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"Say, Jim, ain't he a beaut? would you like to hold the ribbons over him for eight or ten miles?"

He was a splendid animal, no question about that, and Jim could not refrain from going nearer and taking a look at him.

The agent sealed the car and walked the length of the platform toward the once, and a few more comments were exchanged about the horse.

It was now 3:48, and as the agent came within sound of the telegraph instrument he quickened his pace and stopped in the midst of an entertaining story about a horse he once owned, and said to Jim:

"There's 'DI' calling me to beat the band; I s'pose he'll have a lot more guff about my being out of the office but I can't work outside and inside at the same time, nor he can't either."

So saying, he stepped to the key and in a moment called out:

"Jim, can you make

4:15?"

Redwick by

"No, I can't make Redwick by 4:15. What does he think this is? A lightning express? Tell him I can make it by 4:20 if he'll hurry up and give me the order; I can't wait all day for it," and then Jim remembered that this was lodge night and his friend Charlie Bumper was to take the third degree, and he had promised Charlie that he would be there to see that he got it right. It was now a matter of some importance that he get to Redwick for No. 7 so that he could go to Bellmore for 127, the fast freight, and make Blue Valley ahead of 16 and then he could get in for No. 11, which would give him plenty of time to get home, get his supper, dress and get to the lodge room at 8 o'clock.

"He says he can't make it 4:20," shouted the agent.

Jim's countenance feli.

"No, I s pose not. He don't give us much of anything. Work as hard as we do all day and then lay 'round on side tracks for any old train that happens to come along. Ask him if he'll give us anything on 127. Tell him we're all ready soon as No. 7 goes."

No. 127 was a fast freight and the dispatchers were instructed to let nothing but passenger trains interfere with its movement.

"He says he can give you until 4:40 to make Redwick for 127," said the agent. "Tell him that's a little bit close, Can't he give us a meet?"

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"He says no meet with a train of that kind; he'll give you until 4:40."

"Well go ahead and give it," and Jim added to himself. "No meet with 127! He does give meets with 'em and I know it. He gives Fred Hastings a meet with 127 or 128 most every day

Fred ran on the local opposite to Jim and, for some reason, Jim had the impression that Fred always had the best end of it; that the dispatcher always gave him the preference and he got more help on fast freights and passenger trains than any one else on the road. He did not know why unless it was that Fred's wife's brother had married the chief dispatcher's sister. He had studied it over many times and that was all he could make out of it.

The operator had written the order on the regulation yellow manifold and was waiting for Blue Valley to repeat it, as No. 127 was to be held at the latter station. Jim looked through the window and saw him sitting at the telegraph table apparently doing nothing, and this confirmed him in the belief that no one made any attempt to help him over the road.

"There's no use in trying to get anywhere anyway," and Jim turned away from the office window to get another look at the horse, which was still standing near the station, and which seemed to be the most pleasant thing to contemplate at that time.

As he turned he saw Frank Husselton coming down the track, who called out in a tone which rather startled him:

"Say, Jim, what's the matter we could not get out of here for No. 7?"

"All we had was 3:50 and it was 3:48 when we got ready to go," responded Jim.

"Wouldn't he give us any more?"

"Told me at 3:55 he would make it 4:15, but that was no good to us then," Jim replied.

"Is he going to do anything for us on

127?"

Jim turned toward the telegraph office and replied,

"O, he's getting something in there; I don't know what it is; maybe we can make it and maybe we can't."

Frank approached the window and asked what they were going to get. "4:40 to Redwick," replied the agent. "Can you make it?"

"Yes, if No. 7 lets us out by 4:25. Hurry up Jim, sign that order and let's

get ready. I've got water and I'm all oiled up and ready to fly. Say, my friend," addressing the agent, "come out and shut the gate for us, will you? We've got to get a hump on us if we make it."

They got the "hump," No. 7 passed at 4:27, the agent closed the switch and they made Redwick.

"Well, I swear!" said Jim, as he stood on the rear platform of the caboose and beheld the little town of Riggsville fast receding in the distance. "I didn't think we could do it, but I guess Frank's goin' to get there.all right. But I'm afraid the jig's up for tonight; we can't never make in for No. 11 now," and he turned and walked into the caboose, thinking how he would like to see Charlie Bumper in the same fix that he, himself, was in, some eight months before.

