IMAGE EVALUATION TEST TARGET (MT-3) Ji .V .<> >t journey too long for your patient consideration, so I reluctantly, as it were, " ran past " several switches trying to make my trip within a reasonable portion of your time, and that will be my apology if I fail in fully touching upon the innumerable details thaton agents having so many duties to perforin often imi/'^ii^ telegraphic train arrange- ment orders in their teeth, to make sure they would not forget them when the ti-ain reached the station, nor to the reason why so many single tiack railways were and are built in this coun- try, because you will possibly admit we are a "go ahead" people— must have transportation, and if we had money to build only one mile of your description of double track, we wqyld elongate it, make it two of our single track U cover the most ground witkfb^ Jeast money, and in the shortest time. You will readily see, that in getting rid of the ox teams and the lumbering stage coaches witU.their long and wearisome journeys, and preparing to substitute the iron horse in the de- velopment of new districts, and opening up and populating vast territories and making regions productive that would otherwise have, remained a wilderness in this great country, .Sihere everything moves rapidly, for we have the climate and the boundless resources and the Uvritory to take care of mil- lions of people, we have had to get, not only Government aid 901053 H'l, and bonuses from the various counties and townships and cities and towns through which the railroads run, but also aid from your side of the Atlantic, and even then, with what capital we could raise wehajre hg^Ug^^ perate our great net wprkof single track rail waysSrthe^S^ economy and ingefkll««»•■ Freight. Stock. Passenglr. The tracks for the business of the depot should diverge from these side tracks, so that cars standing at the station would not be m the way of, or be interfered with, by trains switching to meet or pass others; the locationof water columns and fuel platforms, should be such as would permit of this service being promptly performed while the train stood at the depot for traffic purposes. There should be a. distinctive mark distant from, and upon A B each side of all level roadway-crossings, so that the engineer could readily see it night or day, to give warning of his approach, and if the topography of the country admits, there should be no crossing of other railways upon the level, but when upon the level, there should be in use, the safety-switch on each side of the crossing, worked from the signal man's box, the home-signal attached to the switch-gearing, the switch always set for the siding and the danger-signal shown, except ' '" ^ •"•*^' *^"' "'•'5^"1« <^<> l«f n trHin nro('«ed. so that no \\M\.H0K^ ^RQSSNHG. B T A . A . A . A . HouirSiquid \H(tli'h'}mtcK B.B.B.B. Ih'fifaiilSniiiif^ion> Sufnal. C. Hujmihmiifi Box. B the working of the traffic. For instance the necessity for : be determined by the amount of traffic to be moved, should be laid on each side of the tnain track at these places, with a three- throw switch at each end, and a three-throw switch in the mid- die, thus haying only three switches in the main track • the discs and lights, on the switches should show which way the switch was thrown ; these tracks should accommodate several trains on their respective sides of the main track, bound in opposite directions, and would also permit of trains bound in the same direction gettine out of the sid^ trm>.k wh^n in fi,„ re in th< be me plfl pr( tra Unere should be a distinctive mark distant from and upon fl.^ each side of all level roadway-crossings, so that the engineer could rea«iily nee it night or day, to give warning of his a|)[)roach, and if the topography of the country admits, there should he no crossing of other railways upon the level, hut when upon the level, there should he in use, the safety-switch on each 8i>DNIGHr 11 The inside circle represents the working day time, the outer the night. After 12 noon deduct 12 from the figures on the dial and that gives the present hours. There should be a working time card showing all the trains in each direction with their meeting and passing places. All trains likely to be run should also be shown ; it is better to have them in the time card and to cancel them when freight traffic does not warrant them being run, tlian to make special arrangements and take risk of trackmen and others not being warned, besides at times it is convenient to have other .trains, engines running light or with a caboose take and run upon that time. The running regulations should be briefly but very plainly expressed, stating what time-rights trains had, to where, how trains were classified, what kind and how signals day and night are to be given. The rights of trains in the event of some getting late and un- able to make their time-table meeting points, are very import- ant ; the instructions regulating these should be so distinct that in the event of no telegraph arrangement, trainmen could safely proceed against and upon the card time of a train from the opposite direction, which had from some cause become