservoirs. The conductor's 
 valve will not do either of these. 
 
 BURSTED HOSE AND BROKEN TRAIN PIPES. 
 
 Question. Should the brakes apply suddenly, without 
 the aid of the engineer or train crew, what should be 
 looked for? 
 
 Answer. Either a bursted hose or the train parted. 
 
 Question. In the event of a bursted hose on a passen- 
 ger train, and there was no extra hose in the supply box, 
 what could be done ? 
 
 Answer. Remove the hose from the rear end of the 
 last car and use it. 
 
 Question. Should the cross-over pipe be broken, is it 
 necessary to shift this car to the rear of the train ? 
 
 Answer. No; if the break is between the stop cock 
 and the triple valve, the stop cock should be closed and 
 the release valve opened. If the pipe is broken between 
 the stop cock and the main train pipe, it may be plugged. 
 
 Question. In passenger service, if the train pipe 
 should burst or be broken, should the car be shifted to the 
 rear of the train? # 
 
 Answer. Not necessarily; a section of freight hose 
 can be telescoped over the broken pipe and wrapped with 
 
480 RULES FOR MOVEMENT OF TRAINS 
 
 a cord. Again, air may be made to pass to the rear 
 through the signal pipe on the disabled car by the use of 
 combination signal and train pipe couplings, which will 
 allow of the signal pipe of the disabled car being attached 
 to the train pipe of its adjoining cars. It is the general 
 practice, however, to switch such cars to the rear on ac- 
 count of the lack of the material to make the changes 
 mentioned. 
 
 Question. When such a car is put on the rear end of a 
 passenger train, what precautions should be taken? 
 
 Answer. The hose should be coupled between it and 
 the car ahead of it, and the angle cock opened on the car 
 ahead, but the angle cock on the disabled car closed. This 
 keeps air pressure in the hose couplings, and if the train 
 should part there, the brakes would apply on the head 
 section. It is also good practice to have a man remain 
 on the disabled car all the time if practicable. 
 
 BREAK-IN-TWOS. 
 
 Question. In case of a train parting between air- 
 braked cars on the head end, the train being partially 
 equipped, say 5 air-braked and 25 non-air-braked cars, 
 what should the engineer do ? 
 
 Answer. Close the engine throttle immediately and 
 place the brake valve handle on lap position. 
 
 Question. Why not try to pull away from the rear 
 end of the train? 
 
 Answer. He could not get away a safe distance, and 
 a short distance would only increase the violence of run- 
 ning together. By shutting off steam immediately the 
 distance of separation would be short and the shock of 
 running together would be proportionately slight, both 
 sections of the train being in motion at the time. 
 
STATION AND TRAIN WORK 481 
 
 Question. Upon coupling up after parting a train of 
 air-braked cars, should the rear brakes refuse to release 
 in any number, would it be advisable to "bleed" them off? 
 
 Answer. No ; by so doing we have no assurance that 
 the engine is cut into the rear end of the train. They 
 should in all cases be released by the engineer. 
 
 Question. What should he do to release them? 
 
 Answer. Place the brake valve handle on lap position 
 and secure excess pressure. By throwing this into the 
 train pipe quickly it should release them if they are all 
 cut in. 
 
 Question. Why is it not advisable to pump brakes off ? 
 
 Answer. Because the train pipe pressure would be 
 raised so slowly it might cause brakes to stick on the rear 
 end of the train. 
 
 Question. Is it necessary to make a test of the brakes 
 after the train has been parted? 
 
 Answer. Yes ; in all cases, to ascertain if the train pipe 
 is open throughout the train. 
 
 USE OF HAND BRAKES. 
 
 Question. In assisting the engineer with hand brakes, 
 where the train is only partially equipped with air brakes, 
 where should the hand brakes be set? 
 
 Answer. Immediately behind the air-braked cars. 
 
 Question. Why not near the rear of the train ? 
 
 Answer. Because of the liability of breaking in two 
 if the engineer releases when going slowly. 
 
 Question. Do the hand brakes work in unison with the 
 air brake on passenger equipment cars ? 
 
 Answer. Not on all cars, although it is now becoming 
 the general practice to have them do so. 
 
 Question. In setting off cars what should be done? 
 
482 RULES FOR MOVEMENT OF TRAINS 
 
 Answer. The stop cocks, or angle cocks, should be 
 closed first and the hose parted by hand and hung up 
 properly, the car set on the side track, the air brake re- 
 leased if applied, and the hand brake set before leaving it. 
 
 Question. Why not set the hand brake before releas- 
 ing the air brake? 
 
 Answer. On some cars it would be set too tight and be 
 liable to break the chain when the pressure on the piston 
 of the brake cylinder was released; on others it would not 
 be set at all. 
 
 Question. Where cars are to be left alone for any 
 length of time on a grade and have the air brakes ap- 
 plied, what should be done ? 
 
 Answer. The air brakes should be released and hand 
 brakes set. 
 
 BLEEDING OFF BRAKES. 
 
 Question. In cutting out a brake, why is it necessary 
 to always bleed the auxiliary reservoir? 
 
 Answer. This is to insure that the brake will not 
 creep on and give trouble, which it might do if leakage 
 exists around the triple valve or branch pipe. 
 
 Question. What is the proper way to release a brake 
 with the release valve ? 
 
 Answer. The release valve should be held open only 
 until the air commences to escape from the triple valve. 
 It should then be closed, as, if it is held open longer, it 
 has a tendency to set the other brakes. 
 
 Question. In picking up cars, if they are found cut 
 out, is it an assurance that the brakes are in bad order on 
 those cars ? 
 
 Answer. No ; they should be cut in and tested, un- 
 less it is plainly seen that they are in bad order. 
 
STATION AND TRAIN WORK 483 
 
 Question. When is it permissible to cut out cars ? 
 
 Answer. Only when they are in such condition as to 
 render it impossible to operate them. 
 
 Question. Are small leaks sufficient cause for cutting 
 out cars? 
 
 Answer. No ; only when they are of such size that the 
 air pump cannot supply them. 
 
 Question. Which is preferable, a few cars cut in and 
 working at full pressure, or all cars cut in and operated 
 at a comparatively low pressure? 
 
 Answer. All cars at a lower pressure. The train will 
 brake smoother, and in a case of a break-in-two there 
 would be less likelihood of damage. 
 
 Question. If the train line leaks, would it be best to 
 cut out cars ? 
 
 Answer. No ; fix the leak and keep all cars cut in. 
 
 Question. If there are numerous small leaks through- 
 out the train, and combined they make sufficient leakage 
 to prevent the pump from making the required amount 
 of air pressure, which cars should be cut out first ? 
 
 Answer. The worst leaks ; if that is not sufficient or 
 all leaks about the same size, then the poorest brakes, not 
 more than three or four consecutive cars being cut out, 
 however. If possible, the cut out cars should be distrib- 
 uted throughout the train. 
 
484 RULES FOR MOVEMENT OF TRAINS 
 
 RULES FOR GIVING FIRST AID TO THE IN- 
 JURED. 
 
 When an accident happens there is usually not much 
 • time to decide what is best to be done. Help, to be ef- 
 fectual, must be prompt, and often delay implies farther 
 injury or loss of life. 
 
 It is well to fix in the mind a few general principles of 
 treatment in the more common accidents. When the 
 emergency arises these are recalled instinctively and form 
 the basis of action. The means by which they are to be 
 carried into effect follow naturally and the necessity is 
 met. 
 
 Shock. 
 
 A person who has sustained a railroad or machinery 
 accident, a bad burn, or even a sudden fright, is liable 
 to suffer from shock. He lies breathing feebly, the face 
 pale, pinched and anxious, the pulse feeble and often ab- 
 sent at the wrist, the skin is cold and there may be shiv- 
 ering. In most cases reaction will take place in a few 
 hours ; in others no reaction takes place, and the person 
 dies. 
 
 A great deal may be done to relieve a person suffering 
 from shock. If there is severe bleeding it must be 
 stopped, but no attempt to do more than this to the injury 
 should be made until after attending to the shock. 
 
 Place the patient in a horizontal position, the head 
 slightly raised; give a teaspoonful of whiskey or other 
 alcoholic liquor in a tablespoonful of hot water every ten 
 * minutes until five or six doses have been taken. Wring 
 out flannels in hot water and lay them on the chest and 
 abdomen, then cover the patient with a blanket to keep 
 
STATION AND TRAIN WORK 485 
 
 in the heat. To warm and stimulate the patient in every- 
 way is the object of the treatment. 
 
 If the injury is to the head follow out the above treat- 
 ment as regards warmth but do not give any alcoholic 
 stimulant. 
 
 Crushed Limbs. 
 
 If a foot, or hand, or any other part is crushed, any 
 displaced tissue is to be put back and the injured member 
 made to assume as nearly as possible its original shape, 
 by carefully molding it with the hands, without using 
 much force or causing much pain. 
 
 Then, unless bleeding is profuse, when cold cloths must 
 be used, wrap the part in cloths dipped in warm water, 
 and cover the whole up warmly with cotton wool or a 
 blanket. If a long bone is fractured in a crushed wound, 
 a splint may be applied before moving the patient. 
 
 In all such wounds be careful to watch for symptoms 
 of shock, as they require as careful attention as the wound 
 itself. 
 
 Broken Limbs. 
 
 A broken bone need not be set immediately. This 
 knowledge saves much unnecessary anxiety when the doc- 
 tor cannot be procured at once. 
 
 The parts must be put in as comfortable a position as 
 possible and most nearly corresponding to the natural 
 one. It is necessary to give support above and below the 
 break. 
 
 Handle the injured part very carefully not to force the 
 rough ends of bone through the skin. 
 
 Improvise splints of some kind — two strips of wood, a 
 
486 RULES FOR MOVEMENT OF TRAINS 
 
 couple of stout book covers, or pieces of pasteboard. 
 Place one on each side when it is a limb that is injured, 
 and bind them in place with handkerchiefs. A long pil- 
 low firmly tied will answer the purpose, or in case of in- 
 jury to a leg it may be fastened to its fellow if nothing 
 better can be done, remembering to tie it above and below 
 the injury. 
 
 Broken bones are easily recognized by the grating of 
 the ends on each other, by the unusual bending of the 
 limb, and by the pain caused by motion at this point. A 
 fracture is called compound when the end of the bone 
 protrudes through the skin. Whenever such protrusion 
 is seen the part should be cleansed and at once covered 
 with adhesive plaster or a piece of linen saturated with 
 white of an tgg. All fractures should be attended to by a 
 surgeon; consequently the dressings suggested here are 
 only temporary, and intended to protect the parts from 
 further injury. 
 
 In fracture of the arm above the elbow, bandage the 
 upper arm to the side of the chest, and place the hand in 
 a sling. 
 
 In fracture of the arm below the elbow, bend the arm 
 at the elbow at a right angle, place the thumb uppermost, - 
 and bandage the limb between two padded splints, reach- 
 ing from elbow to ends of the fingers, one being placed on 
 the back of the arm and the other on the front, and place 
 the hand in a sling. 
 
 In fracture of the leg below the knee, extend the leg 
 beside the sound one, giving it the same position, place 
 a pillow beneath from the knee down, fold the sides of the 
 pillow over the leg, and secure it in that position by 
 bandages. 
 
 In fracture of the thigh bone, place the patient on the 
 
STATION AND TRAIN WORK 487 
 
 back in bed, relax the muscles of the leg by drawing the 
 feet up toward the body sufficiently, bind splints to the 
 outer and inner side of the broken thigh, then bind both 
 legs together, and turn patient on the side with the in- 
 jured limb uppermost. 
 
 In fracture of the knee-cap bind the whole limb to a 
 splint on the back of it, being careful to place a suffi- 
 ciently large pad beneath the bend of the knee. 
 
 In fracture of the collar bone, place the patient on his 
 back on a hard bed without any pillow. 
 
 In fracture of the lower jaw, close the mouth and 
 bandage so as to keep the two rows of teeth together. 
 
 In fracture of the skull, lay the patient down and apply 
 cold, wet cloths to the head. 
 
 When the shoulder bone is broken place the arm on the 
 injured side across the chest, the hand touching the 
 opposite shoulder, and fasten it in place by passing a broad 
 bandage around the body. 
 
 In fracture of the ribs pin a towel around the body 
 until the doctor comes. 
 
 In other fractures, place the patient in the most com- 
 fortable position possible, keep him quiet and apply cold 
 water to prevent swelling. 
 
 In a dislocation the bone is forced out of its socket at 
 the joint. There is more or less deformity, and it is 
 difficult to move the limb. The last point helps to distin- 
 guish it from a fracture. Time is of importance, as the 
 swelling which supervenes increases the difficulty of re- 
 ducing it or returning the bone to its proper place. Hot 
 applications may be made if the surgeon cannot be had 
 immediately. 
 
 A sprain occurs when a joint is twisted but not dislo- 
 cated. The ligaments which hold the bones together are 
 
488 RULES FOR MOVEMENT OF TRAINS 
 
 stretched and sometimes torn. Immersing the part in very 
 hot water for a time, and then keeping it surrounded with 
 hot water bags, usually gives relief. The joint should be 
 firmly, but not too tightly, bandaged from the fingers to 
 toes upward. After a time gentle rubbing is useful. 
 
 Transportation of the Injured. 
 
 Make a soft and even bed for the injured part, and if 
 possible obtain a stretcher, a door, shutter, settee or some 
 firm support; lift steadily and don't keep step. 
 
 Bruises. 
 
 Lay over the bruise a cloth saturated with hot water, 
 or with half water and half alcohol, or Pond's Extract, 
 or any household remedy that contains alcohol. 
 
 Wounds or Cuts. 
 
 If the wound opens a vein the blood flows evenly and 
 steadily and is dark red or purple. If an artery is di- 
 vided the blood flows in jets or in an interrupted stream 
 and is bright red. Owing to the fact that as a rule the 
 arteries and veins run side by side, it generally happens 
 that when an artery is divided a vein is also opened. The 
 blood from the two vessels becoming mixed makes it im- 
 possible to determine whether both vessels have been 
 opened or only an artery or a vein. For this reason it is 
 better to learn the methods of controlling bleeding that 
 will answer for every case. 
 
 Stop the hemorrhage by means of pressure, position, 
 heat or cold, and, if necessary, styptics. 
 
STATION AND TRAIN WORK 489 
 
 When a large vein or an artery has been severed it is 
 sometimes a difficult matter to stop the flow of blood. 
 If the cut is on a limb tie a hard knot in a towel, place 
 the knot inside the arm or leg as high as possible and 
 twist the towel firmly round the limb. A stick can be 
 thrust through it and used as a handle to twist by if nec- 
 essary. This is called a tourniquet. This stops the circu- 
 lation and cuts off the supply of blood. It should not be 
 kept up more than one hour on the arm and rather longer 
 on the leg. 
 
 Ice, or very hot water applied with a sponge, or cloth, 
 will check the bleeding when it comes from a number of 
 small points. 
 
 When possible the wounded part should be raised so 
 the blood will flow away from it toward the heart. 
 
 Binding a bunch of cobwebs or a handful of flour on 
 the wound, or bathing it in strong vinegar is sometimes 
 effectual. 
 
 Bleeding stops from the blood coagulating or clotting. 
 All our efforts should be directed toward helping it to ac- 
 complish this by every available means. 
 
 If the blood is bright and comes in jets, apply firm 
 pressure upon the artery above the cut, nearer the heart. 
 If bleeding is from the leg, the artery in the groin must 
 be compressed very forcibly with three fingers, aided by 
 the weight of the body. 
 
 If the blood comes in a steady stream, apply pressure 
 just below the cut. 
 
 If ignorant of the location of vessels, press with the 
 fingers or a wad of cloth directly into the wound. 
 
 After the bleeding is controlled, improvise a tourni- 
 quet as above directed, excepting for the artery in the 
 groin. 
 
490 RULES FOR MOVEMENT OF TRAINS 
 
 For a slight cut let the blood flow for half a minute; 
 then dip in cold water, or apply ice. Draw the edges to- 
 gether with sticking plaster, or unglazed paper. Paint 
 collodion over the paper. Bandage if necessary, and keep 
 the part quiet and not dependent for a few days. 
 
 Burns and Scalds. 
 
 The pain from slight burns is very great. An excellent 
 application is a thick paste of common baking soda moist- 
 ened with water, spread on a piece of linen or cotton, and 
 bound on the part. This can be kept wet by squeezing 
 water on it from a sponge or cloth until the smarting' is 
 soothed. 
 
 A thick coating of starch can be used instead of the 
 soda, or wheat flour if nothing better can be had, but 
 neither should be applied if the skin is broken. In this 
 case it is better to use vaseline, olive or linseed oil. The 
 doctor will apply some preparation containing carbolic 
 acid. 
 
 If the air can be effectually excluded from a burn the 
 pain is relieved. 
 
 Blisters should be pricked and the fluid absorbed with a 
 soft cloth before applying a dressing. 
 
 If the clothing adheres to the skin the loose part should 
 be cut away and the patches of material soaked off with 
 oil or warm water. 
 
 When the injury is extensive the sufferer will be pros- 
 trated and may die from the shock. Heat should be ap- 
 plied to the extremities and over the heart, and hot drinks 
 given until the doctor comes. 
 
 In burns from a strong acid the part should be covered 
 with dry baking soda or lime, as the alkali will neutralize 
 
STATION AND TRAIN WORK 491 
 
 the acid. No water should be used, but a dressing of cos- 
 moline or oil applied after the alkali has been brushed off. 
 When the burn has been caused by an alkali an acid 
 must be used. A person recovering from the effects of 
 a burn requires very nourishing food. 
 
 Electric Shock Accidents 
 
 are liable to occur now that electric machinery is being 
 introduced in many shops. In cases where a man has 
 received a serious shock and life appears to be extinct, 
 efforts similar to those employed in cases of drowning 
 should be made to restore animation. 
 
 Lay the patient on his back in the open air. Remove 
 his neck-cloth and unfasten his shirt. Make a roll of 
 clothes, or anything at hand, and place it under his shoul- 
 ders so as to support the spine and allow the head to fall 
 downwards and backwards. Open his mouth, and tak- 
 ing hold of the front part of the tongue with your fingers 
 — either bare or 'covered by a handkerchief — very slowly 
 draw the tongue forward and as gently let it go back 
 again 16 times to a minute. Be sure that the root of the 
 tongue is acted upon and drawn forward. Continue this 
 action until signs of re-animation are observable, which 
 should be the case in from ten to twenty minutes. The 
 motion thus imparted to the tongue should be regular and 
 rythmical in both its tractions and relaxations. 
 
 Another treatment is as follows : Kneel behind the 
 patient and grasp the elbows and draw them over his 
 head so as to bring them together above it, and hold them 
 so for some two seconds. Then carry them down to the 
 sides and front of the chest, firmly compressing it. Af- 
 ter two seconds repeat the action and continue it at the 
 
492 RULES FOR MOVEMENT OF TRAINS 
 
 rate of 16 times per minute. This action expands the 
 chest walls, causes air to rush into the lungs and finally 
 expels it. The action must be regular and persisted in 
 until respiration has become normal. It is possible that 
 this may not be assured in less than an hour. If an as- 
 sistant is at hand both systems may be employed, one 
 man working the arms, the other the tongue, and both 
 operating in unison. 
 
APPENDICES 
 
 CLEARANCE CARDS 
 
 AND 
 
 OTHER BLANKS 
 
 498 
 
RECEIPT GIVEN TO PASSENGERS FOR CASH 
 FARES PAID TO CONDUCTORS 
 
 8 
 
 go 
 
 sa" 
 
 2 ? 
 
 oo 
 
 Si 
 
 Hfih 
 
 NOTE 
 
 120 
 
 Passengers who pay fare on the train 
 Instead of purchasing tickets will receive 
 this receipt from Condnctors. which is good 
 for TWENTY-FIVE CENTS, and will be re- 
 deemed at any ticket office of the Company. 
 
 Gen'lTkt. Agent. 
 
 h « « ^lOOt^OOOO 
 
 r« I rH Ci co ^ */3 o r- co c* o 
 
 r^C<JCO^iOOl>0000 
 
 RECORD TO BE DETACHED BY THE CONDUCTOR 
 AND SENT TO THE TICKET AUDITOR. 
 
 RECORD OF CASH FARE COLLECTED 
 BY CONDUCTOR. 
 
 Train No. 
 
 Date 
 
 From 
 
 To - 
 
 489 — 
 
 Atfiount 
 
 to 
 
 O 
 
 -Conductor, 
 
 RECORD TO BE RETAINED BY THE CONDUCTOR* 
 
 CONDUCTOR'S RECORD. 
 
 From 
 To — 
 
 .189 — $- 
 
 to 
 o 
 
 Notb.«» When a passenger pays fare on n train he la charged say 
 twenty five cents extra. The total amount paid is entered on the above 
 receipt by the Conductor (by cancellation of the proper amount.) and 
 U then given to the passenger. Upon Us presentation at any office of 
 the company, the agent refund* the amount and remits this receipt to 
 headquarters in lieu of ca6h. . 
 
 n. B.~There are several other forms used by conductors to giving 
 receipts. 
 
 494 
 
STATION AND TRAIN WORK 
 
 495 
 
 RETURN OP CASH PARES COLLECTED. 
 
 PUNCH 
 ESSE. 
 
 I hereby certify that the. following is a true statement of 
 all money collected by me on the trip6 designated hereon, and 
 that the rates, extensions and footings as stated are correct. 
 
 -Conductor. 
 
 STATEMENT OF AMOUNT COLLECTED. 
 
 From 
 
 To 
 
 No. 
 Fares. 
 
 Hate. 
 
 Amount. 
 
 
 
 
 
 Remarks. 
 
 Statement op 
 
 Receipts Issued 
 
 For Fares Collected. 
 
 CoiameiTg No. 
 
 Cloi-iiig No. 
 (.Lowest No. on hud.) 
 
 No. Issued 
 
 Amount Collected North or West, 
 
 Amount Collected South or East, 
 
 Total, 
 
 Dollars. 
 
 Centa. 
 
 Train run between——- and. 
 
 No,, Going North or West 
 
 No Going South or East 
 
 -189 — 
 .189 — 
 
 Note.— If no fares are collected, a blank form muut be returoedL 
 
 ■ ittaimtJ " f> ^ ™ c * " f 'rpfrtit. rnrtflnrfftr?. A 
 
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 tq 
 
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 6 
 
 
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 Bo 
 
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 4* 
 
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 IS 
 
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 3 
 
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 5 § 
 
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 <*3 S s i : i 
 
 
STATION AND TRAIN WORK 497 
 
 Standard Train Order Blank for 19. Order: 
 
 FORM 
 
 19 
 
 FORM 
 
 19 
 
 ^e-a COMPANY. 
 
 TRAIN ORDER No., 2 
 
 March 2T /9 02 
 
 To 
 
 At. 
 
 (INITIALS.) 
 
 ..Opr.; 
 
 :*:&.*.# 
 
 Conductor and Eneineman must each have a copy of this order. 
 
 Made complex time^i&v *. Bin* Opr. 
 
 wssa 
 
498 RULES FOR MOVEMENT OF TRAINS 
 
 Standard Train Order Blank for 31 Order. 
 
 FORM 
 
 31 
 
 
 
 
 
 
 
 FORM 
 
 31 
 
 
 
 
 (NAME.) 
 
 TRAIN ORDER No !!.. 
 
 COMPANY. 
 
 March 21 19 04 
 
 To .... 
 
 At ._ 
 
 X 
 
 . jamais.) Opr.; 
 
 }*Jt.M 
 
 Conductor e 
 
 
 
 tnd Engrineman must each have a copy of this order. 
 
 Repeated at 220 a M. 
 
 Conductor 
 
 Engineman 
 
 Train 
 
 45 
 
 Made 
 
 Time 
 
 Opr. 
 
 Jones 
 
 Brown 
 
 Comal ue 
 
 2 20a.m. 
 
 Black 
 
 
 
 
 
 
 
 
 (Omit 
 
 
 
 
 
 
 this column 
 
 
 
 
 
 
 where 
 
 
 
 
 
 
 Engineman 
 
 
 
 
 
 
 is not 
 
 
 
 
 
 
 required 
 
 
 
 
 
 
 to sign.) 
 
 
 
 
 
STATION AND TRAIN WORK 499 
 
 Form 620. 
 
 CHICAGO, ST. PAUL, MINNEAPOLIS & OMAHA R'Y CO. 
 
 CROSS-OVER PERMIT. 
 
 Block Station 190 
 
 To Conductor and Engineman Train No 
 
 T have complied with the Rules. You may 
 
 use , hound track at 
 
 by protecting your train as provided in the Gen- 
 eral Rules. 
 
 Signalman. 
 
 This permit does not relieve the train crew from any respon- 
 sibility in connection with the Time-Table or Rules and Regu- 
 lations. 
 
 CHICAGO, ST. PAUL, MINNEAPOLIS & OMAHA R'Y CO. 
 
 TRAIN ORDER NO ?? 1. 
 
 T ° / 
 
 At Station. 
 
 Nov. 27, 1902. 
 
 INITIALS Opt. 1.46 M 
 
500 
 
 RULES FOR MOVEMENT OF TRAINS 
 
 Chief Train Dipatcher 
 
 Repeated at .2.30 # 'A M. 
 
 Conductor 
 
 Train 
 
 Made 
 
 Time 
 
 Dispr. 
 
 Opr. 
 
 13 JONES 
 
 45 
 
 OK. 
 
 2.20 AM 
 
 ABC 
 
 BLACK 
 
 13 
 
 
 
 
 
 13 
 
 
 
 
 
 
 13 
 
 
 
 
 
 
 13 
 
 
 
 
 
 
 13 
 
 
 
 
 
 
 13 
 
 
 
 
 
 
 Conductor and Engineman must each have a copy of this order e 
 
 Train ahead left at ,12.30 AM, 
 
STATION AND TRAIN WORK 501 
 
 Form 547. 
 
 CHICAGO, ST. PAUL, MINNEAPOLIS & OMAHA R'Y CO. 
 
 CLEARANCE. 
 
 There are NO ORDERS 
 
 at Station 
 
 for Train No due at said station at... „.M. 
 
 190 
 
 Stop signal is displayed f br. „ 
 
 Last train ahead, No left here at M. 
 
 Remarks 
 
 This does not interfere with or eountermand any order* you may have received. 
 
 Time issued M. 
 
 Signed Operator. 
 
 Note. — Should any train have orders not to pass any station 
 "without orders," the reception of this blank does not release 
 it, but in such cases regular orders must be obtained. 
 
 In case "stop signal" is not displayed, operators will write "not 
 displayed" after the words "Stop signal is displayed for " 
 
 Operators are required to fill in blank in duplicate for 
 trains for which they have no orders. Fill in exact time clear- 
 ance is given. 
 
 Conductor must see that the number of his train is entered to 
 above form corr'ecilv. 
 
502 
 
 RULES FOR MOVEMENT OF TRAINS 
 
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RAILWAY YARDS AND HANDLING CARS.* 
 
 "The main functions of a railway yard are to receive 
 trains passing over the road, to separate and classify the 
 cars for their proper destinations and to put the cars 
 together into trains for forwarding. An important con- 
 sideration is that this should be done in the most economi- 
 cal way, both as to time and cost, and the evidence at 
 hand seems to show very conclusively that these results 
 can best be attained in the "hump" type of yard. In the 
 replies received by the committee the opinions expressed 
 were almost universally in favor of the hump yard as 
 compared with other types, and the advantages were 
 summarized by one writer as follows : 
 
 " 'Hump yards, in my opinion, are very much more 
 rapid in their work and in the handling of cars than any 
 other types of yards in general use. If thoroughly 
 equipped with engines of sufficient tractive power, humps 
 of proper grades, enough riders to handle each cut 
 of cars without delay and a proper system of marking 
 cuts and indicating to the switchmen where they go, 
 the yard will not only work faster than any other type, 
 but will do it at less cost and with much less damage 
 to the cars and to the merchandise handled in them.' " 
 
 "On the other hand, it must be remembered that the 
 hump yard is still in its infancy as to design and in a 
 minority as to actual numbers. Consequently an abso- 
 lute unanimity of opinion can not be looked for, and this 
 type must be expected to have some opponents. One 
 
 *Frotn a committee report to the American Railway Engineer- 
 ing and Maintenance of Way Association. 
 
 503 
 
504 STATION WORK AND TELEGRAPHY 
 
 objection that has been made is that cars are more lia- 
 ble to be damaged when handled in this way by gravity, 
 but this is quite at variance with the experience of most 
 of those who have had such yards under their charge. 
 It is, of course, possible that in a yard improperly handled 
 considerable damage might be done, but this is no argu- 
 ment against the type of yard. 
 
 "A hump yard is one in which the movement of cars 
 is produced by pushing them over a summit, beyond 
 which they run by gravity. A train of cars to be sep- 
 arated or classified is slowly pushed over the summit, 
 each car or cut of cars being uncoupled and acquiring an 
 impetus on the steep down grade which enables it to 
 run on to the proper classification track by gravity 
 without other assistance., A car rider or brakeman boards 
 each car or cut of cars as it starts down the grade and 
 controls it so as to stop it at the desired point on its 
 tracks and to prevent damage due to cars being run to- 
 gether at too high a speed. The movement from the 
 base of the summit may be facilitated by an assisting 
 grade. Connecting or run-around tracks provide for the 
 movement of cars which do not require to pass over the 
 hump. 
 
 "To provide for the proper performance of its work 
 the yard should comprise receiving tracks, classification 
 tracks and departure tracks. The receiving tracks should 
 be of sufficient length to hold a maximum train, and 
 sufficient in number to receive in quick succession a 
 number of trains which may have been detained out on 
 the line by a wreck or other cause. This number of 
 tracks will, of course, depend upon the amount of traffic 
 on the road. The grade of the receiving tracks should 
 be such that one engine can push the entire train over the 
 hump. 
 
RAILWAY YARDS HANDLING CARS &Qli 
 
 "The receiving tracks are connected with the classifica- 
 tion tracks over the hump by switches in such a way 
 that cars on any receiving track can be pushed over the 
 hump into any classification track. The -tracks ap- 
 proaching the summit should be on a slight up grade to 
 insure that the cars are closed up so that they can be 
 readily uncoupled at the hump without causing delay. 
 
 "Hump yards can not be properly operated without 
 riders on the cars, and in considering the accelerating 
 grades for the hump this fact must be borne in mind. 
 The descending or accelerating grades of the hump 
 should be such that the cars will run by gravity from the 
 summit to their proper destinations on the classification 
 tracks. The exact grades must be determined by ex- 
 perience with the class of business handled and the 
 local conditions. The amount of elevation and rates of 
 grade required will vary with different kinds of cars and 
 traffic handled, and also with the varying climatic con- 
 ditions ; that is to say, loaded cars will run more easily 
 than empty cars, and the cars will run more easily in 
 summer than in winter. The details, therefore, vary in 
 practice in different yards. 
 
 "The tracks in the classification yard need not, as a 
 rule, be of sufficient length to hold full or maximum 
 trains. Their length will depend upon local conditions 
 and the number of classifications needed. A length 
 sufficient for half a train is usually enough, provided a 
 sufficient number of tracks can be put in to allow of the 
 number of classifications wanted for the different destina- 
 tions and for bad-order and hold-over cars. It is desira- 
 ble to keep the distance from the hump to the end of 
 the switches as short as possible, and for this purpose 
 the "double V" shaped layout for switches is usually the 
 best. 
 
506 STATION WORK AND TELEGRAPHY 
 
 "Beyond the classification tracks are located the de- 
 parture tracks. These should be of full length to take 
 a maximum train, and of sufficient number so that trains 
 can be pushed from the classification tracks as soon as 
 they are made up. These tracks should be provided 
 with a compressed air plant for testing the train brakes 
 and hose so that there will be no loss of time by re- 
 quiring the road engine to do this service. In some cases 
 the cars are made up into trains on the classification 
 tracks, which thus serves the double duty of classification 
 tracks and departure tracks. The tracks of a classifica- 
 tion yard so used should be of full train length. 
 
 "The cars on any one track in the classification yard 
 are, as a general thing, not arranged in proper order for 
 handling in trains. A considerable amount of shifting 
 has therefore to be done in order to put the cars in proper 
 train order, and it has been suggested that this part of 
 the work might be greatly facilitated by passing the 
 cars over a second hump into the departure yard. In- 
 quiry was made by the committee to see if this plan would 
 be considered advisable, but the replies received were al- 
 most unanimously opposed to the use of a second hump 
 for this purpose." 
 
 HANDLING CARS IN YARDS.* 
 
 "The office work connected with yard operations may 
 be divided into three distinct parts: (i) "receiving/' or 
 "in- freight ;" (2) "forwarding," or "out-freight ;" and 
 (3) "transfer," or receiving from and delivering to con- 
 necting lines. In immediate charge of this work is a 
 chief clerk, who must be a man of considerable execu- 
 
 *F. S. Atkin. 
 
RAILWAY YARDS — HANDLING CARS 507 
 
 tive and business ability, since he is virtually the acting 
 superintendent many times in a day. 
 
 "i. In-freight. The clerical routine arising from the 
 receiving of freight arriving in trains from off the com- 
 pany's lines, demands, for its handling, a force consist- 
 ing of a ''train clerk/' "number-takers," "seal-takers/' 
 "carders," a "transfer clerk/' a "grain-sealer," a "rate 
 clerk," and an "expense bill clerk," besides, of course, the 
 chief clerk. 
 
 "On the arrival of a train in the yard, the number-tak- 
 ers secure a list of the numbers and initials of all cars 
 in the train, also noting the condition of loads on open 
 cars — whether they are low enough to clear tunnels, 
 bridges, etc., and whether staked on the cars, etc. All 
 the doors — side, end, and roof — are inspected by a seal- 
 taker, who records the seals attached to them. The seals 
 now generally employed are made of tin, with a circu- 
 lar piece of lead attached. The tin band bears a serial 
 number, and the lead disk, after a car-door has been 
 sealed, bears the impression of the seal-punch used — 
 either letters or numbers identifying the station where the 
 punch is used. All of these seal numbers or letters must 
 be taken, and a copy made in an impression-book for fu- 
 ture reference. 
 
 "In the meantime the train clerk examines the way- 
 bills as carefully as possible for "hold" or "diversion" 
 orders, and makes a transcript of them on the "train- 
 sheet/' stating the car number, initial, forwarding station, 
 destination, contents, and via what connecting line. Af- 
 ter the train clerk has completed the transcript, a carder 
 tacks on each car a card showing the road to which the 
 car is to be transferred, or should it be destined for the 
 home road, the switching district to which it is to be 
 
508 STATION WORK AND TELEGRAPHY 
 
 taken. The train is then ready to be switched into the 
 classification-yard. 
 
 "Some of the incoming cars may have to be transferred 
 to other railroads, and a record of all such is kept by a 
 transfer clerk, the expense-bill clerk making out an ex- 
 pense bill for every loaded car thus handled. In con- 
 nection with this work, the latter clerk also sees that the 
 bills are properly extended, and it is the usual practice 
 for him to call back the expense bills to the clerk so as to 
 check any possible error. 
 
 "There is a rate clerk who revises rates, or rather 
 checks them over to see that the freight has been billed 
 at a proper classification, and also to make sure, in case 
 of through-bills, that his company is given its proper 
 proportion of the through-rate. He is held responsible 
 for all errors in wrong rates or extensions made by the 
 billing agent. 
 
 "Where cars contain grain for inspection, a grain- 
 sealer accompanies the grain inspector, his duty being to 
 reseal all cars opened for inspection or samples. 
 
 "2. Out-freight. In the "forwarding /'or "out-freight" 
 work, there are, as in the "in-freight" department, the 
 usual number-takers, seal-takers, carders, rate clerks, and 
 clerks taking care of way-bills. As the out-bound cars 
 are made up into trains, they are checked as before for 
 their car numbers and initials, and all loaded cars are 
 properly sealed and reported to the train clerk, who then 
 checks up the list of cars and furnishes a way-bill for 
 each loaded car, showing the contents, destination, etc. 
 In the case of "foreign" empty cars, a way-, or card-, 
 bill is furnished. 
 
 "The conductor of the train also takes a list of the 
 number of all cars in his train, which list is checked with 
 
RAILWAY YARDS HANDLING CARS 
 
 509 
 
 that of the number-taker, and if they agree, and corres- 
 pond with the numbers on the way-bills, he receives his 
 way-bills for the cars. In addition, the list made by the 
 number-taker is given to the car record clerk, who re- 
 cords the numbers of the cars, date of leaving, tr&in 
 number, and destination. 
 
 "3. Transfer freight. As regards transfer freight — or 
 the receiving of freight from, and the delivery of it to, 
 connecting lines — cars are usually classified for the vari- 
 ous roads when first switched, and are then made up into 
 "transfer" trains. A record is made of all cars loaded or 
 empty. Duplicate expense bills are made for each car 
 in the transfer train, showing the name of the consignee, 
 destination, contents, weight, charges, car number, and 
 initial. Both of the bills are sent to the road receiving 
 the cars, one copy to be signed and returned by the agent 
 of the receiving road, and the other to be retained by 
 the receiving road for its record. Any car received in a 
 damaged condition, or short as to its billed contents, must 
 be noted on the expense bill returned to the delivering 
 road. This is also true as to seals, which, if defective, 
 must be immediately reported to the delivering road by 
 the receiving agent, giving the car number and initial, 
 date of its arrival, and a statement of the trouble. If 
 the expense bill is returned to the delivering road with- 
 out any such addition, it is an indication that the ship- 
 ment has been received in good order; and the transac- 
 tion, so far as the actual transfer is concerned, is closed. 
 
 "Young men seeking employment with railroad com- 
 panies dislike to take positions in terminal yards, as the 
 pay is small, the hours long, and the work very exacting. 
 Yet no one expecting at some future time to occupy the 
 position of agent of a terminal station can afford to 
 
510 STATION WORK AND TELEGRAPHY 
 
 neglect this work. As agent he would not be able to man- 
 age the station so successfully if he did not have the ex- 
 perience to be acquired in the terminal yard. Here is 
 the first round of the ladder, and a person familiar with 
 the small details can handle the general business to bet- 
 ter advantage. It is a wide field, and I know of none bet- 
 ter suited for a young man making his start in railroad- 
 ing."— F. S. Atkin, Sup't Terminals, C M. & St. P., in 
 "Railway Organization and Working." 
 
 DISTRIBUTION OF CARS. 
 
 "The conditions surrounding car distribution are de- 
 pendent upon the commodities and the geographical lo- 
 cation of the railroad. For instance, it is much more 
 difficult to handle car distribution on a road whose par- 
 ticular product is grain or hay, than on a road where the 
 particular commodity is coal or stock; and, again, it is 
 more difficult t6 handle distribution on a road with 'a 
 great number of branches or feeder lines, than on a 
 road that has a straight main line. 
 
 "The first essential and all-important requisite is that 
 the person in charge of distribution thoroughly familiar- 
 ize himself with the products originating on his line, 
 and the seasons during which they move. He should 
 also know the destination of such commodities, in order 
 that he may, prior to their movement, gradually accu- 
 mulate the surplus equipment in the section where it 
 will be needed, and thus avoid hauling the empty cars 
 out of the territory shortly before they will be required 
 for loading. In this manner the empty car mileage, 
 which is one of the large items of operating expenses, 
 is reduced to a minimum. 
 
RAILWAY YARDS — HANDLING CARS 
 
 511 
 
 "The Car Distributor must know at all times where 
 his equipment is located. Such information is furnished 
 him by wire every twenty-four hours, giving the total 
 number of each class of car on hand loaded, empty, held 
 for movement, and in bad' order. These data are com- 
 piled on each train district by the Chief Dispatcher at a 
 given hour each day, the agent telegraphing the Chief 
 Dispatcher, on a printed form, the number of cars wait- 
 ing for movement east and the number of cars waiting 
 for movement west, over or less than forty-eight hours ; 
 the number of cars held for unloading at his station ; the 
 number of empty cars of each class — box, stock, coal, 
 etc. — on hand; the number of cars required for loading, 
 under which item are specified the product awaiting 
 shipment, the destination of the shipment, and, if beyond 
 the home road, the route over which the consignment 
 will be sent, so that the Chief Dispatcher may utilize 
 foreign railroad cars belonging to lines over which the 
 business will move. 
 
 "For certain commodities, such as lumber, machinery, 
 and ties, shippers frequently order coal- or flat-cars, it 
 being more convenient to load the product into these 
 than into box- or stock-cars. When such orders are 
 placed, showing the commodity, destination, etc., the 
 Chief Dispatcher can, however, often prevail on the 
 shippers to use box- or stock-cars, when it is to the in- 
 t terest of the road to do so. For example, a railroad may 
 have a shipment in southern Illinois for points in Iowa 
 or Minnesota. The shipper calls for coal-cars, which, 
 if loaded into Iowa, where the road has no return traffic 
 for them, must come back empty. On the other hand 
 the road may have some stock- or box-cars moving west 
 
512 
 
 STATION WORK AND TELEGRAPHY 
 
 empty, which, if utilized, would save the empty haul 
 into Iowa, and, in addition, would save the empty haul 
 from Iowa back to the southern Illinois mines, if the 
 coal- or flat-cars were used. Again, a shipper may order, 
 for instance, Illinois Central large-capacity box-cars for 
 a shipment of grain, cotton, or any other commodity. If 
 he did not insist upon knowing its destination and route, 
 the Dispatcher might furnish Illinois Central cars for it. 
 The shipment is, however, destined for New York or 
 New England points, to which some eastern foreign cars, 
 then on the division, may be utilized." 
 
 "In accordance with the system of car distribution, the 
 shipper must order the cars he requires from the agent 
 at the station where he will load. The agent, at the 
 usual hour each day, will order the cars from 'his Chief 
 Dispatcher. In case the Chief Dispatcher is unable to 
 furnish all of the cars ordered from 'his district, he calls 
 upon the Superintendent of Transportation to help him 
 from other divisions or sources. Hence, a shipper can- 
 not order cars direct from the Superintendent of Trans- 
 portation, or from the Chief Dispatcher, without creat- 
 ing confusion. If the Superintendent of Transportation 
 accepted an order of that kind, and directed the Chief 
 Dispatcher to take care of it, the latter might order the 
 cars to the station direct; but when they reached there 
 the agent would know nothing about the order. He 
 would ask the Chief Dispatcher what the cars were sent 
 for. The Chief Dispatcher, not knowing about the order, 
 would no doubt instruct the agent to .bill them and send 
 them on to some other point where he knew they were 
 required. Had the order been transmitted through the 
 proper channel, when the cars reached the station, the 
 agent would know all the facts connected with it, and 
 there would be no hitch in taking care of the shipment. 
 