delayed, and by the rules had to keep out of the way for a specific time ; and as trainmen as a class are a sort of peripatetic lot of men changing from one railroad service to another, it is most im- portant for railroad companies and their patrons that some fixed system of signaling and running should prevail upon all roads. We shall refer to this matter later on. Meantime, let me suggest for our purpose, the adoption of the following signals, which to be seen, should be given upon the engineer's side of the engine or train, unless the train is upon a curve where the fireman can see better, and the signals should mean the movement of the engine in " going ahead " or " slack- ing back." 12 In daytime, motions with arras and hands. To start aliead. — Elevate the arm above the head and wave the hand horizontally to and from the side of the train. The engineer just before starting from an important station should always have his bell rung, as a notice that the time is about up and that he is ready, he should also have it rung when approaching highway crossings and passing through station yards. To stop. — Extend both arms horizontal from the body. 2b bach tqx — Wave one arm and hand at wide range horizon- tal across the middle of the body to and from the side of the train. To go slow. — Move one arm and hand vertically up and down toward the track. TQ'ain brohen loose. — Raise both arms and hands above the head. In cmipling up. — As the train approaches to be coupled up, keep the arms and hands raised above the head and bring the hands gradually together to indicate proximity to the discon- nected portion of the train and finally give the signal to stop as the cars come together. Fixed night signMs. — White light, all right, go on ; unless this light is moved in the manner described. Green light, caution, go slow. Red light, danger, stop. Moveable night signals with a white light. To start. Wave or shake the white light above the head, the same motion as with the arm and hand in day time. To go slow. Raise and lower lamp slowly up and down towards the track. To stop. Wave the lamp violently across the body to and from tho side of the train or across the track. To back up. Wave the lamp slowly in towards and across the body. 13 when Broken apart. Give signal to stop, then awing the lamp in a circle above the head. Coupling up. Use the back up signal, the go slow signal and stop signal as the two portions of the train near each other. Bell-cord signals. — To stop. Two taps of the gong in the cab of the engine; one is objectionable, because if the train broke loose it would cause one tap, and the engineer shutting oft' steam would lead to the rear portion of his train colliding with the front, lo stop at the next station. Three taps of the bell, when the train is in motion. To back up. Give signal, standing on track. Reduce speed. Four taps. The signal to start should not be given by the bell-rope, but by the conductor standing upon the track, with his hand or lamp. It always appeared to me to be a lazy and dangerous way of starting a train, to see a conductor standing on the platform between the cars, or in the inside of a car and jerking the bell-rope to start, not knowing what was going on outside upon the track. Whistle signals. — Stop and signal for brakes. One short, sharp whistle. Urgent danger. Several short sharp, decided whistles. Release brakes, or for starting. Two short blasts. Train parted. Three long and two short. Back up. Three short blasts. For a sioitch. Four short whistles, to be responded to by the switchman giving the slow signal. Calling in flagmen. Five sharp blasts. Approaching stations and junctions. One long whistle. Approaching highway crossings. Ring the bell, not less than eighty rods distant from the crossing and keep ringing it IS 14 until the crossing is passed. Give three whistles, two short and one long. To call attention to signal carried on tlw engine. Three long blasts. Fm^ trainmen to hurry up. Several short, but not loud whistles. ^ In rare and urgent cases when a freight or inferior class train is in a side track, and wants to be flagged to the nearest telegraph station in the direction in which the passing train is going, so that this "laid out" train, as it is called, may get orders, a train of the same or inferior class may be signaled to flag it in daytime only, by the conductor of the "laid out" train standing at the front of his engine exhibiting a red flag held out towards the track, but depressed at an angle of forty-five degrees, and his engineer giving short, sharp whistles, so that the engineer of the approaching train can hear, and be answered by him in the same way; the fireman of the passing train shall then exhibit and put on the front of his engine a red flag and flag the train to the first telegraph station, and the engineer and conductor shall see that men on trains (if any they j9ass) are cognizant of this signal. On the locomotive a mirror set up on the cab would enable the engineer to see and know the condition of his freight train, whether cars were running all right and in line, or when any of them caught fire, but he should have the