RAILWAY YARDS — HANDLING CARS 513 
 
 "The commodities to be moved, and their seasons for 
 shipment, must be carefully watched. The condition 
 of the crops as they mature, and the prospects for mar- 
 keting them, must likewise be closely studied. On the 
 Illinois Central, for example, we know that fruit and 
 vegetables begin to move in refrigerator-cars from Lou- 
 isiana points the latter part of March, and keep grad- 
 ually increasing in volume as the shipping territory ex- 
 pands, until by the middle of June we are loading fruit 
 and vegetables all the way from New Orleans as far 
 north as Centralia, 111. — a territory of over seven hun- 
 dred miles. To know what the requirements will be, 
 it is necessary for the Car Distributor to get reports of 
 the condition of the crops as they progress, and of the 
 acreage planted. Frost may kill the tomato or peach 
 crop, in which case he must make his deductions in figur- 
 ing on the supply of equipment necessary to take care of 
 it, in order to prevent hauling more refrigerator-cars into 
 that section than are actually required for the business ; 
 thereby avoiding the return of empty cars, which in- 
 volves an enormous unnecessary expense. 
 
 "There are other factors to consider, in addition to 
 the maturing of the crop. The market price may be 
 extremely low, in which case the grain will not move in 
 such volume as it would if the price were high. The 
 shippers who can afford to store it will naturally do so 
 until the market is favorable. Again, the size of the 
 grain crop is not an indication as to the volume that will 
 move to early market. The crop of the preceding year 
 may have been very poor. In that event a good portion 
 of the present year's crop will be held over for the 
 following year, for feeding and other local consumption, 
 by reason of the supply having been exhausted during 
 the current summer. 
 
514 STATION WORK AND TELEGRAPHY 
 
 "The importance of a uniform system in doing work 
 of this kind, which is more or less complicated, and 
 the advantage of a simple method or system, cannot be 
 too strongly emphasized. Let us take the loading of to- 
 matoes, for example. At ******* * ?a town of 
 1,100 people — we are to load a maximum of forty-five 
 carloads of tomatoes in one day. The refrigerator- 
 cars, after having been iced, are placed on long 
 loading-tracks. The men who receive the tomatoes from 
 the farmers divide the cars before any loading is done, 
 by placing flags in the car doors. A white flag indicates 
 that the teams having green, or unripe, tomatoes are to 
 bring them to that car; a red flag denotes that those 
 having ripe tomatoes are to unload them in that car; 
 and a half-red and half-white flag means that the me- 
 dium-ripe tomatoes are to go in that car. In this way 
 the teamsters have no trouble whatever in lining up for 
 the proper car, the tomatoes having been sorted in the 
 fields before being loaded on the wagons. The object 
 of loading them in this manner is to enable the shipper 
 to route the green product to the most distant point, and 
 the ripe product to the nearest market. If a car was 
 loaded with half-ripe and half-green tomatoes, and 
 shipped to a reasonable distance, the chances are that the 
 ripe tomatoes would age and decay in transit, and long 
 before the green tomatoes were in a marketable condi- 
 tion. I cite this simply to show what good results may 
 be obtained by some plain, simple system. This principle 
 of a uniform system is at the foundation of the successful 
 operation of railroads as well as of other large corpora- 
 tions. 
 
 "The distribution of coal-cars is, as a rule, very diffi- 
 cult, the mines, located on branches and spur-tracks, be- 
 
RAILWAY YARDS HANDLING CARS 515 
 
 ing badly scattered. The supply of empty coal-cars 
 comes principally from the large manufacturing centers, 
 where the coal is consumed, and in order to afford the 
 mines in the various localities their equal proportions of 
 the cars, it is necessary to keep in close touch with the 
 movement of the empty cars in different directions. It 
 is impossible for the men in charge of large terminals, 
 like Chicago and St. Louis, to notify the Car Distributor 
 at three, four, or five o'clock in the afternoon how many 
 empty coal-cars they will be able to forward between 
 six in the afternoon and six the following morning. The 
 Distributor is, therefore, unable to instruct the Superin- 
 tendent or the Dispatcher how to divide, between his 
 own and other divisions, the equipment he receives dur- 
 ing the night. Consequently the Distributor places an 
 arbitrary distribution order on the percentage basis. 
 
 "It is also the duty of the Car Distributor, Dispatcher, 
 agent, conductor, and all concerned in the distribution 
 and furnishing of cars, to see that large-capacity cars 
 are furnished for shipments that will load to the capacity 
 of the car, and that small, light cars are furnished for 
 the light trafric. For example, it is not good policy to 
 furnish an 80,000 pounds' capacity box-car to handle 
 6,000 or 7,000 pounds of merchandise, when it is just 
 as easy to furnish a 40,000 pounds' capacity car. Neither 
 is it good practice to furnish two 40,000 pounds' ca- 
 pacity box-cars for shipment of grain, when the ship- 
 ment could have been loaded into one 80,000 pounds' 
 capacity car. It is more difficult to haul the two than 
 the one, and, in addition, they occupy double track-room 
 in yards, and also entail double the switching expense 
 on terminals. 
 
516 STATION WORK AND TELEGRAPHY 
 
 "The Car Distributor must keep in touch with the re- 
 pairs to cars, in order that he may get the class of equip- 
 ment which he requires for immediate use — i. e., box, 
 stock, coal, and refrigerator-cars — given preference on 
 the repair tracks over the class of car which he does 
 not so require. He should also keep informed as to 
 the location of his cars on the tracks of foreign roads, 
 so as to prevent too many of them getting into fields 
 where they will be tied up and delayed. This information 
 is furnished him from the car-record room. 
 
 "Each railroad car in existence bears the initials of 
 the road owning it, and an individual number which 
 remains with the car from the day it is built to the day 
 it is destroyed. Railroads exchange information show- 
 ing the disposition of each other's cars. For example, 
 the Illinois Central loads ten cars at Omaha for Boston. 
 When the ten cars are delivered to the Lake Shore & 
 Michigan Southern at Chicago, the agent of the Illinois 
 Central at this point makes a report to the Car Account- 
 ant of his own road, showing the initial and number of 
 each of the ten cars, the date they were delivered to the 
 Lake Shore, their contents, and their destination. When 
 the Lake Shore delivers the ten cars to the New York 
 Central at Buffalo, it mails to the Car Accountant of 
 the Illinois Central — because they are Illinois Central 
 cars — a postal card giving the number of each car and 
 date they were delivered to the New York Central. The 
 New York Central, in turn, furnishes similar informa- 
 tion, showing the date the cars were delivered to its 
 connections. In addition to furnishing information show- 
 ing the present location of the cars, this system also 
 enables the owner to check their per-diem earnings. 
 When the record shows that a connecting line has a great 
 
RAILWAY YARDS HANDLING CARS 
 
 517- 
 
 many more of our cars than we have of theirs, the Car 
 Distributor makes extraordinary efforts to get that con- 
 nection to furnish us more of their cars, in order to 
 protect loading originating on our line destined to points 
 on theirs. This is especially true during the busy sea- 
 son, where there is a shortage of cars." — J. M. Daly, 111. 
 Central R. R., in "Railway Organization and Working." 
 Editor's Note: There is probably no more earnest advocate 
 of system in railway working than Mr. John M. Daly, and cer- 
 tainly none better qualified through experience in bringing " or- 
 der of chaos" by devising systematic plans and demonstrated 
 their practicability. The fuller treatment of this subject by him 
 in the very valuable book referred to is worthy the careful study 
 of all interested in the expeditious movements of freight cars.— 
 The; Editor. 
 
 LIST OF FREIGHT CARS. 
 
 Box 
 
 Car. 
 
 Common type. 
 
 tt 
 
 a 
 
 Furniture and Vehicles. 
 
 tt 
 
 it 
 
 Wooden Ware. 
 
 t€ 
 
 it 
 
 Hearse. 
 
 a 
 
 it 
 
 Ventilated. 
 
 tt 
 
 a 
 
 Ice. 
 
 it 
 
 it 
 
 Charcoal. 
 
 ft 
 
 it 
 
 Lime. 
 
 Refrigerator 
 
 a 
 
 Common. 
 
 a 
 
 it 
 
 Beer. 
 
 it 
 
 it 
 
 Dressed Beef. 
 
 it 
 
 it 
 
 Dairy Products. 
 
 it 
 
 tt 
 
 Ventilated Fruit. 
 
 Stock 
 
 a 
 
 Common. 
 
 it 
 
 tt 
 
 Double Decks. 
 
 it 
 
 it 
 
 Single Deck Feed and Water. 
 
18 STATION 
 
 WORK AND TELEGRAPHY 
 
 Stock 
 
 Car 
 
 Palace Horse with Stalls* 
 
 U 
 
 a 
 
 " Stock " 
 
 Flat 
 
 <( 
 
 Common. 
 
 66 
 
 a 
 
 
 66 
 
 a 
 
 Barrel Racks. 
 
 66 
 
 a 
 
 Machinery. 
 
 6C 
 
 a 
 
 Gun Trucks. 
 
 a 
 
 66 
 
 Water Tanks. 
 
 Gondola 
 
 66 
 
 Common. 
 
 a 
 
 66 
 
 Hopper Bottom. 
 
 €6 
 
 66 
 
 Steel 
 
 61 
 
 66 
 
 Drop Ends. 
 
 Ore 
 
 66 
 
 Iron, etc. 
 
 Tank 
 
 66 
 
 Oil, etc. 
 
 ive Poultry 
 
 66 
 
 
 Ballast 
 
 66 
 
 
 " Distributers. 
 Lidgerwood Rapid Unloaders. 
 Caboose Cars. 
 
 " " Stockmen's Sleepers. 
 
 Excavator " 
 Derrick and Wrecking Cars. 
 Pile Driver 
 
 Ditching 
 Side Dump 
 Rotary Snow Plow " 
 
 Flanger 
 Form C. S. 21. (See page 128.) 
 
EXTRACTS FROM THE CODE OF RULES 
 
 Governing the Condition of, and Repairs to Freight Cars 
 for the Interchange of Traffic. 
 
 ADOPTED BY THE MASTER CAR BUILDERS' ASSOCIATION. 
 
 Note: — These rules make car owners responsible for, 
 and therefore chargeable with, the repairs to their cars 
 necessitated by ordinary wear and tear in fair service, so 
 that defect cards will not be required for any defects 
 thus arising. 
 
 Railroad companies handling cars are responsible for 
 damage done to any car by unfair usage, derailment or 
 accident, and for improper repairs made by them, and 
 they should make proper repairs at their own expense, 
 or issue defect card covering all such damage or improper 
 repairs. 
 
 CARE OF FOREIGN FREIGHT CARS. 
 
 Rule i. Each railway company shall give to foreign 
 cars, while on its line, the same care as to oiling, pack- 
 ing and inspection, that it gives to its own cars. 
 
 INTERCHANGING FREIGHT CARS. 
 
 Rule 2. Cars offered in interchange must be accepted 
 if in safe and serviceable condition, the receiving road to 
 be the judge in cases not provided for in Rules 3 to 56, 
 
 519 
 
520 STATION WORK AND TELEGRAPHY 
 
 USE OF DEFECT CARD. 
 
 Rule 3. Defect' cards shall be 3J4 inches by 8 inches, 
 and of the form shown below. They should be printed in 
 red ink on both sides, and shall be filled in on both sides 
 with ink or black indelible pencil. The cards must plainly 
 specify in full each item for which charges are authorized, 
 indicating on which end of the car the defects exist. The 
 end of the car upon which the brake staff is located shall 
 be known as "B" end, and the opposite end shall be known 
 as "A" end. Where there are two brake staffs on same 
 car, the end toward which the cylinder push rod travels 
 shall be known as "B" end. 
 
 M. C. B. DEFECT CARD. 
 (Name of Road.) 
 
 Car No . . .Date. . 
 
 Initial Line . . 
 
 Will be received at any point on this company's 
 line with the following defects : 
 
 Note .—Fill in defects 
 on both sides with ink 
 or black indelible pen- 
 cil. Attach this card 
 with four tacks on 
 outside face of inter- 
 mediate sill, between 
 crosstie timbers. 
 
 .Inspector at. 
 
 in 
 
 5! 
 So* 
 
 0- 
 
 O 
 
RAILWAY YARDS HANDLING CARS 
 
 521 
 
 Rule 4. Defect cards shall not be required for defects 
 for which owners are responsible, except for missing 
 material on cars offered in interchange, as provided for 
 in Rules 2J and 41, neither shall they be required of the 
 delivering road for improper repairs that were not made 
 by it, with the exception of the cases provided for in 
 Rules 31, 42, 43 and 44. 
 
 HARDENS D 3TETEL £ TH/CH* 
 
 l 
 
 •7" 
 
 a 
 
 6?1 
 
 '/<£ 
 
 l<6 
 
 Vi 
 
 /v 
 
 \& 
 
 L^ 
 
 v^ 
 
 G 
 
 Oe 
 
 =1- — -^ 
 
 ^w_ 
 
 yf- 
 
 iHr 
 
 -* 3 » 
 
 l3j 
 
 Worn Coupler Limit and Wheel Defect Gauge. 
 
 Fig. 1. 
 
 Rule 5. If a car has defects for which the owners r.re 
 not responsible, but which do not render it unsafe to run, 
 nor unsafe to trainmen, nor to any lading suitable to the 
 car, the receiving road may require that a defect card be 
 securely attached to the car with four tacks, preferably 
 on the outside face of intermediate sill, between cross- 
 tie timbers, on wooden cars ; and on steel cars to card- 
 board located either on cross-tie under car or on inside 
 of side sill at the end of car. 
 
 Rule 6. Duplicate defect cards shall be furnished for 
 lost or illegible cards. 
 
522 
 
 STATION WORK AND TELEGRAPHY 
 
 WHEELS. 
 
 Defects of Wheels Which Justify Renewal. 
 
 Rule 7. Shelled out: wheels with defective treads on 
 account of pieces shelling out; if the spots are over 2.^/2 
 inches, or are so numerous as to endanger the safety of 
 the wheel. (Owners responsible.) 
 
 Rule 8. Seams 1 inch long or over at a distance of 
 y 2 inch or less from the throat of the flange, or seams 3 
 or more inches long on any other point of the tread. 
 (Owners responsible.) 
 
 l\ii 
 
 I 1 .3£ fehf I 
 
 «#•■ 
 
 1T\ 
 
 M.|c.B. 5TANCJ/>R0 WHEEL TREAD * FLANGE. 
 
 Maximum Flange Thickness Gauge. 
 
 Fig. 2. 
 
 Rule 9. Worn through chill : when the worn spot ex- 
 ceeds 2}o inches in length. Care must be taken to dis- 
 tinguish this defect from flat spots caused by sliding 
 wheels. (Owners responsible.) 
 
 Rule 10. Worn flange : cast wheels under cars of less 
 than 80,000 pounds capacity, with flanges having flat 
 vertical surfaces extending more than 1 inch from tread, 
 
RAILWAY YARDS — HANDLING CARS 523 
 
 or flange I inch thick or less. Wheels under cars of 80,- 
 000 pounds capacity or over, with flanges having flat 
 vertical surfaces extending more than % inch from tread. 
 or flange less than 1 1-16 inches thick. (See Figs. 4 and 
 4a.) (Owners responsible.) 
 
 Worn flange; steel and steel-tired wheels with flanges 
 having flat vertical surfaces extending more than one 
 inch from tread, or flange one inch thick or less. (See 
 Figs. 4 and 4a.) (Owners responsible.) 
 
 Rule ii. Thick flange: flange over 1 7-16 inches thick. 
 (See Fig. 2.) (Owners responsible.) 
 
 Rule 12. Tread worn hollow : if the tread is worn suf- 
 ficiently hollow to render the flange or rim liable to break- 
 age. (Owners responsible.) 
 
 Rule 13. Burst: if the wheel is cracked from the wheel 
 fit, outward, by pressure from the axle. (Owners re- 
 sponsible.) 
 
 Rule 14. Broken flange, caused by seams, worn 
 through chill or worn flange. (See also rules 20 and 21.) 
 (Owners responsible.) 
 
 Rule 15. Broken or chipped rim, caused by defective 
 casting, if the tread, measured from the flange at a point 
 Y% inch above tread, is less than 3^4 inches in width. 
 (See Fig. 5.) (See also Rules 20 and 21.) (Owners 
 responsible.) 
 
 Rule 16. Cracked tread, cracked plate, one or more 
 cracked brackets, or broken in pieces under fair usage. 
 (See also Rule 20.) (Owners responsible.) 
 
 Steel or steel-tired wheels loose, broken or cracked 
 hubs, plates, bolts, retaining ring or tire under fair usage. 
 (Owners responsible.) 
 
 Rule 17. Wheels loose or out of gauge. (See Fig. 
 6.) (Owners responsible.) 
 
524 
 
 STATION WORK AND TELEGRAPHY 
 
 Rule 18. Chipped flange: if chip is on the outside of 
 the flange and exceeds ij^ inches in length and J^ inch 
 in width, or if it extends Y% inch past the center of flange. 
 (Owners responsible.) 
 
 Rule 19. Flat sliding: if the spot caused by sliding is 
 2y 2 inches or over in length. (Care should be taken to 
 distinguish this defect from worn through chill.) Deliv- 
 ering Company responsible.) 
 
 Rule 20. Broken flange, except as in Rule 14 ; chipped 
 flange, if chip is on throat side of flange, and exceeds iy 2 
 inches in length and yk inch in width, or if it extends Y% 
 inch past the center of flange ; broken rim, if not caused 
 by defective casting, if the tread, measured from the 
 flange at a point %i inch above tread, is less than 3^ 
 inches in width (see Fig. 5), or any breakage caused by 
 unfair usage, derailment or accident. (Delivering Com- 
 pany responsible.) 
 
 Rule 21. The determination of flat spots, worn flanges 
 and chipped treads shall be made by a gauge as shown 
 in Fig. 1. The determination of thick flanges shall be 
 made by a gauge as shown applied to M. C. B. standard 
 wheel tread and flange in Fig. 2. 
 
 The following engravings of the wheel defect gauge, 
 Fig. 1, show the method of using it: 
 
 - V C7 
 
 w:: 
 
 L-*i'-J 
 
 Method of Gauging Shelled and Flat Spots. See Rules 7 and 19. 
 
 Fig. 3. 
 
RAILWAY YARDS — HANDLING CARS 
 
 525 
 
 For wheels under cars of less than 80,000 pounds ca- 
 pacity, and steel or steel-tired wheels with flanges 1 inch 
 thick or less ; 80,000 pounds capacity or over, with flanges 
 less than 1 1-16 inches thick. 
 
 Method of Gauging Worn Flanges. See Rule 10. 
 
 Fig. 4. 
 
 For wheels under cars of less than 80,000 pounds ca- 
 pacity, and steel or steel-tired wheels 1 inch from tread; 
 80,000 pounds capacity or over, 7/% inch from tread. 
 
 Method o-f Gauging Worn Flanges. See Kule 10« 
 
 Fig. 4a. 
 
526 
 
 STATION WORK AND TELEGRAPHY 
 
 Method of Gauging Chipped Rings. See Rules 15 and 20. 
 
 Fig- 5- 
 
 *3 
 
 Fig- 6. 
 
 \ 
 
 / 
 
 Wheels are out of gauge If less 
 — than 4 feet 6% Inches here — 
 
 or if more than 
 4 feet 6% Inches here 
 
 or less than 5 feet 4 inches here 
 
 / 
 
 E3 
 
 For wheels cast after August 31, 1894. 
 toleaswtiiiimti to be made at the tame height on Vie wheels oe the center of the 
 
 Fig. 6. 
 
 AXLES. 
 
 Defects of Axles Which Justify Renewal. 
 
 Rule 22. Axles broken, or having seamy journals, fil- 
 lets at the back shoulder worn out, or with collars broken 
 or worn to % inch or less, under fair usage. 
 
 Rule 23. Axles less than the following prescribed lim- 
 its: 
 
RAILWAY YARDS HANDLING CARS 
 
 527 
 
 For Cars Marked with "Capacity." 
 Capacity of Car. Journal. Wheel Seat. Center. 
 
 100,000 
 
 5 
 
 inches. 
 
 63/ 4 
 
 inches. 
 
 5% inc 
 
 80,000 
 
 A J /2 
 
 a 
 
 6% 
 
 « 
 
 55-16' 
 
 70,000 
 
 4 
 
 a 
 
 SH 
 
 a 
 
 4% ! 
 
 60,000 
 
 3 3 A 
 
 a 
 
 5 
 
 (( 
 
 4 3 A ' 
 
 50,000 
 
 3/2 
 
 a 
 
 4A 
 
 t( 
 
 4 1 /* ' 
 
 40,000 
 
 Z l A 
 
 a 
 
 4 5 /& 
 
 a 
 
 3 7 A ' 
 
 30,000 
 
 3 
 
 a 
 
 4 l A 
 
 u 
 
 lA " 
 
 For Cars Marked "Maximum Weight/ 
 
 Maximum Weight. Journal. 
 161,000 5 inches. 
 
 Wheel Seat. Center. 
 6}i inches. 5% inches. 
 
 132,000 
 
 4 l A 
 
 6M 
 
 a 
 
 5H 
 
 112,000 
 
 4 J A 
 
 6 
 
 a 
 
 sA 
 
 95,000 
 
 zA 
 
 $A 
 
 a 
 
 4A 
 
 79,000 
 
 ZA 
 
 5/ 
 
 a 
 
 4 5 A& 
 
 66,000 
 
 3/ 
 
 4% 
 
 a 
 
 4A 
 
 58,000 
 
 3 
 
 4 3 A 
 
 a 
 
 4% 
 
 All cars to have their light weight and capacity or 
 their light weight and maximum weight stenciled on 
 them. (Owners responsible.) 
 
 Rule 24. Cut journals, axles bent or axles rendered 
 unsafe by unfair usage, derailment or accident. (Deliv- 
 ering Company responsible.) 
 
528 STATION WORK AND TELEGRAPHY 
 
 TRUCKS. 
 
 Defects of Trucks Which Justify Repairs if Owners Are 
 Responsible, or Repairs or Carding if Deliver- 
 ing Company Is Responsible. 
 
 Rule 25. Defective, missing or worn-out parts of 
 trucks not elsewhere provided for, which have failed un- 
 der fair usage, or if any part of the truck frame or at- 
 tachments is less than 2 T /> inches above the top of the 
 rail. (Owners responsible.) 
 
 Rule 26. Damage of any kind to the truck due to 
 unfair usage, derailment or accident. (Delivering Com- 
 pany responsible.) 
 
 " Rule 27. Material missing from trucks of cars offered 
 in interchange. (Delivering Company responsible.) 
 
 Rule 28. Journal bearings and journal box bolts 
 which require renewal by reason of change of wheels or 
 axles for which the delivering company is responsible, 
 regardless of the previous condition of the bearings. (De- 
 livering Company responsible.) 
 
 BRAKES. 
 
 Defects of Brakes Which Justify Repairs. 
 
 Rule 29. Defective, missing or worn-out parts of 
 brakes, not elsewhere provided for, which have failed 
 under fair usage, except missing material on cars offered 
 in interchange. (Owners responsible.) 
 
 Rule 30. Cylinder or triple valves of air-brake cars 
 not cleaned and oiled within twelve months and the date 
 of last cleaning and oiling marked on the brake cylinder 
 with white paint. (Owners responsible.) 
 
RAILWAY YARDS — HANDLING CARS 529 
 
 Rule 31. If i-inch hose and fittings are found on 
 1^4-inch train pipe. (Delivering Company responsible.) 
 
 Rule 32. Missing or torn air-brake hose or missing 
 or broken air-brake fittings, angle cocks, cut-out cocks 
 cylinders and reservoirs, triple valves, release valves and 
 pressure-retaining valves or parts of any of these items 
 (Delivering Company responsible.) 
 
 Rule 33. Damage to any part of the brake apparatus 
 caused by unfair usage, derailment or accident. (Deliv- 
 ering Company responsible.) 
 
 Rule 34. If the car has air-signal pipes or air-brake 
 pipes, but no air-brakes, the hose and couplings on the 
 car are at owner's risk, unless the car is stenciled that it 
 is so equipped. (Owner's responsibility qualified.) 
 
 Rule 35. Cars equipped with air-brake hose other 
 than M. C. B. Standard hose on and after March 1, 1908. 
 (Owners responsible.) 
 
 Except cars offered in interchange, where delivering 
 company is responsible. (Delivering Company respon- 
 sible.) 
 
 Rule 36. On and after September 1, 1907, all cars 
 offered in interchange must be equipped with air-brakes. 
 
 bodies. 
 
 Defects of Bodies Which Justify Repairs if Owners Are 
 Responsible, or Repairs or Carding if De- 
 livering Company Is Responsible. 
 
 Rule 37. Locks, side doors, end doors, roof doors, 
 grain doors and all inside or concealed parts of cars miss- 
 ing or damaged under fair usage, and failure or loss un- 
 der fair usage of any part of the body of the car, except 
 
530 STATION WORK AND TELEGRAPHY 
 
 as provided for in Rules 41 and 87. (Owners respon- 
 sible.) 
 
 Rule 38. Cars not within the limits of standard 
 height for couplers, 31^ inches to 34^2 inches for stand- 
 ard gauge cars. (Owners responsible.) 
 
 Rule 39. Steps, ladders, handholds or running boards 
 in bad order or insecurely fastened, or absence of grab- 
 irons or handholds as required by law. Handholds or 
 grabirons must be of wrought iron or steel and secured 
 by bolts or lag screws. (Owners responsible.) 
 
 Rule 40. Damage of any kind to the body of the car 
 due to unfair usage, derailment or accident. (Delivering 
 Company responsible.) 
 
 Rule 41. Material missing from body of cars offered 
 in interchange, except locks, grain doors and all inside 
 or concealed parts of car. (Delivering Company respon- 
 sible.) 
 
 Rule 42. M. C. B. couplers not equipped with steel 
 or wrought-iron knuckles. (Delivering Company re- 
 sponsible.) 
 
 Rule 43. Cars intended to be equipped with metal 
 brake beams and so stenciled, if found with wooden brake 
 beams. (Delivering Company responsible.) 
 
 Rule 44. Cars equipped with M. C. B. couplers hav- 
 ing pocket rear-end attachments and so stenciled, if found 
 with tail-pin attachments instead of pocket. (Delivering 
 Company responsible.) 
 
 Rule 45. Uncoupling attachments of M. C. B. coup- 
 lers offered in interchange must be made operative before 
 moving from interchange points. (Delivering Company 
 responsible.) 
 
RAILWAY YARDS HANDLING CARS 531 
 
 Improper Repairs. 
 
 Rule 46. Any company making improper repairs is 
 solely responsible to the owners, with the exception of the 
 cases provided for in Rules 31, 42, 43, 44, 45, and also in 
 case it should be necessary to replace spindle with pocket 
 attachment. (Company making repairs responsible.) 
 
 Rule 47. The company making such improper .re- 
 pairs shall place upon the car, at the time and place that 
 the work is done, an M. C. B. defect card, which card 
 shall state the wrong material used. (Company making 
 repairs responsible.) 
 
 Combinations of Defects Which Denote Unfair Usage if 
 
 Caused at One and the Same Time and 
 
 at the Same End of Car. 
 
 Rule 48. Damaged coupler, accompanied by damage 
 to either coupler stop, filling block, draft timber or its 
 substitute, or end sill. 
 
 Rule 49. Damaged coupler pocket, accompanied by 
 damage to either draft timber or its substitute, or end sill. 
 
 Rule 50. Damaged coupler stop or filling block, ac- 
 companied by damage to either coupler or end sill. 
 
 Rule 51. Damaged draft timber or its substitute, ac- 
 companied by damage to either coupler, coupler pocket, 
 or to end sill. 
 
 Rule 52. Vacant. 
 
 Rule 53. Damaged end sill, accompanied by damage 
 to either coupler, coupler pocket, coupler stop, filling 
 block, draft timber or its substitute, or longitudinal sill. 
 
 Rule 54. Damaged longitudinal sill, accompanied by 
 damage to end sill. 
 
bo2 STATION WORK AND TELEGRAPHY 
 
 Rule 55. Damaged longitudinal sills, if necessitating 
 replacement or splicing of more than two sills. 
 
 Rule 56. D'amaged corner and end posts, if necessitat- 
 ing the replacement of, or repairs to, more than two end 
 or two corner posts at one end, or more than one end and 
 one corner post at same end of car. 
 
 The word "coupler" in the above rules, 48 to 53, in- 
 clusive, means the coupler body or knuckle. 
 
 An American continuous draft key shall not enter into 
 a combination of defects denoting unfair usage. 
 
 It will be assumed that a missing coupler and attach- 
 ments are damaged unless shown to the contrary. This 
 only refers to cases where the coupler if broken would 
 enter into the combination of defects. 
 
 INSTRUCTIONS TO REPAIR MEN. 
 
 Rule 57. Any car having defects which render it un- 
 safe to run, unsafe to trainmen, or to any lading suitable 
 to the car, may be repaired. 
 
 Rule 58. Repairs to foreign cars shall be promptly 
 made, and the work shall conform in detail to the original 
 construction, and with the quality of material originally 
 used, except as provided for in Rules 62 and 63. Mal- 
 leable iron, M. C. B. standards, may be substituted for 
 gray iron, M. C. B. standards, but the net cost to car 
 owner in such cases must be no greater than if the origi- 
 nal kind and weight of material had been applied. Gray 
 iron, M. C. B. standards, may be substituted in place of 
 malleable, M. C. B. standards, but in such cases the 
 debits and credits must be for what is actually applied 
 and removed. Repair cards and stubs must state kind of 
 material applied and removed. 
 
RAILWAY YARDS HANDLING CARS 5oo 
 
 Rule 59. In repairing damaged cars M. C. B. stand- 
 ards may be used when of dimensions that do not impair 
 the strength of the cars, in lieu of the parts forming its 
 original construction. When using materials for repairs 
 to foreign cars for which the Master Car Builders' Asso- 
 ciation has adopted specifications as a standard, the ma- 
 terials must comply with the requirements of these speci- 
 fications. 
 
 Rule 60. In making repairs for which owners are 
 responsible, wheels other than 33-inch may be replaced 
 with 33-inch wheels, if practicable. If changes are neces- 
 sary in order to bring the car to the proper height, the 
 cost of so doing shall also be chargeable to the car owner. 
 
 Fig. 7. 
 
 Rule 61. Couplers of the vertical plane type other 
 than M. C. B. replaced with M. C. B. standard, the ex- 
 pense of alteration thus necessitated shall be chargeable to 
 car owners. Couplers that exceed the distance of 5^ 
 inches between point of knuckle and guard arm measured 
 
534 
 
 STATION WORK AND TELEGRAPHY 
 
 perpendicularly to guard arm must be repaired. (See 
 drawing.) 
 
 Rule 62. When M. C. B. couplers of another make 
 are placed upon a car, the uncoupling arrangements shall 
 be made operative at the expense of the company making 
 the repairs. 
 
 Rule 63. When M. C. B. couplers, knuckles, metal 
 brake beams, wheels or axles are replaced under condi- 
 tions which make them chargeable to the owner, it must 
 be plainly stated on the repair card and stub whether the 
 material is new or second-hand. 
 
 Rule 64. Any company finding cars not within the 
 limits of standard height for couplers may make repairs 
 and charge to owners. Cars should be adjusted in height 
 when empty, as far as possible, and in order to justify a 
 bill for this work under the Rules of Interchange, an 
 empty car measuring 2> 2l A inches or less should be ad- 
 justed to 34^ inches, or within 54 * nc h thereof, and when 
 it is necessary to alter a loaded car it should be adjusted 
 to 33 ]/ 2 inches, or within J4 inch thereof, or as nearly 
 as possible to such height as will bring it to 34^/2 inches, 
 when the car is unloaded, the height to be measured from 
 top of the rails to the center line of the coupler shank. 
 
 Rule 65. Draft timbers musf not be spliced. All lon- 
 gitudinal sills may be spliced once. Longitudinal sills, 
 other than center sills, when less than 12 inches in depth, 
 
RAILWAY YARDS — HANDLING CARS 
 
 535 
 
 the plan shown in Fig. 8 is to be followed ; when the sills 
 are 12 inches or more in depth the plan shown in Fig. 
 9 is to be followed; when center sills are spliced the 
 plan shown in Fig. ga is to be followed. 
 
 The splice may be located either side of body bolster, 
 but the nearest point of any splice must not be within 12 
 inches of same, excepting center sills, which must be 
 spliced between body bolster and cross-tie timbers and 
 not within 30 inches of either. The splicing of two ad- 
 jacent sills at the same end cf the car, or the splicing of 
 any sill between cross-tie timbers, will not be allowed. 
 
 Fig. 9. 
 
 Steel sills may be spliced as shown below' in Figs. A, 
 B and C. 
 
 Rule 66. Wheels on the same axle must be of the 
 same circumference. 
 
 Rule 67. New wheels must not be mated with second- 
 hand wheels. 
 
 Rule 68. Prick punching or shimming the wheel fit 
 must not be allowed. 
 
 Rule 69. The wheel seats of foreign axles must not 
 be reduced more than 1-16 inch to fit the wheels, and in 
 no case must they be reduced below the limits given in 
 Rule 23. 
 
 Rule 70. Any company repairing foreign cars with 
 wrong material, and not in compliance with the Rules 57 
 
536 
 
 STATION WORK AND TELEGRAPHY 
 
 i.i Mi 
 
 l| |' I'' 
 
 -BE- & 
 
 i. i|J • ON 
 
 1 b/) 
 
RAILWAY YARDS HANDLING CARS 
 
 537 
 
 Fig. B. 
 
 StO£ J/t*. 
 
 Fig. C. 
 
538 STATION WORK AND TELEGRAPHY 
 
 to 70, inclusive., shall be liable to the owners for the cost 
 of changing such car to the original standard, or to the 
 requirements of these rules, except that companies ap- 
 plying axles smaller than the limits given in Rule 23 shall 
 not be held responsible for improper repairs if the car 
 is not stenciled showing the capacity of the car. 
 
 Rule 71. In replacing air-brake hose on foreign cars 
 for which bills are made, new hose must be used. 
 
 Air-brake hose applied to foreign cars shall be consid- 
 ered wrong repairs unless they are made in accordance 
 with the M. C. B. specifications and are so labeled. 
 
 Rule 72. If the weight of a car is found to vary 
 more than 500 pounds from the light weight stenciled on 
 the car a railroad company having the car in its possession 
 may weigh and restencil the car, making a charge for 
 each car weighed and so reported. The railroad com- 
 pany making the bill shall notify the owner, giving the 
 date and point at which the reweighing was done. 
 
 Rule 73. Cars undergoing extraordinary repairs, such 
 as sills, resheathing, roofing, etc., must be reweighed and 
 restenciled by the company having the car in its posses- 
 sion at its own expense, and the owner notified. 
 
 Rule 74. When second-hand axles are applied under 
 conditions which make them chargeable to the owners, 
 the diameters of the wheel seats and center must not be 
 less than, and the diameter of the journal must be % 
 inch greater than the limiting diameters given in Rule 
 23. If cars are marked with the word "Capacity," the 
 first set of limits must be followed. If cars are marked 
 "Maximum Weight/' the second set of limits must be 
 followed. 
 
 Rule 75. When two or more cars chained together, 
 or any cars which require switch chains to handle them, 
 
RAILWAY YARDS — HANDLING CARS 539 
 
 are delivered at an interchange point, the receiving road 
 shall deliver to the delivering road at the time, an equiva- 
 lent number of switch chains of the same size as the 
 chains so used on the cars delivered, or, in lieu thereof, 
 furnish a defect card for such chains. 
 
 USE OF REPAIR CARD. 
 
 Rule 76. When repairs of any kind are made to for- 
 eign cars a repair card shall be securely attached to out- 
 side face of intermediate sill between cross-tie timbers on 
 wooden cars, and on steel cars to cardboard located either 
 on cross-tie under car or on inside of side sill at the end 
 of car. This card shall specify fully the repairs made, 
 and reason for same, the date and place where made, and 
 name of road making repairs ; also show location of parts 
 repaired or renewed. The end of car on which brake 
 staff is located shall be known as "B" end, and the oppo- 
 site end as "A" end. Where there are two brake staffs 
 on the car, the end toward which the cylinder push rod 
 travels shall be known as "B" end. The card shall be 
 provided with a stub, which will duplicate information on 
 the card and the stubs must be forwarded with the bill. 
 
 If no bill is to be rendered, the repair card stub must 
 be forwarded on or before the twentieth day of each 
 month, with the words "no bill" written across the face of 
 the repair card stub. In case it is not the intention to ren- 
 der bill, the words "no bill" shall be written across the 
 face of the repair card. 
 
 Rule 77. The repair card shall be 3^2 by 8 inches, and 
 the stub 3/^ by 4 inches. The card shall be printed on 
 both sides in black ink, and shall be filled in on both sides 
 with ink or black indelible pencil, and be of the follow- 
 ing form : 
 
540 
 
 STATION WORK AND TELEGRAPHY 
 
 ss'n Repair Card 
 Paul Ry. Co. 
 
 
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RAILWAY YARDS — HANDLING CARS 541 
 
 The cards and stubs must state whether solid or filled 
 journal bearings are applied or removed; also, length of 
 bearing. In the case of couplers applied and removed, 
 they shall state the make and kind of material in couplers 
 and the size of shank. In the case of knuckles, they must 
 state Whether open or closed knuckles are removed and 
 applied. In the case of brake shoes removed and applied, 
 they shall state the kind of shoe. 
 
 Rule 78. Any road making partial repairs of defects 
 on a car which are covered by defect cards will have the 
 defects repaired crossed off the original card with ink or 
 indelible pencil and card placed back on car. A copy of 
 the card accompanying the bill with the defects which 
 were not repaired crossed off will be sufficient authority to 
 bill. 
 
 Rule 79. Duplicate repair cards shall be furnished 
 for lost or illegible cards. 
 
 INSTRUCTIONS FOR BILLING. 
 
 Rule 80. Bills may be rendered for work done under 
 Rule 57, except in cases where owners are not respon- 
 sible and the car bears no defect card covering the de- 
 fects repaired, stating .upon the bill the date and place 
 where the repairs were made ; the repair card stub or de- 
 fect card to accompany the bill. 
 
 Rule 81. Car owners may require receipt of repair 
 card or stub before payment of bill for repairs. 
 
 Rule 82. For repairs made on defect cards, the card 
 must accompany the bill as voucher for the work done, 
 but no bill shall be rendered for repairs which have not 
 been made. 
 
542 STATION WORK AND TELEGRAPHY 
 
 Rule 83. When improper repairs of owner's defects 
 have been made and bill rendered, the owner may counter 
 bill against the company making the wrong repairs for 
 the cost of changing the car to the original standard, or 
 to the requirements of Rules 57 to 79, inclusive, if the 
 work is done. 
 
 Rule 84. When improper repairs of defects for which 
 owners are not responsible are made, the owner may make 
 bill against the company making the improper repairs for 
 the cost of changing the car to the original standard, or 
 to the requirements of Rules 57 to 79, inclusive, if the 
 work is done. 
 
 Rule 85. The evidence of a joint inspector or the 
 joint evidence of two persons, one representing the owner 
 of the car, and the other representing the delivering road, 
 that the repairs are not proper, shall be final. A joint evi- 
 dence card shall be used for this purpose, which shall 
 describe and show location of parts repaired or renewed. 
 The end of the car on which the brake staff is located 
 shall be known as "B" end, and the opposite end as "A" 
 end. Where there are two brake staffs on the car, the 
 end toward which the cylinder push rod travels shall be 
 known as "B" end. This card shall be of the following 
 form: 
 
 Rule 86. The joint evidence card, accompanied by a 
 proper repair card, upon which a bill has been made, shall 
 be used as authority for rendering bill, but if unaccom- 
 panied by such repair card, the joint evidence card shall 
 be sent to the company against which the evidence has 
 been presented, and it shall furnish a defect card cover- 
 ing the wrong repairs if it made them. 
 
 Rule 87. Bills may be rendered against car owners 
 for the labor only of replacing couplers, brake beams (in- 
 
RAILWAY YARDS HANDLING CARS 
 
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RAILWAY YARDS HANDLING CARS 
 
 545 
 
 eluding their attachments, such as shoes, heads, key bolts, 
 jaws and hangers), brake levers, top and bottom brake 
 rods that have been lost on the line of the company mak- 
 ing the repairs. Coupler springs, followers and yokes 
 may be included in the above, providing they have been 
 lost with the couplers. 
 
 Rule 88. In making bills under these rules, the in- 
 formation necessary for the car department should be 
 embodied on the following forms, whether the same is 
 made as a bill or a statement to accompany a bill : 
 
 Rule 89. Bills rendered for wheels and axles shall be 
 in accordance with the following schedule of prices for 
 material, with the proper debits and credits : 
 
 One 36-in. cast-iron wheel 
 
 One 33-in. cast-iron wheel ... ...... 
 
 One axle, 100,000 lbs 
 
 One axle, 80,000 lbs 
 
 One axle, 60,000 lbs 
 
 One axle, 50,000 lbs. (or under) 
 
 New. 
 
 $10.00 
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 24.00 
 19.00 
 14.00 
 12.00 
 
 Second- 
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 $ 7.50 
 
 6.75 
 
 13.50 
 
 11.00 
 
 7.75 
 
 6.50 
 
 Scrap. 
 
 £5.00 
 4.50 
 7.75 
 6.50 
 5.25 
 4.50 
 
 and with an additional charge for all labor for each pair 
 of wheels and axles removed from all arch bar trucks of 
 $1.75, and from all solid pedestal trucks of $2.00. If new 
 wheels and axles are substituted for second-hand wheels 
 and axles, proper charges and credits shall be allowed, al- 
 though such substitution be made on account of only one 
 loose or defective wheel, or a defective axle, with the 
 following exceptions : In case the owner of a car removes 
 a damaged wheel or axle, no charge shall be made for any 
 difference in value between the parts used and those re- 
 moved that are not damaged. 
 
546 
 
 STATION WORK AND TELEGRAPHY 
 
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RAILWAY YARDS HANDLING CARS 
 
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548 
 
 STATION WORK AND TELEGRAPHY 
 
 All steel or steel-tired wheels of the different makes 
 to be charged at current market prices, less freight 
 charges. 
 
 Removing, turning and replacing a pair of steel or steel 
 tired wheels; $5.50 for pedestal type of truck and $5.00 
 for archbar truck. 
 
 Loss of service metal from steel or steel-tired wheels 
 for defects for which the delivering company is respon- 
 sible, to be charged for at the rate of $1.50 per 1-16 inch 
 thickness of tread or tire. 
 
 Rule 90. If car owner elects on account of improper 
 repairs to remove M. C. B. standard axles suitable to the 
 capacity of the car, he shall make charge for second- 
 hand axles and allow credit for secondhand axles if they 
 are in good order. Axles removed below the journal 
 limit of ioo ; ooo pounds, 80,000 pounds, 60,000 pounds 
 and 40,000 pounds capacity to be credited as scrap when 
 removed. 
 
 Rule 91. Bills for wheel and axle work must make 
 specific mention of each axle and wheel removed or ap- 
 plied. 
 
 Rule 92. Bills which do not embody all the informa- 
 tion called for by the headings of the columns may be 
 declined until made to conform to the requirements of 
 the rule. If no marks are found on wheels or axles 
 removed, a notation to that effect must be made on face 
 of bill. 
 
 Rule 93. In noting on bills the cause of removal of 
 wheels and axles, the terms used in Rules 7 to 24, inclu- 
 sive, shall be used, and the dimensions of the defect or 
 variations from the prescribed limits should be carefully 
 specified. 
 
RAILWAY YARDS — HANDLING CARS 
 
 W 
 
 Rule 94. Bills for repairs made under these rules 
 and for material furnished shall be in conformity with 
 schedules of prices and credits for the articles enumerated. 
 (See tables in unabridged code.) 
 
 Rule 95. Not more than one pound of mineral paint 
 can be charged for 15 square feet of surface covered, and 
 not more than one pound of lead paint for 12 square feet 
 of surface covered. No charge to be made for lettering. 
 
 Rule 96. Whenever scrap credits are allowable the 
 weights of scrap credited shall be equal to the weights 
 of the new metal applied, except as otherwise provided 
 in the rules, and except in the case of scrap M. C. B. 
 couplers, and parts of same, and material applied on 
 defect cards, in which cases the weight and kind of metal 
 removed shall be credited. 
 
 Rule 97. In the application of channels they should 
 be charged out at the current market price plus the neces- 
 sary labor for drilling, etc. ; credit should be at prices 
 quoted above for similar metal. 
 
 Rule 98. Bills shall riot be rendered for amounts less 
 than 25 cents in aggregate, but charges for items less 
 than 25 cents may be held until they amount to that sum, 
 provided said aggregate is rendered within 60 days. No 
 bill shall be returned for correction on account of error 
 for less than 100 cents in aggregate of bill, but said bill 
 shall be passed for payment at once, and the alleged error 
 brought to the attention; of the road rendering the same 
 within sixty days from date of bill. The receiving road 
 shall at once issue a letter of authority for counter bill 
 to cover the acknowledged error, said letter to be attached 
 to the bill as authority. 
 
 No bills shall be returned for correction on account of 
 wrong car numbers, but road rendering bill should be 
 
OOU STATION WORK AND TELEGRAPHY 
 
 communicated with by letter, and if, after investigation, 
 it is found to be a fact that -wrong car number has been 
 given, correct number shall be furnished or credit cov- 
 ering amount of charge allowed on next month's bill. 
 
 When necessary to return bills for correction, all defect 
 cards and repair card stubs should be detached except 
 those covering repairs to cars, the charge for which there 
 may be some question as to its correctness. 
 
 Rule 99. All companies rendering bill should con- 
 solidate all charges against any one company into one 
 monthly bill. 
 
 Rule 100. Journal bearings having a lining ^ inch 
 thick or thicker, shall be charged as filled journal bear- 
 ings, and not as lined journal bearings. 
 
 Rule ioi. In rendering bills for owner's defects, the 
 following should be observed: 
 
 No credit for scrap and no charge for labor shall be 
 allowed in renewing brake shoes. 
 
 Rule 102. When M. C. B. coupler parts or metal 
 brake beams are replaced, good secondhand material may 
 be used, but they must be charged at seventy-five per cent 
 of the prices when new. The credits for similar parts 
 released from service in good condition must also be 
 seventy-five per cent of the prices when new. 
 
 Rule 103. Manufactured articles not included in the 
 above list must be charged at current market prices, 
 without freight charges. 
 
 Rule 104. No percentage to be added to either ma- 
 terial or labor. 
 
 Rule 105. Bills for the following work, to make cars 
 conform to United States laws and to conform to the 
 requirements of Rule 64, must be rendered within 60 
 
RAILWAY YARDS — HANDLING CARS 551 
 
 days after the work is done, and must state the height 
 of the car before and after altering: 
 
 Altering height of one end of one car, net $1.00 
 
 Putting on one handhold or grabiron, net 25 
 
 Rule 106. The table (see unabridged code) shows the 
 number of hours which may be charged for labor in doing 
 the various items of work enumerated, which includes all 
 work necessary to complete each item of repairs, except in 
 so far as labor is already included in charges for ma- 
 terials : 
 
 Rule 107. No charge to be made for labor of replac- 
 ing or applying M. C. B. knuckles, knuckle pins, locking 
 pins, clevises, clevis pins, lift chains, brake shoes or brake- 
 shoe keys, except on the authority of a defect card. 
 
 Rule 108. When it is necessary to apply an M. C. B. 
 coupler complete, on account of a broken or missing 
 knuckle, the usual labor charge for replacing a coupler 
 can be made. 
 
 Rule 109. No additional labor to be charged for ap- 
 plying center pins or friction rollers or for putting car 
 on center when center-plate bolts or center plates are 
 renewed on same end of car. 
 
 Rule no. No additional labor to be charged for re- 
 newing dead block or platform plank if end sill at same 
 end is renewed or replaced. 
 
 Rule hi. No additional labor to be charged for 
 replacing or renewing coupler when one or both draft 
 timbers are replaced or renewed at the same end of car 
 at the same time. 
 
 Rule 112. The table (see unabridged code) shows 
 the labor charges allowable in cents for the items named 
 in air-brake work: The letters "R. & R." mean "re- 
 moved and replaced." 
 
552 STATION WORK AND TELEGRAPHY 
 
 Rule 113. The settlement prices of new eight-wheel 
 cars shall be as shown (see unabridged code), with an 
 addition of $27.50 for each car equipped with air brakes. 
 The road destroying a car with air brakes may elect to 
 return the air-brake apparatus, including such attach- 
 ments as are usually furnished by the air-brake manufac- 
 turer, complete and in good condition. 
 
 Rule i 14. In the case of wooden cars, the depreciation 
 due to age shall be estimated at 6 per cent per annum 
 upon the yearly depreciated value of the bodies and trucks 
 only. In the case of all steel cars and cars with steel 
 underframes, the depreciation shall be 5 per cent per 
 annum for the bodies of all steel cars ; for bodies of cars 
 with steel underframes the depreciation shall be at the 
 rate of 6 per cent per annum with the exception of flat 
 cars with wooden floors, which shall be 5 per cent per 
 annum. The depreciation on the value of trucks of steel 
 cars shall be 6 per cent per annum. Allowances for 
 depreciation shall in no case exceed 60 per cent of the 
 value new. The amount $27.50 for air brakes shall not 
 be subject to any depreciation. 
 
 Rule 115. The bodies of refrigerator cars, special 
 stock cars, tank cars, except the tanks, and other freight 
 cars, designed for special purposes, not referred to above, 
 shall be settled for at the present cost price, as may be 
 agreed to by the parties in interest, less the deduction 
 for depreciation due to age, Which shall be on the same 
 basis as for regular freight equipment. 
 
 Rule 116. In rendering bills, cars shall be treated as 
 belonging to companies or individuals whose name or 
 initials they bear, except in case of Line Cars where the 
 equipment list of the general officers of the Line desig- 
 nates a party to make settlement. 
 
RAILWAY YARDS — HANDLING CARS 
 
 553 
 
 Rule 117. 'Switching roads will only be allowed to 
 render bills against car owners for the following defects , 
 repaired by them: Roof lost on account of decay or 
 faulty construction, worn-out brasses, broken truck 
 springs, truck transoms, arch bars, draft-timber bolts, 
 column bolts, truck hangers, truck transom truss rods, 
 truck bolsters, truck bolster truss rods, oil boxes, spring 
 planks, truck hanger pins, side bearings and center plates, 
 center-plate bolts, center pins, followers, American con- 
 tinuous rods or keys, draft springs, couplers, knuckles 
 and drawbar pockets and rivets, defective wheels as 
 specified in Rules 7 to 18, inclusive, defective axles as 
 described in Rules 22 and 23, cars not within the limits 
 of standard height for couplers, as per Rule 38, safety 
 appliances as prescribed by Rule 39, and g*rain doors and 
 all inside or concealed parts of bodies of cars missing or 
 damaged under fair usage as prescribed in Rule 37, pro- 
 vided the damage has not been caused by derailment or 
 rough usage. They will be allowed to render bills direct 
 against car owners on all car owners' defects on cars 
 received by them from a railroad company, provided they 
 procure joint evidence from the delivering road that such 
 car owners' defect existed when the car was delivered by 
 the railroad company, joint evidence to accompany the 
 bill against the car owner. 
 
 Rule 118. A switching road is a corporation doing 
 the major part of its business on a switching charge. 
 
 Rule 119. Bills may be rendered against car owners 
 for the cost of applying temporary running boards and 
 hand rails to make cars safe for trainmen. 
 
 DESTROYED CARS AND THE RETURN OF TRUCKS. 
 
 Rule 120. The company on whose line the bodies or 
 trucks are destroyed shall report the fact to the owner 
 
554 STATION WORK AND TELEGRAPHY 
 
 immediately after their destruction, and shall have its 
 option whether to rebuild or settle for the same. 
 
 Rule 121. If the company on whose lines the car 19 
 destroyed elects to rebuild either body or trucks, or both, 
 the original plan of construction must be followed, and 
 the original kind and qualities of materials used. The 
 rebuilding must be completed within 60 days from the 
 original date of damage or destruction. In such cases no 
 allowance shall be made for betterments. 
 
 Rule 122. If only the body of a car is destroyed, 
 and the company destroying it elects to return the trucks, 
 they shall be put in good order, or accompanied by a 
 defect card, covering all defects or improper repairs 
 made by them for which owners are not 1 responsible, and 
 forwarded, within 60 days, free of freight or other 
 charges, to the nearest point on the line of the company 
 owning or operating the car, and the number, line and 
 class of car destroyed shall be stenciled or painted on 
 each truck so returned. 
 
 Rule 123. The company on whose line the body or 
 trucks of a car are seriously damaged, but not destroyed, 
 may notify the owner and ask an appraisement on the 
 damage done to the car as a basis for the disposal of the 
 damaged car. 
 
 Rule 124. For the mutual advantage of railway com- 
 panies interested, the settlement for a car owned or con- 
 trolled by a railway company, when damaged or destroyed 
 upon a private track, shall be assumed by the railway 
 company delivering the car upon such tracks. 
 
 sending home worn-out and damaged cars. 
 
 Rule 125. A car unsafe to load' on account of general 
 worn-out condition, due to age or decay, shall be reported 
 
RAILWAY YARDS HANDLING CARS 
 
 555 
 
 to its owner, who must be advised of all existing defects-. 
 If the owner elects to have it sent home, he shall furnish 
 two home cards, noting- upon them existing defects and 
 the route over which the car is to be returned to its 
 owner. If the route coincides with that over which the 
 car passed to the point where it became unserviceable, no 
 liability shall be incurred as between the owner and the 
 road handling the car, either for freight charges in han- 
 dling the car or for car service during this movement. 
 Such cards shall be attached to each side of the body 
 of the car. They shall be 3^2 by 8 inches, and of the 
 form shown below. They shall be printed on both sides, 
 and shall be filled in on both sides with ink or black in- 
 delible pencil : 
 
 FROM 
 
 R. R. 
 
 TO 
 
 R. R. 
 
 VIA 
 
 
 Car No Initials . 
 
 To be shopped for 
 
 (Head of Car Department.) 
 
556 STATION WORK AND TELEGRAPHY 
 
 Rule 126. A car which is safe to run, but unsafe to 
 load on account of serious damage caused by wreck or 
 accident, shall be reported to the owners for appraise- 
 ment and disposition, and disposed of as provided in 
 Rule 125, if the owner so elects. 
 
 Rule 127. In case of cars of private ownership sent 
 home an account of general worn-out condition due to 
 age or decay, such cars shall be entitled to as many miles 
 of homeward movement, free of charge to owners, as 
 they may have been handled over said line under load, 
 and to mileage to be paid to owners by roads handling, 
 If the haul necessary to get cars home is in excess of such 
 loaded mileage, said excess will be billed against the 
 owner at regular freight rates and the owner notified. 
 
 Rule 128. Private line cars sent home to owners on 
 account of being wrecked or damaged in accident shall 
 be regularly billed home free of charge to owners and 
 owners notified, providing such homeward movement 
 passes over roads which have 'handled the cars loaded, 
 previous to their homeward empty movement ; otherwise 
 the damaged cars to travel home empty, free of charges 
 and free of mileage according to home route; or, if 
 owners prefer to have them billed home via r direct line, 
 then charges to accrue to such .line over which cars were 
 not entitled to free movement. 
 
 FURNISHING MATERIALS. 
 
 Rule 129. Companies shall promptly furnish to each 
 other, upon requisition, and forward free over their own 
 road, material for repairs of their cars injured upon 
 foreign lines that can not be procured in open market. 
 Requisition for such material shall state that it is for 
 
RAILWAY YARDS HANDLING CARS 
 
 557 
 
 repairs of cars, and shall give the number and lettering 
 of such cars and pattern number of castings required 
 when possible. 
 
 CONDITIONS OF ACCEPTANCE OF THIS CODE. 
 
 Rule 130. Any car owner or railway company may 
 become a party to this Code of Rules by giving notice 
 through one of its general officers to the Secretary of the 
 Master Car Builders' Association. 
 
 Railroad companies becoming subscribers to this Code 
 of Rules must have a representative member in the Mas- 
 ter Car Builders' Association. 
 
 Rule 131. Any car owner or railway company that is 
 a party to this Code of Rules shall be bound by same 
 through its successive revisions, until one of its general 
 officers files with the Secretary of the Master Car Build- 
 ers' Association its notification of withdrawal. 
 
 Rule 132. Acceptance or rejection of this Code of 
 Rules must be as a whole, and no exception to an indi- 
 vidual rule or rules shall be valid. 
 
 SETTLEMENT OF DISPUTES. 
 
 Rule 133. In order to settle disputes arising under 
 the rules, and to facilitate the revision of the rules at the 
 annual conventions of the Association, an Arbitration 
 Committee of five representative members shall be ap- 
 pointed annually by the Executive Committee ; three mem- 
 bers of this committee to constitute a quorum. 
 
 In case of any dispute or question arising under the 
 rules between the subscribers to said rules, the same 
 may be submitted to this committee through the secretary, 
 
558 STATION WORK AND TELEGRAPHY 
 
 in abstract, jointly, said abstract setting forth the point 
 or points at issue, and each party's interpretation of the 
 rules upon which its claim is based, clearly and con- 
 cisely, not exceeding three typewritten pages of letter 
 size, single space, which shall be signed by both parties 
 to the dispute. Should one of the parties refuse or fail 
 to furnish the necessary information, the committee shall 
 use its judgment as to whether, with the information 
 furnished, it can properly give its opinion. The deci- 
 sions of the committee shall be final and binding upon the 
 parties concerned. This committee shall report its deci- 
 sions to the Association, and its report shall be incorpo- 
 rated in the annual report of proceedings of the Asso- 
 ciation. 
 
 CODE OF RULES 
 
 GOVERNING THE CONDITION OF, AND REPAIRS TO, PAS- 
 SENGER EQUIPMENT CARS IN INTERCHANGE. 
 
 1. Each Railway shall give to foreign cars, while on 
 its line, the same care and attention that it gives its own 
 cars, except in case of cars on which work is done under 
 special agreement existing between the company owning 
 the cars and the Road operating the same. 
 
 2. The expenses of maintenance of Passenger Equip- 
 ment operated in interchange or line service, shall be 
 divided into three classes, namely: 
 
 (a) Owner's defects. 
 
 (b) Delivering Company's defects. 
 
 (c) Line expenses proratable against the roads com- 
 prising the lines on a mileage basis. 
 
 3. (a) Owner's defects are those due to ordinary 
 wear and tear. 
 
RAILWAY YARDS HANDLING CARS 
 
 559 
 
 (b) Delivering company's defects are those due to 
 unfair usage, derailment or accident. Delivering com- 
 pany is solely responsible to car owners for any improper 
 repairs made by them. 
 
 (c) Line expenses shall consist of the expense of ter- 
 minal cleaning, lubrication (oil waste, tallow and labor), 
 lighting (oil, wicks, chimneys, burners, shades, gas, can- 
 dles and broken glass). 
 
 4. The railway making the repairs for the defects not 
 proratable against the line is privileged to bill the car 
 owner for these repairs, unless there is evidence to indi- 
 cate that the damage was occasioned by unfair handling 
 on the part of the delivering company. 
 
 5. Information as to mileage made by cars must be 
 furnished promptly on request of owners by railways over 
 which cars are run. 
 
 6. (a) Cars shall be thoroughly oiled at terminals, 
 (b) No charge to be made for lubrication at inter- 
 mediate points. 
 
 7. Only one journal bearing per journal may be 
 charged per trip. 
 
 8. No labor charge shall be made for applying brake 
 shoes, journal bearings, hose (air, steam or signal) or for 
 icing, filling lamps, gassing tanks or coaling cars. 
 
 9. No credit to be allowed for scrap brake shoes re- 
 moved. 
 
 Note — Steel back brake shoes not to be removed if 
 over one-half (%) inch thick; grey iron shoes not to be 
 removed if over three-quarter (J4) inch thick. 
 
 10. Loss of metal from tires of steel-tired wheels, 
 caused by flat sliding, is chargeable to the company on 
 whose road the damage is inflicted. 
 
560 STATION WORK AND TELEGRAPHY 
 
 Note — Loss of service metal from steel-tired wheels 
 as a result of sliding to be measured from point where 
 slide begins. One-sixteenth (1-16) inch of metal to be 
 allowed for flat spots under two and one-half (2J/2) 
 inches long and one-eighth (}i) inch of metal to be 
 allowed for flat spots two and one-half (2^) to three and 
 one-half (3^) inches in length, both inclusive. 
 
 11. (a) Axles broken under fair usage or having 
 journals one-half (y 2 ) inch or more under the standard 
 for car (except for three and three-quarters by seven 
 (324 by 7) which will be condemned at three and one- t< 
 half (3^2) inches) may be renewed at the expense of 
 the car owner. 
 
 (b) Cut journals, axles bent or broken or rendered 
 unsafe by unfair usage, derailment or accident, shall be 
 renewed at the expense of the railway on whose line 
 damage is inflicted. 
 
 (c) Where necessary to true up axles in cases of cut 
 journals, where the journal is reduced below the limit 
 as prescribed in Rule 11-a, axle must be changed at the 
 expense of company cutting journal. 
 
 Charge for car heating to be 10 cents per day per car. 
 
 12. Cars lying at stations for over forty-eight hours, 
 expense of heating to be borne by railway in whose pos- 
 session cars may be. 
 
 13. (a) Brakes must be in perfect working order. 
 Cylinders and triple valves must have been cleaned and 
 oiled within six (6) months, and in case of cars equipped 
 with high speed brakes, triple and high-speed valves 
 must be cleaned every three (3) months and date of last 
 cleaning and oiling stenciled on brake cylinder and triple 
 ftalve with White paint. 
 
RAILWAY YARDS HANDLING CARS 
 
 561 
 
 (b) The adjustment of piston travel based on not 
 less than seventy (70) pounds initial pressure must not 
 be less than five (5) inches nor more than eight (8). 
 -inches. 
 
 DEFECTS IN WHEELS— OWNERS RESPONSIBLE. 
 
 14. (a) Loose wheels. 
 
 (b) Variation from gauge if less than 4 feet S J A 
 inches inside of wheel at flange, or, if more, than 4 feet 
 <>y A inches outside of flange or less than 5 feet 4 inches 
 [ outside of tread. 
 
 1 
 
 Wheels are out of gauge If less 
 
 — than 4 feet bVx Inches here — 
 
 / 
 
 op if more than 
 4 feet 6% inches hero 
 
 V 
 
 or fess than 6 feet 4 Inches hero 
 
 Fig. IO. 
 
 11 
 
 i 
 
 WHEELS CAST-IRON. 
 
 15. (a) Shelled out; wheels with defective treads 
 on account of pieces shelling out; if the spots are over 
 one ( 1 ) inch or so numerous as to endanger the safety of 
 the wheel. 
 
 (b) Tread worn hollow; if tread is worn hollow % 
 inch or over. 
 
 (c) Worn flanges; flanges having flat vertical sur- 
 faces extending more than j4 mcn from tread, or, flanges 
 less than i% inches thick. 
 
562 
 
 STATION WORK AND TELEGRAPHY 
 
 (d) Burst ; if wheel is cracked from wheel fit outward 
 by pressure from axle. 
 
 (e) Flange, rim, tread, plate brackets or any other 
 part of wheel, either cracked, chipped or broken under 
 fair usage. 
 
 Fig. II 
 
 Fig. 12. 
 
 Fig. 13- 
 
 WHEELS STEEL-TIRED. 
 
 16. (a) Loose, broken or cracked hubs, plates, bolts, 
 retaining ring or tire, occurring under fair usage. 
 
 (b) Worn flange or tire ; with flange less than I inch 
 thick or having flat vertical spot extending more than ^4 
 inch from tread, or with tire thinner than shown in Figs. 
 II, 12, 13 and 14. 
 
RAILWAY YARDS HANDLING CARS 
 
 563 
 
 DELIVERING COMPANY RESPONSIBLE. 
 
 17. Flat spots ; if fiats spots, caused by sliding, exceed 
 one inch in length. 
 
 18. (a) If a car is transferred from the service of 
 one railroad to that of another, the receiving road shall 
 issue gas certificate authorizing the delivering road to 
 bill against it for the number of atmospheres of gas and 
 number of holders at the time car was received. 
 
 '(Name of Road.) 
 GAS CERTIFICATE. 
 
 Car Number Initial 
 
 Number of Atmospheres 
 
 Number of Holders 
 
 Size of Holders 
 
 Station, 190. . 
 
 Inspector. 
 
 (b)Cars in interchange requiring holders to be filled, 
 the receiving road shall be charged for the quantity of gas 
 
 supplied. 
 
564 STATION WORK AND TELEGRAPHY 
 
 (c) For cars stored in shops for repairs the company 
 having car in its possession shall be responsible to the 
 delivering company for the gas in holders. This will 
 apply to sleeping-car companies when cars are in their 
 possession and out of service. 
 
 19. The depreciation of all passenger equipment cars 
 due to age shall be 3 per cent per annum, to continue 
 not to exceed 50 per cent of the original value of car body. 
 The depreciation of trucks shall be 3 per cent per annum, 
 to continue not to exceed 50 per cent of the original value. 
 No depreciation shall be allowed on the value of air 
 brakes. 
 
 20. This cod'e of rules is understood to apply to all 
 equipment interchanged in passenger trains. 
 
 21. Bills for line charges shall be made and rendered 
 monthly and prices for materials and labor shall be in 
 accordance with accompanying schedule. 
 
CATECHISM 
 
 OF THE RULES GOVERNING CONDITION AND REPAIRS OF 
 FREIGHT CARS FOR THE INTER- 
 CHANGE OF TRAFFIC. 
 
 Q. I. What are the Master Car Builders' Rules? 
 
 A. A code of rules governing the condition of and 
 repairs to freight cars for the interchange of traffic. 
 
 Q. 2. What is the object of the M. C. B. Rules? 
 
 A. To facilitate the interchange of freight cars, estab- 
 lish responsibility for defects, and uniformity of practice 
 in inspecting and repairing cars in service and in render- 
 ing bills for repairs made. 
 
 Q. 3. What is the underlying idea or principle of 
 these rules? 
 
 A. To make owners of cars responsible for and 
 chargeable with certain repairs to their cars. 
 
 Q. 4. Under what conditions do they make the own- 
 ers responsible for the cost of repairs to their cars ? 
 
 A. When repairs are rendered necessary by ordinary 
 wear and tear in fair service. 
 
 0. 5. Has this not always been the rule of the M. 
 C. B. code? 
 
 A. No, not to the same extent as at present. Prior 
 to September 1, 1896, car owners were not responsible 
 for ordinary wear and tear of all parts of cars, especially 
 bodies, and this led to vexatious delays and numerous dis- 
 putes as to responsibility. 
 
 Q. 6. What has been accomplished by the extension 
 of the principle referred to ? 
 
 565 
 
566 STATION WORK AND TELEGRAPHY 
 
 A. The delivering line (road handling the ear) is 
 not now held responsible for defects arising from ordinary 
 wear and tear in handling cars, with the exception of 
 missing material on cars offered in interchange. 
 
 Q. 7. When is a company, operating the cars of 
 another company responsible for defects of such cars? 
 
 A. When the defects are due to unfair usage, derail- 
 ment or accident, and further for improper repairs made 
 by it to such ears, and for missing material on cars of- 
 fered in interchange. 
 
 Q. 8. When a company is thus responsible what 
 should it do? 
 
 A. It should either make proper repairs at its own 
 expense or issue a defect card covering the defects or 
 improper repairs. 
 
 Q. 9. To what does Rule 1 of the M. C. B. code 
 relate ? 
 
 A. To the care of foreign cars. 
 
 Q. 10. What is meant by a foreign car? 
 
 A. Any car handled by a railroad in its trains which 
 does not belong to that railroad but to another company 
 or individual. 
 
 Q. 11. What care should be given to foreign cars by 
 the company hauling them ? 
 
 A. The same care in oiling, packing and inspecting 
 that it gives to its own cars. 
 
 Q. 12. To what does Rule 2 of the M. C. B. code 
 relate ? 
 
 A. To the interchanging of freight cars. 
 
 Q. 13. What is meant by interchanging cars? 
 
 A. Passing them in service from one road to another. 
 
 Q. 14. What cars must be accepted in interchange? 
 
RAILWAY YARDS HANDLING CARS 567 
 
 A. All cars that are in a safe and serviceable con- 
 dition. 
 
 Q. 15. Who is the judge as to the safe and service- 
 able condition of cars offered in interchange? 
 
 A. The receiving road in all cases not specifically 
 provided for in Rules 3 to 56. 
 
 Q. 16. To what do Rules 3 to 56 of the M. C. B. 
 code relate? 
 
 A. To instructions for inspectors, and they are of 
 the greatest importance. 
 
 0. 17. To what subjects do these Rules principally 
 relate ? 
 
 A. To the use of defect cards, to defects of wheels, 
 axles, trucks, brakes and car bodies, and to improper 
 repairs and definitions of unfair usage. 
 
 Q. 18. What is a defect card? 
 
 A. A card describing certain defects existing in a 
 car at the time of its receipt in interchange. It is 3^ 
 inches by 8 inches, and is printed on both sides in red 
 ink to distinguish it from Repair Cards which are printed 
 in black. 
 
 Q. 19. What is printed on the defect card? 
 
 A. A standard form of words giving information 
 Which identifies the date, the car and the owner and 
 the existing defects and the insoector who issues the card. 
 
 Q. 20. Who fills out the defect card? 
 
 A. The inspector of the delivering road. 
 
 O. 21. How does he fill it out? 
 
 A. By writing in ink or black indelible pencil, on 
 both sides of the card, the number and initials of the car, 
 date, and full description of each item for which charges 
 are authorized, indicating on which end of the car the 
 defects exist. The end of the car upon which the brake 
 
568 
 
 STATION WORK AND TELEGRAPHY 
 
 staff is located shall be known as "B" end, and the oppo- 
 site end shall be known as "A" end. Where there are 
 two brake staffs on same car, the end toward which the 
 cylinder push rod travels shall be known as "B" end. 
 
 Q. 22. What is done with the card "after it is rilled 
 out? 
 
 A. It is fastened with four tacks on the outside face 
 of the intermediate sill, between cross-tie timbers on 
 wooden cars and on steel cars to cardboard located either 
 on cross-tie under car or on inside of side sill at the end 
 of car. 
 
 Q. 23. Under what conditions would you, as de- 
 livering inspector, issue a defect card? 
 
 A. When the company which I represent is respon- 
 sible for the defects for which the card is requested by 
 the receiving inspector. 
 
 Q. 24. Under what conditions would you refuse to 
 issue a defect card? 
 
 A. If the owner of the car is responsible, under the 
 M. C. B. rules, for the defects. 
 
 Q. 25. Is there no exception to this? 
 
 A. Yes ; missing material is excepted, as provided for 
 in Rules 2J and 41. 
 
 Q. 26. Are these the only exceptions? 
 
 A. No. Rules 31, 40, 42 and 43 specify other excep- 
 tions relating to improper repairs of air brake hose and 
 fittings and M. C. B. couplers. 
 
 Q. 2J. Under what conditions, then, are you obliged 
 to accept a car which has defects for which the owner 
 is not responsible? 
 
 A. I am obliged to accept the car so long as its de- 
 fects do not render it unsafe to run, unsafe to trainmen 
 
RAILWAY YARDS HANDLING CARS 569 
 
 or to any suitable lading, but I can demand that a card 
 describing the defects be securely attached to the car. 
 
 Q. 28. What is done in case a defect card is lost or 
 is illegible? 
 
 A. A duplicate must be furnished by the road which 
 issued the original card. 
 
 Q. 29. What else is treated of in the instructions for 
 Inspectors ? 
 
 A. Rules 7 to 20 refer to defects of wheels which 
 justify removal. It divides these defects into two classes. 
 
 Q. 30. What are the two classes ? 
 
 A. Defects for which the owner is responsible, and 
 defects for which the delivering company is responsible. 
 
 Q. 31. What are the defects of wheels for which 
 owners are responsible? 
 
 A. Shelled out 1 , Seams 2 , Worn through chill 3 , Worn 
 flange 4 , Thick flange 5 , Hollow tread 8 , Burst wheel 7 , 
 Broken flange 8 , Broken or chipped rim 9 , Cracked tread 10 , 
 Cracked plate 10 , Cracked brackets 10 , Broken in pieces 
 (under fair usage) 10 , and Loose wheels 11 or Wheels out 
 of gauge 11 , and Chipped flange 12 . 
 
 (See following notes.) 
 
 1. Shelled out; wheels with defective treads on account of 
 pieces shelling out, if the spots are over 2^ inches, or are so num- 
 erous as to make the wheel unsafe. 
 
 2. Seams, one inch long or over at a distance of ^ inch or 
 less from the throat of the flange, or seams three or more inches 
 on any other point of the tread. 
 
 3. Worn through chill; when the worn spot exceeds 2^ 
 inches in length. Care must be taken to distinguish the defect 
 from flat spots caused by sliding wheels. 
 
 4. Worn flange; wheels under cars less than 80,000 pounds 
 capacity, with flanges having flat vertical surfaces extending more 
 than 1 inch from tread, or flange 1 inch thick or less. Wheels 
 under cars of 80,000 pounds capacity or over with flanges having 
 
570 STATION WORK AND TELEGRAPHY 
 
 flat vertical surfaces extending more than Ji inch from tread, or 
 flange less than 1 1-16 inches thick. (See Figs. 4 and 4a.) 
 
 Worn flange: steel and steel-tired wheels with flanges having 
 flat vertical surfaces extending more than one inch from tread, or 
 flange one inch thick or less. (See Figs. 4 and 4a.) 
 
 5. Thick flange; flanges over 1 7-16 inches thick. See Fig- 
 ure 2. 
 
 6. Tread worn hollow; if the tread is worn sufficiently hollow 
 to render the flange or rim liable to breakage. 
 
 7. Burst; if the wheel is cracked from the wheel fit outward, 
 by pressure from the axle. 
 
 8. Broken flange; caused by seams, worn through chill, or 
 worn flange. Compare Rule 20, Question 32. 
 
 9. Broken or chipped rim; caused by defective casting, if the 
 tread, measured from the flange at a point % inch above tread, is 
 less than 3j^ inches in width. Compare Rule 20, also see Fig. 5. 
 
 10. Cracked tread; cracked plate, one or more cracked 
 brackets, or broken in pieces under fair usage. Compare Rule 
 20, Question 32. 
 
 Steel or steel-tired wheels loose, broken or cracked hubs, 
 plates, bolts, retaining ring or tire under fair usage. 
 
 11 Wheels loose or out of gauge. Compare Figure 6. 
 
 12. Chipped flange; if the chip is on the outside of the flange 
 and is more than 1% inches long and ]/ 2 inch wide, or if it extends 
 Y% inch past the center of flange. 
 
 Q. 32. For what defects is the delivering company 
 responsible ? 
 
 A. For flat spots caused by sliding, if 2^ inches or 
 more in length, and all defects caused by unfair usage, 
 derailment or accident, also a number of cases named in 
 Rule 20, which reads : Broken flange except as in Rule 
 14; chipped flange, if chip is on throat side of flange and 
 exceeds 1^2 inches in length and ^2 inch in width, or if it 
 extends }4> inch past the center of flange ; broken rim, if 
 not caused by defective casting; if the tread measured 
 from the flange at a point y% inch above tread is less than 
 3^4 inches in width (see Fig. 5), or any breakage caused 
 by unfair usage, derailment or accident. " 
 
RAILWAY YARDS HANDLING CARS 571 
 
 Q- 33- What is the definition of each of the various 
 defects you named before, and where can it be found? * 
 
 A. Rules 7 to 20 define these defects in the order 
 named and give measurements for determining many of 
 them. 
 
 Q. 34. How can you obtain these measurements 
 accurately ? 
 
 A. By the use of the M. C. B. wheel defect gauge. 
 
 Q- 35- Where is description of the gauge to be found ? 
 
 A. In the Master Car Builders' Rules governing re- 
 pairs. The wheel defect gauge is shown (Fig. 1), and 
 the flange thickness gauge (Fig. 2), several different 
 applications of the wheel defect gauge are shown. (Figs. 
 3, 4, 4a and 5.) (See foregoing rules.) The last four 
 cuts illustrate the application of this gauge for determin- 
 ing flat and shelled spots, worn flanges and chipped rims, 
 and make the method of using it perfectly clear. 
 
 This gauge also embodies the worn coupler limit di- 
 mensions. 
 
 Q. 36. How is the proper distance apart of wheels on 
 the axle determined? 
 
 A. The diagram in M. C. B. rules shows the proper 
 method of gauging. (See Fig. 6.) 
 
 Q. 37. What is the next subject after "Wheels ?" 
 
 A. Defects of axles which justify renewal. Rules 22 
 and 23 treat of axle defects for which owners are re- 
 sponsible, and Rule 24 of defects for which the deliv- 
 ering company is responsible. 
 
 Q. 38. For what defects in axles are owners respon- 
 sible ? 
 
 A. For axles broken or 'having seamy journals, fillets 
 at the back shoulder worn out, or with collars broken or 
 
572 STATION WORK AND TELEGRAPHY 
 
 worn to y^ -inch or less under fair usage, or axles worn to 
 less than the M. C. B. prescribed limits. 
 
 Q. 39. Upon what are these M. C. B. limits based, 
 and what are they? 
 
 A. They are based upon the capacity of the car upon 
 the principle that the heavier the load to be carried the 
 larger must be the axle to carry it. The prescribed di- 
 mensions are given under Rule 23 of the M. C. B. rules. 
 
 Q. 40. What parts of the axle are limited or pre- 
 scribed by the M. C. B. rules? 
 
 A. The center, the wheel seat, and the journal. 
 
 Q. 41. How can we tell whether a car is too heavy 
 for its axle or not? 
 
 A. All cars interchanged are required to have their 
 light weight and capacity or their light weight and maxi- 
 mum weight stenciled on them and the table of axle 
 dimensions for each capacity or maximum weight of car 
 is given in Rule 23. 
 
 Q. 42. For what defects in axles are delivering roads 
 responsible ? 
 
 A. For cut journals, axles bent or axles rendered un- 
 safe by unfair usage, derailment or accident. 
 
 Q. 43. What is the fourth subject treated of under 
 "Instructions for Inspectors." 
 
 A. Rules 25 to 28 relate to defects of trucks which 
 justify repairs if owners are responsible, or repairs or 
 carding if delivering company is responsible. 
 
 Q. 44. For what defects in trucks are owners re- 
 sponsible ? 
 
 A. Defective, missing or worn out parts of trucks 
 not elsewhere provided for, which have failed, under 
 fair usage, or if any part of the truck frame or attach- 
 ments is less than 2^/2 inches above top of rail. 
 
RAILWAY YARDS HANDLING CARS i>13 
 
 Q. 45. For what defects in tracks is the delivering 
 road responsible? 
 
 A. For all missing material, for journal bearings 
 which require renewal by reason of change of wheels or 
 axles, for which the delivering company is responsible, 
 regardless of the previous condition of the bearings, and 
 for damages of any kind due to unfair usage, derailment 
 or accident. , 
 
 Q. 46. What is the fifth subject treated of in these 
 "Instructions ?" 
 
 A. Brake defects which justify repairs. 
 
 Q. 47. For what brake defects are owners respon- 
 sible ? 
 
 A. Defective, missing and worn-out parts of brakes 
 not elsewhere provided for, which have failed under fair 
 ! usage except missing material on cars offered in inter- 
 change* and cylinders and triple valves when they have 
 not been cleaned and oiled within twelve months. 
 
 Q. 48. How can you tell whether the cylinder and 
 triple valve have been oiled within twelve months? 
 
 A. The rules require that the date shall be marked 
 with white paint on the cylinder when they are cleaned 
 and pled. 
 
 Q. 49. What parts of the air brake do the rules 
 declare cannot be missing under fair usage? 
 
 A. Missing or torn air-brake hose or missing or broken 
 air-brake fittings, angle cocks, cut-out cocks, cylinders 
 land reservoirs, triple valves, release valves and pressure- 
 retaining valves or parts of any of these items, thus 
 i placing the responsibility for these on the delivering 
 roads. 
 
 *The idea being to punish the delivering road for not having 
 made proper repairs and charging them to the owner. 
 
574 STATION WORK AND TELEGRAPHY 
 
 Q. 50. For what further brake defects are delivering 
 roads responsible? 
 
 A. For wooden brake beams on cars intended to be 
 equipped with metal brake beams and so stenciled (see 
 Rule 43, under "Bodies") ; and for damage to any part 
 of the brake apparatus caused by unfair usage, derailment 
 or accident, also missing material on cars offered in in- 
 terchange. 
 
 Q. 51. If a car should be equipped with air signal 
 pipes or air brake pipes, but not with air brakes, at whose 
 risk would the hose and couplings be ? 
 
 A. At the owner's risk unless the car is stenciled as 
 being so equipped, in which case the answer to Question 
 52 applies. 
 
 Q. 52. What is the rule in regard to the use of M. 
 C. B. standard air brake hose ? 
 
 A. If cars are not so equipped subsequent to March 
 I, 1908, the car owner is responsible except on cars of- 
 fered in interchange in which case the delivering road 
 is responsible. 
 
 Q- 53- When was it necessary to have all cars 
 equipped with air brakes ? 
 
 A. On and after September 1, 1907, all cars offered 
 in interchange had to be equipped with air brakes. 
 
 Q. 54. What is the sixth subject treated of in "In- 
 structions for. Inspectors?" 
 
 A. 'Car bodies and the defects of same which justify 
 repairs or carding. 
 
 Q. 55. For what defects to the body of a car are its 
 owners responsible? 
 
 A. Locks, side doors, end doors, roof doors, grain 
 doors, and all inside or concealed parts of cars missing 
 or damaged under fair usage, and failure or loss, under 
 
RAILWAY YARDS HANDLING CARS 575 
 
 fair usage, of any part of the body of the car except in 
 the cases named in Rule 87 (where only the labor oi 
 repairing is charged), and Rule 41. Further, couplers 
 not within the limits of height (see Question 56 and 
 answer thereto), steps, ladders, handholds or running 
 boards in bad order or insecurely fastened, or absence of 
 grab-irons or handholds as required by law. 
 
 O. 56. What does the limit of height of couplers 
 mean ? 
 
 A. That the distance from the top of the rail to the 
 center line of the coupler shank must not be less than 
 31^ inches nor more than 34^ inches, for a standard 
 gauge car. 
 
 Q. 57. Of what material are handholds or grab- 
 
 j irons to be made, and' how secured to car ? 
 
 A. They must be made of steel or wrought iron and 
 
 'securely fastened with lag screws or bolts. 
 
 Q. 58. For what defects in the body of a car is the 
 
 I delivering road responsible? 
 
 A. For damage of any kind caused by unfair usage, 
 derailment, or accident. Further, for all missing material 
 on cars offered in interchange (except the locks, grain 
 
 * doors and interior or concealed parts already shown to 
 be chargeable to owners),* M. C. B. couplers not equipped 
 with steel or wrought iron knuckles. Wooden instead of 
 metal brake beams, if car is stenciled for the latter. Fur- 
 ther, for M. C. B. couplers, attached by tail pin on cars 
 
 I intended to have pocket attachments and so stenciled, and 
 
 ^for uncoupling attachments (release rig) of M. C. B. 
 
 {couplers, if inoperative when offered in interchange; they 
 must be made operative before moving from interchange 
 
 ! points. 
 
 *See answer to Question 55. 
 
576 STATION WORK AND TELEGRAPHY 
 
 Q. 59. For what defects is the company making the 
 repairs responsible ? 
 
 A. A company is responsible to the owners for im- 
 proper repairs. 
 
 Q. 60. Are there any exceptions to this rule ? 
 
 A. Yes ; the cases provided for in Rules 33, 42, 43, 
 44 and 45, which treat respectively of M. C. B. couplers 
 not equipped with steel or wrought iron knuckles ; wooden 
 in place of metal brake beams ; cars having wrong tail 
 end attachments and for M. C. B. couplers with inoper- 
 ative release rigging. 
 
 Q. 61. When a company is obliged to make im- 
 proper repairs, what must it do to call attention to such 
 repairs ? 
 
 A. It must attach an M. C. B. defect card to the 
 car stating the wrong material used. 
 
 Q. 62. What is meant by the expressions "unfai 
 usage" or "rough usage/' which have occurred in some 
 of the foregoing questions and answers ? 
 
 A. Such usage of a car as gives rise to damage other 
 than that due to the ordinary and careful handling of 
 the car ; usually careless handling and rough shifting. 
 
 Q. 63. How can the question be decided as to what 
 is fair and what is unfair usage? 
 
 A. The M. C. B. rules give a number of combinations 
 of injuries to a car which in practice are held to show that 
 the car must have received unfair usage. They are fully 
 described in Rules 48 to 56 inclusive. The following 
 graphic table shows at a glance what combinations of 
 injuries constitute unfair usage under the rules. 
 
 Q. 64. What instructions come next in the M. C. B. 
 code ? 
 
 ir 
 
RAILWAY YARDS — HANDLING CARS 
 
 577 
 
 A. Rules 57 to 79 contain instructions to repair men, 
 showing them what repairs to make and what material to 
 use. They are very important rules, and should be care- 
 fully studied. 
 
 Q. 65. To what does Rule 57 relate? 
 
 A. It defines the defects of cars which should be re- 
 paired. 
 
 UNFAIR USAGE OF CARS. 
 