ordinary locomotive head lamp in good shape, and I suggest with moveable num- bers, to slide upon a bar in front of the glass, indicating the nmnler of the train, for the guidance of the despatcher, train, track, and stationmen ; these should be put on by the engineer before starting. If it is an ordinary time card train, the card will indicate his number, if it is an extra train, the train des- patcher will give him his number, and his train will be known by that number on the journey. This head lamp should also have red and green curtains, that when necessity requires, can 15 be drawn across the face of the lamp at night indicating cau- tion, or danger, oi- tiiat the train is upon the side track and (luite clear of the main track. The engineer can flash . this signal in a morr.ent from the cab of his engine by means of cords led from the lamp. These signals ai-e made by oiled colored silk mounted on spring rollers set in tin cases as shown in the accompanying sketch. The advantage is that the engineer can flash a large danger signal to an approaching train, or by pulling the green curtain indicate to the approaching train, whether he is upon the sid^ track and clear of the main track and the switch all right. The engineer carries the black tin plate numbers up inside of the roof of his cab, and these numbers slide upon a move- able bar, on the face of the lamp. They do not obscure the light and they shine through the colored curtain, and in day- time the numbers are equally distinct. I think this train number in front is safer for passing trainmen and for stationmen, than the numbei- of the locomotive painted on the side of the lamp, or the number displayed upon the caboose at the tail end of freight trains. EXPLANATION OF LOCO. HEAD LAMP SIGNAL. Figures 1 and 2 are perspective views of a Head Lamp hav- mg the improvements applied theieto. Figure 3 is a detached view, showing the Coiled Sprine which rolls up the screen. ^ Figure 4 is a Sectional plan of Figure 2. Similar letters of reference denote corresponding parts in all the i^igures. A, represents the body of the Lamp which may be of any usual or desired construction. It is in this instance provided with a Reflector B, and a Burner C, so arranged, that as much of the light as is possible may be thrown through the circular face plate D. ci \ ^l T ^'^%»"1 Supporting Bar, mounted by preference in Slotted Lugs, or Ears, E 1, E 2 projecting from opposite sides 16 of Sash of face plate D. One end of this Bar is jointed, as at e, the short pivoted end hanging down bv its own weight, and thus in connection with a pin e 1, which passes through the Bar, just inside of the Ear E 2, serving to lock said Bar firmly in position in the Eai-s, and guard against its accidental displace- ment, while, at the same time, the Bar can be easily removed by raising uj) the short pivoted end e, until it is in line with the rest of the Bar, then sliding it inward until that end can be removed from Eni- E 2, and then moving the Bar in the otiposite direction until its opposite end is disengaged from Ear E 1. j In figure 2, there is shown the number (8) affixed to the Bar;_ /t is evident that Signals need not be confined to numbers, al- though in ordinary practice numbers will generally be found the most convenient. In Figure 1, the numbers (2) and (23) are shown, which serve to explain the position numbers are placed in, when denot- ing different sections of a train. These numbers are secured to the Bar by means of Sleeves- one to each figure-^e Sleeve fitting the Bar with sufficient accuracy to insure Wm retention in place ; when preferred, the Bar and Sleeve may be perforated to receive pins, or other equivalent fastening devices. F F, are flexible Semi-transparent Signal Cui-tains or Shades. They nre arranged behind— that is, inside— of face plate D, but in front of the light, and are rolled upon the roller containing the Spindle F 1. This Sjundle is actuated by the Coiled Spring G (see Fig. 3), applied to one end of the roller in such a man- nei" as to roll up the Curtain when left free to act upon it. H H, are Cords, the forked Ends of which pass over pulleys A A, and are attached to the upper and lower corners of the Shades^ while the other ends are carried back into the Cab within con- venient reach of the Engineer. The position and arrangement of these Cords in the Lamps are fully shown in full lines in Fig. 4, and in full and dotted lines in Fig. 1. It will^ be readily seen that by pulling upon the Cord, the Red or Green Shade as case may be, can be drawn across the open face of Head Lamp, so as to show a Red or Green Colored Light, at the will of the operator. The arrangements of parts being such that as this Curtain is drawn before the light, the tension of Spring G is increased so that when the Cord is re- leased, the Curtain is automatically wound up. I, as at e, ght, and ugh the ir firmly lisphice- removed ine with 3 can be opposite E 1. the BsLTj^ bers, al- e found 1, which n denot- leaves — ufficient ■red, the >r other Shades. B D, but itaining Spring a man- it. H eys h h, Shades, lin con- Lamps dotted 3rd, the '088 the Colored )f parts At, the 