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578 STATION WORK AND TELEGRAPHY 
 
 
 Q. 66. What is the nature of these defects? 
 
 A. Any defect in a car which makes it unsafe to run, 
 unsafe for trainmen, or unsafe to any suitable lading. 
 
 Q. 67. In making repairs to foreign cars what gen- 
 eral principles should be observed ? 
 
 A. The repairs should be promptly made to prevent 
 unnecessary detention to the cars ; the repairs should also 
 conform in detail to the original construction of the car 
 and should be made with the same quality of material 
 as originally used, except as provided for in Rules 59 
 and 60. Malleable iron, M. C. B. standards, may be sub- 
 stituted for gray iron, M. C. B. standards, but the net 
 cost to car owner in such cases must be no greater than 
 if the original kind and weight of material had been ap- 
 plied. Gray iron, M. C. B. standards, may be substituted 
 in place of malleable, M. C. B. standards, but in such 
 cases the debits and credits must be for what is actually 
 applied and removed. Repair cards and stubs must state 
 kind of material applied and removed. 
 
 Q. 68. Suppose it is not possible to procure the 
 same material as originally used, what can be done? 
 
 A. The rules provide for certain exceptions which are 
 likely to occur. 
 
 Q. 69. What are some of these exceptions? 
 
 A. M. C. B. standards may be used when of dimen- 
 sions that do not impair the strength of the car, in lieu of 
 the parts forming its original construction. When using 
 materials for repairs to foreign cars for which the Master 
 Car Builders' Association has adopted specifications as a 
 standard, the materials must comply with the require- 
 ments of these specifications. 
 
 In making repairs for which owners are responsible, 
 wheels other than 33-inch may be replaced with 33-inch 
 
RAILWAY YARDS HANDLING CARS 579 
 
 wheels, if practicable. If changes are necessary in order 
 to bring the car to the proper height, the cost of so doing 
 shall also be chargeable to the owner. 
 
 Couplers other than M. C. B. Standard, may be re- 
 placed with M. C. B. couplers in which case the expense 
 may be charged to the owners. 
 
 Couplers that exceed the distance of 5^ inches between 
 point of knuckle and guard arm measured perpendicularly 
 to guard arm must 'be repaired. (See cut shown in 
 Rule 61.) 
 
 M. C. B. couplers of a different make may be applied, 
 but when this is done, and the release rigging already on 
 the car is inoperative for the M. C. B. coupler applied, the 
 release rigging must be made operative at the expense of 
 the company applying the coupler. 
 
 O. 70. Is it ever allowable to use second-hand ma- 
 terials in such repairs? 
 
 A. Yes, when they are good and serviceable, second- 
 hand M. C. B. couplers, knuckles and metal brake beams 
 and wheels and axles may be used, but if the repairs are 
 chargeable to the owner the repair card and stub must 
 plainly state whether the material is new or second-hand. 
 
 Q. 71. When the repair man finds a car of wrong 
 height for couplers, what can he do? 
 
 A. He may adjust the height to the standard and 
 charge the expense to the owners. 
 
 Q. 72. What is the standard height? 
 
 A. 34^ inches when the car is empty, or 31 j£ inches 
 when loaded. 
 
 Q. 73. How is that height measured? 
 
 A. From the top of the rails to the center of the 
 coupler shank. 
 
580 STATION WORK AND TELEGRAPHY 
 
 Q. 74. Must the adjustment be exactly to these 
 heights, or is any variation allowed ? 
 
 A. The adjustment should be as exact as possible, but 
 a total variation of Y /\ inch is allowed by the rules.* In 
 case of adjusting a loaded car, it should be adjusted as 
 nearly as possible to such a height, as will bring it to 34^4 
 inches when unloaded. 
 
 Q. 75. May draft timbers be spliced? 
 
 A. No ; draft timbers should never be spliced. 
 
 Q. 76. May sills be spliced or must they be renewed ? 
 
 A. All longitudinal sills may be spliced once. 
 
 Q. yy. How are the splices to be made ? 
 
 A. Longitudinal sills, other than center sills, when less 
 than 12 inches in depth, the plan shown in Fig. 8 (see 
 code) is to be followed; when the sills are 12 inches or 
 more in depth the plan shown in Fig. 9 (see code) is to be 
 followed. 
 
 Q. 78. Where may the splice be located? 
 
 A. On either side of the body bolster, but the nearest 
 point of the splice must not be within 12 inches of the 
 bolster. 
 
 Q. 79. How are center sills to be spliced ? 
 
 A. When center sills are spliced the plan shown in 
 Fig. ga (see code) is to be followed. 
 
 Q. 80. Where must the splice in center sills be lo- 
 cated ? 
 
 *Cars should, as far as possible, be adjusted in height when 
 empty; and, in order to justify a bill for this work under the 
 Rules of Interchange, an empty car measuring 31 finches, or less, 
 should be adjusted to 34^ inches, or within % inch thereof; and 
 when it is necessary to alter a loaded car it should be adjusted to 
 33^ inches, or within % inch thereof, or as nearly as possible 
 to such height as will bring it to 34^ inches when the car is 
 unloaded. 
 
RAILWAY YARDS HANDLING CARS 581 
 
 A. Between the body bolster and cross-tie timbers and 
 not within 30 inches of either. 
 
 O. 81. May any number of splices be used? 
 
 A. No; it is not allowed to splice two adjacent sills 
 at the same end of the car, nor to splice any sill between 
 cross-tie timbers. 
 
 O. 82. How are^steel sills to be spliced? 
 
 A. Steel sills may be spliced as shown below in Figs. 
 A, B and C. (See Rule 65, code.) 
 
 Q. 83. What should the repair man take especial 
 note of in regard to wheels ? 
 
 A. Wheels on the same axle must be of the same 
 circumference. New wheels must not be mated with 
 second-hand wheels. Prick -punching of the wheel seat 
 is not allowed, nor shimming the axle to make the 
 wheel fit. 
 
 Q. 84. How much may be turned off from a foreign 
 axle to fit a wheel to it? 
 
 A. On the wheel seat not more than 1-16 inch may be 
 turned off to fit the wheel, and they must never be re- 
 duced below the figures given in Rule 23, which range 
 from 6?4 inches for a 100,000-pound car, to 4*4 inches 
 for a 30,000-pound car, for the wheel seat. 
 
 Q. 85. Who is responsible for repairs made with 
 wrong material? 
 
 A. The company repairing foreign cars with wrong 
 material and not in compliance with Rules 57 to 71, is 
 liable to the owners of the car for the cost of changing 
 the car back to the original standard or to the require- 
 ments of this rule. 
 
 Q. 86. Is there any exception to this rule of re- 
 sponsibility ? 
 
 A. .Yes; one. If the car is not stenciled with its ca- 
 
582 STATION WORK AND TELEGRAPHY 
 
 pacity, and the company making the repairs applies an 
 axle smaller than the one designated in Rule 23, for the 
 capacity of the car, it cannot be held responsible for im- 
 proper repairs. 
 
 Q. 87. What is the rule about replacing air-brake 
 hose ? 
 
 A. In replacing air-brake hose on foreign cars, for 
 which bills are made, new hose must be used. Air-brake 
 hose applied to foreign cars shall be considered wrong 
 repairs unless they are made in accordance with the M. 
 C. B. specifications and are so labeled. 
 
 Q. 88. If a railroad company finds a foreign car 
 on its line with wrong weight stenciled on it, should the 
 car be reweighed? 
 
 A. If the weight of a car is found to vary more than 
 500 pounds from the light weight stenciled on the car 
 a railroad company having the car in its possession may 
 weigh and restencil the car, making a charge for each 
 car weighed and so reported. The railroad company 
 making the bill shall notify the owner, giving the date 
 and point at which the reweighing was done. 
 
 O. 89. Are there any other occasions when foreign 
 cars should be weighed? 
 
 A. Yes. 'Cars undergoing extraordinary repairs, such 
 as sills, resheathing, roofing, etc., must be reweighed and 
 restenciled by the company having the car in its pos- 
 session, at its own expense, and the owner notified. 
 
 Q. 90. What is the rule in regard to applying second- 
 hand axles? 
 
 A. When second-hand axles are applied under con- 
 ditions which make them chargeable to the owners, the 
 diameters of the wheel seats and center must not be less 
 than, and the diameter of the journal must be J /s inch 
 
RAILWAY YARDS HANDLING CARS £83 
 
 greater than the limiting diameters given in Rule 23. If 
 cars are marked with the word "Capacity," the first set 
 of limits must be followed. If cars are marked "Maxi- 
 mum Weight," the second set of limits must be followed. 
 
 Q. 91. How are switch chains handled at inter- 
 change points ? 
 
 A. When two or more cars chained' together, or any 
 cars which require switch chains to handle them, are de- 
 livered at an interchange point, the receiving road shall 
 deliver to the delivering road at the time, an equivalent 
 number of switch chains of the same size as. the chains so 
 used on the cars delivered, or. in lieu thereof, furnish a 
 defect card for such chains. 
 
 Q. 92. What is a repair card? 
 
 A. It is a card 3^ inches by 8 inches, with duplicate 
 stubs 3^2 by 4 inches, printed on both sides in black ink. 
 (See diagram, Rule yj, code.) 
 
 O. 93. Are these the same cards as those described 
 in Rule 3? 
 
 A. No; they are entirely different and for a different 
 purpose. The card described in Rule 3 is called an M. 
 C. B. Defect Card, and the one we are now speaking of 
 is called an M. C. B. Repair Card. 
 
 O. 94. How are these cards used? 
 
 A. When repairs of any kind are made to foreign 
 cars, a repair card is securely attached to the outside face 
 of intermediate sill between cross-tie timbers on wooden 
 cars and on steel cars to cardboard located either on 
 cross-tie under car or on inside of side sill at the end of 
 car. 
 
 Q. 95. How must the card be filled? 
 
 A. In ink or black indelible pencil. 
 
 Q. 96. What must this repair card show? 
 
584 STATION WORK AND TELEGRAPHY 
 
 A. It must fully specify all of the repairs which have 
 been made, and the reason for making them, and 
 must give the date and place of making the repairs and 
 the name of the road making them, also show location 
 of parts repaired or renewed. The end of car on which 
 brake staff is located shall be known as "B" end, and the 
 opposite end as "A" end. Where there are two brake 
 staffs on the car, the end toward which the cylinder push 
 rod travels shall be known as "B" end. 
 
 Q. 97. What is the purpose of the repair card? 
 
 A. To show where the repairs were made so that re- 
 sponsibility for improper repairs, if any, can be placed. 
 
 Q. 98. If the car owners find repairs improperly 
 made what is done? 
 
 A. They make claim on authority of joint evidence 
 against the road which made the wrong repairs. 
 
 O. 99. What is "joint evidence"? 
 
 A. The evidence of a joint inspector or the joint evi- 
 dence of two persons, one representing the owner of a 
 car, and the other representing the delivering road, that 
 the repairs are not proper, shall be final. A joint evi- 
 dence card shall be used for this purpose. The end of 
 the car on which the brake staff is located shall be known 
 as "B" end, and the opposite end as "A" end. Where 
 there are two brake staffs on the car, the end toward 
 which the cylinder push rod travels shall be known as 
 "B" end. This card shall be of the form shown in code 
 Rule 85. 
 
 Q. 100. If the repair card goes away with the car, 
 what record has the repair man ? 
 
 A. The repair card is provided with duplicate stubs, 
 which must be filled out with an entry duplicating all 
 the information on the card. 
 
RAILWAY YARDS HANDLING CARS 585 
 
 Q. ioi. What is finally done with these stubs? 
 
 A. One stub is kept by the company issuing the card, 
 as a permanent record, and the other is forwarded with 
 the bill for repairs, and is used as a check on the charges. 
 
 Q. 102. If no bill is to be rendered, what is done 
 with the stub? 
 
 A. In this case it must be forwarded to the owner 
 on or before the 20th day of each month and the words 
 "no bill" written across the face. When no bill is to be 
 rendered the words "no bill" must be written across the 
 face of the repair card when it is attached to the car. 
 
 Q. 103. What special information must be shown on 
 repair cards and stubs? 
 
 A. The cards and stubs may state whether solid or 
 filled journal bearings are applied or removed, also length 
 of bearing. In the case of couplers applied and removed, 
 they shall state the make and kind of material in couplers 
 and the size of shank. In the case of knuckles, they must 
 state whethei" open or closed knuckles are removed and 
 applied. In the case of brake shoes removed and applied, 
 they shall state the kind of shoe. 
 
 Q. 104. If a road makes only part of the repairs 
 which are covered by a defect card, what should be done ? 
 
 A. Any road making partial repairs of defects on a 
 car which are covered by defect cards, will have the 
 defects repaired, crossed off the original card with ink 
 or indelible pencil and card placed back on car. A copy 
 of the card accompanying the bill with the defects which 
 were not repaired crossed off will be sufficient authority 
 to bill. 
 
 Q. 105. What is done in case a repair card is lost or 
 is illegible? 
 
 A. A duplicate must be furnished. 
 
5S6 STATION WORK AND TELEGRAPHY 
 
 Q. 107. What is covered by Rule 85? 
 
 A. Joint evidence of wrong repairs which is referred 
 to in Question 99. 
 
 O. 108. To what does Rule 117 refer? 
 
 A. To switching roads. 
 
 O. 109. What is a switching road? 
 
 A. A corporation doing the major part of its business 
 on a switching charge, and therefore should be held 
 responsible for all damages to cars handled by it, with 
 certain exceptions. 
 
 O. no. What are these exceptions? 
 
 A. Switching roads, according to Rule 115, may render 
 bills against car owners for the following defects repaired 
 by them: Roof lost on account of decay or faulty con- 
 struction, worn out brasses, broken truck springs, truck 
 transoms, arch bars, draft timber bolts, column bolts, 
 truck hangers, truck transom truss rods, truck bolsters, 
 truck bolster truss rods, oil boxes, spring planks, truck 
 hanger pins, side bearings and center plates, center plate 
 bolts, center pins, followers, American continuous rods, 
 or keys, draft springs, couplers, knuckles and drawbar 
 pockets and rivets, defective wheels as specified in Rules 7 
 to 18, inclusive, defective axles as described in Rules 22 
 and 23, cars not within the limits of standard height for 
 couplers, as per Rule 38, safety appliances as prescribed 
 by Rule 39, and grain doors and all inside or concealed 
 parts of bodies of cars missing or damaged under fair 
 usage as prescribed in Rule 37, provided the damage has 
 not been caused by derailment or rough usage. 
 
 Q. in. What should be done if a car is offered by 
 a switching road with new defects of any kind, except 
 those named in Rule 117. 
 
RAILWAY YARDS HANDLING CARS 587 
 
 A. A defect card should be demanded from the switch- 
 ing road to cover such defects. 
 
 Q. 112. Are switching roads allowed to render bills 
 against owners direct for repairs of any other defects 
 than those named in Rule 117? 
 
 A. Yes ; but only when the switching road procures 
 joint evidence from the delivering road that such de- 
 fects existed when the car was delivered to the switching 
 road. 
 
 Q. 113. What is the subject of Rule 125? 
 
 A. Rule 125 gives instructions for sending 'home worn 
 out and damaged cars. 
 
 Q. 114. What are the instructions? 
 
 A. A car unsafe to load on account of general worn 
 out condition, due to age or decay, shall be reported to 
 its owner who must be advised of all existing defects. 
 
 Q. 115. Then what is done? 
 
 A. If the owner wishes the car sent home, two home 
 route cards are furnished, 3^ by 8 inches, of the form 
 shown in code, Rule 125, which shall be filled out on 
 both sides with ink or indelible pencil and attached to each 
 side of the car. 
 
 9. What do the remaining rules cover ? 
 
 A. Instruction for billing, scale of prices, settlement' 
 for cars destroyed, a code of rules for the interchange 
 of short passenger cars, and a list of railroads which have 
 adopted the code. 
 
 Note: Station Agents, Car Inspectors or others having use 
 for charts showing parts of cars, and other useful information 
 may obtain the same free by addressing, The McConway & 
 Torley Co., Pittsburg, Pa., the original publishers of the fore- 
 going catechism. 
 
TRAIN DISPATCHING BY TELEPHONE. 
 
 Train Dispatcher's Desk, Showing Selective Signaling Devices and 
 Telephone Sets. 
 
 When the use of the telephone for handling trains shall 
 have become universal a new era in railway history will 
 have begun. 
 
 The telegraph was a long stride in the right direction. 
 But, to quote the language of a prominent railway of- 
 ficial: "Since what can be done with the telephone has 
 
 588 
 
STATION WORK AND TELEGRAPHY 589 
 
 been fully demonstrated, I marvel that we placed such 
 implicit faith in the telegraph for so long a time/' 
 
 Not only does the telephone render possible the faster, 
 surer and safer handling of trains; but it provides direct 
 communication between the dispatcher and his train or 
 enginemen without any go-between. It also makes pro- 
 visions for the handling, by experts, of such track block- 
 ades as may occur, much more rapidly, and with a world 
 more of satisfaction, than can be had with the telegraph. 
 
 It has been readily conceded by everyone that the tele- 
 phone system using ordinary bells and a system of code 
 ringing is out of the question on a line carrying from 
 fifteen to fifty stations. The continuous ringing of bells 
 would be a serious obstacle to the proper reception of 
 signals and would render careless the operators -in charge 
 with the result that it would be as difficult to "raise" op- 
 erators by the telephone as it has been found to be by 
 telegraph. The use of selective signalling overcomes this 
 difficulty entirely and by the use of a loud ringing bell at 
 the way station secures immediate attention of the op- 
 erator in charge, if he be within hearing distance, which 
 may be two or three hundred feet from the office. So 
 great an advantage has this proven to be that not only 
 have the calls been reduced to a minimum, but the general 
 efficiency of the service has been materially increased. 
 
 There are a number of systems of selective signalling 
 which work satisfactorily for a few stations and there are 
 several systems which have been designed for a consid- 
 erable number of stations and work to some degree of sat- 
 isfaction when the line conditions are perfect. The prin- 
 cipal defect with these systems is the method of signalling 
 which in most cases is a "step-by-step" method, which is 
 not only slow but uncertain. In stormy weather the 
 
590 
 
 TELEPHONES IN RAILROAD WORK 
 
 b5 
 E 
 
STATION WORK AND TELEGRAPHY 591 
 
 electrical discharges break up the chain of signals and 
 consequently it is extremely difficult to reach the desired 
 station. The dispatcher must find an interval of time 
 between lightning flashes sufficiently long for him to op- 
 erate his "step-by-step" signals, and on a line of consid- 
 erable length this is no easy matter, as it requires but a 
 very small discharge to place an additional "step" in the 
 signal and as a result the wrong party is called. 
 
 With the system which has been adopted by the Burl- 
 ington Railroad the dispatcher can call any or all stations 
 with a single operation, while with other systems it is 
 necessary for the dispatcher to go through as many op- 
 erations as there are stations to be called. 
 
 The system of selective signalling is of the synchronous 
 type and uses for its synchronous mechanisms standard 
 lever escapement clock movements. On the dispatcher's 
 selector is a dial having fifty-six contact points, each of 
 which may represent a way station, while in a twenty- 
 eight station system the points diametrically opposite are 
 wired in parallel. A brush is arranged to pass over these 
 points on the dial, completing a circuit in series with each 
 station key that has been operated, thus causing current 
 to flow out on the line during the interval of time in 
 which the brush is passing over such points. (Fig. 15.) 
 
 The selector keys are arranged in a row in front of the 
 dispatcher, one key being required for each station. Be- 
 low this row of keys are two other keys, one for start- 
 ing the clock movements and one for releasing any se-' 
 lector key. This last mentioned key is for the con- 
 venience of the dispatcher in releasing any selector key 
 he has operated by mistake and is used only for this pur- 
 pose, as all keys are automatically released after the 
 party has been called. The arrangement of the keys is 
 shown in the accompanying illustration. (Fig. 14.) 
 
592 
 
 TELEPHONES IN RAILROAD WORK 
 
 
 ' ^. /" . 
 
 ba 
 
STATION WORK AND TELEGRAPHY 
 
 593 
 
 The clock mechanism at each way station is equipped 
 with a small commutator having two contacts located 
 diametrically opposite for the twenty-eight station system, 
 while one contact only is required for the fifty-six station 
 system. This commutator revolves as the second hand of 
 
 Fig. 1 6. 
 
 a clock and as it brings the contact point under the brush 
 a circuit is completed through a relay, provided the dis- 
 patcher has operated the key associated with this par- 
 ticular station. This relay is so wired that when once 
 energized it remains in the operated position until re- 
 leased by the station agent in charge. The operation of 
 
594 
 
 TELEPHONES IN RAILROAD WORK 
 
 
STATION WORK AND TELEGRAPHY 
 
 595 
 
 the relay completes the bell circuit, which is entirely in- 
 dependent of the line. The bell used in this circuit is of 
 the vibrating type, is provided with a four-inch gong 
 and has sufficient power to be heard for a long distance. 
 (Fig. 18.) 
 
 Fig. 18. 
 
 Example. — The dispatcher desires to speak with the 
 agent at way station No. 71. He first operates key No. 
 7 and then presses the starting key which releases all 
 the clock movements in the system, and as the brush 
 passes over contact No. 7 on the dial at the dispatcher's 
 office, the selector at station No. 7 has caused its com- 
 mutator to revolve so that the contact point has come 
 under the brush ; thus the two selectors together complete 
 the necessary circuits at the same instant and conse- 
 
596 TELEPHONES IN RAILROAD WORK 
 
 quently the relay is operated, cutting the bell into circuit. 
 This will continue to ring until the attendant answers. 
 Should the dispatcher want a group or even all the sta- 
 tion agents on the line at one time he operates such sta- 
 tion keys as he desires, presses the starting button and 
 each bell starts to ring in turn as the selector brush passes 
 over the different contact points on the dial. 
 
 dispatcher's office equipment. 
 
 The equipment for the dispatcher's station consists of 
 (Fig. 19) telephone talking apparatus, together with the 
 necessary apparatus for signalling the various stations 
 along the line. The selector equipment, which" consists 
 of the master selector, the selector keys, starting key and 
 the releasing key, magnet and relay are all contained in 
 a neat oak cabinet, which can be placed on the dispatch- 
 er's table. (Figs 14 and 15.) 
 
 The selector keys are arranged in a row across the 
 front of the box and above each key is placed a small 
 holder in which designation cards with the name of the 
 associated station or any other information can be in- 
 serted. 
 
 Fig. 15 is a view of the cabinet with the hinged front 
 opened, the top and front strip above the keys removed 
 to expose the working parts. This view gives a good 
 idea of the equipment arrangement. 
 
 The dispatcher is provided with a breast plate trans- 
 mitter and head band receiver (Fig. 19), so as to permit 
 the free use of his hands for writing, operating the se- 
 lector or any other work he may have. He is expected to 
 have his receiver on !ls head at all times, when on duty. 
 A transmitter cut-out key is provided, inclosed in a suit- 
 
STATION WORK AND TELEGRAPHY 
 
 597 
 
 able box for mounting in a convenient location on the 
 dispatcher's desk. (Fig. 20.) This key is for the use 
 
 '^\ 
 
 Fig. 19. 
 
 of the dispatcher in cutting out his transmitter circuit 
 while receiving, thus eliminating any noises that his trans- 
 mitter might pick up. 
 
598 
 
 TELEPHONES IN RAILROAD WORK 
 
 If for any reason the dispatcher takes his receiver from 
 his head he can be signalled, as a hand generator is fur- 
 nished at each sub-station and a bell is bridged across 
 the two line wires at the dispatcher's desk. In Fig. 21 
 this bell is shown. 
 
 Fig. 20. 
 
 The battery equipment necessary at the dispatcher's of- 
 fice consists of 3 sets of cells : The talking battery con- 
 sisting of five Edison cells (3.5 volts), the battery for 
 
STATION WORK AND TELEGRAPHY 
 
 599 
 
 operating the various relays and magnets comprised of 
 ten Edison cells (7 volts), and the battery for signalling 
 the sub-stations consisting of a sufficient number of dry 
 cells to produce from 100 to 200 volts, depending on the 
 length of the line and the number of stations. 
 
 The line in entering the office should pass through fuses 
 and carbon lightning arrester so as to protect the station 
 equipment. 
 
 Fig. 22. 
 
 SUB-STATION EQUIPMENT. 
 
 The equipment required at the different sub-stations is 
 even less complicated than that required at the dis- 
 patcher's station. The apparatus for receiving the sig- 
 nals from the dispatcher's office consisting of the selector, 
 relays, bell, retardation coils, condenser and dry battery, 
 
600 TELEPHONES IN RAILROAD WORK 
 
 are mounted in a substantial box. (See Figs. 16 and 17.) 
 This box is so arranged as to be locked to prevent anyone 
 from tampering with the signalling equipment. It may- 
 be installed under the desk or any out of the way place. 
 
 The sub-station selector is contained in a small wooden 
 box with screw terminals on the outside for connecting 
 with the rest of the apparatus. 
 
 Four dry cells are used to operate the bell, bell relay 
 and selector starting magnet. 
 
 The telephone equipment consists of an oak desk set 
 box, containing the hand generator, induction coil and 
 condenser (Fig. 22), and the "Flexiphone," consisting of 
 a transmitter, head receiver, hookswitch and an adjusta- 
 ble arm. (See Fig. 23.) The desk set box should be 
 mounted in a convenient place on the end of the desk or 
 a nearby wall so that the station agent can readily reach 
 the generator crank for signalling the dispatcher if occa- 
 sion requires. 
 
 The Flexiphone can be mounted on the end or the top 
 of desk or on the wall, as is most convenient. The arm 
 permits its being put in any desired position, either hori- 
 zontal or vertical, and it remains in the position last 
 placed without being held. With the use of the head re- 
 ceiver this type of telephone permits of the free use of 
 both bands, which is of advantage in taking train orders 
 or doing other work while carrying on a conversation. 
 If the standard type of desk telephone is desired the same 
 will be furnished. 
 
 For the use of the trainmen there is a telephone which 
 can be installed in a waiting room. This set is placed 
 in a strong L'jx locked to prevent any but authorized 
 persons from using the same. When a trainman desires 
 to get train orders he opens the box which automatically 
 
STATION WORK AND TELEGRAPHY 
 
 601 
 
 connects the 'phone to the line and then speaks to the 
 dispatcher. This telephone is of especial advantage at 
 stations which are closed for a portion of each day, as it 
 enables the dispatcher to make meeting points for trains. 
 
 Fig. 23. 
 
 The foregoing is a description in general terms, of trn 
 system of telephonic train dispatching as installed upon 
 
602 
 
 TELEPHONES IN RAILROAD WORK 
 
 the Burlington. The following comparative detailed de- 
 scription of the operation of two styles of selective 
 alarms, one on the Burlington, as already described, the 
 other on the New York Central, as well as details of the 
 various uses a railway may make of the telephone for 
 expediting its business, will doubtless prove instructive. 
 
 In describing the tests on the New York Central, the 
 writer* states that after several months' use on a busy 
 main line division, it was never necessary to have re- 
 course to the telegraph, not even when there was trouble 
 on the telephone, circuit. He further says : 
 
 'The line used is a metallic circuit of 210-lb. copper 
 wire and connection is established with sixteen stations 
 along the section. Special signalling devices are used on 
 this circuit, which enable the dispatcher, located at Al- 
 bany, to call any one station without calling the others, 
 or while talking to one station he may call another with- 
 out interfering with the conversation. These selectors 
 are operated by a relay of low impedance connected in 
 series with the line, and are arranged to close a local 
 bell circuit when operated by a combination of electrical 
 impulses sent out over the circuit by the dispatcher. The 
 dispatcher is furnished with a set of automatic calling 
 keys, one for each station on the line, so arranged that 
 the proper combination of impulses will be sent out over 
 the line to operate the various selectors. 
 
 "The selecting current, supplied by a grounded battery 
 located at the dispatcher's office, is applied to the neutral 
 point of a bridged impedance coil, and the current is 
 completed to ground at the distance end of the line 
 through another impedance coil similarly connected. In 
 
 Extracts from a copyrighted paper by W. E. Harkness. ^ead 
 before the New York Telephone Society 
 
STATION WORK AND TELEGRAPHY 603 
 
 this way stations can be called' while a conversation is be- 
 ing held on the line without interference from the signal- 
 ing current impulses. 
 
 "Further, as has been demonstrated in practice, the 
 stations on one side of the circuit may be signaled in case 
 one side of the line should open, and conversation can 
 even be carried on with the stations with the line in this 
 condition. 
 
 "This illustrates one of the great advantages of the tele- 
 phone over the telegraph — namely, that even though the 
 line may be in trouble, conversation can be carried on 
 over a line which, if used for telegraph, would be entirely 
 out of service. 
 
 "The selection of any station is done in about eight 
 seconds, and the local bell circuit closed by the selector re- 
 mains closed until the operator answers the call by clos- 
 ing a key. The arrangements are such that the dispatcher 
 receives an automatic answer-back signal from the sta- 
 tion called. This signal is given by the bell at the station, 
 so that if the answer back is received by the dispatcher 
 there can be no question as to the ringing of the bell 
 at the station. 
 
 "The dispatcher is equipped with a chest transmitter 
 and a head telephone. * The transmitter circuit is nor- 
 mally open, and his receiver is bridged across the line 
 at all times. In this way he can be reached simultane- 
 ously by any operator coming in on the line. A key for 
 closing the transmitter circuit is provided and also one 
 to connect a howler signaling circuit to the line, this lat- 
 ter being used when stations fails to disconnect their sets 
 from the line after finishing their conversation. 
 
 "The stations are equipped with special telephone sets, 
 consisting of a special desk arm, to which is secured a 
 
604 
 
 TELEPHONES IN RAILROAD WORK 
 
 _ « 
 
 a 
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 p. 
 
 o3 
 
 bn 
 
 3 
 
 fa lU fa 
 
 
 3 a 
 
 & Hi 
 
 o 
 
 CQ 
 P £ 
 
 
 ?8 
 
 ft 
 S-i 
 
 O 
 
 o 
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STATION WORK AND TELEGRAPHY 605 
 
 special hand set, somewhat similar to the one used by 
 telephone linemen, together with the usual induction coil 
 and batteries. A key for closing the transmitter circuit 
 is also provided. The special equipment was necessary, 
 owing to the fact that the operators in the stations were 
 obliged to attend to the switches and signals^ and, to 
 do this properly, should not be obliged to have to bother 
 with a head telephone; further, by having the relative 
 positions of the transmitter and receiver fixed, it was 
 believed that better transmission would be obtained, as 
 the operator is obliged to hold his ear to the receiver to 
 receive his orders, and when in this position be has the 
 transmitter directly in front of him. In issuing orders 
 over this circuit the general rules governing the move- 
 ment of trains previously given are followed. 
 
 Automatic Answer-Back for Telegraph Station. 
 
 Fig. 24. 
 
 "The dispatcher calls the various stations desired by 
 operating the automatic keys, and as each man answers 
 his call he is told to prepare to take an order. The order 
 is then given by the dispatcher, word by word, and writ- 
 ten out by the operators. The dispatcher writes the 
 order, word for word, as he issues it to the operators, 
 and in this way prevents too rapid dictation and ensures 
 
606 
 
 TELEPHONES IN RAILROAD WORK 
 
 CSX* 
 
 TT 
 
 ttlLUUKNVUl 
 
 
 a 
 o 
 
 A 
 
 .a 
 S 
 a 
 
STATION WORK AND TELEGRAPHY 607 
 
 the accuracy of his own record. It is then repeated back 
 by each operator, and as each word is repeated back the 
 dispatcher underscores it in his book. The underscoring 
 is done each time the order is repeated by the different 
 operators, so that if the order is issued to three operators 
 and properly repeated by them each word in the dispatch- 
 er's book will be underscored three times. 
 
 "It may be well at this point to state that the check 
 on telegraphic train orders is usually done by an operator 
 other than the dispatcher, who copies all the orders as 
 given by the dispatcher and repeated by each operator. 
 
 "The New York Central equipment has been subject 
 to careful observation by the operating officials of the 
 road, and it has been found that the trains on the division 
 operated by telephone have been handled with safety, 
 and, in addition, with greater speed than when operated 
 by telegraph. In fact, it has been found that the dis- 
 patcher operating this circuit is busy about 55 per cent, 
 of his time, while the other dispatchers handling the 
 same trains on the remaining sections of the same divi- 
 sion are kept busy all of the time. This, however, is not 
 the greatest advantage of the system. It has been found 
 that the dispatchers and operators are in closer touch 
 witli each other on the telephone circuit and assume 
 more personal relations, and, due to this, more detailed 
 information regarding the movement of trains is trans- 
 mitted when conversing by telephone than was possible 
 by telegraph. The number of small matters which are 
 called to the attention of the dispatcher affecting the 
 movement of trains can be taken care of instantaneously 
 and instructions issued as quickly as the information is 
 received. If necessary, the conductor of the train or the 
 engineman can be called to the telephone and the details 
 
608 TELEPHONES IN RAILROAD WORK 
 
 of existing conditions received at first 'hand rather than 
 through an operator. It further permits the superinten- 
 dent of the division, or higher officials, to talk with the 
 man on the ground in case of accident or unusual delay, 
 and issue instructions, if necessary. The telephone cir- 
 cuit has been found to operate under all conditions of 
 weather which ordinarily would interfere with the opera- 
 tion of a telegraph circuit. 
 
 "The amount of money which it is possible to save in 
 this way cannot be estimated, but it is greatly in excess of 
 the cost of the telephone line and equipment necessary to 
 accomplish these results. 
 
 "The Chicago, Burlington & Quincy Railway installed 
 the telephone for despatching service on its main line 
 between Aurora and Mendota, a distance of 37 miles, 
 and between Aurora and Savannah, a distance of 108 
 miles — in all about 191 miles. 
 
 "The method of wording and issuing the orders on 
 these circuits is practically the same as that used on the 
 New York Central, but the method of selective signaling 
 and the apparatus used are quite different. 
 
 "Each station is equipped with a special transmitter 
 arm and head telephone with the necessary induction coil 
 and batteries. A high resistance and high impedance re- 
 lay is bridged across the line at each station. A selective 
 device, consisting of a clockwork on which is mounted a 
 commutator having two narrow segments, diametrically 
 opposite each other, is also located at the station. 
 
 "These segments are connected together and form part 
 of the circuit of a locking relay, controlling the signal 
 bell. The circuit of this locking relay is completed 
 through a brush resting on the surface of the commuta- 
 tor, which momentarily makes contact with one of the 
 
STATION WORK AND TELEGRAPHY 609 
 
 segments during each half revolution of the commutator, 
 and also the contacts of the bridged line relay. The 
 clockwork is prevented from running continuously by 
 a stop, which is electrically controlled. The stop, or start- 
 ing relay as it may be called, is controlled by the relay 
 bridged across the telephone circuit, and is operated when 
 an impulse of current is sent out over the line by the 
 dispatcher. 
 
 'The mechanical arrangements are such that after the 
 clockwork has been released and starts to run, the com- 
 mutator is permitted to make a half revolution, the con- 
 tinued operation being prevented by a mechanical stop, 
 and the mechanism is again ready for the next call. By 
 this arrangement the direction of rotation of the com- 
 mutator is always the same, no reversal being necessary 
 to restore it to normal. The half revolution of the com- 
 mutator is completed in 30 seconds, and, by locating the 
 segments on the commutators at the various stations at 
 different points on the circumference, it is possible to 
 have the local circuit of the various stations closed in 
 successive order, or according to any pre-arranged plan. 
 
 "At the dispatcher's office is installed a master clock, 
 which differs from those at the stations, in that its com- 
 mutator contains 30 segments on each half, or a total of 
 60, the ones diametrically opposite being connected in 
 multiple. This commutator is stationary, and contact is 
 established with the segments by means of a revolving 
 brush. The motion of this brush is controlled in the 
 same manner as the commutators at the stations and dur- 
 ing a half revolution it makes contact consecutively with 
 each of the 30 segments on the commutator, and then 
 comes to rest and is ready for the next call. 
 
 "Each of the thirty segments on the commutator of the 
 
610 TELEPHONES IN RAILROAD WORK 
 
 master clock is connected to one contact of an individual 
 key, the other contact of the key being connected to the 
 winding of a local relay, its circuit being completed 
 through the brush of the master clock. When operated, 
 this relay sends an electrical impulse out over the tele- 
 phone line. 
 
 "From this it will be seen that thirty individual keys 
 are provided, one for each station. These keys, when 
 depressed, are mechanically locked, and are arranged so 
 that when the master clock comes to rest after making 
 a call, all of the keys which have been locked are released 
 and restored to normal. 
 
 Train Despatched Automatic Sending Device— Capacity 32 Stations- 
 Equipped for 25, 7 blanks. 
 
 Fig. 25. 
 
 "The dispatcher is also furnished with a starting key, 
 which, when depressed, sends an impulse of current out 
 over the telephone line, and starts the master clock and 
 all of the station clocks, which continue to run for 30 
 second's, being then stopped mechanically, as previously 
 mentioned. 
 
 "To signal or select a station, the dispatcher depresses 
 the individual key associated with the particular station 
 
STATION WORK AND TELEGRAPHY 611 
 
 desired, and then starts the clocks by pressing the start- 
 ing key. As the brush on the master clock passes over 
 the segments on the commutator, and when in contact 
 with the one connected to the station key which has been 
 depressed, it completes the circuit of the local relay, send- 
 ing a second impulse of current out over the line. At 
 the instant this second impulse of current is applied to 
 the line, the brush and segment of the particular sta- 
 tion desired are in contact, and the locking relay con- 
 trolling the signal bell being operated by the bridged-line 
 relay causes the bell to ring, which continues until the 
 relay is released by the station operator pressing a key. 
 
 "No 'answer-back' signal is given to the dispatcher, 
 so that he is unable to tell whether or not the signal has 
 been received until the operator answers. 
 
 "This arrangement permits of more than one station 
 being called at the same time ; in fact it is possible to 
 call all of the stations, if so desired, in the 30 seconds. 
 The average time for an equipment of thirty stations 
 would be 15 seconds, which is greater than that of the 
 system used by the New York Central; and, further, 
 while some stations can be called in 3 or 4 seconds, it 
 will require 26 or 28 seconds to call others. 
 
 "The great advantage which is claimed for the sys- 
 tem used by the Burlington, is the calling arrangement, 
 which permits one or all of the stations being called in 
 one operation by the dispatcher. It is believed, however, 
 that this is not as important as one would imagine, as 
 it is seldom necessary to call all of the stations, three 
 or four being the usual number, and as it takes from 
 1 to 5 minutes to raise a single station by telegraph, and 
 since, with a selective device, it is possible to call, say, 
 three stations in 24 seconds, it is so great an improve- 
 
612 
 
 TELEPHONES IN RAILROAD WORK 
 
 ment over the old method that a further gain of 4 or 
 more seconds is not of any great importance. 
 
 "The multiple calling has a further disadvantage in 
 that two or more operators are liable to come in on the 
 circuit at the same time, and break in on the conversa- 
 tion and cause confusion similar to that produced by 
 telephone operators breaking in on a call circuit; in 
 straightening out a situation of this kind, more time is 
 lost than is gained by calling several stations at the 
 same time. 
 
 lector Box with Answer-Back for Telephone Station. 
 
 Fig. 26. 
 
 'The New York Central system, taking 8 seconds for 
 calling each station, permits the dispatcher , to call one 
 station, and while instructing the operator at the first 
 station to prepare to take an order, calls the second 
 station, and while instructing the second operator, call 
 the third, the whole transaction taking about 24 seconds 
 without confusion. 
 
 "So far, all of the telephone apparatus furnished for 
 
STATION WORK AND TELEGRAPHY 813 
 
 dispatching purposes has been special, and the indica- 
 tions are that this will continue for some time to come, 
 as each railway official has ideas of his own which he 
 naturally thinks are the best, and which he will insist on 
 trying. 
 
 "In addition to the roads mentioned above as actu- 
 ally despatching by telephone, the many other large roads 
 are installing telephone despatching systems, and expect 
 eventually to operate by this system exclusively. 
 
 BLOCK-SIGNAL TELEPHONES. 
 
 "A further use of the telephone in connection with the 
 movement of trains is with the operation of block signals. 
 The usual method of communication between block-sig- 
 nal towers is by means of telegraph or bell signals. Some 
 roads are using the telephone for this purpose, and have 
 found it superior to either the telegraph or bell signals, 
 as it enables more detailed information to be passed 
 between the adjacent towers and movements of trains 
 effected, which was not possible under the old systems. 
 In this way the handling of traffic is facilitated and the 
 operating expense caused by delayed trains reduced. 
 
 "Of the various railroads, approximately ioo are using 
 block signals, and of these JJ are using the telegraph, 16 
 the telephone and 10 bell signals. About 8 per cent, of 
 the trackage operated is handled by telephones, 2 per 
 cent, by bell signals, and the remaining 90 per cent, by 
 telegraph. The largest user of the telephone for this 
 purpose is the Atchison, Topeka & Santa Fe, which 
 operates its 1,800 miles of track by telephone exclusively. 
 The Burlington is operating some 1,100 miles, and the 
 Illinois Central about 800 miles of track in the same 
 way." 
 
614 TELEPHONES IN RAILROAD WORK 
 
 SIDING TELEPHONES. 
 
 . 
 
 M On many of the Western roads there are sidings lo- 
 cated at some distance from the regular stations, and in 
 some cases between stations, where trains must await 
 the passing of other trains. Telephones are located at 
 these sidings in booths or boxes on the poles, and the 
 train crews report their arrival and the passing of other 
 trains to the nearest station and receive instructions 
 governing their movements. This arrangement does 
 away with the opening of many telegraph offices which 
 would otherwise be necessary. Some railroads equip 
 their trains with portable telephone sets, which may be 
 used for this purpose or in cases of accident. In this 
 case connection is established with one of the telephone 
 or composited telegraph lines and the nearest station 
 called." 
 
 TELEPHONES FOR CALLING TRAIN CREWS. 
 
 "At large terminals or division headquarters where 
 freight trains are made up, it is necessary to notify the 
 train crews when to report for duty. The usual method 
 of doing this is to send a boy to the residence of each 
 member of the train crew as soon as the leaving time of 
 the train is determined, so as to have them ready to 
 take out the train. The delays to trains occasioned by 
 failure to get this information to the crews promptly oc- 
 casion a large loss to the railroads, as it frequently hap- 
 pens that some of the members of the crew are found 
 to be sick or cannot be located, and other men must be 
 sent for. To overcome this difficulty, some of the roads 
 are installing telephones in the residences of their crews, 
 
STATION WORK AND TELEGRAPHY 615 
 
 and are calling them by telephone instead of by mes- 
 senger, in this way getting prompt replies as to whether 
 they can report, and, if not, another man can be quickly 
 called to take the place of the first and thus get the 
 train out on time. A further saving in the labor ex- 
 pense is thus made, as these crews are usually paid by 
 the hour when delays occur." 
 
 "At Altoona, Pa. — one of the largest division points 
 of the Pennsylvania Railroad — 525 telephones have been 
 installed by the railroad company in the residences of 
 their employees for this purpose. These sets are con- 
 nected four on a line, and are handled by one operator 
 at the private branch exchange where the lines termi- 
 nate. This installation does the work of fifteen call boys, 
 and has been found more satisfactory in every way, in- 
 cluding greater economy." 
 
 TELEPHONE SERVICE FOR ROUNDHOUSES. 
 
 "In making up trains it is necessary to provide for 
 notice being given to the motive power department to 
 prepare the necessary locomotives, and when the trains 
 are made up, to send them from the roundhouse to the 
 freight yard or passenger station. This, in many cases, 
 is being done by telephone in place of by telegraph." 
 
 WRECKING-TRAIN SERVICE. 
 
 "In case of a wreck occurring on a railroad, it is nec- 
 essary to send out the wrecking train at the earliest 
 possible moment, and to do this the special crew for this 
 train must be assembled quickly. Some roads have con- 
 
616 
 
 TELEPHONES IN RAILROAD WORK 
 
 strutted special lines to the residences of these crews for 
 this purpose exclusively, and in this way are able to as- 
 semble a crew and start a train very quickly. 
 
 "Portable telephone sets are furnished the wrecking 
 trains, so that connection may be established with tele- 
 phone circuits along the line, or, if these are not availa- 
 ble, with composited telegraph lines, and in this way 
 keep the officials informed as to conditions and receive 
 instructions." 
 
 Magneto Portable Car Telephone. 
 
 Magneto Iron Clad Telephone. 
 
 Fig. 27. 
 
 TELEPHONE SERVICE IN FREIGHT YARDS. 
 
 "In large freight yards clerks are employed to report 
 the names and numbers of all cars entering or leaving the 
 yards, and a record of the movement of every car is 
 made in the car accountant's office. 
 
 "These yard reports are usually sent to the car ac- 
 countant in writing, which, of course, requires labor and 
 time, and delays the entries on the records. In some 
 
STATION WORK AND TELEGRAPHY 617 
 
 yards these reports are made by telephone, the yard clerk 
 reading from his memorandum record to the clerk in the 
 car accountant's office, thus permitting records to be 
 made promptly. 
 
 "Where perishable freight is being handled, a delay 
 due to cars being held in the yards by mistake, or for 
 repairs, often causes a considerable loss to the railroad. 
 The use of the telephone by the yard clerk or the train 
 master often enables these cars to be moved or repaired 
 promptly, thus preventing the loss and rendering bet- 
 ter service to the shipper/' 
 
 • COMPOSITE SERVICE. 
 
 "One of the objections raised by the railroads, where 
 an attempt is made to introduce the telephone on their 
 lines, is the expense of the necessary wire plant to meet 
 their requirements. To meet this objection, special tele- 
 phone sets have been designed, which may be connected 
 to existing telegraph circuits without interfering with 
 the operation of the telegraph, and without the latter 
 interfering to any great extent with the telephone service. 
 
 "In this way a fair grade of telephone service can be 
 rendered at a small expense for equipment, and experi- 
 ence has shown that this leads to a demand for better 
 service and equipment. 
 
 "The telephone sets and other apparatus used for this 
 railway composite service differ from that used in either 
 magneto or central-battery exchange service. The sig- 
 naling is done by means of an alternating current of 
 high frequency, generated by a vibrator and induction 
 coil in the set. This induction coil is also used for 
 transmission purposes. The signal-receiving device, or 
 
618 
 
 TELEPHONES IN RAILROAD WORK 
 
 
 
 1 
 
 S 
 
 a 
 
 o 
 
 - .- . y-s * 
 
 oo 
 
 o 
 
 a 
 
 
 a 
 bo 
 
 c3 
 
 howler, as it is called, consists of a special high-resistance 
 telephone receiver, equipped with a resonating horn, to 
 amplify the sound caused by the vibration of the dia- 
 phragm responding to the high-frequency signaling cur- 
 rent coming over the line from the calling station. 
 
STATION WORK AND TELEGRAPHY 619 
 
 "The intermediate telegraph stations on composited 
 lines are equipped with a special I M.F. condenser and 
 a i,ooo-ohm non-conductive resistance, the condenser 
 being bridged around the relay and key, so that tele- 
 phonic transmission will not be interrupted when the 
 telegraph key is operated. It also offers a path of low 
 impedance for the high-frequency signaling current, and 
 prevents the operation of the telegraph relay being af- 
 fected by this current. The non-inductive resistance is 
 bridged across tfre terminals of the telegraph relay to 
 prevent the discharge of the condenser or the high-fre- 
 quency signaling current affecting the operation of the 
 telegraph relay. Ah impedance coil and condenser are 
 necessary at the terminal telephone stations to reduce 
 the interference from the telegraph impulses. 
 
 'The telephone service rendered by these sets, while 
 not equal to that obtained on a straight telephone line, is, 
 in many cases, good enough for the service required and, 
 as stated before, has created a demand for better service* 
 and has led to the construction of metallic telephone 
 circuits. 
 
 'There are now several thousand of these sets in use 
 throughout the country, principally in the Middle and 
 Extreme West, where stations are far apart and the cosi 
 of constructing telephone lines correspondingly high. 
 
 "Two types of sets for this purpose are furnished — a 
 wall set, in general appearance similar to the standard 
 central battery-wall set with writing shelf, and a portable 
 set. This latter is for use on trains, so that communica- 
 tion may be established with the nearest station at an) 
 point along the line, the connection with the telegrapl 
 line being made by means of a jointed pole, which i< 
 tarried in the car." 
 
620 TELEPHONES IN RAILROAD WORK 
 
 "These portable sets are used extensively by some of 
 the large Western roads, who carry one on every train. 
 
 "The length of line over which satisfactory service 
 can be rendered by these sets varies with the kind, size 
 and age of the line wire and the number ot intermediate 
 telegraph stations on the circuit. In general, ioo miles 
 of No. 8 iron and 200 miles of No. 12 copper may be 
 taken as the limit of this service. 
 
 LONG-DISTANCE SERVICE. 
 
 "The use of the railway composite sets has shown the 
 railroad officials the advantage of telephone service be- 
 tween distant points, such as division headquarters and 
 general offices, and in many cases this system is used 
 between such offices. Where distances or the condition 
 of the lines were such as to prevent satisfactory service, 
 regular copper metallic-circuit telephone lines have been 
 constructed. The distances covered in this manner vary 
 from 100 to over 900 miles. For example, the New 
 York Central and the Lake Shore Railways have a 
 through metallic-circuit line from New York to Chicago. 
 This line is used in sections between main points, as, for 
 instance, New York and Albany, Albany and Buffalo, 
 Buffalo and Cleveland, etc., for service between division 
 offices, and is connected straight through when a New 
 York^Chicago connection is desired. 
 
 "The Illinois Central has a similar line from Chicago 
 to New Orleans, used in the same general way. 
 
 "The Pennsylvania lines also have their own long- 
 distance telephone lines between important points. 
 
 'The development of this particular service has been 
 confined principally to the larger systems, as the neces- 
 
STATION WORK AND TELEGRAPHY 621 
 
 sity for such service on the smaller systems does not 
 exist, and, further, the expense of constructing and 
 maintaining such lines is considerable, causing an annual 
 charge which would be greatly in excess of obtaining 
 the required service over the lines of the American Tele- 
 phone & Telegraph Company. 
 
 "As a temporary means of securing this long-distance 
 service, many of the roads are compositing their copper 
 duplex or quadruplex wires, and in this way obtaining 
 first-class telephone service at a small expense. The Un- 
 ion Pacific has recently composited two duplex wires for 
 this purpose between Omaha, Neb., and Cheyenne, Wyo., 
 a distance of 500 miles, and is obtaining excellent service. 
 In addition to using this telephone circuit for conversa- 
 tion between officials, messages are being sent over the 
 circuit which were formerly sent by telegraph, operators 
 being located at each end to send and receive messages 
 by telephone. Those messages are written out in the 
 same way as telegrams, and are handled exactly the same 
 way, except as to the method of transmission." 
 
 "The Canadian Pacific has composited a circuit from 
 Montreal to Winnipeg, a distance of 1,430 miles, with 
 intermediate telephone stations at Fort William and 
 North Bay. The Pennsylvania lines are also compositing 
 their duplex and quadruplex circuits to obtain additional 
 telephone facilities. The indications are that this particu- 
 lar branch of railway telephone service will show a 
 marked development during the next few years, and 
 will do much toward the further introduction of the 
 telephone for railway purposes. 
 
622 TELEPHONES IN RAILROAD WORK 
 
 SERVICE WITH OTHER ROADS. 
 
 "The interchange of business between different roads 
 entering large centers presents a further use of telephone 
 service which has been found of great value. 
 
 "In many cases the private branch exchanges of con- 
 necting roads are connected with direct trunk lines, which 
 permit of connections being established between the vari- 
 ous telephone lines centering at these switchboards. This 
 enables the transfer of cars to be facilitated and irregu- 
 larities in these transactions to be cleared up in a few 
 minutes which by usual methods would take days and 
 frequently cause delays to shipments and in the case of 
 perishable freight the loss of the shipment. 
 
 "The passenger departments also find this service of 
 value, as it enables them to arrange for transportation 
 and berths for their patrons who continue their journey 
 on other lines and to clear up any misunderstandings 
 which may occur, with greater speed than if they were 
 obliged to connect through several exchanges. 
 
 OWNERSHIP OF EQUIPMENT. 
 
 "One of the problems in connection with railway 
 telephone service which is now receiving the attention of 
 railway officials responsible for this branch of the work, 
 is that of the relative merits of leasing or owning their 
 own telephone equipment. 
 
 There are advantages and disadvantages to both 
 schemes, both from the standpoint of the railroad and 
 of the operating telephone company, and no general deci- 
 sion seems possible, as the conditions in each case differ 
 and the effect which the purchase of equipment would 
 
STATION WORK AND TELEGRAPHY 623 
 
 have on the business in general is such as demand a 
 careful consideration of the matter. 
 
 "The objections which immediately suggest themselves 
 are, the maintaining of a satisfactory grade of service, 
 and also the use and maintenance of the proper equip- 
 ment, together with the loss in rentals of the operating 
 company. 
 
 ''Under present conditions the railroads can obtain at 
 reasonable cost, apparatus of the same kind and quality 
 as that now being leased. 
 
 "The larger roads are supervising their service with 
 great care and are, in many cases, maintaining their 
 equipment, in fact there are over ioo private exchange 
 switchboards and nearly 5,300 leased telephone stations 
 which are now being maintained by railroad companies 
 throughout the country and apparently rendering service 
 satisfactory to the telephone companies. 
 
 "All of the larger railroads have in their employ capa- 
 ble telephone men, who look after their service and main- 
 tain their plant, and those who are planning to extend 
 their telephone systems are inquiring for men with 
 telephone experience. 
 
 "Owing to the fact that the requirements of the rail- 
 road demand special apparatus, the investment is com- 
 paratively high. The maintenance of the apparatus is 
 also higher than that experienced in the average plant, 
 owing to inaccessibility of many of the stations, and the 
 exposure of the apparatus to frequent use and also abuse. 
 
 "It is believed that the various new conditions which 
 will arise in connection with the future development of 
 railway telephone service will be met by the operating 
 companies in such a manner as to retain this class of 
 service, and that the next few years will see a develop- 
 ment which will greatly exceed that of the oast." 
 
624 TELEPHONES IN RAILROAD WORK 
 
 POINTS IN FAVOR OF TELEPHONY. 
 
 Some of the advantages of train dispatching by tele- 
 phone are : 
 
 The ease and rapidity of handling trains. 
 
 Selective signaling of any or all stations. 
 
 More detailed information of train movement possi- 
 ble: 
 
 Short interval of time to signal stations. 
 
 Eliminating of noisy telegraph systems. 
 
 Direct connection with trainmen when necessary. 
 
 In case of accident to operator, anyone can answer a 
 telephone. 
 
 Train dispatcher can issue general orders to all sta- 
 tions at the same time when necessary. 
 
 Increase in the safety of train operation. 
 
 It is possible to arrange apparatus in superintendent's 
 office so that he can listen to actual work of the dispatch- 
 ers and operators, and check up any tendency of slack- 
 ness. 
 
PART III. 
 
 TELEGRAPHY 
 
s*^^^</^7. 2n^M^j?s 
 
INSTRUCTIONS FOR BEGINNERS. 
 
 No duties devolve upon the operator which persons 
 with ordinary ability cannot perform, if they give care- 
 ful thought and study to the work, which is no more than 
 is expected of anyone who wishes to succeed in any pro- 
 fession of life. 
 
 No business or profession can be learned in a day; and 
 telegraphy requires much careful thought and practice, 
 together with untiring application. Do not expect to 
 absorb telegraphy. Great results cannot be expected 
 from little labor. If telegraphy is worth learning at all 
 it is worth learning well. Do not aim to be as good an 
 operator as some person you happen to know, but strive 
 to be a little better ; then you will never be looking for a 
 job, as the profession of telegraphy recognizes only 
 ability. Much depends upon getting started well and lay- 
 ing the proper foundation, Never leave a point or lesson 
 until you have completely mastered it and have it thor- 
 oughly fixed in your mind ; some elementary principles 
 hurried over or neglected will debar one from making the 
 progress anticipated. 
 
 There always has been and always will be a great de- 
 mand for competent operators. Success in life depends 
 upon being ready when the opportunity comes. 
 
 LEARNERS' INSTRUMENTS AND HOW TO CONNECT FOR 
 PRACTICE. 
 
 The only instruments required for a person to begin 
 the study, are the ordinary Morse Key and Sounder on 
 
 3 
 
4 TELEGRAPHY 
 
 the same base or separate, and the battery for generating 
 the electricity. The dry battery will be found very satis- 
 factory for working one instrument for practice. When 
 the instrument is not in use the circuit should be left open 
 as a dry battery soon loses its strength when left on a 
 closed circuit. The circuit closer is often removed from 
 the key when a dry battery is used, as this will avoid any 
 chance of the circuit being left closed when the instru- 
 ment is not in use. For line work the gravity battery 
 will be found to give better satisfaction because the cir- 
 cuit must be kept closed. The instrument arranged on 
 the same base will be found to have two binding posts 
 to receive the ends of the wires. To connect an instru- 
 ment of this kind for practice, it should be securely 
 fastened to the table at a position where it can be reached 
 leaving room for the arm to rest upon the table while 
 sending; small holes should be bored opposite the two 
 binding posts for the wires ; connect a wire to one of 
 the binding posts of the instrument and the other end to 
 one pole of the battery, from the other pole of the bat- 
 tery connect a wire to the other binding post of the in- 
 strument. 
 
 If two instruments of this kind are to be connected 
 for line practice, connect a wire to the zinc pole of the 
 first battery thence to one binding post of the first in- 
 strument, from the other binding post of the first instru- 
 ment to one binding post of the second instrument, from 
 the other binding post of the second instrument to the 
 copper pole of the first battery ; if more than two batteries 
 are to be used the batteries should be connected running 
 from copper to zinc and zinc to copper, zinc should never 
 be connected to zinc or copper to copper as they will 
 neutralize each other and no circuit be produced. 
 
TELEGRAPHY 5 
 
 If the key be separate from the base of the sounder it 
 is better to arrange the key a little to the right-hand side, 
 in such a position that it can be reached while the arm 
 rests on the table in sending; place the sounder at the 
 left-hand side ; to receive the wires small holes should be 
 bored opposite the two binding posts of the sounder and 
 for the legs of the key. Connect a wire to one binding 
 post of the sounder, the other end to one pole of the bat- 
 tery, from the other pole of the battery connect a wire 
 
 ! with one leg of the key on the under side of the table 
 I between the two washers in order that good connections 
 J may be had ; from the other leg of the key connect a wire 
 ; to the other binding post of the sounder. 
 
 To connect two separate keys and sounders together 
 for line practice begin by running a wire from one bind- 
 ing post of the first sounder to the copper pole of the first 
 battery, from the zinc pole of the first battery to one leg 
 of the first key, from the other leg of the first key to one 
 binding post of the second sounder, from the other bind- 
 
6 TELEGRAPHY 
 
 ing post of the second sounder to the copper pole of the 
 second battery, from the zinc pole of the second battery 
 to one leg of the second key, from the other leg of the 
 second key return the wire to the remaining binding post 
 of the first sounder, this last wire is known as the re- 
 turn wire and will work much better on a short circuit 
 than the ground wire. 
 
 Ground wire may be used by connecting the last leg of 
 the second key with the earth, also the remaining bind- 
 ing post of the first sounder with the earth. Explana- 
 tion of how to fix a ground wire will be found under the 
 heading of "Ground Wire." 
 
 THE MORSE ALPHABET. 
 
 Morse in the arrangement of his telegraphic alphabet 
 took as a unit of space or length the shortest possible 
 length of time, technically termed a dot. He then made 
 his alphabet, formed from three elements: the dot, the 
 space, and the dash arranged in various combinations 
 representing the following relative values : 
 
 The dot One unit 
 
 The break between the elements of a letter. . . .One unit 
 The space, employed in the "spaced' letters'' . .Two units 
 The space, separating the letters of a word. .Three units 
 
 The space separating words Six units 
 
 The short dash Three units 
 
 The long dash Six units 
 
 The student should commit the alphabet to memory 
 without reference to position of other characters, so each 
 can be called to mind at will without hesitation before 
 commencing to practice them ; when once the letters are 
 
TELEGRAPHY 7 
 
 thoroughly memorized so that the mind has nothing to 
 do but attend to the mechanical movement, learning at 
 the instrument will be found much easier and more rapid. 
 
 LETTERS. 
 
 a b c d e 
 
 s 
 
 m n p q 
 
 s t u 
 
 w x y z & 
 
 NUMERALS. 
 
 4 
 
 8 9 
 
8 TELEGRAPHY 
 
 PUNCTUATION. ETC. 
 
 period [.] comma [,] interrogation [?] 
 
 exclamation [!] paragraph [drop a line] 
 
 colon [:] colon dash [: — ] 
 
 colon quotation [: "] semi-colon [;] 
 
 hyphen [-] dash [ — ] 
 
 beginning quotation ["] ending quotation ["] 
 
 Uie " • 
 
 apostrophe ['] or quotation within a quotation [" 
 beginning parenthesis [(] ending parenthesis [)] 
 
 brackets ( [] ) capitalized letters 
 
 •• • •— •■ 
 
 italics or underline ..-.-.. 
 
 dollars [$] cents [c] 
 
 decimal point [ . ] pound sterling [£] 
 
 shilling mark [/] pence [d] 
 
TELEGRAPHY 
 
 TRANSMISSION. 
 
 Transmitting or "sending'' is the first requirement 
 necessary for the beginner, and is the art of forming 
 telegraphic signals upon an instrument called a key 
 which being connected with Relay, Sounder and Battery 
 produces sound signals which are arranged in the form 
 of an alphabet enabling us to send communications, one 
 to another, at various distances. 
 
 The student should bear in mind that in order to be ac- 
 curate with his sending is of greater importance than his 
 speed. Take great care that you send slowly at first, 
 striving for a firm, even, smooth style of sending. Speed 
 will come by practice ; never to send more than one third 
 faster than you receive is a splendid rule for any begin- 
 ner, and if strictly adhered to will in time make you a 
 more correct sender than any rule that can be laid down. 
 The customary idea that sending is more easily and 
 more readily learned than receiving is entirely wrong, 
 because a person unless he or she be able to read ordi- 
 narily rapid work is unable to be a good judge of sending 
 therefore will not be able to correct their own sending 
 as it should be until after receiving be learned. 
 
 The custom of timing for the purpose of finding the 
 rate of speed attained should be seldom indulged in ex- 
 cept under the careful direction of his or her instructor, 
 as it is apt to cause the student to become careless in the 
 formation of characters. 
 
 position. 
 
 Place the two first fingers on the farthest side of the 
 key-button with the thumb under the edge; curve the 
 first and second fingers so as to form a quarter section of 
 
io TELEGRAPHY 
 
 . 
 
 a circle; partially close the third and fourth but n 
 enough to cramp them; never allow them to touch the 
 table. Rest the arm on the table at the elbow; let the 
 grasp upon the key-button be firm but not rigid; while 
 sending never allow the fingers or thumb to leave the 
 key or the elbow to leave the table. Learn to handle the 
 key as easily as you would a pen. 
 
 POSITION OF HAND AND MOVEMENT. 
 
 Fig i 
 
 MOVEMENT. 
 
 The motion should be directly up and down ; avoiding 
 all side pressure; it should be made principally at the 
 wrist although the fingers and hand should be perfectly 
 limber; the fingers, hand and arm should move uniformly 
 in the same direction. 
 
 Tapping upon the key should be carefully avoided and 
 never try to write with the finger movement alone; the 
 fingers are used merely as a leverage and to hold the key- 
 button. 
 
 The downward movement produces the dots and 
 dashes while the upward movement the breaks and 
 spaces. A dot ( . ) is made by a single instantaneous 
 
TELEGRAPHY n 
 
 downward stroke of the key, w r hile a dash ( — ) is made 
 by holding the key down as long as it would take to make 
 three dots ; a long dash as in the letter L, or the numeral 
 cipher o should be made by holding the key down as long 
 as it would take to make five and six dots respectively. 
 
 The space is produced by the upward movement of the 
 key and consists of four different lengths which indicate 
 the intervals between the elements of a letter, between 
 the letters of a word, and between the words in a sentence. 
 The first, or break is one unit in length and is the in- 
 stantaneous interval between the dots and dashes of a 
 letter and is found in every letter and character except 
 E, T, L,, O, and the numeral cipher. Second, the space 
 in the space letters which are six in number O, C, R, Y, 
 Z, and the character (&) is given two units in length 
 or equivalent to one dot and break ; great care should be 
 given to the correct transmission of the space letters ; the 
 letter O should require the same time as the letter S, the 
 letters C and R the same time as the letter H, the letters 
 Y, Z and the character (&) the same time as the letter 
 P. Third, the space between the letters of a word is three 
 units in length or equal to two dots and breaks, an ex- 
 ception to this rule may be made in case of the double E 
 which should be nearly the same as between words. 
 Fourth, the space between words is six units in length or 
 equal to three dots and break. 
 
 EXERCISES IN SENDING. 
 
 After the student has made careful study of the pre- 
 ceding subject and has a thorough knowledge of the ar- 
 rangements of the alphabet spacing, correct position, how 
 the wrist is to be used in the movement, the following 
 
12 TELEGRAPHY 
 
 exercises should be practiced in their regular order. 
 Much success in sending depends upon these exercises 
 being thoroughly mastered in regular order, as each is 
 the key which unlocks the exercises following, therefore 
 each and every character should be repeated^ over and 
 over until it can be made at will and withotit mistake 
 before the next exercise is taken up. 
 
 FIRST EXERCISE. 
 
 Learn the movement first on dots, make one each 
 second then two and three each second with as much 
 regularity as possible and gradually increase until a speed 
 of 360 per minute can be made with as uniform order as 
 the tick of a watch. 
 
 Separate the dots representing the letter E. 
 
 SECOND exercise. 
 
 Learn the movement on dashes by commencing at the 
 rate of about one a second and gradually increase until 
 a speed of about 115 per minute can be made uniform 
 and with ease. Special care should be taken to make the 
 breaks between the dashes as short as possible. If a 
 good, free movement is used the dashes cannot be made 
 too close together. The tendency is to space dashes and 
 great care should be taken to overcome this ; remember 
 where there are no spaces, the characters must be made 
 compactly together. Hold the key down the length of 
 
TELEGRAPHY 13 
 
 three dots for the ordinary dash or long enough to pro- 
 nounce the word "seat." 
 
 Separate the dashes representing the letters T, L and 
 the numeral cipher o. 
 
 THIRD EXERCISE. 
 
 Make a dash closely followed by a dot representing the 
 letter N. This exercise will be found more difficult, be 
 sure that the dash is a dash and the dot a dot and make 
 them compactly together, it might be timed by pronounc- 
 ing the word NINE-TY holding the dash while the first 
 syllable is pronounced and making the dot when pro- 
 nouncing the last. 
 
 FOURTH EXERCISE. 
 
 Make a dot closely followed by a dash representing 
 the letter A. There is a great tendency to space this 
 character and make the dot too long and the dash too 
 short ; watch it closely. It might be timed by pronounc- 
 ing the word AGAIN making the dot while saying A and 
 the dash while saying GAIN. 
 
i 4 TELEGRAPHY 
 
 FIFTH EXERCISE. 
 
 e i s h 
 
 o 
 
 a u 
 
 n d 
 
 & 
 
 SIXTH exercise;. 
 
 t 1 m 5 
 
 8 
 
 
 — • . — . • « 
 
 
 
 g 
 
 SEVENTH EXERCISE. 
 j 
 
 k 
 
 q 
 
 X 
 
 1 
 
 2 
 
 3 
 
 f 
 
 w 
 
 7 9 
 
 EIGHTH EXERCISE. 
 
 period [.] comma [,] interrogation [ ?] 
 
 exclamation [ !] paragraph [drop a line] 
 
 dollars [$] cents [c] decimal point [ . ] 
 
TELEGRAPHY 15 
 
 NINTH EXERCISE). 
 
 colon [ :] colon dash [ : — ] 
 
 colon quotation [ : "] semi-colon [ ;] 
 
 hyphen [-] dash [ — ] 
 
 beginning quotation ["] ending quotation ["] 
 apostrophe ['] or quotation within a quotation [" ' 
 
 beginning parenthesis [ ( ] ending parenthesis [ ) ] 
 
 brackets ([]) capitalized letters 
 
 italics or underline 
 
 pound sterling [£] shilling mark [/] 
 
 pence [d] 
 
 FORMATION. 
 
 The letter j should be formed as tae, k as ta, q as ue, 
 x as ai. The numeral 1 as we, 2 as ui, 3 as ve, 9 as tu. 
 The period as ud, comma as aa, interrogation as tue, be- 
 ginning quotation as qn, ending quotation as qj, begin- 
 ning parenthesis as pn, ending parenthesis as pj, brackets 
 
16 TELEGRAPHY 
 
 as bx, hyphen as hx, dash as dx, colon as ko, semi-colon 
 as si, colon-dash as lex, colon-quotation as kq, capitalized 
 letters as ex, dollar mark as sx, cents as c, decimal point 
 as tw, italics or underline as ux, apostrophe, or quotation 
 within a quotation, as qx, pound sterling as px, shilling 
 mark as ut, pence as d. 
 
 TENTH EXERCISE. 
 
 Air, care, thanks, maple, use, keep, injuries, young, 
 frequently, zinc, next, verily, cottage, error, erie, loop, 
 little, practically. 
 
 Eleventh exercise. 
 
 Use a good free movement in this exercise: 
 
 Every good student employs every moment of Ins 
 time. 
 
 Be an honest and faithful worker, doing your best and 
 never grumbling. 
 
 Firm and smooth sending goes hand in hand, speed 
 comes from practice. 
 
 TWElvETH EXERCISE. 
 
 A comma or a space is used to divide numerals into 
 hundreds, thousands, etc. The abbreviations hnd, tnd, 
 mln or myn are used for transmitting ciphers ; hnd, 
 stands for two ciphers, tnd for three ciphers, and mln or 
 myn for six ciphers. Example: 500 would be trans- 
 mitted (5hnd) ; 4,000 (4tnd) ; 3,000,000 (3mln) ; 300,- 
 000,000 (3hnd mln). 
 
 79, 8,610, 23,100, 405,631,000, 900,000, 215,000,647. 
 
TELEGRAPHY 17 
 
 THIRTEENTH EXERCISE. 
 
 In fractions the letter E or a clot is used for the divid- 
 ing or fraction line. Example : the fraction y 2 would be 
 transmitted 1 e 2 3-32 as 3 e 32. 
 
 1-2, 1-3, 2-5, 7-8, 3-16, xi-12, 10-32, 2 1-2 
 
 FOURTEENTH EXERCISE. 
 
 The decimal point is transmitted by either using the 
 decimal point character which is formed of the letters 
 TW or by spelling out the word Dot. the word DOT is 
 most commonly used. The dollar mark is SX. Ex- 
 ample : $133.53 would be transmitted SX 133 dot 53. 
 3.5, 99.4, $1.23, $5146, $826.98, $400.10^. 
 
 HINTS IN SENDING. 
 
 In telegraphy, the same as in penmanship a careful 
 ,and thorough study of the movement should not be 
 slighted; the more attention given the correct position 
 and movement the better and faster will be the gain in 
 sending. Firm, smooth sending should be attained at 
 the expense of time and practice. The great idea among 
 beginners, is that it is an easy matter to learn to send 
 (and that to be able to send and receive rapidly is all 
 'that is required; hence, they neglect the necessary care- 
 ful practice which should be employed to gain pro- 
 i ficiency in sending, but on the other hand acquire a habit 
 \ of careless sending which is caused by sending too fast 
 with no regard for uniform spacing or proportion of 
 ; characters to each other. Some are inclined to put the 
 characters in letters too closely together, which creates 
 
18 TELEGRAPHY 
 
 jerky, uneven sending which is not only hard to copy 
 but hard to read, thus we are unable to tell what they 
 are going to make until the last letter of each word 
 is received; on the other hand with good firm, even 
 sending it is possible to tell when "press" is being sent 
 some few words ahead what the sender is going to make. 
 
 Uniform spacing is of the greatest importance in mak- 
 ing sending easy to read. This applies to the characters 
 in letters, between letters in words and between words in 
 sentences. Remember when there are no spaces in the 
 letters, the dots and dashes should follow each other 
 closely. 
 
 A very good rule for a beginner to observe in order 
 to get good spacing between letters in words and words 
 in sentences, is to pronounce each letter after it is made, 
 then the word after you have pronounced the last letter 
 of each word; you will note if you pronounce the last 
 letter of a word after you make it and then the word, 
 you will be giving about twice the space between the 
 words that you do between the letters of the words, 
 which is correct. 
 
 Due caution should be exercised in transmitting words 
 which contain either all dot letters or a number of them 
 together. The spaces should be longer than usual be- 
 tween the letters in the following words as well as a 
 great number of similar ones. Be sure and make them 
 slowly and distinctly, as : seen, choice, error, piece, price, 
 voice, bicycle. 
 
 A decided distinction should also be made wherever 
 the letter "t" follows the letter "1/' or vice versa, as in 
 the following words: title, altogether, little, altitude, 
 battle, alternate. 
 
 If an error is made in sending, the interrogation mark 
 
TELEGRAPHY 19 
 
 should be made as a "break." If an error is made on 
 the first letter of a word, make the interrogation mark 
 and repeat the word immediately preceding it; if on any 
 other letter of the word, make the interrogation mark 
 and repeat only the word in which the error was made. 
 In case a different word than the one which appears on 
 the copy has been sent make the interrogation mark fol- 
 lowed by the abbreviation "msk." 
 
 PUNCTUATION. 
 
 Punctuation marks are not always sent as they would 
 appear in print or as they should be used. The period 
 is very seldom used except at the beginning of the body 
 of a message or train order. The comma is perhaps 
 most used, and often used in place of the period and 
 conveys several meanings according to where it is 
 placed; take for instance after the two or three lines 
 of the address of a message, it is used and means the 
 same as "Drop a line." The interrogation or question 
 mark is many times used out of place, for instance if an 
 operator miss what is being said to him he uses it 
 meaning "What did you say?" or if he makes a mistake 
 in transmission he uses it as a break, or if he be sending 
 a message and wishes to explain something he uses it 
 there. Punctuation marks should always be sent at 
 nearly twice the rate of the other sending and should 
 be made compactly together as one letter. Punctuation 
 marks are not used after abbreviations or initials, ex- 
 ample: Mrs. J. H. Brown, N. Y. 
 
20 TELEGRAPHY 
 
 RECEIVING. 
 
 After all the letters and characters have been 
 thoroughly memorized so that the student can send 
 readily and correctly, receiving may be then taken up. 
 It is necessary in receiving that another person manipu- 
 late the key which operates the sounder ; the one receiving 
 should not watch the hand of the sender or the lever 
 of the sounder ; let your receiving be done by sound 
 from the very start. The person sending should send 
 slowly and distinctly, the one receiving naming each 
 letter as sent; this practice of calling each letter should 
 be kept up until the speed is so fast that the receiver 
 has not time to pronounce the letters ; then the receiving 
 of words may be taken up, pronouncing each word as 
 sent until able to receive from twelve to fifteen words 
 per minute, counting five letters to a word. Then com- 
 mence the practice of sentences, press, train orders, 
 messages, etc. The student should bear in mind that 
 there is no change in the tone of the sounder, the letter 
 being determined by the time or times the lever is up 
 or down. The sound produced by the upward move- 
 ment of the lever is as necessary in receiving as the 
 sound produced by the downward movement of the 
 lever, for without it the duration or length of dashes 
 could not be determined. The sound made by the 
 upward movement of the lever is- dull and will not con- 
 fuse the student when he puts his mind on the down- 
 ward movement for the dots and dashes and the upward 
 movement for the breaks and spaces. To become a good 
 receiver of rapid sending it is necessary that the receiver 
 be able to copy behind the sounder several words ; this 
 
TELEGRAPHY 21 
 
 will be found quite difficult for the beginner and much 
 time should be employed in dividing attention between 
 receiving and copying, only a letter at a time may be 
 the starter but with unwearied application the student 
 can advance from one letter to several words. The 
 practice of copying five words to each line when copy- 
 ing with a pen or pencil should be commenced early 
 in the work as it will be found very useful when the 
 subject of messages is taken up. 
 
 Read the daily papers, markets, etc., and familiarize 
 yourself with every line of business; study the names 
 of different towns and work hard on the spelling of the 
 same, and receiving will become easier. 
 
 penmanship. 
 
 The subject of penmanship is not given proper atten- 
 tion by the student of telegraphy. A good, legible busi- 
 ness hand-writing is a very desirable accomplishment 
 in any occupation, but nowhere is it more needed than 
 in the telegraph business, because your hand-writing 
 must be handed out to the general public to read, and 
 so we would earnestly request that you waste no time 
 beginning to carefully prepare for this all important 
 part of the work. Upon applying for a position about 
 the first thing asked is "let me see your hand-writing." 
 We would not attempt to lay down any rules in regard 
 to penmanship, only give a few suggestions. 
 
 Ornamental styles, and graceful and shaded curves 
 are entirely out of place in the telegraph business. 
 What is needed is to make the letters of the shortest 
 length practicable, without curves where it is possible 
 to retain the general outline of the letter without them. 
 
22 TELEGRAPHY 
 
 Hold the pen as close to the paper as possible and use 
 a full muscular movement. Adopt as a standard, one 
 plain simple form for each letter and figure, and always 
 use the same form. It is a customary idea with be- 
 ginners in telegraphy that to have from three to five 
 different forms for each letter will enable them to gain 
 faster speed; this is wrong as you would have too 
 many forms to learn, "a sort of jack of all trades and 
 a master of none." A medium or small hand is writ- 
 ten with more ease and rapidity than a large hand from 
 the fact that the pen. can be carried over short spaces 
 in less time than over complicated ones. We some- 
 times think that good penmanship is a natural gift to 
 some, but all can by patient and studious' efforts and 
 careful study of all letters and figures be able in time 
 to w r rite a plain, readable hand. 
 
 BATTERY. 
 
 The gravity or what is more commonly known as 
 the crow-foot battery is one most generally used for 
 the production of electric current for telegraph purposes ; 
 although during the last few years dynamos have been 
 introduced into the production of electricity for the 
 telegraph and to a certain extent have lessened the use 
 of the gravity battery in the larger offices. 
 
 The gravity battery consists of a glass jar, a zinc, and 
 a copper plate. The zinc is the positive plate and the 
 copper is the negative plate. It must be remembered 
 that the positive current always moves away from the 
 battery and the negative returns toward it even if we 
 have the circuit grounded. The current starts from the 
 zinc plate (which dissolves or is eaten away) then 
 through the solution to the copper plate and finds its 
 
TELEGRAPHY 
 
 23 
 
 outlet through the wire which leads from the copper and 
 we have the positive current to the line coming from 
 the copper plate and the negative current returning to 
 the zinc pole of the battery; hence positive means cop- 
 per to the line and negative zinc. 
 
 Battery. 
 
 Fig. 2. 
 
 The arrangement of the battery is as follows: the 
 leaves of copper are spread and placed at the bottom of 
 the jar and should be nearly covered with blue vitriol; 
 the zinc suspended from the top of the jar and the jar 
 filled with soft water to within an inch from the top; 
 it will require from three to four days for a battery of 
 this nature to work up to full strength, the circuit of 
 course being closed. When a battery is in good work- 
 ing order if the circuit can be left open when not in 
 use, it will strengthen and greatly save the battery. 
 
 About every two to four months the zinc and the 
 copper should be taken out and thoroughly washed and 
 cleaned and the clean liquid poured into a clean vessel, 
 and the dirt which has accumulated by the decomposition 
 
24 TELEGRAPHY 
 
 of the zinc plate thrown out, and the jar cleaned. 
 Arrange the battery as before, adding more vitriol, and 
 pouring in the clean liquid and enough water to make 
 the battery complete. 
 
 CONDUCTORS AND INSULATORS. 
 
 Those bodies are commonly called conductors which 
 conduct electricity readily ; metals, water, charcoal, and 
 animal bodies. Among the metal conductors; silver, 
 copper and gold are the best; the two former will con- 
 duct about five times as well as iron or platinum. The 
 principal conductors used are copper, iron, brass and 
 platinum. 
 
 Those bodies are insulators which conduct slowly; 
 glass, sulphur, resin, ice, dry-air, dry-wood, varnish, 
 porcelain, etc., any of these bodies will 'conduct under 
 certain conditions or when covered with moisture. 
 
 MAGNETISM. 
 
 Magnetism is that form of electricity which exists 
 in the magnet or load-stone. The electrical action is 
 supposed to travel in circles or lines around bodies 
 which it may traverse. Thus it was discovered if a 
 piece of steel or hard iron be encircled by fine insulated 
 wire and an electric current applied to the wire the iron 
 would become magnetized and remain a magnet, as 
 hard iron or steel when once magnetized w T ill retain its 
 magnetism for a long time ; therefore soft cores of iron 
 are always used for electro magnets as soft iron can be i 
 magnetized and demagnetized several thousand times a 
 second. 
 
TELEGRAPHY 25 
 
 ELECTRO-MAGNET. 
 
 The Electro-Magnet consists of two cores of soft 
 iron about the size of an ordinary lead pencil, upon 
 which is wound a great many feet of fine insulated 
 copper wire, each core being wound in the same direction 
 and covered with a casing of polished, vulcanized rubber 
 having heads of the same material, thus making spools 
 of each; and screwed to a flat connecting bar known as 
 the heel piece; both inside ends of the wires are con- 
 nected together, and the outside ends of the wire are 
 
 Fig. 3. 
 
 connected together and the outside ends connected to 
 the instrument binding posts to receive the wires which 
 conduct the current. When the circuit is closed, the 
 current by passing through the turns of the wire called 
 the "helix of the magnet" causes the soft cores of iron 
 to become magnetized, possessing the power of attract- 
 ing with considerable force any piece of iron brought 
 near the ends and ceasing when the circuit is open. 
 
 THE KEY. 
 
 The principal use of the key is to open and close the 
 tircuit to produce the dots and dashes. It is a mechani- 
 cal device manipulated by hand to transmit telegraph 
 
26 TELEGRAPHY 
 
 signals. It consists principally of a metallic lever upon 
 a trunnion supported by screws on the elevated sides of 
 a metallic base. Beneath the base are two metallic legs 
 which extend through the table; these legs hold the 
 key firmly to the table and connect with the two ends of 
 the main line wire. The front leg and lip is separated 
 from the base of the key by a non-conducting material 
 which insulates it from the frame, so the current cannot 
 pass through, except when the lever is down or the 
 circuit closer under the lip. On the top and in the 
 
 Fig. 4. 
 
 center of this is inserted a small piece of platinum ; 
 above this on the under side of the metallic lever is 
 another piece of platinum. The spring is arranged to 
 separate the two platinum points, thus opening the cir-j 
 cuit. A metallic arm or circuit closer is attached to 
 the base of the key near the second leg, so arranged 
 that it can slide under the lip directly connected with 
 the first leg thus closing the circuit when the key is 
 not in use. To prevent the operator from receiving an 
 electrical shock the finger pieces of both the level and 
 the circuit closer are of non-conducting material. 
 
TELEGRAPHY 
 
 27 
 
 THE RELAY. 
 
 The chief use of the relay is to resist all over-produc- 
 tion of current. It has its connections with both main 
 line and local circuits. It consists of an electro-magnet 
 horizontally arranged upon wood and metallic base ; the 
 small magnet wires go through the base and connect 
 directly with the main line binding posts. In front of 
 the electro-magnet a metallic armature with a platinum 
 
 Fig. 5. 
 
 point in its lever (connected by a fine wire running 
 through the base to one local binding post) is perpendicu- 
 larly arranged to work freely by the action of the electric 
 current produced in the magnets, which strikes against 
 a platinum point arranged in the adjusting screw, in 
 the yoke or frame (which is also connected by a fine 
 wire running to the other local binding post) which 
 closes the local circuit through the sounder, which also 
 has its connection with the local binding posts and the 
 battery. One other adjusting screw in the yoke or 
 
28 
 
 TELEGRAPHY 
 
 frame with an insulated point, governs the play of the 
 levers from the magnets. An adjusting spring is at- 
 tached to the armature and its purpose is to draw the 
 lever away from the magnets when the magnets are 
 de-magnetized. 
 
 Fig. 6. 
 
 THE SOUNDER. 
 
 The chief use of the sounder is to aid the receiving 
 operator. It consists of an electro-magnet perpendicu- 
 larly arranged upon a metallic frame which is securely 
 fastened to a wooden base. The fine wires of the electro- 
 magnet are connected by running through the wood and 
 metallic base to the two binding posts. Directly above 
 the electro-magnet an armature is horizontally arranged 
 upon a lever in a frame to work freely by the action 
 
TELEGRAPHY 29 
 
 of the electric current. A spring is used to draw the 
 lever away from the magnet when the circuit is open. 
 There are two adjustable screws, one in the lever which 
 governs the movement toward the magnet; the other in 
 the frame which governs the reverse . movement. The ' 
 sounder is connected with the local circuit only; having 
 its connections attached with the two local binding 
 posts of the relay and the two poles of the local battery. 
 
ADJUSTMENT OF INSTRUMENTS. 
 
 TH£ key. 
 
 The movement of the key should always be free; 
 that is, do not have the side screws tight enough to 
 bind the lever and not enough of the reverse movement 
 to allow it to play with a side movement. See that the 
 platinum point in the lever strikes the lower point in the 
 front leg squarely on top and keep them free from rust 
 and dirt. The distance between these two points should 
 be equal to the thickness of three to five pieces of ordi- 
 nary writing paper; this movement being changed by 
 the adjusting screw in the end of the lever, the spring 
 should be strong enough to separate the two platinum 
 points readily but will vary with the person using the 
 key. 
 