18 re- 18 There should be a side signal lamp at night on both sides of the tail end of all stock and freight trains— showing white ahead and red behind— and one red light on the tail end of all passenger trains. The two red lights indicating a slower kind of a train, en- gineers following would be guided in the speed with which they would approach these lights. The white front on the side tail lamps enables the men on the engine to know, from time to time, whether they have all their train. When trains are being flagged at night, there would be, of course, the additional light in both cases. The conductors and trainmen should have in day time in the rear car of their ti-ain, their red flags and torpedoes in readiness to protect their trains against others fo-llowing. They should also, after dark, have in the same car two red lamps trimmed and lighted, also torpedoes ready foi- any emergency. • Flag and Lamp Signals on Trains. A red flag by day, or small red light by night on the front of an engine, should indi- cate that a train is following, and shall be waited for by a meeting train. A red flag, with white edges, should also be carried in daytime on the tail end of this same train for the same purpose, and to notify the ti-ackmen that such a train is follow- ing close behind. Many of the trackmen do not look at the front end of a train, but have a habit of working to the last minute and only looking at the tail end as it pas8e8,jM»d-aftei, Awl, because instructions from the roadmasteriSretBirown off by him from the rear end of the passing train. ^ A lohite flag on th^ front of an engina, and on the tail-end of its ti-ain, should mean that an irregular train is following, but will keep out of the way of time card trains bound in the opposite direction ; it would be a notification to trackmen and trainmen to be on the lookout for an extra train, although these men are supposed to be always on the lookout for and expect- 10 ing trains, so as never to he caught with their trains or their work unprotected. For a work-train^ working l)etween certain points under per mit from the train despatcher, there should be say two ycUom flags on the front ane (I'lHtant 8einai>h'>r« siirnals with Hpftctacled aritiH and lights worked fi<»tn each end of the station platform and yards, or an electric arrangement in the track operated by the locomotive as it passenplat and know of them on Euroi)ean railways, but there i^. no uni form system of either signboards or signals in this country, and while the signals may be looked uj m as expensive luxuries, they are not costly, and the safety of the traffic sooner or latei', will demand the adoption of such ing nious and effective con- trivances. Much, however, depends u[) »n the considerate atten- tion and reasonable amount of ingenuit v displayed by the offi- cers of the road in keeping pace with the re(iuirements of the public safety, to say nothing of the traffic. On the depot platforms, worked by ai d visible at all times to tho telegraph operator from his offi e, there should be a semaphore disc and lamp as a telegraph train order signal to approaching and passing tiainmen ; this k j:nal should stand at " stop for orders " unless held by the operator at "all right" no orders. The practice of setting out on the plat )rm a flag or lamp and trusting to either remaining there undisi irbed, and to train- men seeing them is most dangerous, because hey might be inter- - fered with by. people on the platform. I saw a huge porker once,, come on to a depot plattorm m Michigan and scratcnmg ^ itself against a signal flag pole, set up as a stop signal to an expected train, knock over the pole and flag I There should also be a V shaped case or i. ame built in the upper part of the telegraph office window with changeable transparent signal figures showing number of train and time it passed, so that men, on following trains approaching and passing A ^ from either direction, would see just when the preceding train had passed that station. Having spoken of the track, the kind of trains, trainmen, and signals, let me now refer to the working or employe's time card and how it is made. The mode of preparing one of these time cards is generally by having a diagram showing names of stations and side tracks dwvn each side, spaced out to a scale of distances, and then a row of columns showing the hours say from twelve midnight to twelve midnight; the hour columns set off into five minute spaces and by taking thick and colored thread and pins stretch the thread from the hour at which you wish to start the train, to the hour at which you wish to arrive, and if the train is to use that running time, the hour at which the string touches the line running horizontal from the station or side track will give an idea of the time at which the train will pass that place, then with the pins set off the thread, allowing for grades in the track, times for refreshment, work at stations, or for killing or making up time to reach a passing place for the opposing train, which the thread run in the opposite direction will indicate, but all trains must cross each other on the horizontal lines, or trains would meet between stations. This you will perceive is a quick and safe method of blocking out a time card and mak- ing sure of having a proper meeting place for all trains on the time card. White threads may indicate passenger trains and T^Z^^ Itl^^^^' "'^^"''"^ ^'°'^' ""^ '^^''^^' ^'""^ ^*^''^' ^^^ ^^«^g^* ^„„*.,„ ^u:. ^h^a^^o^^t^a^j^(^_};^yf ^d >vhat tj thetmcf ac^how ^3ied^and?rom — „ ^.