 THE RIXAY. 
 
 The relay is the most difficult of the ordinary tele- 
 graph instruments to adjust. In most relays the mag- 
 net itself can be moved backward and forward thus 
 adjusting its position in front of the armature according 
 to the strength of the current. A strong current re- 
 quires that the magnet be drawn farther away from 
 the armature and a weak current the reverse. The 
 magnet should never be brought close enough to the 
 armature to prevent the two platinum points striking 
 firmly. It is necessary that the armature be upright 
 and that the two platinum points strike each other 
 
 30 
 
TELEGRAPHY 31 
 
 squarely; these points should be kept free from dirt. 
 The play between these points should be from one to 
 three sixteenths of an inch. In wet or damp weather, 
 especially in storms., variations in currents occur when 
 the line is not perfectly insulated, the spring requiring 
 very careful adjustment. It should be tightened enough 
 to draw the armature away from the magnet when 
 the magnet is de-magnetised. The spring adjustment is 
 known as high or low adjustment. A strong current 
 requires a tightening of the spring, or high adjustment, 
 and a weak current the reverse. 
 
 THE SOUNDER. 
 
 The adjustment of the sounder is similar to that of 
 the relay only the local circuit attached is not subject 
 to change on account of weather and the armature al- 
 ways remains the same distance from the magnets; it 
 should be as close to the magnet as possible without 
 actually touching it. The play of the lever to and from 
 the magnet depends upon the strength of the current 
 attached, a strong current will admit of more play than 
 a weak one> this play however can be too great to give 
 clearness; the spring should be strong enough to draw 
 the lever away from the magnet with all the force possi- 
 ble and still allow the lever to work freely. 
 
 THE SWITCH BOARD. 
 
 The switch board is a combination of switches adopted 
 to form various combinations of several different circuits. 
 By its use every possible change of circuit or connection 
 tan be quickly and easily made, instruments changed 
 
32 
 
 TELEGRAPHY 
 
 from one wire to another; batteries connected or re- 
 versed ; loops connected or disconnected and wire-testing 
 operations carried on. It is used in nearly all telegraph 
 offices where there is more than one wire. Probably the 
 switch-board most generally used in this country is the 
 pin plug switch-board. On the front of the pin plug 
 
 Fig. 7. 
 
 switch-board for intermediate offices are two perpendicu- 
 lar bars for each wire. If a wire which runs past our 
 office is to be connected to our switch-board we cut it 
 and bring each end into the office, therefore the need of 
 the two bars for each end of the wire ; at the top of 
 these bars are binding posts to receive the ends of the 
 main line wires. Between these bars is a row of discs 
 
TELEGRAPHY 33 
 
 which are connected horizontally with each other on the 
 rear of the board by a metallic strap with the exception 
 of the bottom row, each horizontal strap is connected 
 also with a binding post to which is connected the in- 
 strument wires. Each disc and each perpendicular bar 
 has a semi-circular hole in its edge so that a metallic 
 plug may be inserted which will connect the perpendicu- 
 lar bar and the horizontal strap on the rear of the 
 board. The ground wire is connected with the top 
 row of discs which are covered by a metallic plate 
 known as the lightning arrester. The lightning ar- 
 rester and the perpendicular bars have no connection, 
 space enough is allowed for a sheet of writing paper to 
 play freely between them. 
 
 GROUND WIRE. 
 
 Every office is supplied with a ground wire which 
 consists of a wire attached to a rod driven several feet 
 in the ground, or to a gas or water pipe, the two latter 
 being preferable. The rod of iron should be filed or 
 scraped bright and clean for several inches, and insulated 
 copper wire spliced to five or six feet of bare copper 
 wire wrapped evenly around the brightened part of the 
 rod, then tightly secured and soldered. Only the 
 terminal ground wires are in use upon a line ; their use 
 at the intermediate offices is only for testing purposes 
 and in case of interruption of the line to notify the 
 testing operator and receive his instructions. The in- 
 termediate stations upon inserting a ground wire divide 
 it into two independent circuits; there must be a main 
 line battery at each terminus in order that the two cir- 
 cuits may work on either side of it 
 
34 
 
 TELEGRAPHY 
 
SWITCH BOARD CONNECTIONS. 
 
 £ « £ w 
 
 "1 "i 1 "i 
 
 Ground. 
 
 £ 
 
 .o 
 
 -o • 
 
 Inst. No. 1 
 
 £ 
 
 Inst. No. 2 
 
 Inst. No. i on Line No. I. 
 Inst. No. 2 on Line No. 2. 
 
 -i =i ! i =i 
 
 Ground. 
 
 £ 
 
 -O. 
 
 ■o. 
 
 Inst. No. 1 
 
 £ 
 
 Inst. No. 2 
 
 No. i cut out with inst. pins. 
 No. 2 cut out at the bottom. 
 35 
 
36 
 
 TELEGRAPHY 
 
 Ground. 
 
 • g 
 
 Inst, No. 1 
 
 £ 
 
 Inst. No. 2 
 
 A A A 
 
 o o o 
 
 
 
 > c 
 
 4 
 
 > o o 
 >....• 
 
 (1 
 
 
 
 
 t 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Inst. No. i on No. i W. to No. 2 E. 
 Ground on No. I E. and No. 2 W 
 
 Ground. 
 
 te 
 
 Inst. No. 1 
 
 £ 
 
 Inst. No. 2 
 
 A A A A 
 
 i i i ; 
 
 4 
 
 ) 
 
 
 ) ( 
 
 
 < 
 
 ) 
 
 
 
 
 i 
 
 1 
 
 ( 
 
 
 
 
 i 
 
 >..... 
 
 
 
 
 
 
 
 Inst. No. i on No. i E. to No. 2 W., Ground on No. I W. 
 Inst. No. 2 on No. 2 E. to Ground. 
 
TELEGRAPHY 
 
 37 
 
 a 
 
 Ground- 
 
 ■tL^ 
 
 .o. 
 -o. 
 
 Inst. No. 1 
 
 £ 
 
 lust. No. 2 
 
 o o o 
 
 No. i W. to No. 2 E. 4 No. i E. to Nq. 2 W. 
 Insts. on both circuits. 
 
 ! 1" 
 
 Ground. 
 
 £ 
 
 -O. 
 
 -o. 
 
 Inst. No. 1 
 
 <£ 
 
 Inst. No. 2 
 
 -O. 
 O. 
 
 Spare O 
 
 Both Insts. on Line No. I. No. 2 open at the bottom, 
 
 : i 
 
 
 03 
 
 GO 
 
 o o o 
 
38 
 
 TELEGRAPHY 
 
 A A A A 
 * **i "i ^i 
 
 O O O ( 
 
 Ground. 
 
 £ 
 
 Inst. No. 1 
 
 «£ 
 
 Inst. No. 2 
 
 
 ( c 
 
 > c 
 
 > o 
 
 1 
 # 
 
 
 
 ( 
 
 > 
 
 i 
 
 
 
 
 1 
 
 ) 
 
 
 ' 
 
 
 zrrm i 
 
 
 Inst. No. i on Line No. 2, Ground on No. 2 E. 
 Inst. No. 2 on Line No. I. 
 
 Study the preceding diagrams carefully and thoroughly 
 understand them and you will have no trouble with the 
 ordinary station board. 
 
 GENERAL INSTRUCTIONS FOR CIRCUIT. 
 
 Contention for circuit is strictly forbidden by all rail- 
 way and telegraph companies. 
 
 Each office has a call consisting of not more than two 
 letters, and in calling an office, call continually and sign 
 your own office call after every third call. In answer- 
 ing your office call, say I I and your office call. Ex- 
 ample of CH calling BN: BN BN BN CH BN BN 
 BN CH. Example of BN answering call: I I BN. 
 When asked to sign always give your office call. 
 
TELEGRAPHY 39 
 
 Each operator will have a personal sign which may 
 consist of one or two letters. Whenever you are asked 
 "wo" always give your PERSONAL SIGN. 
 
 Upon hearing the call "OS" sent continually over 
 the wire you will answer giving your office call; it will 
 usually be a message addressed to all Agents, all 
 Operators or some particular class of employees. 
 
 If you are receiving at the wire and your instru- 
 ment fails to work properly you should ask the send- 
 ing operator to "dot" which he will continue to do until 
 you get adjusted, when you will break in and say 
 "OK" and give the last word received. 
 
 If your instrument which is connected with a wire re- 
 mains quiet for any great length of time, never open your 
 key without first turning your relay adjusting spring 
 high enough to break the local circuit in order to make 
 sure no one else is working your line. If the circuit 
 is found open apply the ground wire to ascertain in 
 which direction from your office the trouble lies, if 
 after careful adjustment no circuit be found, cut in 
 the instrument on another line which is known to be 
 working and if it also opens that line it would indicate 
 the trouble was in your instrument and it should not 
 be cut in on any line until repaired. 
 
 If it be found necessary when working on a wire 
 to leave the circuit open for a moment, it is necessary 
 that you make explanation of the matter; if to 
 answer the telephone, say, "ex me fone," if to deliver 
 orders say "ex me trn." The circuit should never be 
 left open longer than a minute in cases of this kind. 
 If you are busy on another wire, or otherwise, and for 
 any reason you cannot answer a call which is given you, 
 you should, if possible, take the time to answer the office 
 
40 TELEGRAPHY 
 
 by giving the signal ''25" and your office call; it is 
 necessary that you first find out what office is calling 
 you, in order that when you get time you may call it 
 and find out what was wanted, using the signal "5" 
 and your office call. 
 
 Whenever you are repeating a message or a train- 
 order and you are told by the sender that a word is an 
 error, you should first open your key, then change your 
 copy and repeat the copy as corrected. If for any 
 reason when you have copied a message you wish to 
 read it over and count the check before giving the 
 OK, you should first open your key and keep it open 
 until you are satisfied it is correct so no one will think 
 you are through and take the circuit from you. 
 
 Whenever you are receiving 1 a message and are in- 
 terrupted by someone breaking in on you who is inclined 
 to be meddlesome or is not adjusted, take the circuit 
 and say "tts nt me" or "tts nt hr ga," adding the last 
 word received, if the trouble continues the sender should 
 make the signal "8" until he believes the person in- 
 terrupting is adjusted or knows that he is "breaking" 
 someone. 
 
 If you are in doubt whether the receiving operator 
 is copying what is being sent him, at the conclusion of 
 some sentence say, "bk u tr?" or "u tr?" If he is 
 receiving what you are sending he will answer by say- 
 ing "I" and sometimes adding his office call. 
 
 In taking the circuit from others you should do so as 
 far as possible between their messages; this will avoid 
 much confusion and error. Offices using the wire when 
 interrupted have the next right to the circuit. 
 
TELEGRAPHY 41 
 
 WIRE SIGNALS USED IN TAKING THE CIRCUIT FROM 
 
 OTHERS. 
 
 The word "wire" is used by the wire chief or by 
 operators when given permission by the wire chief or 
 lineman for locating wire trouble, and has preference 
 over all other business on any circuit. The signal "grn" 
 and "stx" may be used for speculative messages. The 
 signal "corn" may be used to make a correction in any 
 message which has already been sent out. The signal 
 "govt" may be used for sending government messages 
 which pertain strictly to the official business of the 
 government. The signal "cable" will be used for send- 
 ing messages. The last five signals have preference 
 over all other business on any circuit exclusive or train- 
 orders. * 
 
 NUMERAL WIRE SIGNALS. 
 
 There are a few simple sentences which are used 
 so often that figures have been substituted for them 
 and they are used to abbreviate and save time. Some 
 impart special information while others serve to furn- 
 ish an answer. There is a difference to some extent in 
 their meaning on different lines, but the following are 
 more or less in common use. 
 
 1. Wait a minute. 
 
 2. Very important. 
 
 3. Train reports. 
 
 4. Where shall I go ahead? 
 
 5. Have you any business for me? 
 7. Are you ready for business? 
 
42 TELEGRAPHY 
 
 8. Close your key; you are breaking. 
 
 9. To clear the line for orders and for operators to 
 ask for orders. 
 
 12. Do you understand? 
 
 13. I, or we, understand. 
 
 18. What is the trouble? 
 
 19. Train-order. 
 
 23. Accident or death message. 
 
 25. Busy on another wire. 
 
 29. Train dispatcher. Train orders. 
 
 30. The end. 
 
 31. Train order. 
 
 33. Answer paid for. 
 
 34. Message for all offices. 
 55. Important business. 
 
 73. Accept my compliments. 
 
 92. Deliver quick. 
 
 134. Who is at the key? 
 
 ABBREVIATIONS. 
 
 Abbreviations are used chiefly for wire conversation 
 and are generally made by leaving out the vowels. Some 
 are entirely arbitrary while others are spelled simply by 
 sound. One should not use too many of the arbi- 
 trary ones together. The following list will be found 
 quite complete, the student should commit them to 
 memory and practice them upon the wire as soon as 
 possible as they are very important and no good 
 operator can afford to be without them. The conversa- 
 tion on railroads especially is nearly all abbreviated. 
 
TELEGRAPHY 
 
 43 
 
 A. 
 
 abandoned, abnded 
 about, abt 
 abbreviations, abbn 
 acknowledge, "x" (used in 
 
 train orders only.) 
 iccount, acct 
 action, actn 
 address, ads 
 afternoon, P. M. 
 agent, agt 
 all right, art 
 always, alwas 
 amount, amt 
 and others, "et al" 
 innulled, annld. 
 another, ahr (or) anr 
 
 answer, ans 
 
 any, ay 
 
 anything, aytng (or) 5 
 
 April, Apl (or) Apr 
 
 are, r 
 
 arrive (or) arrived, "a" 
 
 ascertain, ascrtn 
 
 assist (or) assistant, asst 
 
 Assistant General Freight 
 Agent, AGFA 
 
 Assistant General Passen- 
 ger Agent, A G P A 
 
 attention, attn 
 
 attorney, atty 
 
 August, Aug 
 
 Avenue, ave 
 
 "B" Block (used in 
 
 system only) 
 back, bk 
 baggage, bage 
 barrel, brl (or) bbl 
 battery, baty 
 be, b 
 
 become (or) became, 
 been, bn 
 before, b4 
 better, btr 
 between, betwn 
 bill-lading, "BL" 
 black, blk 
 
 B. 
 
 block blanks, blnx 
 
 block, blk 
 
 board, bd 
 
 body, bdy 
 
 book, bk (or) buk. 
 
 bought, bot 
 
 boulevard, blvd 
 becm bound, bnd 
 
 break, brk 
 
 brakeman, brkmn 
 
 building, bldg 
 
 bushel, bu 
 
 business, biz 
 
 but, bt 
 
 by, bi 
 
44 
 
 TELEGRAPHY 
 C 
 
 can, en 
 
 cancel former order, C F O 
 cannot, cnt 
 cashier, cashr 
 cent, ct 
 charge, chg 
 check, ck 
 chief, chf 
 circuit, ckt 
 clear, clr 
 
 coal and water, C & W 
 collect, coll 
 
 collect on delivery, COD 
 combination, combn 
 come (or) came, cm 
 coming, cmg 
 commercial, coml 
 Commercial News Depart- 
 ment, C N D 
 
 commission, comsn 
 company, co 
 
 complete, comp (or) "cm" 
 compliments, 73 
 conductor, condr 
 conductor and engineer, 
 
 C&E 
 connection, conctn 
 copy, cy 
 correct, O. K. 
 correction, "corn" (used 
 
 only as a wire signal). 
 
 cost, insurance and freight, 
 
 "c if" 
 could, eld 
 creditor, cr 
 crossing, xng 
 
 D. 
 
 day, da 
 
 day press rate, d p r 
 dead head, D H 
 debtor, dr 
 December, Dec 
 decrease, dec 
 democrat, dem 
 deliver, 92 
 delivery, dely 
 
 delivery charges guaran- 
 teed, dely chgs gtd 
 
 difference, dif 
 
 dinner, dinr 
 
 disregard former service, 
 D F S 
 
 district, dist 
 
 division, div (or) divn 
 
 don't, dnt 
 
TELEGRAPHY 
 
 45 
 
 depart (or) departed, "d" 
 
 Dispatcher, despr 
 
 destroy, bust 
 
 did, dd 
 
 couble deck, DD 
 
 doubt, dbt 
 down, dwn 
 dozen, doz 
 draft, dft 
 duplicate, dup 
 
 E. 
 
 east, e 
 
 election, electn 
 empty, em (or) mt 
 engine, eng 
 engineer, engr 
 enough, enuf 
 errors excepted, ee 
 
 errors and omissions ex- 
 cepted, "e»& o e" 
 every, evy 
 excursion, excn 
 excuse, ex 
 express, ex 
 extra, exa (or) xtra 
 
 F. 
 
 favor, fvr 
 February, Feb 
 few, fu 
 for, r 
 foreign, forgn 
 
 forward, fwd 
 free on board, FOB 
 freight, frt 
 from, fm (or) fr 
 foreman, 4 man 
 
 General Baggage Agent, 
 
 GB A 
 General Freight Agent, 
 
 G F A 
 General Passenger Agent, 
 
 GP A 
 
 get, gt 
 
 give better address, G B A 
 
 give some address, G S A 
 
 go ahead, G A 
 
 go ahead arrival, G A A 
 
 go ahead departure, GAD 
 
46 
 
 TELEGRAPHY 
 
 gomg, gg 
 gone, gn 
 good, gd 
 
 good afternoon, P M 
 good evening, G E 
 good morning, G M 
 good night, G N 
 gossip, "guff" 
 
 got, gt 
 
 government, govt 
 gfain, grn 
 great, grt 
 ground, gnd 
 ground wire, g w 
 guaranteed, gtd 
 guess, gs 
 
 He 
 
 half, hf 
 
 has, hs 
 
 have, hv 
 
 hear, (or) here, hr 
 
 high, hi 
 
 how, hw 
 
 hogshead, H H D 
 how is, hws 
 hundred, hnd 
 hundred weight, cwt 
 
 immediately, immy 
 important, impt (or) 55 
 increase, inc 
 
 instrument, instant 
 invoice, inv 
 
 January, Jan 
 
 junction, jet (or) junc. 
 
 J. 
 
 junior, jr 
 
 knew, nu 
 know, no 
 
 K. 
 
 knows, nos 
 

 last month, ult 
 laugh, ha ha 
 learn, lrn 
 leave, lv 
 letter, ltr 
 light, lite 
 
 TFXEGRAPHY 
 
 L. 
 
 loads, Ids 
 local, loc 
 look, luk 
 loop, lup 
 low, lo 
 limited, ltd 
 
 47 
 
 M. 
 
 made, md 
 main, mn 
 majority, maj 
 make, mk 
 manager, mgr 
 manifold, mfld 
 manifest, mfst 
 manufacturer, mfr 
 manufacturing, mfg 
 many, mny 
 March, Mar 
 marked, mkd 
 market, mkt 
 matter, mtr 
 May, Ma 
 merchandise, mdse 
 
 message, msg 
 
 messenger, msgr 
 
 might, mite 
 
 mile, mi 
 
 (mill) typewriter 
 
 million, mln (or) myn 
 
 minute,, min 
 
 mistake, msk (or) bull 
 
 mistaken, mskn 
 
 Misses, Mrs 
 
 Mister, Mr 
 
 months, mos 
 
 more, mo (or) mr 
 
 morning, mng (or) A M 
 
 much, mch 
 
 namely, viz 
 near, nr 
 necessary, necy 
 
 N. 
 
 never, nvr 
 
 new, nu 
 
 next month, prox 
 
48 
 
 TELEGRAPHY 
 
 night, nite — (red) 
 night press rate, n p r 
 none between, n b 
 north, n 
 not, nt 
 nothing, ntg 
 
 November, Nov 
 
 now, nw 
 
 no more, nm 
 
 no such number, N S N 
 
 number, no 
 
 o. 
 
 obedient, obt 
 
 obtain, obtn 
 
 o'clock, k 
 
 October, Oct 
 
 of, o 
 
 office, ofs 
 
 one hundred, I hnd 
 
 one thousand, I tnd 
 
 O K, correct 
 
 on time, ot 
 
 opening, opg 
 
 operator, opr 
 
 opinion, opn 
 
 order, ord 
 
 O S, All offices take notice 
 
 other, otr 
 
 our, r 
 
 "out" (of no account) 
 
 out, ot 
 
 owners risk, "O R" 
 
 P. 
 
 package, pkg 
 paid, pd 
 pair, pr 
 
 passenger, pasgr 
 pay, pa 
 payment, payt 
 people, peo 
 pecks, pks 
 pink, (rush)^ 
 pint, pt 
 
 please, pis 
 pounds, lb 
 Post Office, P O 
 precinct, prct 
 preferred, pfd 
 present month, inst 
 president, prest (or) pt 
 principal, prin 
 prohibition, pro 
 
quick, qk 
 
 TELEGRAPHY 
 
 Q. 
 
 quotation, qtn (or) tick 
 
 49 
 
 R. 
 
 railroad, R R 
 railway, F.y 
 ready, rdy 
 rebate, reb 
 receipts, rects 
 received, reed 
 receiving, recg 
 red, (nite) 
 refrigerator, refr 
 release, "rel" 
 relay, rela 
 
 relief, rj 
 
 repeat, rept 
 
 report, rept 
 
 report delivery charges, 
 
 rept dely chgs 
 republican, repn 
 right, rite 
 
 roast, (a great number) 
 round, rnd 
 rush, (pink) 
 
 s. 
 
 said, sd 
 
 same, sm 
 
 say, sa 
 
 second, sec 
 
 section, seen 
 
 see, c 
 
 see former order S F O 
 
 see former service, S F S 
 
 seen, en 
 
 see your service, SYS 
 
 single deck, S D 
 
 sir, sr 
 
 slow, slo 
 
 some how, smhw 
 some one, sm i 
 something, smtng 
 somewhat, smwt 
 somewhere, smwr 
 soon, sun 
 south, s 
 speak, spk 
 special, spl 
 
 special delivery guaran- 
 teed, spl dely gtd 
 sending, sendg 
 September, Sept 
 
5o 
 
 TELEGRAPHY 
 
 service, svc 
 
 several, svl 
 
 should, shld 
 
 siding, sdg 
 
 sight, site, 
 
 sign, sine 
 
 signature, sig 
 
 signed, sined (or) sgd 
 
 station, stn (or) sta 
 
 stay, sta 
 
 stock, stx (or) stk 
 
 stop for breakfast, sfb 
 stop for dinner, sfd 
 stop for night, sfn 
 stop for tea, sft 
 straight, strate 
 street, st 
 
 superintendent, supt 
 supper, supr 
 suppose, spose 
 switch, sw 
 system, sys 
 
 T. 
 
 take, tk 
 talk, tlk 
 tariff, tf 
 telegraph, tel 
 
 telephone, fone (or) phone 
 thanks, tnx 
 that, tt 
 
 that is, tts (or) "i. e." 
 the, t 
 their, tr 
 them, em 
 then, tn 
 there, tr 
 they, ty 
 thing, tng 
 think, tnk 
 this, ts 
 
 this morning, tsmng (or) 
 ts A M 
 
 though, tho 
 
 thought, thot 
 
 thousand, tnd 
 
 through, thru (or) tru 
 
 tierce, tc 
 
 to-day, toda 
 
 together, togtr 
 
 tomorrow, tomw 
 
 tonight, tonite 
 
 took, tuk 
 
 tough, tuf 
 
 track, trk 
 
 train, trn 
 
 transfer, tfr 
 
 Traveling Passenger Agt., 
 
 TPA 
 trouble, tbl 
 try, tri 
 typewriter, (mill) 
 
unchanged, unchgd 
 undelivered, undeld 
 
 versus, "vs" 
 
 was, ws 
 water, wtr 
 way, wa 
 way bill, "W B" 
 weather, wtr 
 west, w 
 wharf, whf 
 what, wt (or) ? 
 when, wn 
 where, wr 
 while, wile 
 
 TELEGRAPHY 
 U. 
 
 understand, 13 
 
 51 
 
 V. 
 
 very, vy 
 
 W. 
 
 why, wi 
 who, wo 
 will, wi 
 with, wi 
 
 word, wd (or) w 
 worked, wkd 
 would, wld 
 write, rite 
 wrote, rote 
 wrong, wng 
 
 : 'X" acknowledge (used in train orders only.) 
 
 yard, yd 
 
 yards, yds 
 yes, es 
 year, yr 
 years, yrs 
 yesterday, estrda 
 
 yet, et 
 you, u 
 young, ung 
 your, ur 
 yes sir, esr 
 
GENERAL RULES AND INSTRUCTIONS FOR 
 TELEGRAPH EMPLOYES. 
 
 The telegraph department is under the management 
 of the Superintendent of Telegraph, who will have charge 
 of the telegraph service and other electrical business of 
 the company, including construction and maintenance. 
 The appointment of telegraph operators will be made by 
 the Chief Train Dispatcher, of each division, in his capac- 
 ity of chief operator. Such appointment must be ap- 
 proved by the Division Superintendent. 
 
 The Superintendent of Telegraph will report to and re- 
 ceive his instructions from, the General Superintendent. 
 
 CHIEF OPERATOR. 
 
 Chief dispatchers acting as chief operators will be 
 intrusted with the ordinary working of the line, testing 
 and changing of circuits, and the direction of operators 
 and repairers in the discharge of their duties. They will 
 report to the Superintendent of Telegraph daily, the state 
 of the weather and the condition of the circuits under 
 their charge, the nature and location of interruptions to 
 the circuits that have existed, or do exist, and what meas- 
 ures have been taken for repairs. They will also report 
 when lines previously reported as in trouble are repaired. 
 
 Chief Operators will report any neglect on the part 
 of operators or repairers that may come under their 
 notice, and will at all times, manifest an interest in the 
 successful operation of the wires, and will co-operate 
 
 52 
 
TELEGRAPHY 53 
 
 with the Superintendent of Telegraph in securing good 
 working lines. 
 
 The night train dispatchers will have charge of the 
 wires on their respective divisions between the hours 
 of 7:00 P. M. and 7:00 A. M., and will assume the 
 duties of the chief operator during that time. 
 
 OPERATORS. 
 
 Telegraph operators report to and receive instructions 
 pertaining to the business of the railway from the di- 
 vision superintendent or train master, and pertaining 
 to the business of the Telegraph Department from the 
 superintendent of telegraph, and will obey the instruc- 
 tions of the chief train dispatcher of the division. 
 
 They are required to be constantly on duty during the 
 hours assigned to them, and must not leave their of- 
 fices without permission from the Train Dispatcher on 
 duty. 
 
 Office hours for operators at stations where there are 
 no night offices are from 7:00 A. M. until relieved by 
 the train dispatcher on duty. Office hours for opera- 
 tors at stations where there are night offices, day 
 operator, from 7:00 A. M. until 7:00 P. M. Opera- 
 tors at such stations are required to come on duty 
 promptly at the regular hour, and remain on duty until 
 relieved by their colleague, or excused by the train dis- 
 patcher. At offices where more than one day or night 
 operator are employed, there must be one person on 
 duty at all hours. Day operators must keep the loca- 
 tion of their residence posted up inside bill boxes, at 
 stations where there are no night offices, so that traii> 
 men may know where they are to be found. 
 
54 TELEGRAPHY 
 
 Operators must not go beyond hearing of their call, 
 nor leave the office without first notifying the . train 
 dispatcher and obtaining his permission. 
 
 Operators will assist and obey the instructions of the 
 station agent, when it does not interfere with their du- 
 ties as operators. 
 
 There must be no delay in obtaining answers to 
 telegrams. If a reply cannot be had in reasonable time, 
 the sending office must be promptly notified of the 
 reason. 
 
 It will be the duty of the agent and operators to see 
 that the train-order signals are kept in good working 
 order and ready for use at all times, and when neces- 
 sary oil them, using kerosene oil to make them work 
 freely. Should the signal become disabled and out of 
 order, and repairs needed, prompt notice must be sent 
 to the train dispatcher by wire r giving cause of trouble, 
 and stating what material is required for repairs. 
 
 Operators are expected to make suggestions and give 
 such information from time to time, as is calculated to 
 improve the service. Should anything occur which 
 does, or is likely to impair the service in any way, it 
 must be reported at once to the Superintendent of 
 Telegraph. Operators will familiarize themselves with 
 the Western Union Book of Rules and obey them. 
 
 Operators are required to devote themselves exclu- 
 sively to the service of the company during business 
 hours ; those having other duties to perform in the freight 
 department will not allow such duties to prevent proper 
 attention being given to the telegraph. At offices 
 where there is but one day and night operator, the day 
 operator acts as agent or manager, and is held re- 
 sponsible for all the cash taken in. 
 
TELEGRAPHY 55 
 
 Operators are required to be in their offices when 
 trains are due or at their stations and not out 
 on the platform unless the service requires their pres- 
 ence there; they will keep a register of all trains pass- 
 ing their station and the reports from such stations as 
 the train dispatcher may require and report the same 
 promptly to the dispatcher. 
 
 They must give public notice upon the bulletin 
 board of the time trains carrying passengers are due, 
 and whether on time or how much late. 
 
 All instruments necessary for the use of the tele- 
 graph department at each office, will be furnished by 
 the Company, which together with the office furniture 
 and fixtures must be kept clean and in good order. No 
 private instruments will be allowed upon the wires, and 
 no private lines must be connected with any office 
 without the permission of the Superintendent of Tele- 
 graph. 
 
 Always try to be accommodating, treating all persons 
 with respect, with whom you come in contact. Do not 
 get out of patience if traveling men make what might 
 seem unreasonable requests, or ask a small favor. Be 
 ready at all times to aid feeble or old persons on and 
 011 trams, and make yourself of worth to the Com- 
 pany and your services will be rewarded. Remember 
 a good word spoken of you from the traveling public, 
 will soon reach the officials and greatly figure in your 
 chances for promotion. 
 
 Do not depend upon any one to do your work for 
 you; or meddle with other employees' business unless 
 your help be requested. 
 
 In case of accident, no account or message respecting 
 it, other than regular tariff business, must be sent un- 
 
56 TELEGRAPHY 
 
 less to an officer of the Company, signed by an agent, 
 conductor or other authorized person, nor must it be 
 made the subject of conversation or remark over the 
 wire or otherwise. Particulars for the public, or for 
 publication will be furnished only by an officer of the 
 Company, or upon his authority. 
 
 Contention for circuit will not be permitted. Any 
 operator who follows this practice will be promptly dis- 
 missed. In case of doubt, or when unable to "raise" 
 an office within a reasonable length of time, operators 
 must promptly call upon the Chief Operator or Super- 
 intendent of Telegraph for assistance. 
 
 Operators must make themselves familiar with their 
 switch-board and cut-outs, so they can connect wires as 
 directed by the testing operator. Always be sure that the 
 testing operator has finished his directions before com- 
 mencing to connect wires, or to remove ground wire. 
 When directed to cross-connect, open, close or ground a 
 wire, follow directions carefully. When they have been 
 carried out say "now" and always keep an instrument on 
 the wire on which instructions are being given, until 
 communication is restored. Never connect wires vice 
 versa unless directed to do so. Operators must invari- 
 ably sign their office call when using the line for any 
 purpose whatever. 
 
 They will block all trains the required time apart, as 
 provided in the rules, unless otherwise directed, and must 
 keep a full set of signals in good order, and always ready 
 for immediate use, and use them strictly in accordance 
 with the rules and observe the rear of trains and report 
 at once to the superintendent or train master if markers 
 or red lights are not displayed as provided by the rules. 
 
 When fixed signals become soiled or faded, operators 
 
TELEGRAPHY 57 
 
 will report their condition to the superintendent or train 
 master. 
 
 Operators using positive block must not give a train 
 that is blocked a clearance card, unless they are posi- 
 tively sure that the train can proceed. 
 
 The day operator will be held responsible for the work- 
 ing condition of the train order signal. 
 
 Operators will report the state of the weather in cases 
 of rain, snow, fog or severe storm in their vicinity, day 
 or night, to the train dispatcher. 
 
 Where two or more operators are employed, one must 
 always be on duty. Operators going off duty must no- 
 tify relieving operators of any undelivered orders, re- 
 lieving operators receipting for them on the face of 
 orders ; also notifying relieving operator of any unfin- 
 ished business. 
 
 Operators must not leave their offices before the arri- 
 val of an expected train that is due, without permission 
 of the train dispatcher. 
 
 They must not leave their office while a train is at the 
 station, unless required by business connected with the 
 train. 
 
 When they are given leave of absence, they must be- 
 fore leaving, see that their substitutes are thoroughly 
 acquainted with the duties of the office, the management 
 of the switch-board, instruments, batteries, etc. 
 
 Before opening a key, they must adjust the relay, using 
 special care in wet weather, to make sure that the cir- 
 cuit is not in use. 
 
 They must in transmitting, write firmly, space care- 
 fully and take every precaution to guard against mis- 
 takes. 
 
 They must use good judgment in working with inex- 
 
58 TELEGRAPHY 
 
 perienced operators, and must regulate their speed of 
 transmission to suit the capacity of the receiving oper- 
 ator, to avoid breaking, or possibility of error, and the 
 consequent loss of time. 
 
 They must not receive messages to be transmittec^free, 
 unless such message pertain to the business of the com- 
 pany, and are signed by an officer, agent, or employe, ex- 
 cept answers to such messengers. 
 
 They must promptly deliver messages received, con- 
 sider all messages confidential, and not permit them to 
 be read by any person except those to whom they are 
 addressed, nor make their contents the subject of conver- 
 sation or remark. 
 
 All messages not relating to the business of the com- 
 pany must be paid for, unless otherwise ordered by the 
 proper authority. 
 
 They must record in the proper place upon the face 
 of each message received and sent, the time, date, month 
 and year, and the initials of the operator who received 
 and sent it. 
 
 No alterations, additions or erasures will be allowed on 
 original messages after transmission, and they will be 
 retained in the files, unless they are called for by the 
 Superintendent or general officer or by Superintendent of 
 Telegraph. If originals are called for, a copy must be 
 left in the files, with a memorandum attached showing 
 the disposition of the original. Railroad messages, after 
 being transmitted, must be carefully filed daily, and pre- 
 served for one year, unless otherwise directed. 
 
 All telegrams received for delivery to an officer of the 
 company, who may be en route upon the road, must be 
 enclosed in a proper envelope and sealed, and addressed 
 to him before delivery. 
 
TELEGRAPHY 59 
 
 Operators should require persons leaving messages at 
 their offices for transmission, to read them aloud before 
 they are accepted. 
 
 They must exhibit a courteous disposition at all times, 
 in and about their offices, and over the wire, avoiding 
 unnecessary conversation ; be polite to all and prompt in 
 furnishing proper information to those entitled to it. 
 The use of profane, obscene or ungentlemanly language 
 over the wires, or in and about the company's offices, is 
 positively prohibited. 
 
 Students must not be allowed to enter or practice in an 
 office without first obtaining permission from the Super- 
 intendent of Telegraph. The attention of students must 
 be called to all rules of the company, and particularly to 
 those relating to the privacy of telegrams. 
 
 The regular operators will be held responsible for any 
 interruptions that may occur to the line, or delay to busi- 
 ness, caused by incompetent or unauthorized persons 
 using the instruments. 
 
 THE DOUBLE ORDER SYSTEM. 
 
 In the double order system, the dispatcher calls up all 
 offices where orders can soonest be delivered to the train 
 
 j concerned, and sends the order to each at one transmis- 
 
 1 sion ; the order being worded so that it serves for both 
 trains. This system is considered the most reliable and 
 
 ! less liable to error. 
 
 Note — Among the points in its favor might be stated 
 that the mental strain upon the dispatcher arising in the 
 single order system where he has to keep several different 
 orders in his mind at the same time, lest he gives different 
 
 I meeting points to different trains, thereby causing 
 
6o TELEGRAPHY 
 
 
 wrecks, is entirely absent in the double order system. In 
 preparing this order the dispatcher cannot possibly give 
 different meeting points, as there is but one message to 
 each train and being sent to both at one sending, each 
 must get the same as the other. 
 
 Thus we have several addresses; one for each train 
 concerned which are transmitted in tfcieir respective 
 order. 
 
 GENERAL INSTRUCTIONS IN TRAIN ORDER WIRE WORK. 
 
 Trains are addressed in train orders as follows : , "Let 
 HB" be the office call for Hannibal. In addressing an 
 order to 2nd. No. 62 at Hannibal, the following form is 
 used: "To HB C & E 2nd No. 62." For different trains 
 at different stations, substitution is made for the different 
 station office calls in the place of "HB" and the different 
 trains in the place of "2nd. No. 62." 
 
 Train orders are numbered in transmitting in succes- 
 sion each day, No. 1 commencing at midnight. 
 
 ORDER OF TRANSMISSION. 
 
 Order No 
 
 Trains addressed to at each station. 
 
 Period. 
 
 Body. 
 
 Signature. 
 
 Example of a simple train order as sent on the wire. 
 Letters in the parenthesis () are sent, but not copied by 
 the receiving operator. 
 
TELEGRAPHY 61 
 
 (31 copy 3) Order No. 1. 
 (to) HB C & E No 55 
 (to) I C & E No 6 ( .) 
 
 No 55 Eng 286 and No 6 Eng 13 will meet at Callao 
 instead of Shelbina. (sig) F. W. H. 
 
 ACKNOWLEDGMENT OF RECEIPT OF TRAIN ORDERS. 
 
 When it is desirable to have the train of inferior right 
 receive its orders and act upon them before the order is 
 completed and delivered to the train of superior right, it 
 is necessary for the dispatcher to receive an acknowledg- 
 ment (from the operator who has the orders for the train 
 of superior rights) that he will hold the superior train 
 until they get the order before he can allow the train of 
 inferior right to proceed. Example : 
 No 65 No 66 
 
 A. B. C 
 
 Let us suppose that No. 65, the inferior train, is now 
 waiting at station "A" and that No. 66, the superior train 
 has not yet arrived at station "C," and they are to meet 
 at station "B." Now if the dispatcher is sure that No. 
 65, the inferior train, will get a copy of the order, he can 
 allow operator at station "A" to repeat and complete his 
 order first and No. 65 could leave station "A" and pro- 
 ceed to the meeting point, which in case No. 65 was a 
 heavy train, would greatly lessen the cause of delaying 
 No. 66 at the meeting point. 
 
 Thus for acknowledging receipt of a train order and 
 assuring the dispatcher, the train addressed will be held 
 until a copy is delivered the form of X ing is used as an 
 abbreviated form. 
 
62 TELEGRAPHY 
 
 ORDER OF "x ING." 
 
 Form and order No 
 
 Your office call. 
 
 Train addressed at your station. 
 
 The letter "X." 
 
 Your personal sign. 
 
 Example of "Chillicothe" or "Hi" office "X ing" Order 
 No. i. "31 No 1 HI C & E No. 6 X Go." 
 
 ORDER OF REPEATING. 
 
 Form and order No. ...... 
 
 Your office call. 
 
 Train addressed at your station. 
 
 The letter "X." 
 
 Your personal sign. 
 
 Period. 
 
 Body of the order. 
 
 Conductor's signature and his train number. 
 
 Example of "Hannibal" or "HB" office repeating 
 Order No. 1. "31 No 1 HB C & E No 55 X SN ( .) 
 No 55 Eng 286 and No 6 Eng 13 will meet at Callao 
 instead of Shelbina." 
 
 Sig. Johnson condr trn No 55. 
 
 HOW TO COPY ORDERS ON THE FORMS. 
 
 Let us next make a careful study of the two following 
 forms which are adopted as the standard for copying 
 train orders. On the first "form 31," let us suppose that 
 
TELEGRAPHY 63 
 
 Hannibal office is going to copy and using "HB" for his 
 office call, "SN," for his personal sign. On the second 
 "form 19," suppose that Chillicothe is going to copy and 
 use "HL" for his office call, "Go" for his personal sign. 
 The dispatcher after calling "HB" and receiving his re- 
 ply, would say, "31 copy 3," meaning make three copies 
 on form 31 ;" then after raising "HI" would say, "19 copy 
 3," meaning "make 3 copies on form 19." Then he would 
 
 start out with Order No , stating the number which 
 
 we will suppose was 10; both operators would then put 
 the number 10 on the blank space opposite the Order 
 
 No The dispatcher would then address "HB" 
 
 and give him his train address as follows : To HB C & 
 E Exa 427 West. The operator at "HB" would then 
 write after the word To The train ad- 
 dress, C & E Exa 427 West and his station name "Han- 
 nibal" after the word At The dispatcher 
 
 would then address "HI" and say, "To HI C & E 2nd 
 No 46," and make a period, indicating that he was ready 
 to begin the body of the order. Operator at "HI" would 
 fill in the form the same as "HB," only it would read "To 
 C. & E. 2nd No 46 at Chillicothe/' Commencing with the 
 period, the dispatcher would send the body as follows : 
 
 "Exa 427 West has right of track against 2nd No 46 
 Eng 928 Hannibal to Callao." Sig F. W. H. 
 
 Both operators would copy the body as sent in the 
 space provided ; at the conclusion of the dispatcher's ini- 
 tials "F. W. H.," the dispatcher would address "HB" 
 as follows : "To HBX." Operator at "HEB" would then 
 take the wire and say, "31 No 10 HB C & C Exa 427 West 
 X SN." The dispatcher would then give him OK and 
 the time as follows: "31 No 10 OK 751 PM F. W. H." 
 Operator at "HB" would then write his initials and the 
 
64 TELEGRAPHY 
 
 time after the letter X Opr M. 
 
 The dispatcher after giving him OK, would address "HI" 
 as follows : "To HI ga," Operator at "HI" would take 
 the circuit and say, "19 No 10 HI C&E2nd No 46 X 
 GO," make a period and repeat the body, giving his own 
 name as signature. The dispatcher would then give him 
 complete and the time as follows: "19 No 10 OK & 
 complete 755 PMF.W, H." "To HB ga." Operator 
 at "HI" would write the word complete after the word 
 
 Made and the time 7 155 PM after the word 
 
 Time and his name Gregory, before the word 
 
 Opr., and also fill in the spaces X 
 
 Opr M'., with his initials and the time. 
 
 Operator at tk HV" would then give the circuit as follows : 
 "31 No 10," make a period and repeat the body giving 
 the conductor's name and signature. The dispatcher 
 would them give him complete as follows: "31 No 10 
 complete 758 PM. F. W. H." Operator at "HB" would 
 write the word Complete in the column headed "Made" 
 and the time in the column headed "Time" and his name 
 in the column headed "Operator." Each operator will 
 
 fill in the blank places 190. . . . , without 
 
 instructions from the dispatcher. 
 
 It must be remembered that No. 31 order cannot be 
 completed until the signature of the conductor, or person 
 addressed is signed to the order, and the same has been 
 transmitted to the dispatcher. Upon repeating back an 
 order, if you have not yet the conductor's signature to send 
 to the dispatcher, you will only receive the OK response 
 and the time, which time goes in the space provided — 
 
 Repeated M. After you have received the 
 
 conductor's signature to an order, which you have al- 
 ready repeated, you must then get the wire and repeat 
 
TELEGRAPHY 
 
 65 
 
 MISSOURI 
 
 CENTRAL 
 
 ROUTE 
 
 19 
 
 TRAIN ORDER No.. 
 
 10 
 
 Chicago, 111.. Aug 8th, 1 9Q 4- 
 
 FORM 
 
 19 
 
 To C & E 2nd No 46 
 
 x_ 
 
 GO 
 
 _Opr 
 
 At_ 
 
 Chillicothe 
 
 
 STATION. 
 
 
 7:55 
 
 p M. 
 
 Exa 427 West has right of track against 
 2nd No 46 Eng 928 Hannibal to Callao. 
 
 F. W. H. 
 
 CONDUCTOR AND ENGINEMAN MUST BOTH HAVE A COPY OF THIS ORDER. 
 
 Made Complete timeJl*LL-.M. 
 
 Gregory, 
 
 .Opr. 
 
66 
 
 TELEGRAPHY 
 
 1 
 
 MISSOURI 
 
 CENTRAL 
 
 ROUTE 
 
 FORM 
 
 31 
 
 TRAIN ORDER No.. 
 
 10 
 
 Chicago, 111. Aug, 8. 19Q 4. 
 
 FORM 
 
 31 
 
 To_ 
 
 O & E Exa 427 West, 
 
 At. 
 
 Hannibal 
 
 SN 
 
 _Opr._ 
 
 7:51 
 
 _M. 
 
 Exa 427 West has right of track against 
 2nd No 46 Eng 928 Hannibal to Callao. 
 
 F. W. H. 
 
 CONDUCTOR AND ENGINEMAN MUST BOTH HAVE A COPY OF THIS ORDER. 
 
 Repeated at- 
 
 7:58 
 
 „Af. 
 
 CONDUCTOR TRAIN 
 
 Jones 
 
 427 W 
 
 MADE 
 
 Complete 
 
 TIME OPERATOR 
 
 7:58 P. M. 
 
 Seaton 
 
TELEGRAPHY 67 
 
 the same to the dispatcher in the following form: "31 
 Order No 10 sig Jones trn Exa 427 West." The train 
 dispatcher will then give you complete as follows: "31 
 No 10 complete 758 PM F. W. H." 
 
 TRAIN ORDER WIRE WORK. 
 
 (As overheard on the wire from start to finish.) 
 
 Meaning of the abbreviations used in the following: 
 
 "HB"— Office call for Hannibal, "SN"— Operator's 
 personal sign. 
 
 "HI"— Office call for Chillicothe. "GO"— Operator's 
 personal sign. 
 
 "CU"— Dispatcher's office call. "F. W. H."— Dis- 
 patcher's initials. 
 
 "Hr — Here 29" — Train dispatcher, train orders. "31 
 and 19" — Forms of orders." 
 ."Cy— Copy." "U— you." "&— and." 
 
 Example of what would be heard go over the wire in 
 the "X" order system as used in the previous order: 
 
 (Dspr) Hr 29 HB HB HB 29 CU 
 
 (Opr HB) I I HB 
 
 (Dspr) 31 cy 3 u & HI 29 HI HI 29 CU HI 
 
 (Opr HI) I I HI 
 
 (Dspr) 19 cy 3 ( .) 
 
 Order No 10 
 
 To HB C & E Exa 427 West 
 
 To HI C&E2ndNo46 ( .) ( .) 
 
 Exa 427 West has right of track against 2nd No 46 
 Eng 928 Hannibal to Callao. Sig F. W. H. 
 
 To HB X CU 
 
 (Opr HB) 31 No 10 HB C & E Exa 427 West X SN 
 
 (Dispr) 31 No 10 OK 751 PM F. W. H. To HI ga 
 
68 TELEGRAPHY 
 
 (Opr HI) 19 No 10 HI C & E 2nd No 46 X GO ( .) 
 
 Exa 427 West has right of track against 2nd No jC 
 Eng 928 Hannibal to Callao. (.) Sig Gregory, 
 
 (Dspr) OK Hr msg CU FW 
 
 Fm Chicago 10 
 
 To condr 2nd No 46 (.) 
 
 Leave one large box for hay at Shelbina, and one spl 
 stock car at Callao (.) 
 
 (Sig) FWH 
 
 19 No 10 complete 755 PM F. W. H. to HB ga (.) 
 
 (OprHB) 31 No 10 ( .) 
 
 Exa 427 West has right of track against 2nd No 46 
 Eng 928 Hannibal to Callao (.) 
 
 Sig Jones trn Exa 427 West 
 
 (Dspr) Hr Clip CU FW 
 
 Fr Chicago 10 
 
 To condr Exa 427 West (.) 
 
 Pick up 2 cars cattle at Palmyra Jet and take them 
 through (.) Sig F.W. H. 
 
 31 No 10 complete 758 PM F. W. H. 29 CU HI HI 
 29 CU 
 
 (Opr HI) I I HI 
 
 (Dspr) OS 
 
 (Opr HI) OS OS HI 2nd No 46 by 801 HI 
 
 (Dspr) OK CU 
 
 BREAKING IN TRAIN ORDERS. 
 
 Breaking is to open the key and stop the sending 
 operator when you miss a letter or word. In breaking 
 in an order should you miss the order No, say "No" ; 
 in the address say, "To" ADDING YOUR OFFICE 
 CALL; in the beginning of the body, say, "period ( .)"; 
 
TELEGRAPHY 69 
 
 in the body give the last word received ; in the signature, 
 say, "sig." 
 
 (For other forms of Train orders, see Standard Code 
 as revised by the American Railway Association, in 
 another portion of this book.) 
 
 RAILROAD TELEGRAMS. 
 
 Railroad telegrams or messages are those which are 
 sent and revised between officials, agents and other em- 
 ployees of a railroad company, and pertain strictly to 
 business of the company. They have no checks, and no 
 record is made of them, are brief and concise as possible 
 and usually composed of many abbreviations, are ad- 
 dressed and signed with full names, except when limited 
 to one division, in which case initials are generally used. 
 
 Each message received must show on its face from 
 which office it was sent, the signatures of both sending 
 and receiving operators and the time received. 
 
 Telegrams addressed to persons on trains (except 
 those addressed to train men) must be enclosed in sealed 
 envelopes. The contents of all telegrams must be held 
 strictly confidential. 
 
 GENERAL INSTRUCTIONS IN RAILWAY MESSAGE WIRE WORK. 
 
 The signals "Hr," "Anr," or "Ahr," are used to an- 
 nounce the beginning of a message, and to the operator 
 seem as plain as for some one t6 say, "Here" or "Here is 
 another," sometimes they say, "Hr msg" or "Hr clip" ; 
 any of the above terms mean get your message blank, 
 here is a message for you. Following this will be sent 
 the office call, of the sending office, then the personal 
 sign of the sending operator; following his sign will 
 
70 TELEGRAPHY 
 
 come the signal "Fm" or "Fr," which announces that 
 the place from which it is being sent and the date will 
 follow, following the date the signal "To" announces 
 that the address will follow; following the address the 
 signal "period (.)" announces that the body will follow, 
 at the conclusion of the body the signal "sig," announces 
 that the signature will follow. The above signals are 
 sent by the sending operator, but never copied by the re- 
 ceiving operator. 
 
 ORDER OF TRANSMISSION. 
 
 Office call of sending office. 
 
 The sending operator's personal sign. 
 / Place from and date. 
 
 Address of the message. 
 
 Body. 
 
 Signature. 
 
 Example of how a Railway message is transmitted. 
 The combinations of letters enclosed in the parenthesis 
 ( ) are sent by the sending operator, but not copied by 
 the receiving operator. 
 
 (Hr msg) HB SN 
 
 (Fm) Hannibal 12 
 
 (To) Bloomdahl, Sect 4 man, HI ( .) 
 
 Go to Shelbina and help raise track next week work 
 5 men. (Sig) J. B. D., R. M. 
 
 HOW TO COPY MESSAGES ON THE FORMS. 
 
 Let us now make a study of the following form which 
 will be found similar to that used on most roads. Let 
 Hannibal be the sending office, "HB" the office call, and 
 "SN" the operator's personal sign. Let Chillicothe be 
 the receiving office, "HI" the office call, and "GO" his 
 
TELEGRAPHY fl 
 
 personal sign. After calling "HI" and receiving his re- 
 ply, "HB" would say, "Hr msg," meaning get your blank 
 I have a message for you; following this he would give 
 his office call "HB" which the operator at "HI" would 
 place in the space under the words office call, next he 
 would give his personal sign, "SN," which the operator 
 at "HI" would place in the space under the words Sent 
 By, and under the words Received By, he would put his 
 own personal sign "GO," and the time received in the 
 space under the word Time, then the operator at "HB" 
 would say, "FM Hannibal 12," operator at "HI" would 
 
 then write Hannibal 12 opposite the word From 
 
 and also the year in the place provided 19. ... ; then ope- 
 rator at "HB" would say, "To Agt HI," the operator at 
 "HI" would place the abbreviation "Agt" after the word 
 
 To and his office call, "HI" after the word 
 
 At , the operator at "HB" would then make 
 
 a "Period ( .)," which announces the beginning of the 
 body of the message and send the body and signature 
 as follows: 
 
 Pis advise how many psngrs for the excn tomorrow 
 
 Sig. W. D. B. 
 
 The operator at "HI" would copy the body and signa- 
 ture on the blank space provided for that purpose, and 
 would acknowledge receipt of the message by giving the 
 signal OK, his personal sign and his office call as follows : 
 OK GO HI. After receiving the OK and his personal 
 sign, the operator at "HB" would time the message by 
 placing on its face the receiving office call, the receiving 
 operator's personal sign, his own personal sign and the 
 time as follows : HI 132 PM SN GO. 
 
 In copying messages, you should always place your 
 personal sign and the time received, in the proper places 
 
72 
 
 TELEGRAPHY 
 
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TELEGRAPHY 73 
 
 at the same time you are receiving it, then it will never 
 be omitted. This will be found quite difficult at first, but 
 by careful practice from the start it can soon be mastered. 
 
 BREAKING IN RAILWAY MESSAGES. 
 
 When breaking in railway messages, should you miss 
 the "office call" of the sending office, say "sine" ; the per- 
 sonal sign of the sending operator, say, "wo" ; the name 
 of the place from which it was sent, say "fm"; in the 
 date say, "date"; in the name or initials of the address 
 say, "to"; in the beginning of the body, say, "period (.)"> 
 in the body, give the last word received ; in the signature, 
 say "sig." 
 
 TELEGRAPH REPORT CALLED "THE SOUP TICKET" 
 
 CallaO Station 8/16 190 7. 
 
 Train No. Exa 927 East Engine No. 927 
 
 Arr. 3 10 AM. Dep. 3 28 AM. 
 
 LOADS EMPTIES PASSENGER 
 
 stock 15 N.W. Mail and baggage 
 
 Time Freights 4 Foreigns H Coaches 
 
 D Freight 807 Tons Sleepers 
 
 WilSOn Conductor. 
 
 The above report would be sent as follows : 
 (Hr soup tkt) CL AM "S" "4:08 PM." 
 (fm) Callao 16 (.) 
 
 Trn exa 927 East a 310 d 328 Lds 15 Time Frt 4 Mts 
 Fgn 11 Total Tons 807. (sig) Wilson. 
 
74 
 
 TELEGRAPHY 
 THE DETAIL TRAIN REPORT 
 
 To the Train Dispatcher: 
 
 Chillicothe 8/16 190 6 
 
 Train 116 Left 4:10 PM. Engine 896 
 
 Engineer L S Morgan Conductor King 
 
 LOADS. 
 
 Give contents and destination of each load and state when 
 carded, or Time Freight. Give route of Eastern Time Freight. 
 
 No. lbs. 
 
 Contents 
 
 Destination 
 
 Time 
 
 Route 
 
 Ton- 
 nage 
 
 17 
 
 Sheep 
 
 Kansas City 
 
 
 
 450 
 
 11 
 
 Hogs 
 
 £ 6 
 
 
 
 330 
 
 1 
 
 Horse 
 
 Omaha Stk Yd 
 
 
 U P Trns 
 
 30 
 
 EMPTIES. 
 
 Give initials, Kind of Cars, Destination, and Size of Local 
 Box and Stocks. 
 
 No. Mts. 
 
 Initials 
 
 Kind 
 
 Destination 
 
 Size 
 
 Tonnage 
 
 4 
 
 C & N W 
 
 Box 
 
 Home 
 
 
 48 
 
 King Cond'rorAgt. 
 
TELEGRAPHY 75 
 
 Detail train reports are started the same as "soup 
 tickets/' and are sent directly across the page with period 
 made at the end of each line ; when through sending, the 
 loads announce the Empties. Example : 
 
 (Hr. detail) HI BN "ON" "125 PM." 
 
 (fm) Chillicothe 16 
 
 (to) Dspr ( .) 
 Trn 116 d 4 10 PM Eng 896 Engr L S Morgan 
 
 Has Lds 17 Sheep Kansas City, Tons 450 ( .) 
 11 Hogs do Tons 330 ( .) 
 
 1 Horse Stk Yds Via U P Trains Tons 30 
 
 (•) 
 Mts 4 C & N W Bx Home Tons 48. Sig King. 
 
 CAR REPORT LOCAL. 
 
 These reports differ in form on different roads, but 
 the principle is the same. 
 
 In sending this report, announce it as "cars," sign 
 your office call and then send the letter over such part 
 of the report as you have to fill out. Example : B 2 E 
 1 M 3 Q 4 R 12 U 3 V 8, and again sign your office 
 call. The operator in the dispatcher's office has a similar 
 form upon which he places the numbers under the letfers 
 as you name them. 
 
7 6 
 
 
 
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TELEGRAPHY 
 
 77 
 
 CAR REPORT FOREIGN. 
 
 Orders for foreign cars are addressed to the train dis- 
 patcher but must be on the foreign report. The dispatcher 
 then turns the foreign report over to the Car Service 
 Agent. 
 
 Received From 
 
 CN 
 
 Time Received 
 
 3:25 PM. 
 
 Sent By 
 
 G 
 
 Received By 
 
 AS 
 
 From West Chicago 111 
 To F.W.H. Chgo 
 
 Order No. 4 Time Filed 
 
 A. Cars Wanted i (Number) 
 
 B. Initials 
 
 C. Class of Cars wanted 
 
 D. Size of Cars wanted 
 
 E. Where Wanted 
 
 F. Date wanted ' 
 
 G. To be loaded with 
 H. Destination 
 J. How routed 
 
 16 
 
 3:15 PM 
 One 
 Mather 
 Feed & Water 
 36 ft 
 West Chgo 
 19 
 
 Export Cattle 
 
 New York City 
 
 Via Chgo & M C Ry 
 
 Signed M Cannon 
 
 Agent. 
 
 In sending the above report, it should be announced 
 by the Form Number, or as Foreign and send as follows : 
 
78 TELEGRAPHY 
 
 (Hr 46) CN G "AS" 
 
 (fm) West Chicago in 16 
 
 (to) F. W. H. Chgo 
 
 Order No 4 Filed 315 PM 
 
 A One 
 
 B Mather 
 
 C F & W 
 
 D 36 ft 
 
 E West Chgo 
 
 F 19 
 
 G Export Cattle 
 
 J Via Chgo &MCRy 
 
 Sig M Cannon Agt. 
 
 An accident report will be sent similar to the above by 
 cipher letter; they are used to save time; at the same 
 time to give clear account of what is wanted. 
 
 GENERAL INSTRUCTIONS IN COMMERCIAL MESSAGE WORK. 
 
 In handling commercial messages in the ordinary tele- 
 graph office, two sets of message blanks are used ; each 
 set is composed of one sending, and one receiving mes- 
 sage form, the sending and receiving forms in each set 
 are exactly alike. One set, which is used for Day mes- 
 sages, is printed in black ink, and is called Black, or day 
 message forms ; the other, which is used for Night mes- 
 sages, is printed in red ink, and is called Red, or Night 
 message forms. 
 
 A message addressed to a place to which it is being 
 sent (one which is not to be relayed or transferred), is 
 called a CITY. 
 
 A message addressed to some place other than the place 
 
TELEGRAPHY 79 
 
 to which it is being sent, (one which is to be relayed 01 
 transferred), is called a THROUGH. 
 
 A message will be understood to be a Day, or on a 
 black form, unless the word Red or Night, is made in 
 the signals announcing the beginning of the message. 
 
 If we have a day message addressed to some person in 
 Chicago, and we can by using our line or wire, communi- 
 cate direct with Chicago office, as soon as the operator 
 at Chicago would answer his call, we would give him the 
 following signals, "Hr city." He would at once know 
 that we have a Day message addressed to some person 
 in Chicago, and would copy on the black form. In case 
 it was a night message, we would say, "Hr city red," or 
 "Hr city nite," in which case he would copy on the 
 night message form. 
 
 If our message was a day and addressed to some per- 
 son in Boston, Mass., and Chicago was our relay office, 
 we would say, "Hr tru." The operator at Chicago would 
 at once know we have a message to be copied on the day 
 form which is to be relayed or sent on some other line 
 from his office to destination. In case the message was a 
 night, we would say, "Hr tru red," or "Hr tru nite." He 
 would then copy on the night message form. 
 
 Thus we have the following signals which are used to 
 announce the beginning of a message: 
 
 Hr city Black form 
 
 Hr tru Black form 
 
 Hr city red Red form 
 
 Hr tru red Red form 
 
 Hr city govt Black form 
 
 Hr tru govt Black form 
 
 Hr city red govt Red form 
 
80 TELEGRAPHY 
 
 Hr tru red govt . . . . Red form 
 
 Hr Cabfe .Cable form 
 
 Any of the above signals mean get your message 
 blanks, I have a message for you, and are sent by the 
 sending operator but never copied by the receiving oper- 
 ator. Messages between the larger offices, which have 
 considerable business, are numbered commencing with 
 No. i at the opening. Sent messages to each office being 
 numbered separately, received messages from each office 
 being numbered separately. 
 
 After the signals announcing the beginning of a mes 
 sage, will be sent the number of the message and the 
 office call of the sending office, then the sending operat- 
 or's sign; following his sign "ck" indicates the check 
 which gives the number of words subject to tariff, and 
 tells whether a message is paid, to be collected, or free ; 
 (if free, explaining why) will follow ; then the signal 
 "fm" announces the place from and the date will follow, 
 then the signal "to" announces that the address will 
 follow; then the signal "period ( .)" announces the be- 
 ginning of the body will follow ; then the "sig" announces 
 that the signature will follow. 
 
 ORDER OF TRANSMISSION. 
 
 1. The number of the message and official call of the 
 sending office. 
 
 2. The sending operator's personal sign. 
 
 3. The check of the message. 
 
 4. The place from and date of the message. 
 
 5. The address of the message. 
 
 6. The body of the message. 
 
 . 
 
TELEGRAPHY 81 
 
 7. The signature of the message. 
 
 Example of transmitting a simple commercial message : 
 
 Hr city No 1 BN AH ch 5 Paid 
 
 fm Shelbina No 19 
 
 to Adams Bros. & Co. * 
 
 Brookfield, Mo. 
 Will arrive five ten tomorrow. Sig James Parker. 
 
 THE SENDING FORM. 
 
 Let us now make a study of the following form, which 
 being printed in black ink, and a sending form, indicates 
 that it is a day sending blank. 
 
 Receiver's No. refers to whoever accepts or re- 
 ceived the message from the customer. In the large 
 commercial offices, the person who accepts the messages 
 from the public is known as the receiving clerk, and he 
 would place under the words, "Receiver's No." his per- 
 sonal sign and also number it. Operators at small sta- 
 tions would place only their personal sign under the 
 words, "Receiver's No." The object being to have the 
 sign of the person who receives the message from the 
 customer, upon the blank, in case the message be not 
 understood the same can be referred to him. 
 
 Time Filed refers to the time the message was 
 presented by the sender at the sending office for transmis- 
 sion, but has no reference to the time it is transmitted by 
 wire. 
 
 Check refers to the number of words contained in the 
 message which are to be counted and charged for, except 
 in the case of collect message. The word "collect" is 
 added in the check to assist in indicating that the tolls 
 of the message are to be collected. The word collect in 
 the check of the message is never charged for. 
 
82 
 
 TELEGRAPHY 
 
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TELEGRAPHY 83 
 
 Let us now presume that the above message has been, 
 presented at Chillicothe, Mo., office for transmission, and 
 
 • as it meets all the requirements of Rule 1, the operator 
 will observe Rule 2 and see that the month, and the day, 
 are correctly noted thereon ; by referring to his time-piece 
 he finds the time it was presented to him to be sent was 
 9:19 A. M., which he will place under the words, "Time 
 Filed" ; he will place his personal sign, which we will 
 presume as "AH," under the words "Receiver's No." 
 Now by carefully reading every word, he finds according 
 to Rules 3 t o 8 inclusive, there are six words to be 
 counted and charged for, which makes the check 6 paid. 
 
 I If the sender had desired it sent collect, and met all the 
 
 , requirements of Rule 13, he would have made the check 
 7 collect, instead of 6 paid. 
 
 He should obtain and file the address of the sender, if 
 
 1 not well known, in case any reply or service should be 
 received pertaining to the message, the sender can be 
 notified. 
 
 RECEIVING FORM AND HOW TO COPY ON THE SAME, 
 
 Let us presume that the operator at Chillicothe, who 
 
 has the message for Brookfield, sends it over the wire 
 
 j while the operator at Brookfield makes a copy of the 
 
 I same on the receiving form below. Office call for Chilli- 
 
 1 cothe, "HI;" Brookfield, "BF;" Operator's personal sign 
 
 at Chillicothe, "H ;" Brookfield, "VC." 
 
 RECEIVING FORM. 
 
 After calling "BF" and receiving his reply, operator at 
 "HI" would say, "Hr city." The operator at "BF" 
 would at once know that "HI" had a message for him, 
 
84 
 
 TELEGRAPHY 
 
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TELEGRAPHY 85 
 
 and it is a day message, and to be copied on a day mes- 
 sage form. He would, therefore, get the above form 
 and copy as follows : Operator at "HI" after giving him 
 the signal "Hr city," would send the number of the mes- 
 sage, and his office call which being the first message to- 
 day would be "No 1 HI." Operator at "BF" would 
 write "1 HI," under the word number, operator at "HI" 
 would then send his personal sign "AH," which the 
 operator at "BF" would write under words, "Sent By," 
 and would write under his own personal sign "VC" 
 under the words "Received By," operator at "HI" ; would 
 then say, "Ck 6 Paid." Operator at "BF" would write, 
 "6 Paid" under the word "Check"; operator at "HI" 
 would then say, "fm Chillicothe Mo 19." Operator at 
 "BF" would write "Chillicothe Mo 19" on the same line 
 
 after the word, "Dated " ; operator at 
 
 "HI" would then say, "to James Perkins." Operator at 
 "BF" would write the name of "James Perkins" after the 
 word "To" ; operator at "HI" would then make a "com- 
 ma ( ,)" which in this case means to the receiving opera- 
 tor, drop a line for the address, following the comma the 
 operator at "HI" would^say, "931 Main St." The opera- 
 tor at "BF" would write on the line below the name com- 
 mencing about half way under the name, "931 Main St," 
 operator at "HI" would make another "comma ( ,) 
 Brookfield, Mo." Operator at "BF" would observe the 
 comma this time also and commence about half way 
 under the street address and write, "Brookfield, Mo."; 
 operator at "HI" would then make a "period ( .)" and 
 send the body and signature as follows : "Come home at 
 once mother worse sig Walter Perkins." Operator at 
 "BF" would then copy the body and signature on the 
 blank space provided for that purpose, omitting the ab- 
 
86 TELEGRAPHY 
 
 breviation "sig" On the line, "Received at 
 
 190.." the operator at "BF" will observe Rule 32 and 
 place "Brookfield, Mo., 9.25 A. M., July 19, 1904," and 
 will count the number of words in the body of the mes- 
 sage, see that they agree with the check, and otherwise 
 satisfy himself that the message is correct in every way, 
 and then will acknowledge receipt of the same by giving 
 the signal OK, his personal sign and office call as follows : 
 "OK VC BR" The operator at "HI" will time his sent 
 copy according to the following form. 
 
TELEGRAPHY 87 
 
 TIMING OF SENT COPIES. 
 
 Copies of sent messages when transmitted should be 
 timed in the following form: 1 BF 9.25 AM AH VC. 
 "1" is the number of the message to Brookfield office on 
 that day; "BF" the office call for Brookfield to which 
 the message is being sent ; "9 125 A. M." the time trans- 
 mitted; "AH" the sending operator's personal sign; and 
 "VC" the receiving operator's personal sign. 
 
 It is quite customary for the sending operator to place 
 this form upon the sending blank with his left hand while 
 transmitting the message with the right. It is found- 
 quite difficult for operators of considerable experience but 
 with constant trials the beginner can soon master this im- 
 portant step. 
 
 BREAKING IN COMMERCIAL MESSAGES. 
 
 When breaking in commercial messages, should you 
 miss in the message number, say — "No ;" in the sending 
 operator's personal signal say — "wo;" in the check, say 
 — "ck ;" in the name of the place from which it was sent* 
 say — "fm ;" in the state, — say "state ;" m the date, say — 
 "date ;" in the name of the addressee, say — "to ;" in the 
 street number, or in the case of the party in whose care 
 addressed, say — "comma (,) ;" in the beginning of the 
 body or text, say ("period (.) ;" in the body or text give 
 the last word received; in the signature, say "sig." If 
 for any reason you should fail to receive a message after 
 a part or all of it has been transmitted, or in case you 
 make a "bull" in your copy which would make it neces- 
 sary to have the message repeated, say — "ga anr" or 
 "ga ahr." 
 
88 TELEGRAPHY 
 
 MISTAKES IN CHECKS. 
 
 Suppose that in the following message either the send- 
 ing operator had failed to send, or the receiving operator 
 had failed to copy, the word "wire." 
 21 MD CR BP 10 Paid. 
 Madison Wis. 22 
 James Person, 
 
 Kankakee, 111. 
 Can you meet me Great Northern Chicago Monday 
 wire answer. 
 
 Milton Clark, 
 10:14 AM. 
 
 The receiving operator would at once discover that 
 there was only nine words, in which case he would say s 
 "9 w," meaning I have only "9 words." The sending 
 operator would review his copy and find ten words, and 
 would say "ck 10 Paid and make a period and repeat the 
 first letter of each word as follows :c} r mmgncmw 
 a." By following each letter closely the receiving opera- 
 tor would discover that he had no word which com- 
 menced with "w" after the word Monday and would say 
 "ga monday;" the sending operator would repeat "mon- 
 day wire answer" and the error would be corrected. 
 
 COMMERCIAL MESSAGES EXPLAINED. 
 
 In the following messages the combinations of letters 
 inclosed in the parenthesis () are sent by the sending 
 operator, but not copied by the receiving operator; those 
 in quotations " " are copied by the receiving operator, 
 but not sent by the sending operator. 
 
TELEGRAPHY 89 
 
 MORE THAN ONE ADDRESS. 
 
 When a message is addressed to two persons in the 
 same place or town and delivery is to be made to each, 
 it will be charged for as two messages. 
 
 Example : 
 
 (Sturges receives city.) 
 (Hr city mk 2 cys No) 1 BN AN "HW" (ck) 10 Paid, 
 (fm) Hannibal Mo 22 
 (to) C L Brown and Geo Clark, 
 
 I Sturges, Mo. 
 
 (.) Meet me Kansas City Hudson House Eleven oclock 
 Monday bring papers. 
 
 (sig) P D Kitt 
 "11 :15 AM" 
 
 The manner of transmitting the above message will 
 be determined by the manager or chief operator of the 
 sending office. It may be sent to both persons at one 
 transmission, or to each one separately ; if only one trans- 
 mission is made the sending operator who makes the last 
 transmission should tell the receiving operator to make 
 2 copies, as follows: (Hr city mk 2 cys) so he may at 
 one writing with manifold make a copy for each address. 
 
 When a message is addressed to two persons in the 
 same place or town and delivery is to be made to either, 
 it will be charged as only one message, but the second 
 address together with the connecting word "or" will be 
 included in the count and charged for. 
 
9 o TELEGRAPHY 
 
 Example : 
 
 (Brookfield received city.) 
 (Hr city No) 4 MR ED "RD" (ck) 14 Paid 3 exa wds. 
 (fm) Palmyra Mo 22 
 (to) J K Wheeler, or Ed Page, 
 
 Care Bacon Elevator, 
 
 Brookfield Mo 
 (.) Phone Ella I bought load mules waiting for car home 
 tomorrow. 
 
 (sig) Wm Hopper 
 
 "12 K Noon" 
 
 In the above message we have 3 extra words which are 
 the three extra words in the address, "or Ed Page" while 
 there are only eleven body words. They are called extra 
 words because they are not a part of the body, yet must 
 be counted and charged for; therefore, they are men- 
 tioned in the check as extra words. All words in a mes- 
 sage which according to the rules must be counted and 
 charged for, and are not in the body, are mentioned in 
 the check as so many extra words. 
 
 STREET ADDRESSES. 
 
 Great care should be taken to obtain from the sender a 
 good, clear address for each message. The importance 
 of the address cannot be over-estimated. When the ad- 
 dress given seems insufficient a better one should be re- 
 quested. Example : 
 
 (Moberley receives City.) 
 (Hr City No) 41 BF FS "JK" (ck) 8 Paid 
 (fm) Brookfield Mo 22 
 (to) M L Quinn, 
 
TELEGRAPHY 91 
 
 Traveling salesman for Hibbard Spencer Bartlett & Co., 
 Try Hotels and 326 Wentworth Ave., 
 
 Moberley, Mo. 
 (.) Go to St Louis first train meet George answer. 
 
 (sig) Mrs M L Quinn 
 "3:iS P M" 
 
 In the above address it might seem that extra words 
 appear to be used, but whenever it is necessary to make a 
 lengthy address, which will insure prompt delivery, do so 
 rather than necessitate sending several service messages. 
 
 MORE THAN ONE SIGNATURE. 
 
 Whenever a message has two or more signatures and 
 they are not in the nature of a firm, Mr & Mrs, or John 
 Smith & Family, all will be counted and charged for ex- 
 cept the last. Example : 
 
 - (Shelbina receives City.) 
 (Hr city No) 16 GH OA "HX" (ck) *i6 paid 3 exa wds. 
 (fm) Birmingham Mo 22 
 (to) Rev A L Appleby, 
 
 Pastor M E Church 
 
 Shelbina, Mo 
 (.) Will you meet our Sunday School at picnic at Seven 
 Oak Farm Friday. 
 
 (sig) S M McGee, Elmer Ford. 
 "4:25 PM" 
 
 In this message we also have 3 extra words, as we 
 :ount and charge for all signatures when there are more 
 than one except the last. 
 
92 TELEGRAPHY 
 
 TITLE WORDS. 
 
 Whenever a signature has a title of more than two 
 words or whenever there are words after the signature 
 which are not title words, each word will be counted 
 and charged for. Example: 
 
 (Hannibal received Relayed.) 
 (Hr tru No) 23 BN WR "GR" (ck) 12 Collect 3 exa wds 
 (fm) St Louis Mo 22 
 (to) Melvin Clarksdale, 
 
 On Train No 6, H & St J Ry, 
 Monroe Mo 
 (..) Work Shelbina Geo Thompson here have wired firm. 
 
 (Sig) Geo M. Holder, 
 Agent Deering Machine Co 
 
 "8:29 AM" 
 
 In the above message we have four words after the 
 signature, only one of them being a title word, "Agent" 
 (which is allowed free) therefore, we count and charge 
 for "Deering Machine Co" as 3 extra words together 
 with 8 body words and the word "collect" in the check 
 which is counted but not charged for. 
 
 REPORTING DELIVERY. 
 
 Whenever the sender of a message wishes the company 
 to notify him of its delivery. 
 
 Example. 
 
 (Kansas City receives Relayed.) 
 (Hr tru No) 8 CL CR "RG" (ck) 18 Paid 2 exa wds 
 
 Rept Dely 
 
TELEGRAPHY 93 
 
 (fm) Chicago 111 22 
 (to) Dr J B Freeman, 
 68 Main St, 
 Macon, Mo 
 (.) Will send papers today Title will have to be made 
 perfect before I can accept it. 
 
 (sig) Dr N J Moreland, 
 
 "12:27 PM" 
 
 In the above message there are two extra words in 
 the check "Rept Dely" which are counted and charged for 
 and placed there by the sending office to notify the re- 
 ceiving office, that a notice of delivery must be given. 
 
 Example : 
 
 (Kansas City receives Relayed.) 
 (Hr tru No) 3 CN RG "CR" (ck) 11 collect 
 (fm) Macon Mo 22 
 (to) Dr N J Moreland 
 
 Chicago, 111. 
 (.) Delivered your message to Dr J B Freeman nine AM. 
 
 (sig) . L S McDonald, 
 Manager "2:10 PM" 
 
 REPEATED MESSAGE. 
 
 Whenever the sender wishes his message repeated or 
 telegraphed back to the originating office for compari- 
 son. 
 
 Example : 
 
 (Kansas City receives City.) 
 (Hr city No) 9 GH NS "G" (ck) 11 Paid 2 exa wds 
 
 Rept Bk 
 (fm) Birmingham Mo 22 
 
94 TELEGRAPHY 
 
 (to) Adams Bros & Co, 
 
 Kansas City Mo 
 (.) Send by express Range casting twenty nine fifty four, 
 
 (sig) Field Hdw Co. 
 
 "7:14 PM." 
 
 In the check of the above message there are two extra 
 words "rept Back" which are counted and charged for. 
 They are placed in the check by the sending office to 
 notify the receiving office, that the message must be re- 
 peated for comparison, which should be done immediate- 
 ly before giving OK. A half rate will be charged for the 
 repetition in addition to the charge for the message. 
 
 SPECIAL DELIVERY. 
 
 Delivery charges to be paid by the sender. 
 
 Whenever a message is to be especially delivered be- 
 yond the free delivery limits of the terminal office, and 
 for which the delivery charges are not given in the 
 tariff book and the charges are to be paid by the sender. 
 
 Example : 
 
 (Bucklin received City) 
 (Hr city No) 12 CD SR "B" (ck) 11 Paid exa wds 
 
 Rept Dely Chgs 
 (fm) Laclede Mo 22 
 (to) L A Martin, 
 31-2 miles southeast town, 
 Bucklin, Mo 
 (.) When can you meet me to arrange contract. 
 
 (sig) George Perdin. 
 
 "10:18 AM" 
 
 The above message is to be delivered by special mes- 
 senger 3 1-2 miles southeast of Bucklin Mo and the 
 
TELEGRAPHY 95 
 
 charges are to be paid by the sender. In which case 
 the sending office inserts in the check the word "Rept 
 Dely digs" which are counted and charged for. They 
 are placed in the check to notify the receiving office to 
 have the message delivered and notify them by Service 
 of the amount of charges so they can be collected from 
 the sender. 
 
 When the charges are to be paid by the addressee. 
 
 Whenever a message is to be specially delivered beyond 
 the free delivery limits of the terminal office, and for 
 which the delivery charges are not given in the tariff 
 book, and the charges are to be paid by the addressee. 
 
 Example : 
 
 (Ottumwa receives relayed) 
 (Hr tru No) 5 CR MK "JF" (ck) 12 Paid 3 exa wds 
 
 Dely Chgs Gtd. 
 (fm)Des Moines Ioa 22 
 (to) S O Warren, 
 
 Cattle Breeder 5 miles east, Chillicothe, Mo 
 (.) Offer twenty five good steers average four five 
 twenty. 
 
 (sig) W A Drake, 
 
 "9:03 AM" 
 
 In this message we also have 3 extra words in the 
 check "Dely Chgs Gtd" which are counted and charged 
 for and placed there by the sending office to notify the 
 receiving office, that the charges are guaranteed, but 
 should be paid by the addressee. 
 
 EXTRA DATES. 
 
 Whenever a message is to be forwarded according to 
 Rules. The name of the originating office and the date 
 
96 TELEGRAPHY 
 
 will be counted and charged for as a part of the mes- 
 sage. Example : 
 
 (As message appears when first received at Boston.) 
 25 BN FN WR 11 Collect 
 Buffalo N Y 22 
 John Brown, 
 Transient, 
 
 Boston, Mass. 
 Meet me next Monday at ten oclock in the forenoon. 
 
 H Smith, 
 8:19 AM 
 
 For example, if the above message had been sent by 
 "this" line from Buffalo to Boston, and John Brown 
 had left Boston. before the message arrived and had left 
 a request, that all messages received for him be for- 
 warded care Hudson House, Fall River, Mass. Boston 
 would mark out certain words and add others as per 
 following example : 
 
 8:25 
 
 Buffalo, N.Y. 22, Via Boston Mass-. 22 
 John Brown, 
 
 Transient ■ Care Hudson House, 
 
 Boston* Mass - . - Fall River, Mass. 
 
 Meet me next Monday, at ten o'clock in the forenoon. 
 
 H. Smtth, 
 8:19 AM 
 (As message appears marked ready to forward.) 
 
TELEGRAPHY 97 
 
 You will notice in the above message four extra words 
 appear which are the originating office and the date 
 (Buffalo, N. Y. 22) which are to be counted and 
 charged for. In the check, numbers appear which are 
 the tolls to be collected. Suppose the rate from Buf- 
 falo to Boston to be 35 and 2 and from Boston to Fall 
 River 25 and 2: then a 11 collect message from Buffalo 
 to Boston would cost 35c and a 15 collect message from 
 Boston to Fall River 33c. The message being a "re- 
 ceived collect" message, in which case Boston would 
 check it so the rate from Boston to Fall River which is 
 33c would appear in the check first, as the "this" line 
 tolls, and the rate from Buffalo to Boston which is 35c 
 would appear in the check second, as the "other" line 
 tolls. 
 
 (As message appears when copied at Fall River.) 
 B FB P 15 Colect 33 & 35 4 exa wds. 
 Buffalo N Y. 22, Via Boston, Mass. 22, 
 John Brown, 
 
 Care Hudson House, 
 Fall River, Mass. 
 Meet me next Monday at ten oclock in the forenoon. 
 
 H Smith 
 8 139 AM. 
 
 Fall River would deliver and collect from Brown ^Z 
 & 35 or the total 68c. 
 
 OTHER LINE MESSAGES. 
 
 Whenever a message is to go over any "other" lines to 
 reach the destination, the name of the transfer station 
 should appear on the check from the originating office to 
 the transfer office. Example: 
 
98 TELEGRAPHY 
 
 (Kansas City receives Relayed.) 
 (Hr tru No) 7 HI MS "WF" (ck) 7 Paid Via St Louis 
 (fm) Chillicothe Mo 22 
 (to) Alvin Perryman, 
 
 Ballwin, Mo 
 (.) Meet George St Louis Friday important business 
 answer. 
 
 (sig) M L Hardlin, 
 
 "8:28 AM" 
 
 In the check of the above message we have the words 
 "Via St. Louis" which are not counted or charged for, 
 only placed in the check to indicate that the message is 
 paid Via St. Louis. 
 
 Whenever a message is received over "other" lines at 
 the proper station indicated by the tariff book, the name 
 of the transfer office and also the date should appear on 
 the same line with the originating office. Example: 
 
 (Chillicothe receives City.) 
 (Hr city No) 12 KC WF "MS" (ck) 9 Collect an ans 
 (fm) Ballwin Mo 22 Via St Louis Mo 22 
 (to) M L Hardlin, 
 
 Chillicothe Mo 
 ( .) Will meet George Union Station ticket office Friday. 
 
 (sig) Alvin Perryman, 
 
 "1 :28 PM" 
 
 It might seem in the above message that there were 
 extra dates, but by referring to the tariff book we find 
 that St. Louis is one of the proper places for a message 
 from Ballwin to reach this Company's lines, and it is 
 placed there, so the office of destination may know both 
 
TELEGRAPHY 99 
 
 I the originating and the transfer office, in order that the 
 tolls may be computed Via the transfer office. 
 
 You will note that the above message is an answer to 
 the preceding message and it is customary to send the 
 answer to a message, when such message makes some 
 request of the addressee, collect. In the check we find 
 the words "an answer" which are placed there to remind 
 the receiving office that it is an answer to some message 
 which has been sent from his office; in case a prepaid 
 message requires an answer the addressee may send an 
 answer collect and will not be required to make a de- 
 posit. 
 
 WHEN AN ANSWER IS PREPAID. 
 
 Whenever the sender of a message wishes to prepay 
 for an answer to his message, the sending office will 
 place in the check the wire signal "33" which will not be 
 counted or charged for. Example: 
 
 (Cameron receives City.) 
 (Hr city No) 32 HB B "AS" (ck) 10 Paid & 33 
 (fm) Hannibal Mo 22 
 (to) Geo Thompson 
 
 Mgr Foot Ball Team, 
 
 Cameron, Mo 
 (.) Can you accept our offer for thirteenth others want- 
 ing date. 
 
 (sig) M L Stevens, 
 
 "8:10 AM" 
 
ioo TELEGRAPHY 
 
 Upon receipt of a message bearing the wire signal 
 "33" in the check, the receiving offices will if possible 
 obtain an answer and send the same "collect" without 
 requiring any deposit from the sender. 
 
 NIGHT MESSAGES. 
 
 A night message will be written upon a night mes- 
 sage form; they are sent at reduced rates and if pre- 
 sented any time during the day, and it is so requested, 
 they will be accepted at night rates and held until 6 PM 
 and sent as soon thereafter as possible. Example : 
 
 (Kansas City Receives Relayed.) 
 (Hr red tru No) 5 KG AN "SN" (ck) 12 Collect Night 
 (fm) Breckenridge Mo 22 
 (to) J L McCandlish 
 
 Indianapolis, Ind 
 (.) Offer ten cars good mill screenings seven ten im- 
 mediate acceptance. 
 
 (sig) Breckenridge Elevator Co. 
 
 "9:45 AM" 
 
 In the above message the word "red" is found in the 
 signals which announce that it is to be copied on Night 
 Message Form, and also in the check the word "night'' 
 is placed, indicating that the message will be charged for 
 at night rates. ALWAYS begin night messages with 
 the word RED and also send the word NIGHT in the 
 check. An office which is not kept open, will before 
 closing, transmit its "night" messages; if any night 
 messages are left over until morning they will be trans- 
 mitted before new business is taken up. 
 
TELEGRAPHY 101 
 
 CODE MESSAGES. 
 
 Code messages are composed of words found in the 
 ordinary dictionaries but so arranged as to give no mean- 
 ing without the use of a code book; such messages are 
 transmitted at ordinary tariff rates. Example: 
 
 (Kansas City receives Relayed.) 
 (Hr code tru No) 3 GH ED "MA" (ck) 6 Paid 
 (fm) Birmingham Mo 22 
 (to) Warner & Wilbur, 
 
 Commission Merchants, 
 
 Chicago, 111. 
 (.) Alert Anvil and abacus demand probable. 
 