^^.^.^ ^u.^ times of the trains are taken for making up the working time card. The time card should be very legibly printed, upon good, stiff paper, that will stand the manipulation of the trainmen and the weather they have to encounter, the figures especially should be very plain type, and as the times of the trains going this liagr 28 in one direction have to do with those going in an opposite course, the pages have as a consequence to be much wider than those required for trains run upon a double track, because those columns for double track trains are complete in themselves, while for single track trains, the names of the stations and side tracks are generally printed down the middle of the sheet and the columns for times of trains put upon each side of the names of stations, the times of trains going in one direction reading down and those going in the opposite direction reading up, the figures in large conspicddus type denoting the meeting and pas- sing points, if the trains are on time, and by running the eye across the columns from any one of those large figures to cor- responding figures in other columns, the trains to be met are at once discovered. At the top of each column the even numbers denote trains going in one direction, and the odd numbers indi- cate those going in the opposite way. The time card should show at important stations the arriving and leaving time ; at other points where only one time is shown, it should mean the time of departure ; trains should not leave ahead of time shown. The heavy figures show times and places of meeting, if trains are running on time and these points must not be passed, unless the train to be met is late, and the rules give right of way toward a certain point after waiting so many minutes, or the conductors and engineers are furnished with a telegraphic train order to pass. But if the train has no telegraph order, and is running by time card rights, it must run keeping the specified number of minutes late until the train it should have met, is passed. The othei- or opposing train runs of course keeping out of the way of the train that has the rights, and runs just so many minutes late as prescribed by these time card rules. Five minutes should in all cases be allowed for variation in watches, but this time should not be used to run upon. Superior class, or passenger trains on the time card, have the S4 riglit of way over all kinds of inferior class trains, and they must be kept off the time and out of the way of these passen- ger trains. Mixed trains; that is, freight trains with a passenger car attached, should have rights over live-stock and freight trains, and livestock over freights, and all time card inferior class trains have rights over "specials" in the absence of special arrangements. At meeting stations, superior class trains keep the main track ; inferior class trains take the side trackSlfcen trains of the same' class meet; the one having the right of way by tica card is entitled, when there is only one side track, to keep the main track ; when there are side tracks on each side of the main track, and inferior class trains going in both directions meet a superior class train, the inferior trains take the side track prescribed for them going in their specific direction, trains going in one direc- tion always taking their own side, thus avoiding dispute as to which side of the track certain trains take, the only exception being for a long or heavy live-stock train unable to take the side track, when the superior class train has to give way and take the siding. When a train breaks in two, the engineer must not stop, nor be stopped with the forward part until he knows that the'rear portion has been brought to a stand, nor back up to couple on, or to look for the rear portion until he is signaled to do so. If he has any distance to go, he should not move until a signal- man is upon top of the train, if a freight, or upon the rear platform, if a passengei-, and he is signaled by a flagman ahead before rounding curves ; if another train is following, he will not back up unless specially arranged for, as it may be best for him to go on to the first side track and let the following train push his detached portion up to him; or to leave what he has, and to return and help or clear the track for the following train. 