 (sig) Robert Elliott 
 
 "8:16 AM" 
 
 A code message is usually preceded by the word 
 "code" which puts the receiving operator on his guard. 
 The above message, to an operator, has no meaning, but 
 should be handled very carefully and every letter sent 
 and copied unmistakably correct, and be very particular, 
 crossing every "t" and dotting every "i," so they may 
 be readily translated by the addressee. Translated the 
 above message would read "Buy 10,000 bushels No 2 
 wheat for May delivery and buy 100 bales of January 
 cotton margin twenty points." Much money is there- 
 fore saved in telegraphing by the use of codes. All lead- 
 ing branches of business have separate and different 
 codes and it would be useless to try to decipher their 
 messages without a copy of their code book. 
 
J02 TELEGRAPHY 
 
 CIPHER MESSAGES. 
 
 Cipher messages are in reality used for the same pur- 
 pose as code messages. They are composed in whole, or 
 part, of figures, letters, characters or words not con- 
 tained in dictionaries or a combination of either or all of 
 them, having no sense unless interpreted by means of a 
 key in possession of the sender and receiver. Example : 
 
 (St. Joseph receives City.) 
 (Hr city No) 5 BN RK "TD" (ck) 29 Paid Cipher, 
 (fm) Hannibal Mo 22 
 (to) Keller Mfg Co. 
 
 1225 Madison St. 
 
 St. Joseph Mo 
 (.) Maeotis qr7ef 1740 aedeui zyrstf96 heavy qzrnm 
 9658. (sig) Johnson & Co. 
 
 "9:19 AM" 
 
 To count the above message study the rule covering 
 such messages. The receiving operator should not OK a 
 cable, code, or cipher message until he has repeated the 
 body to the sending operator for comparison. This 
 should be done to protect against possible errors, regard- 
 less of the requirements of the rules. 
 
 GOVERNMENT MESSAGES. 
 
 Government messages relate to the official business of 
 the government and have preference over all other busi- 
 ness. Example : 
 
 (Moberly receives City.) 
 (Hr pink govt No) 56 KC FL "Z" (ck) 13 Paid Govt. 
 
TELEGRAPHY 103 
 
 (fm) Washington D C 22 
 (to) Weatherman, 
 
 Moberly, Mo 
 (.) Generally fair tonight and Tuesday warmer west 
 portion tonight. 
 
 (sig) Cox 
 "4:38 PM" 
 
 In all government messages you count the address, 
 body words and the signature, or commence after the 
 word "to" and count everything. ALWAYS begin a 
 government message with the word GOVT, and also put 
 the word GOVT in the check. 
 
 DEAD-HEAD MESSAGES. 
 
 Messages of employes of an urgent social or domes- 
 tic character may be sent free and the check will show 
 the reason for its acceptance without payment of the 
 tolls. Example : 
 
 (Sturges receives City.) 
 (Hr City No) 5 MA RN "Q" 9 D H Opr 
 (fm) Ottumwa Ioa 22 
 (to) Edgar P Walker, 
 
 Sturges, Mo 
 (.) Mother and Mollie leave tonight meet them seven 
 o*lock. 
 
 (sig) G L Walker 
 
 "7-33, PM" 
 
 A message of this sort must be approved by the man- 
 ager or superintendent in accordance with the rules. 
 
104 TELEGRAPHY 
 
 CABLES. 
 
 Cable messages sent or received should be written on 
 cable blanks and must always be prepaid. Example : 
 
 (Form of Transmission) 
 (Hr Cable No) 8 CN MS 
 (fm) Liverpool 5 
 (to) Sherlock 
 
 St. Louis (Mo) 
 (.) Abhor 36-4 
 
 (sig) Ole 
 
 In cables the check is not sent, only the number of 
 words which appear immediately after the originating 
 point. No date is given in transmission, but is filled in 
 by both sending and receiving operator. To count cables 
 begin at the word "to" and count everything except 
 where the state is in parentheses ( ). It is not to be 
 counted. If it is not in the parentheses it is to be 
 counted. Counting of cables will be found different 
 from messages, and a thorough study of the cable rules 
 is needed. ALWAYS repeat the cables, and time them 
 on the face with both sending and receiving operator's 
 signal. 
 
 A press message, or query, should be written upon a 
 pink blank at a relay office, and should receive prompt 
 service. The check of such message shall contain the 
 words "Day Press rate" or "Night press rate" the same 
 as press for publication. 
 
 They are sent by some newspaper correspondent to 
 some newspaper stating some happening or occurrence 
 
TELEGRAPHY 
 
 105 
 
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 cop -a 
 
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 X 
 
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 C* 
 
 
 UJ 
 
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 H 
 
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 en 
 
 £3 
 
 Id 
 
 
 £ 
 
 
 
 ss 
 
 Ul 
 
 as 
 
 5S 
 
 X 
 
 US 
 
 = ■5 
 
 H 
 
 01 
 
 ca u. <p 
 
 Sab*- 
 
 C 
 
 e 
 
 -o 
 c 
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 >» 
 
 c 
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 E 
 
 ^ § 
 
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 z 
 £3 
 
 1-2 1 
 
 fe*q 
 
 LE "CO 
 
 h2§o 
 
 
 H 
 
 B 
 
 3 
 z 
 
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 o 
 u 
 
 8* 
 
 -J 
 OQ 
 < 
 
 o 
 
 % 
 
 o 
 ui ir 
 
 Ml) 
 
 •3S 
 — o 
 
 Z 
 
 O 
 Q 
 
 Z 
 
 3 
 
 5 
 
 10 
 
 •• 
 
 CO 
 
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 10 
 
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 00 
 
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 CO 
 
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 .£3 
 
 < 
 
 (*Form as received and copied.) 
 
io6 TELEGRAPHY 
 
 and inquiring the amount of matter desired for publica- 
 tion; they are charged for at the same rate as press for 
 publication. No message to be rated less than ten words. 
 Example : 
 
 (Kansas City receives Relayed.) 
 (Hr tru pink No) 12 Hi Z "DA" (ck) 18 Collect N P R. 
 (fm) Chillicothe Mo 22 
 (to) Chicago Record, 
 
 Chicago, 111 
 ( .) Nancy Bell takes three out of five best time 216 3-4 
 Good story how much. 
 
 (Sig) Morgan, 
 
 "7:55 PM" 
 
 PRESS SPECIAL. 
 
 A despatch addressed to some newspaper containing 
 an account of some happening or occurrence for pub- 
 lication, is charged for at press rates. Example: 
 
 (Chillicothe receives press special.) 
 
 (Hr spl No) 29 KC AB "B" (ck) 70 Collect N P R 
 
 (fm) St Louis Mo 22 
 
 (to) Constitution, 
 
 Chillicothe Mo 
 
 (.) Tony Faust's restaurant on Broadway, opposite the 
 Olympic, was the scene of a robbery some time dur- 
 ing the early hours of this morning, in which $4,100 
 in cash was stolen. The police are looking for 
 Henry Stetten, alias Henry Stegger, who was em- 
 ployed as a bartender at the catering establishment, 
 and who is suspected of having some knowledge of 
 the crime. 
 
 Filed 7:10 PM (sig) Hemmings 
 
 "7:25 PM" 
 
TELEGRAPHY 107 
 
 In the foregoing press message we have 70 words, 64 
 of which are the body, 1 in the check, and 5 in the Filing 
 Time, which when placed in the body of despatches will 
 be transmitted, counted and charged for. 
 
 SERVICE MESSAGES. 
 
 A message, pertaining to messages, which have been 
 sent, regarding their delivery, collection of charges, etc., 
 is called a service message. 
 
 ABBREVIATIONS USED. 
 
 N S N — No such number. 
 
 B B A — Give better address. 
 
 G S A — Give some address. 
 
 S F S — See former service. 
 
 S Y S — See your service. 
 
 D F S — Disregard former service. 
 
 92 — Deliver. 
 
 Deld (or 92d) — Delivered. 
 
 Undeld — Undelivered. 
 
 Dely — Delivery. 
 
 Dely chgs gtd — Delivery charges guaranteed. 
 
 Rept dely chgs — Report delivery charges. 
 
 Rept dely — Report delivery. 
 
 Spl dely — Special delivery. 
 
 Sgd (or) sined — Signed. 
 
 Gte — Guarantee. 
 
.08 TELEGRAPHY 
 
 FORMS USED IN TRANSMISSION. 
 
 (Hr tru No) 28 MO K "FQ" (ck) Svc (or) Ofs. 
 (to) Omaha Nebr 
 
 (.) S F S yours red date Williams sgd Harrison 926. 
 OK. 
 
 (sig) Monroe Mo. 22 
 
 "5 46 PM" 
 
 You will note that the above service or office message 
 has no "from" and the number of the words are not men- 
 tioned in the check; it is also addressed to the name of 
 an office and signed by the name of an office; the signa- 
 ture also contains the date. Never address a service 
 message to an operator, agent, or any other person, ex- 
 cept in making an answer to some service from a large 
 office which might be signed for example: "Clark Chi- 
 cago 111 22/' in which case you would address your ser- 
 vice message to "Clark Chicago 111." 
 
 EXPLANATION AND DIFFERENT FORMS USED. 
 
 Whenever a message is received with a request in the 
 check to "Rept dely chgd," the receiving office will have 
 the message delivered, pay the special messenger and 
 send a service. Example: 
 
 To Laclede, Mo. 
 
 Dely chgs yours date Martin sgd Perdin One dollar 
 which we check you other lines. 
 
 Bucklin, Mo. 22. 
 
 Whenever a message is received with the words "Dely 
 chgs gtd" in the check, and the addressee refuses to pay 
 
TELEGRAPHY 109 
 
 for the special delivery, the receiving office will pay the 
 special messenger and in accordance with the RULES, 
 send a service. Example: 
 
 To Cameron, Mo. 
 
 We check you One Fifty other lines Dely yours date 
 Warren sgd Drake. 
 
 Chillicothe, Mo. 22. 
 
 Whenever a message is received, and the addressee 
 lives outside the free delivery limits, and the delivery 
 charges have not been provided for, ask about the de- 
 livery charges by service. Example : 
 
 To Madison Wis. 
 
 John Benson lives four miles out do you gte One Twenty 
 Five Dely yours date sgd Clark. 
 
 St. Louis Mo. 22. 
 
 When a service similar to the above is received and 
 the delivery charges are guaranteed by the sender. 
 Example : 
 
 To St. Louis, Mo. 
 
 SYS we gte One Twenty Five Dely chgs ours date Ben- 
 son sgd Clark. 
 
 Madison Wis. 22 
 
 The above service must be charged for in accordance 
 with the RULES. 
 
 WHEN CHARGES ARE NOT GUARANTEED. 
 
 To St. Louis, Mo. 
 
 SYS ours date Benson sgd Clark chgs not gtd, pis drop 
 in P. O. 
 
 Madison Wis. 22 
 
no 
 
 TELEGRAPHY 
 
 WHERE THE STREET NUMBER MENTIONED IN THE ADDRESS 
 OF A MESSAGE CANNOT BE FOUND. 
 
 Example : 
 
 To Battle Creek, Mich. 
 
 N S N as 324 East Lake St and Huffman & Son un- 
 known at 324 West Lake St, G B A or cant 92 your 
 date sgd Peterson. 
 
 Indianapolis, Ind. 22. 
 
 WRONG ADDRESS. 
 
 To Geneva, 111. 
 M L Sacket unknown at 1262 Wentworth Ave, G B A 
 or cant 92 yours date sgd Mitchell. 
 
 Clark, Chicago, 111. 22. 
 
 CORRECTED ADDRESS. 
 
 To Clark Chicago, 111. 
 
 Ours date Sacket sgd Mitchell is addressed to 1282 
 
 Wentworth Ave, Not 1262 we repeat 1282, S Y S 
 
 and advise. 
 
 Geneva, 111. 22.. 
 
 
 WHEN MESSAGE IS DELAYED. 
 
 To St Joseph, Mo. 
 
 Can't 92 until 8 AM yours Meek & Co sgd Clayball, of- 
 fice closed for the night and residence unknown. 
 
 Boston, Mass. 22. 
 
TELEGRAPHY III 
 
 IF THE ADDRESSEE OF A COLLECT MESSAGE REFUSES TO 
 PAY FOR THE SAME. 
 
 f o New York, N. Y. 
 
 Collect there yours date Hutson sgd Reedy payment re- 
 fused. Toledo, Ohio. 22. 
 
 WHEN A MESSAGE HAS BEEN LOST OR NOT UNDERSTOOD, 
 ASK FOR DUPLICATE. 
 
 To Quincy, 111. 
 
 Duplicate quick yours date Carlton sgd Manning, mes- 
 sage not understood. 
 
 Galesburg, 111. 22. 
 
 ASKING FOR DUPLICATE OF A CERTAIN WORD. 
 
 To Rawlins, Wyo. 
 
 Duplicate eighth body word yours Nelson sgd Hender- 
 son. Medicine Bow, Wyo. 22. 
 
 DUPLICATING A CERTAIN WORD. 
 
 To Medicine Bow, Wyo. 
 
 SYS eighth body word ours date Nelson sgd Hender- 
 son is "waste" we repeat it "waste. " 
 
 Rawlins, Wyo. 22. 
 
 WHEN NO STREET ADDRESS IS GIVEN. 
 
 To Adams, Nebr. 
 
 G S A or can't 92 your red 21st Parker sgd Ammer- 
 
 man. Englewood, 111. 22. 
 
 Whenever the check in a message is anything else 
 than "Day," it should be mentioned as in the above mes- 
 sage. 
 
ii2 TELEGRAPHY 
 
 WHEN A SERVICE HAS BEEN SENT AND ANOTHER FOLLOWS 
 CHANGING THE FIRST. 
 
 To Adams, Nebr. 
 
 DFS have 92 OK your Red 21st Parker sgd Ammer 
 man. Englewood, 111. 22. 
 
 WHEN THE ADDRESSEE HAS CHANGED RESIDENCE. 
 
 To Pattensburg, Mo. 
 
 Clifton Pub Co. have moved from 936 West Clay St an< 
 
 present address unknown G B A or can't 92 your; 
 
 yesterday sgd Adams Bros. Clark, Chicago, 111. 22. 
 
 
 WHEN THE ADDRESSEE LEAVES TOWN BEFORE A COLLECT 
 MESSAGE ARRIVES FOR HIM. 
 
 To South Bend, Ind. 
 
 Allen Thompson left city before yours date sgd Mer- 
 dock arrived. Collect there. Warsaw, Ind. 22. 
 
 WHEN A MESSAGE IS SENT TO WRONG DESTINATION. 
 
 To St Joseph, Mo. 
 
 File but do not check ours red 21st Randall sgd Peterson 
 should have been sent to St Louis, Mo. have resent 
 it to St. Louis. Chillicothe, Mo. 22. 
 
 ASKING FOR QUICK ANSWER. 
 
 To Milwaukee, Wis. 
 
 Pis get quick answer or reason why ours yesterday Stock- 
 ton sgd demons. Minneapolis, Minn. 22. 
 
TELEGRAPHY 113 
 
 NUMBER SERVICE MESSAGES. 
 
 To Chicago, 111. 
 
 Yesterday sent 97 receive^ 210. Kansas City, Mo. 22. 
 
 To Kansas City, Mo. 
 
 No record your No 97 yesterday, Pis give skeleton. 
 
 Hitchcock, Chicago, 111. 22. 
 
 GIVING SKELETON. 
 
 To Hitchcock, Chicago, 111. 
 
 Ours yesterday No 97 to you ck 13 Paid fm Brecken- 
 ridge, Mo. to James Armstrong Milwaukee, Wis. sgd 
 Widley Bros, reed opr MA 2 125 PM, S Y S and ad- 
 vise. Kansas City, Mo. 22. 
 
 COMMERCIAL NEWS DEPARTMENT. 
 
 That department of commercial telegraph which gath- 
 ers and furnishes by wire, quotations and other news 
 of grain and provision market. 
 
 The grain and provision market opens at 9 130 A. M. on 
 the board of trade, and the quotations are sent out at 
 different times until 1:15 P. M., except on Saturdays, 
 when the close is sent at twelve o'clock, noon. 
 
 ABBREVIATIONS. 
 GRAIN. PROVISIONS. 
 
 W Wheat P Pork 
 
 C Corn L Lard 
 
 O Oats S R (or) R . . . Short Ribs 
 
114 TELEGRAPHY 
 
 / 
 
 OPTION MONTHS. 
 
 F . . . January N July 
 
 G February Q August 
 
 H March U September 
 
 J April V October 
 
 K May X November 
 
 M June Z . . . December 
 
 gratn c n d. 
 
 (Hr end No) 4 CH AC "GO" (ck) C N D 
 
 (fm) Chicago 111 22 
 
 (to) Quincy 111 
 
 (.) WZ 1.05J4, K 1.0454 
 
 CZ 41^, K 40^4 ©40^ 
 OZ 30, K 29^ 
 
 (sig) 9 : 3° AM Opening. 
 "9:41 AM" 
 
 PROVISIONS C N D 
 
 (Hr end No) 5 CH AC "GO" (ck) C N D 
 (fm) Chicago 111 22 
 (to) Quincy 111 
 ( .)PZ 13.00, K 12.50 
 iJZ 765, K 7.85 
 SRZ 9.70, K 10.00 
 
 (sig) 9 : 3° AM Opening. 
 "9:43 AM" 
 
TELEGRAPHY 115 
 
 ABBREVIATIONS USED IN LIVE STOCK C N D 
 
 A Exact Receipts M Heavy 
 
 B Exports N Light 
 
 C Sales P Premium 
 
 J Left Over X Mixed 
 
 K. . . .Receipts Day Before 
 
 OPENING LIVE STOCK C N D. 
 
 (Hr end No) 2 KC NF "SR" (ck) CND 
 (fm) Kansas City Mo 22 
 (to) Cameron Mo 
 
 (.)Hogs 20,000 prospects stronger. 
 Cattle 10,000 prospects steady. 
 Sheep 6,000 prospects unchanged. 
 
 (sig) 7:10 AM Opening. 
 
 "7:18 AM" 
 
 THE 8 !40 AM CND. 
 
 (Hr end No) 25 KC NF "SR" (ck) CND 
 
 (fm) Kansas City Mo 22 
 
 (to) Cameron Mo 
 
 (.) A 20,000 B 11, 292 C 5,121 J 2,854 K 21,000 aver- 
 age higher. M 50o@5*7^ N 460(0)505, P 500(0)517, X 
 460(0)505. Cattle 10,000 including 300 southerns. Na- 
 tive steers 400(^625. Southern Steers 250(0)375. Na- 
 tive Cows and Heifers 150(^450. Stocker. and Feed- 
 ers 225 ©425. Westerns 300(0)450. Sheep, 6,000. 
 Muttons 325(0)380. Lambs 400(3)415. Range wethers 
 325(0)400. Ewes 275(^360. 
 
 (sigi 4:40 AM 
 
 "8:48 AM" 
 
n6 TELEGRAPHY 
 
 GRAIN SPECIAL FOR PUBLICATION. 
 
 
 (Hr spl No) 56 KC J "AD" (ck) Collect DPR 
 
 (fm) Kansas City Mo 22 
 
 (to) The Gallatin Democrat, 
 Gallatin, Mo 
 
 ( .) Wheat— 198 cars — Dec. $1.05^; May, $1.0454; 
 cash No. 2 hard, $1.07*4(0)1.10; No. 3, $1.04(0)1.08; No. 
 4, 96c@$i.04; rejected, 85@94c; No 2 red, $1.12; No. 
 3, $i.o8@i.io; No. 4, 98c@$i.o6. 
 
 Wheat — Higher. 
 
 Corn — Dec. 41^ ; May 40^(0)40%; cash; No. 2 
 mixed, 48c ; No. 3, 47^ No. 2 white, 48^ ; No. 3, 48® 
 48%c. 
 
 Oats — No. 2 white, 30@32c ; No 2 mixed, 29^c. 
 
 (sig) Watkim 
 
 Filed 4:37 PM. "4:40 PM." 
 
INDEX 
 
 MOVEMENT OF TRAINS. 
 
 The Train Brakeman 5 
 
 Freight Brakeman 6 
 
 Passenger Conductor 9 
 
 Freight Conductor 12 
 
 Dispatchers; Trainmaster; Division Superintendent. . 15 
 
 Chief Train Dispatcher 16 
 
 The Trainmaster 19 
 
 Division Superintendent 22 
 
 iThe Manifestations of Color Blindness — How to De- 
 tect It 27 
 
 Heating Passenger Cars 41 
 
 The Baker System 41 
 
 The Original or Old Style Ordinary Baker 
 
 Heater 42 
 
 Circulating Drum, or Water Reservoir and Ex- 
 pansion Chamber 44 
 
 Showing Plan of Piping, Coil, and Circulation 
 
 Drum 45 
 
 Improved Fire-Proof Heater. 47 
 
 Automatic Regulator and Pressure Indicator ... 49 
 
 Double Coil or Two-Circulation Heater 50 
 
 Arrangement Illustrating Method of Filling the 
 
 Heater Circulation System 53 
 
 Baker Steam Attachment Shown Fitted to Heater 58 
 
 Details of Improved Baker Steam Attachment. . 59 
 
 Standard Heating System 60 
 
 i 
 
11 INDKX 
 
 Heating Passenger Cars — Continued. 
 
 Train Pipe Valve 61 
 
 Extension Handle 62 
 
 • Automatic Steam Trap * 64 
 
 Diagram Showing Minimum Pitch to Be Given 
 
 to Steam Trap . . . . 65 
 
 Direct Steam Heating System 66 
 
 Steam Inlet Valve . 67 
 
 Angle Valve . 68 
 
 Reducing Valve 69 
 
 Gauge for Steam Heating 70 
 
 Steam Coupler Troubles 71 
 
 Coupling of Heads 72 
 
 The Economy Car Heating System 74 
 
 Action of the Locks 75 
 
 Pipe Connections 78 
 
 Three- Way Cock Located in the Exhaust Pipe . . 80 
 
 Operation 81 
 
 Showing Location of Apparatus 82 
 
 Showing the Piping of Economy Car Heating 
 
 Apparatus 83 
 
 Showing Location of Apparatus 85 
 
 Relief Valve 86 
 
 Gold's Steam Heating Apparatus 87 
 
 Gold's Heating Apparatus, Its Application to Lo- 
 comotive 88 
 
 Improved Temperature Regulator 89 
 
 Sectional View Improved Temperature Regu- 
 lator 91 
 
 Pressure Radiator Dial 93 
 
 Explanation of Plate V 93 
 
 Gold's Improved Direct System for Heating Pas- 
 senger Cars 94 
 
INDEX 111 
 
 Heating Passenger Cars — Continued. 
 
 Cylinder Containing Bricks for Storing Heat ... 95 
 Gold's Improved Storage System for Heating 
 
 Compartment Cars 97 
 
 Duplex Coils 99 
 
 Sectional View Duplex Coils 100 
 
 Gold's Improved System of Hot Water Circula- 
 tion 101 
 
 Gold's Improved System of Hot Water Circula- 
 tion 102 
 
 Combination Automatic Lock and Hose Support. 103 
 Combination Automatic Lock and Hose Support. 104 
 Combination Automatic Lock and Hose Support, 
 
 Attached to a Car 105 
 
 Vapor Heating 107 
 
 Expansive Diaphragm 108 
 
 Details of Operation 109 
 
 Details of Vapor Regulator no 
 
 Heating Cars with Electricity 115 
 
 Completed Coil for No. 143-LL Heater Show- 
 ing Resistance Coil, Porcelain Plates and 
 
 Lead Wires 116 
 
 Electric Heater in Position 117 
 
 Heater Enclosed in Insulated Iron Casing; Wir- 
 ing Shown in Moulding 117 
 
 Diagrams of Wiring Electric Heating System. . . 118 
 Electric Couplers Used for Heating Trains by 
 
 Electricity 119 
 
 A Quick-Break Knife Switch 120 
 
 Catechism of Steam Heating 122 
 
 Making Up Trains 122 
 
 Regulation of Temperature 122 
 
 Changing Engines 123 
 
IV INDEX 
 
 Catechism of Steam Heating Apparatus of Trains. . .124 
 
 Operation of the Apparatus 127 
 
 Care of the Apparatus 129 
 
 Responsibility of Employes 131 
 
 Lighting Passenger Cars 133 
 
 Present Form 138 
 
 Old Form. 138 
 
 Showing a Two-Flame Ordinary Pintsch Gas 
 
 Lamp, in Baggage Car 141 
 
 The Regulator Used with the Mantles for In- 
 verted Burners 142 
 
 Showing Proper Flame 143 
 
 Inverted Burner Lamps in Passenger Coach. . . .144 
 
 Inverted Burner Lamps in Dining Car 145 
 
 Instructions to Foremen and Inspectors for the 
 Use of Pintsch Gas Equipment at Terminal 
 
 Points 146 
 
 Instructions to Trainmen for the Care of Pintsch 
 
 Gas Car Equipment 148 
 
 Gold's Improved System of Acetylene Car Lighting. .150 
 Interior of Coach with Gas Generator Installed. .151 
 Top of Generator Projecting Through Roof of 
 
 Sleeping Car 152 
 
 Generator Applied to a Coach 154 
 
 The Safety Storage System of Acetylene Light- 
 ing for Railway Cars 155 
 
 Safety Storage Tank Broken to Show the Asbes- 
 tos Discs 155 
 
 Charging Plant of the N. Y., N. H. & H. R. R., 
 Providence, R. I., Showing 5,000 Cu. Ft. 
 Holder 156 
 
INDEX V 
 
 Gold's Improved System of Acetylene Car Lighting — - 
 Continued. 
 
 Ground Plan of Generating and Compressing 
 Plant, N. Y., N. H. & H. R. R„ at Provi- 
 dence, R. 1 157 
 
 Ground Plan of Gas Holder 158 
 
 General Acetylene Generator 159 
 
 Generating and Compressing Plant of the D., L. 
 
 & W. R. R. at Hoboken, N. J ' . . 160 
 
 N. Y. C. & H. R. R. Day Coach equipped 
 
 with the Safety Storage System 161 
 
 Erie Mail Car 162 
 
 D., L. & W. Cafe Car 163 
 
 N. Y., N. H. & H. Car Equipped with the Safety 
 
 Storage System 164 
 
 Sections of Cars Showing Equipment 165 
 
 The Electric Car Lighting System 166 
 
 Generator Showing Perforated Pulley and Sup- 
 porting Arms 167 
 
 Side View of Bucker Showing Coupler Head. . . 168 
 
 Automatic Switch 169 
 
 Bucker with Lower Frame Removed Showing 
 
 Armature in Lower Frame 169 
 
 Wiring, Fixtures and Lamps 170 
 
 Partial Theoretical Wiring Diagram 171 
 
 Relative Position of Bucker and Junction Box on 
 
 Bottom of Car Body 172 
 
 Arrangement of Circuits 173 
 
 Battery Current Regulation. , . 175 
 
 Car Generator . . . .177 
 
 Car Generator Showing Outside Suspension Pul- 
 ley End 177 
 
VI INDEX 
 
 Car Generator — Continued. 
 
 Side View of Generator Showing Armature Pul- 
 ley, Axle Pulley, Belt and Tension Mechan- 
 ism , 178 
 
 Belt Tension Mechanism 179 
 
 Pulleys and Belts 179 
 
 Side View of Generator Showing Lower Frame 
 Swung Down, Exposing Internal Parts, 
 
 Armature Remaining in Upper Frame 180 
 
 Advantages of Bliss Suspension 180 
 
 Generator Field Coils and Retainers 181 
 
 End View of Generator, Showing Bearing Head 
 and Hand Hole Cover Removed, Exposing 
 
 Automatic Brush Mechanism 182 
 
 Complete Generator Armature and Pulley, Auto- 
 matic Brush Mechanism and Armature Coil. 183 
 
 Armature 183 
 
 Spider and Removable Shaft, 184 
 
 Armature Shafts and Nuts of Generator and 
 Bucker, Showing Spider and Removable 
 
 Shaft Construction 184 
 
 End View of Generator Showing Bearing Head 
 
 and Hand Hole Cover Removed 185 
 
 Journals and Lubrication 186 
 
 Brushes 186 
 
 Capacity and Rating 186 
 
 Brush Mechanism and Automatic Pole Changer. 186 
 Automatic Brush Mechanism and Flexible Cables. 187 
 
 Bucker 188 
 
 Bucker with Lower Frame Removed, Showing 
 
 Armature in Upper Frame 189 
 
 Armatures 19° 
 
 Complete Bucker Armature and Shaft 190 
 
INDEX Vll 
 
 2ar Generator — Continued. 
 
 Bucker Field Coils and Pole Pieces. . . . . 190 
 
 Field Magnets 190 
 
 Brush Holders. , 191 
 
 Bucker Brush Holders and Details 191 
 
 Bearings 191 
 
 Terminals and Connections 192 
 
 Interior View of Bucker Showing Construction 
 of Upper Frame, Brush Holders and Wir- 
 ing 192 
 
 End View of Bucker Showing Complete Coupler 
 Head and Block and Method of Connecting 
 
 Car Wires 193 
 
 Operation of the Bucker. .' 193 
 
 Constant Lamp Voltage 194 
 
 Regulation of the Generator 195 
 
 Economy of the Bucker 195 
 
 Generator Switch 195 
 
 Complete Theoretical Wiring Diagram 196 
 
 Generator Switch in Single Section Iron Box. . .197 
 
 Construction 197 
 
 Operation 198 
 
 Triple Contact 198 
 
 Generator Switch with Four-Circuit Panel Board 
 
 in Double Section Iron Box 199 
 
 Fuse Deck .......,,*, 200 
 
 Adjustable Shunt ....... 200 
 
 Emergency Exciter Switch 201 
 
 Junction Box 202 
 
 Front View Junction Box, with Cover Removed.202 
 
 rhe Standard Code Train Rules 203 
 
 General Rules 203 
 
 Definitions 204 
 
Vlll IND£X 
 
 Rules for Single Track .206 
 
 Standard Time 206 
 
 Certificate of Watch Inspector 207 
 
 Time Tables 208 
 
 Signal Rules 209 
 
 Visible Signals 209 
 
 Hand, Flag and Lamp Signals 210 
 
 Audible Signals , ... 210 
 
 Air Whistle or Bell Cord Signals 212 
 
 Train Signals 212 
 
 Use of Signals 213 
 
 Superiority of Trains 214 
 
 Movement of Trains '. 215 
 
 Rules for Movement by Train Orders 220 
 
 Forms of Train Orders 228 
 
 Fixing Meeting Points for Opposing Trains. . . .228 
 Directing a Train to Pass or Run Ahead of An- 
 other Train . . ., 228 
 
 Giving Right to a Train over an Opposing Train . 229 
 
 Time Order 230 
 
 For Sections 231 
 
 For Changing Sections 232 
 
 Extra Trains 234 
 
 Work Extra 235 
 
 Holding Order 236 
 
 Annulling a Schedule or a Section , . 237 
 
 Annulling an Order 237 
 
 Annulling Part of an Order 237 
 
 Suspending an Order or Part of an Order 238 
 
 Rules for Double Track 238 
 
 Signal Rules 23Q 
 
 Train Signals 239 
 
 > Use of Signals 240 
 
INDKX IX 
 
 Forms of Train Orders — Continued. 
 
 Superiority of Trains 240 
 
 Movement of Trains 241 
 
 Rules for Movement by Train Orders 243 
 
 Form of Train Orders 244 
 
 Work Extra 244 
 
 Annulling Part of an Order . s 246 
 
 Providing for a Movement Against the Current 
 
 of Traffic 246 
 
 Providing for the Use of a Section of Double 
 Track as Single Track 247 
 
 Rules Regulating Movement of Trains Against the 
 Current of Traffic on Double Track by 
 Means of Block Signals 248 
 
 Rules Governing the Movement of Trains with the 
 Current of Traffic on Double Track by 
 Means of Block Signals 249 
 
 Trainmen's Examination 250 
 
 General Rules 250 
 
 Rules for Single Track Standard Time 252 
 
 Time Table 254 
 
 Signal Rules 257 
 
 Visible Signals 258 
 
 Hand, Flag and Lamp Signals 259 
 
 Audible Signals 262 
 
 Air- Whistle or Bell-Cord Signals 265 
 
 Train Signals 266 
 
 Use of Signals 270 
 
 Superiority of Trains 280 
 
 Movement of Trains 281 
 
 Rules for Movement by Train Orders 291 
 
 Forms of Train Orders 301 
 
X INDEX 
 
 Trainmen's Examinations — Continued. 
 
 Extra Trains 308 
 
 Work Trains 310 
 
 Rulings of the American Railway Association 314 
 
 Rights of Trains in Yard Limits. . . . 315 
 
 Yard Engines 315 
 
 Regular Trains Passing 316 
 
 Extra Trains Passing 316 
 
 Order 317 
 
 New Time Table 319 
 
 Arriving Time 323 
 
 Clearance Card , 323 
 
 Pilot 324 
 
 Direction 324 
 
 Color 324 
 
 Blue Signal . 324 
 
 Switch Lights \ . . 325 
 
 Superseding an Order. 328 
 
 Meeting Point 328 
 
 Annulling a Section 333 
 
 Does not Supersede 335 
 
 Work Train 336 
 
 Reverse Movement 336 
 
 Size of Blank 337 
 
 Interlocking Rules 343 
 
 Definitions 343 
 
 Rules 343 
 
 Signalmen 344 
 
 Enginemen and Trainmen . 348 
 
 Repairmen 348 
 
 Block Signal Rules 350 
 
 Home Signals 351 
 
INDKX XI 
 
 Enginemen and Trainmen 359 
 
 Controlled Manual Block System 360 
 
 Adjuncts 361 
 
 Signalmen 363 
 
 Enginemen and Trainmen 369 
 
 Automatic Block System 371 
 
 Adjuncts 372 
 
 Distant Signals 372 
 
 Train Order Signals 375 
 
 Target Signals 376 
 
 Semaphores, Common Types 377 
 
 A Two-Position Train-Order Signal 378 
 
 A Train Order Signal 379 
 
 A Three-Position Signal 380 
 
 Different Type of Three-Position Signal. ..... .380 
 
 Semaphore (Double Arm) for Use on Single 
 
 Track 384 
 
 The Universal Semaphore 385 
 
 Type of Semaphore Arm, Considered Standard. 386 
 
 Types of Standard Semaphore Arms 387 
 
 Semaphore Arm 388 
 
 Cupola Identification Method 389 
 
 The Manual Controlled System 391 
 
 The Disc Type of Semaphore 392 
 
 Home and Distant Signals 393 
 
 Clear Indicated by Green Light 394 
 
 Night Colors 395 
 
 The Electric Train Staff System 395 
 
 Absolute Staff Instrument with Pedestal 397 
 
 Absolute Staff Instrument ...... 399 
 
 Absolute Staff Instrument .....' 400 
 
 The Permissive Feature 407 
 
 Control of Signals 409 
 
Xll INDEX 
 
 Train Order Signals — Continued. 
 
 Staff Lever Lock 410 
 
 Switch Locking 411 
 
 Intermediate Siding and Junction Instruments. .411 
 
 Pusher Engine Attachment .412 
 
 Pusher Attachment 413 
 
 Circuit Controller Attachment 414 
 
 Circuit Controller Attachment 415 
 
 Staff System on the Southern Pacific Railway. . .416 
 
 Crane Staff Deliverer 417 
 
 The A. B. C. System 418 
 
 Table of Resistance for Electric Train Staff 
 
 System 420 
 
 Staff Catcher and Deliverer 422 
 
 View Showing Staff in Crane Staff Deliverer 
 
 Ready to be Taken by a Passing Train 423 
 
 Eight Semaphore Signal Bridge Equipped with 
 
 the Safety Storage System 425 
 
 Block Signal Examination .427 
 
 Signalling Catechism . j 432 
 
 Ten Minute Block 435 
 
 Definitions 435 
 
 Signals used in Automatic Block 436 
 
 Signals of Interlocking Plants 440 
 
 Signals of Interlocking Plants 443 
 
 Definitions 447 
 
 Repairmen 45 1 
 
 Pointers for Conductors 453 
 
 Pointers to Brakemen 457 
 
 General Rules Covering the Operation of Trains and 
 
 Handling of Freight and Passengers 458 
 
 Train-men Handling Brakes 474 
 
 Detaching Engine or Cars — -, . .475 
 
INDEX X1U 
 
 Trainmen Handling Brakes — Continued. 
 
 Coupling Frozen 475 
 
 Train Breaking into Two or More Parts 475 
 
 Cutting out the Brake on a Car 475 
 
 Conductor's Valve 476 
 
 Burst Hose 476 
 
 Brakes Not in Use 477 
 
 Retaining Valve 477 
 
 Train Air Signal 477 
 
 Reporting Defects to Inspectors 478 
 
 Starting Trains 478 
 
 The Air Brake Association's Questions and 
 
 Answers for Trainmen ■ 478 
 
 Bursted Hose and Broken Train Pipes 479 
 
 Break-in-Twos 480 
 
 Use of Hand Brakes 481 
 
 Bleeding-Off Brakes 482 
 
 Rules for Giving First Aid to the Injured 484 
 
 Shock 484 
 
 Crushed Limbs 485 
 
 Broken Limbs 485 
 
 Transportation of the Injured 488 
 
 Bruises 488 
 
 Wounds or Cuts 488 
 
 Burns and Scalds 490 
 
 Electric Shock Accidents 491 
 
 Appendices 493 
 
ADDENDA 
 
 Railway Yards and Handling Cars 503 
 
 Hump Yards . 503 
 
 Classification Tracks 505 
 
 'Cars : Handling in Yards 506 
 
 In-Freight . 507 
 
 Out-Freight . 508 
 
 Transf ei* Freight 509 
 
 Distribution of Cars 510 
 
 Conditions Surrounding Distribution 510 
 
 The Car Distributor • .511 
 
 The Chief Dispatcher . 511 
 
 Other Factors 513 
 
 Coal Cars 514 
 
 List of Freight Cars 517 
 
 Repairs to Freight Cars 519 
 
 M. C. B. Code of Rules 519 
 
 Defect Card — Use of 520 
 
 Wheels — Defects of . * 522 
 
 Axles — Defects of 5 2 ^ 
 
 Trucks — Defects of . . . . 5 2 § 
 
 Brakes— Defects of 528-9 
 
 Bodies — Defects of 529 
 
 Combinations of Defects 53 1 
 
 Instructions to Repair Men 53 2 ~539 
 
 Repair Card — Use of 539 
 
 Billing — Instructions for 541-553 
 
 Destroyed Cars — Return of Trucks 553 
 
 Damaged Cars — Sending Home 554 
 
INDEX 
 
 Furnishing Materials 556 
 
 Disputes — Settlement of 557 
 
 Repairs to Passenger Cars 558 
 
 M. C. B. Code of Rules 558 
 
 Interchange of Equipment 558 
 
 Wheels — Defects in 561 
 
 Wheels — Steel-tired 562 
 
 Responsibility — Whose 563 
 
 Gas — Certificate required 563 
 
 Questions and Answers : 
 
 Examination Catechism covering Standard Rules 
 
 Governing 5 6 5"587 
 
 Repairs to Freight Cars for the Interchange of 
 Traffic 565-587 
 
 Train Dispatching by Telephone 588 
 
 The C, B. & Q. System 591-595 
 
 An Example of How It Works 595 
 
 Dispatcher's Office Equipment 596 
 
 Sub-Station Equipment 599 
 
 The New York Central System .602-613 
 
 Block-Signal Telephones 613 
 
 Siding Telephones 614 
 
 Calling Crews by Telephone 614 
 
 Telephones in Wrecking Train Service 615 
 
 Freight Yards — Telephone Service in 616 
 
 Composite Service 617 
 
 Long Distance Service 620 
 
 Canadian Pacific System 621 
 
 Interchange of Business 622 
 
 Ownership Problems 622 
 
 Summary of Points in Favor of Phones 624 
 
INDEX— PART II. 
 
 Instructions for beginners. 3 
 
 Learners' instruments, how to connect for 
 
 practice 3 
 
 Morse alphabet 6 
 
 Transmission 9 
 
 Position 9 
 
 Movement io 
 
 Exercises in sending n 
 
 Hints in sending ij 
 
 Punctuation 19 
 
 Receiving 20 
 
 Penmanship 21 
 
 Battery 22 
 
 Conductors and insulators 24 
 
 Magnetism 24 
 
 Electro-Magnet 25 
 
 Key 25 
 
 Relay 2j 
 
 Adjustment of instruments 30 
 
 Key 30 
 
 Relay 30 
 
 Sounder 31 
 
 Switch board 31 
 
 Ground wire 33 
 
 General instructions for circuit 38 
 
 Wire signals used in taking the circuit from others. . 41 
 
 Numeral wire signals 41 
 
 Abbreviations 42 
 
 i 
 
ii INDEX 
 
 General rules and instructions for telegraph employes. 5 
 
 Chief operator 52 
 
 Operator . .• 53 
 
 Double order system 59 
 
 General instructions in train order wire zvork 60 
 
 Order of transmission. 60 
 
 Acknowledgment of receipt of train orders 61 
 
 How to copy orders on the forms 62 
 
 Train order wire work 67 
 
 Breaking in train orders 68 
 
 Railroad telegrams 69 
 
 General instructions in railway message wire work . . . 69 
 
 Order of transmission 70 
 
 How to copy messages on the forms 70 
 
 Breaking in railway messages 73 
 
 Car report local 75 
 
 Car report foreign yy 
 
 General instructions in commercial wire work 78 
 
 Order of transmission 80 
 
 Sending form 82 
 
 Receiving form and how to copy on same 83 
 
 Receiving form 84 
 
 Timing of sent copies 87 
 
 Breaking in commercial messages 87 
 
 Mistakes in checks 88 
 
 Commercial messages 88 
 
 More than one address 89 
 
 Street addresses 90 
 
 More than one signature 91 
 
 Title words 92 
 
 Reporting delivery 92 
 
 Repeated message 93 
 
 ;2 
 
INDEX iii 
 
 Special delivery 94 
 
 Extra dates 95 
 
 Other line messages 97 
 
 When an answer is prepaid 99 
 
 Night messages 100 
 
 Code messages 101 
 
 Cipher messages 102 
 
 Government messages 102 
 
 Dead-head messages 103 
 
 Cables 104 
 
 Cable message form 105 
 
 Press special 106 
 
 Service messages 107 
 
 Abbreviations used 107 
 
 Forms used in transmission 108 
 
 Explanation and different forms used 108 
 
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 PRACTICAL MECHANICAL BOOKS 
 
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MODERN LOCOMOTIVE 
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 By C. F. SWINGLE, M. E, 
 
 THE most modern and practical work published, treating upon th# 
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