25 If any of his brakemen are with hira, they will consult the rules and be guided by them first, and then by the circumstances of the case. Inferior class trains wait indefinitely for superior class trains when late, unless their men get telegraph orders varying from the time card rules. When freight trains are forty-five minutes late, road or con- struction trains whose men's time is valuable and costly may use the main track, their conductors first protecting them by signalmen at each end of the " beat," and get out of the way when the freight train comes in sight, always running from it, the men on the late freight train knowing where the road train is working, keeping a lookout for it. The trains on the time card should be run as much as possible by time card rules, and the fewer telegraph arrangement orders the better; it is a mistake, increasing the number of train orders, giving opportunity for confusion, miscalculation and mistake, but the despatcher's office, nevertheless, is a necessity, while he sits and watches and records the movements of the various trains and keeps them moving when any of them become irre- gular, and keep them as much as possible on time, to make con- nections with other company's trains, and to avoid the loss of time to live-stock and freight trains, and men and engines wait- ing for irregular passenger trains; keeping engines and men waiting on side tracks is an expensive and discouraging opera- tion. As the train despatcher's office is, I think an institu- tion peculiar to this country, you can readily imagine the kind of telegraph operators necessary for this important and responsible work. They should be cool, quiet, sober, syste- matic, sharp, intelligent youngish men, with the very best of memories, quick, sound operators, that is, operators not working by the needle, or dial, or paper, but by the cliching sound of the instrument, knowing the line of track thoroughly, its con- 26 dition, curves, grades, location of side tracks, shape and con- struction of yards at depots, the kind and the "true inwardness" of trainmen in charge of trains for whom they make telegra- phic arrangements and to whom they issue orders; they should also know the condition of the locomotives on the trains, weight of train and so forth, which experience gives them in time, so that in making their calculation of distance to be run, they can the better apportion the time in arranging a meeting point iur some other train. Their office should be in a quiet, private, central locality; the mileage of the district under their charge should be regulated according to the number of trains and extent of traffic upon it. If a long line, it should be in divisions. Each set of despatch- ers occupied in working trains only over their own division. Their time on duty should be from six to eight hours accordinj to the nature of the work, the mental strain is often quite fatiguing. There must be only one despatcher giving orders on each division, and he should have a first-class, sound operator help- ing him. This operator chosen because he was likely to be the making in time of a despatcher. This operator would write out the orders as Le heard the despatcher sending them, and the despatcher would see what he was sending. The two need not speak to each other. The despatcher untrammelled has only his train movement diagram to watch, as the operator from time to time records the reports from stations of the pas- sing of trains and the despatcher watching the movements of the various trains, he with the key of his instrument in hand, sends the orders he plans and calculates, and sees them re- corded by his operator, and watches their acknowledgement by the receiving station and trainmen, and finally and at the proper time gives his O. K. completing the train order. These opera- tors should not come on and go off duty with the despatcher, but have their time on duty « lap over " the hours of the relieving 27 despatchers, thus helping to dovetail as it were the work of one despatcher into that of the other, because orders of one given might not be fully carried out when it was his hour for "ofEduty." The despatchers have a skeleton time sheet for each day of 24 hours and for each of their divisions, showing the names of stations and side tracks with distances ; these run down the middle of the sheet, with the columns on each side, showing actual times of each train movement as reported from outside telegraph offices. The despatchers are thus enabled to watch train movements and calculate and arrange for meeting and passing points when their assistance with the telegraph is needed and can be profit- ably used. When these arrangements are necessary and orders are to be issued, the despatcher handling the key of his instrument calls up the operator at the distant point, who sees that his station order signal is set for stop, and says so ; then receives the order sent to the trainmen first affected. The despatcher's operator, as I have already explained, takes by sound and records in his book the message with date, time, to whom sent, number of train, at what station, and signing the superintendent's name with des- patcher's initials, so that distant operators and trainmen know who sends the message. This order is taken down by the receiving station operator in a manifold writer making three or more copies (three at least), one for himself and one for the engineer and one for the con- ductor affected, repeats the order back to know it is right, but keeps these messages until these trainmen arrive and sign the copy in his'book ; and only when the men fully understand the order and sign the book copy, and that is reported back with their signatures, and the train despatcher gives his O. K., can the order be taken and acted on. The despatcher in the mean- time has been in communication with the station operator in the 28 opposite direction, giving orders to the opposing trainmen, nam- ing the meeting point, the two messages being practically alike, and the tram having been held by the " order-signal," these two trainmen in like manner sign the station copy and the message with their signatures repeated back, and the despatcher's O K obtamed,the " order-signal " boards are changed for the time being and the two trains proceed to the fixed meeting point • the despatchers thus control the arrangements for meeting and passing up to the last moment, and just up to the moment the trams are ready to leave. The operator at the point where the trains are to meet hav- ing heard the arrangements made, notifies the station agent, who prepares for the reception of these trains at his station. All operators should keep their offices quiet and private ; they should be good, expert penmen, have their books for train re- ports, and train movement manifold books and carbon paper ready for instant use; all orders given in the fewest, clear, ex- plicit words (no alterations or erasures) upon stereotyped forms, which are printed in blank to suit the various cases of train movements, one order for each meeting place, and it should never be "hampered" with messages upon other subjects. If there is an order to trainmen about any matter not actually connected with the train movements and meeting of trains it should be separate and distinct upon another form. Telegraph train orders, as I have said, should be upon printed blank forms, with spaces for number of train, name of station names of conductor and engineer, time, date, and for the signa' tures, and be for the specific cases of train orders ordinarily re- quired for this train work-such as orders for trains to run to a fixed meeting point ; or for passing a train running ahead ; or a fixed time order to run to some place consistent with the time card running time ; or for some irregular train running to some fixed point regardless of certain other trains kept out of the way or for cancelling certain trains, abandoned on account of light 29 traffic, although on the time card ; or for cancelling an order that had been given and through the failure of one of the trains to ruake time had rendered the order unavailable ; or a clear- ance ; or a holding order holding a train at a point until a cer- tain time for the arrival of a train that had been given to that time to make that specific place ; or holding a train at some point on account of an accident. Numbers should, in these train orders, be spelled in full, and the numerals should also be given. The engineer, after he reads and thoroughly understands these train orders, puts them before him on a hook or clip in the cab of his engine, and the conductor, like the engineer, keeps his orders until he reaches the end of his Journey. When telegraphic orders are given, each train should, as much as possible, have its specific orders and not be run under flags, and flags should never, as a rule, be carried for trains, unless so or- dered by the despatcher; and even then, if to follow a train under the same rights, not unless the train is quite ready to start and follow promptly and able to keep up with the train flagging it. When idegrapli messages are sent by passing trainmen, to disabled or " laidout " trains at intermediate or non-telegraph stations, these should be in duplicate, so that the conductor carrying the message can get the duplicate copy signed by the men with whom he leaves the other copy, and that signed mes- sage should be telegraphed from the first telegraph office to the despatcher, so that lie may know it has been delivered. Numbers are given to time card trains by the time card, and to special or extra trains, or work trains by the despatcher, who takes a number so far beyond those on the time card that oper- ators and trainmen know that the number indicates an extra train. Fresh numbers are taken at the beginning of each week and run consecutively through to its close. Some roads use the numbers on. the locomotives. 30 Road, or work trains, or pilots, or pushers, may be known through the week by the same specific number given ther^ by the despatcher. The conductor of the road train agrees with the despatcher at the close of each night's work, where he will work on the morrow, and gets his permit, or train orders, accord- ingly, conPning his runs to that district. Other trainmen inter- ested are notified of the location of these road or work trains. A bulletin board in the despatcher's oflSce should have a list of these trains, with numbers and points between which they are working. These road trains would, as a rule, work under flags, and keep out of the way of all time card trains, unless run under special telegraph orders. Night operators should report each hour to the despatcher, so that he may know they are awake and ready for business. Day operators also report on and off duty. In case of accident to the telegraph office semaphore or lamp, operators should always, after dark, have a trimmed and lighted red lamp, and in day time a red flag upon a pole, ready for im- mediate use. The essence of this whole operation means : ~ « eternal vigi- lance in each and all of the departments." Having thoroughly intelligent, cool-headed, practical officers, devoting their time to their duties, keeping pace with the times m needed economical improvements ; employing only sober, intelligent, honest, provident, youngish men, whose appearance' manner, general conduct and discipline would likely entitle them to that promotion their reasonable ambition and length of service would warrant them to expect. Having a time card that pei'mits steady, safe running, suited to grades and other conditions of the track and work to be per- formed, and not too much unnecessary time allowed on some portions of the road and too little upon others. Having the running rules simple, brief and explicit, covering all ordinary contingencies that might be expected to arise in the t V E i J c 1 i 81 train service, the time card being used as the main guide in working, and the despatcher and his wire used only when necessary to save time on the journey, keei) trains on time and insure safe running and connections, the system of signals uni- form all over, simple and well defined. The despatchers fully posted as to the track and stations, condition of the locomotives, and calibre of the trainmen ; and they and their operators in quiet, private offices ; the right men in the right place ; their rules and forms of train orders simple, explicit and fully understood, and obeyed. Trainmen careful, watchful and respectful, always on the look out and ready for signals. Trackmen considerate and watchful for trains, while they perforn^ needful repairs, and on wet, stormy nights be on the look out with signals for wash-outs or damaged track, and in winter for broken rails. The officials, adopting, after careful consideration, such im- provements as may from time to time be presented for the safety of life and property and economical working of the traffic, such as steam or air brakes upon all engines, freight as well as passenger ; air brakes upon all coaches ; safety platforms and couplers ; caboose cars with specially good brakes on the front and rear of all freight trains ; one of them can be used for pick- up peddling or way-freight ; draw-bars on freight cars that have automatic couplings ; steps and ladders on freight cars that are arranged with some decent regard to the safety of the brake- men when complying with the rules; electric lights in depots, and yards and on engines. The various conventions of railroad men will lead to such things being developed ; the meetings of railway superintendents, master mechanics, master car builders, car accountants, master car painters, roadmasters, conductors, yardmasters, train ikspaj^ers, and so forth, are all steps in the right direction ^o3^ITop5^k and agree upon standard I : and uniform workinsr for the general benefit of railroad com- panies and their patrons, and patrons in turn helping railroad offlcals to get more work out of their freight car stock, for in this country and unlike youi-s, demurrage is not enforced, and the loss of the use of freight ca,-s by using them as storehouses at depots and side tracks is simply ruinous, the average mileage per car per month is dreadfully small, compelling railroad cam- panies to own or hire more cars than the business actually warrants. ^ In conclusion, let me say, railroad officials should always exhibit a visible desire to mee! and satisfy the reaoonable require, ments of patronsjmd traders, being prompt and attentive to promises, and Sm^^me concern and anxiety for the interest of the employes when they are not upon duty. How many of the men when they finish their trip, and away from their homes or boarding houses, are left to wande. ibout, subjects for tempta- tion, led away to spend their time in questionable places-losing money and reputation-in place of spending their time in rest . and recreation nearer their work, and coming on duty fresh, rested sober, cool and collected-come in a sleepy, dreamy condition not seen but felt through the working expenses column. I need not picture the result ; no railroad is complete without employes' reading, recreation and resting rooms, well and attractively kept by elderly, sensible christian men, who will watch and advise and take an interest in the welfare of employes at all terminal points. Nor is the working of the railway complet- without some fair and acceptable medical and insurance asso- ciations for the benefit of the employes and their families. This almost suggests an allusion to some of the amusing and yet often dreadfully unjust and severe claims, that are made upon railroad companies for compensation ; but as this does not specially belong to single Pra^hrfixlwfiy^, and would come with a better grace from some railway solicit'or, I will close, thanking you very much for your very patient hearing.