Frank was working the old 874 for all she was worth. There was a slight down grade leaving Riggsville, then an ascent for a mile and a half, and he was getting a good run for the hill. Over the summit and down into the valley, and the train stopped at the west switch at Redwick, and got in to clear at 4:35.

Jim seemed to be inspired to new courage by the events of the last forty minutes and he hurried about his work at Redwick and it was all done in a few minutes after No. 127 passed.

he heard 1st 11 whistle and before he reached the office she had sped by him and disappeared in the distance, leaving only a cloud of black smoke and a shower of cinders behind.

When he reached the station the operator handed num this order:

"C. and E. No. 96,

Redwick.

Second 2d No. 11 eng. 269 will wait at Blue Valley until six twenty 6:20 p. m. for No. 96 eng. 874. A. B. C."

"Don't believe we can make that now," said Jim, looking at his watch. "Thought you said he would not have anything for us."

"Well," replied the operator, "he wouldn't if they had not lost time on account of a heavy transfer at 'Frisco Junction. He said if I could get hold of you right quick he could get you out. I sent the kid after you as soon as I could. I'm sorry if you can't go."

Jim took the order and started for the engine. He hoped that Frank could make it, and he knew that he could if any one could. But it was a long walk to the caboose and a longer one to the engine. As he neared the head of the train he shook the yellow sheets at arm's length and shouted.

"Six twenty to make Blue Valley. Can you do it?"

Frank pulled out his watch and shook

"Is No. 11 on time?" he inquired of his head. the agent.

"There's two of 'em," he replied. "First on time and second about twenty minutes behind 'em."

"Can't he get us out for second?" "Not when they're that close together, he says."

Jim gave the signal to go ahead and the train pulled to the extreme east end of the siding, which was on a curve, so that the caboose was almost out of sight of the telegraph office.

Jim was inside working on his reports. The flagman was cleaning his lamps and the other trainmen were taking advantage of the few moments before No. 11 should pass to partake of the contents of their dinner pails or lie on the cushions of the caboose for a brief rest.

The silence was broken by the sudden entrance of one of the small boys of the village (a delegation of whom is usually found in the vicinity of the railroad station) who with some excitement approached Jim saying, "Mister! he wants you up to the station. He says he's got orders for you and wants you to hurry up!"

Jim arose hurriedly and started for the office. As he stepped from the caboose

"Pretty late now," he said. "If we had the order when the first section went by we could have gone."

So they waited for 2d 11, which proved to be forty-five minutes behind the first, and Jim walked back to the caboose thinking how much strength he had wasted trying to get out and how all his efforts had availed nothing.

No. 96 was due at their terminal at 5:40 p. m., but it was 8:15 when they arrived that evening and Jim reached the lodge room just as Charlie was attempting to make his escape, and the guard at the door let him in quietly, knowing he was a railroad man and could not always get there on time.

"Hello Jim," said Charlie, as the former approached him after lodge. "You did get here, didn't you?"

"Yes, I got here, after so long a time. Didn't know as I was going to make it at all. We got stuck at Riggsville for No. 7 and nad to stay at Redwick for 16 and two sections of 11 and did not get in till 8:15. Beats all how them fellers in 'DI' do figure about getting these locals over the road. I've a good notion to go back on chain-gang."

About Train Rules

Answers by H. A. Dalby

Canadian Pacific Rules. 20. A correspondent from the Canadian Pacific Railway, Kamloops, B. C., sends us a list of questions designed for the examination of conductors and engineers on the code of rules which has lately been, or is about to be, adopted on that line. They are modeled after the Standard Code, but there are some points in which they are radically different from common practice in the United States.

Below will be found certain questions, (asked in the C. P. R. examination) designated by the numbers used in the list of which we speak :

170 (a)-Assuming No. 2 (1st class) held an order "No. 2 will run fifty (50) minutes late A to D", how must it proceed?

170 (b):-If No. 2 was due to leave A at 8k, B at 8:30, C at 8:50, D at 9:20, E at 9:50, and No. 1 (same class) held an order, "No. 2 will run fifty (50) minutes late A to C, forty (40) minutes late C to D, and thirty (30) minutes late D to E," what time would No. 1 require to be clear of main track with switches right and secured at

B

C

D

170 (c)-Under same schedule and order what time would an inferior class train require to be clear of main track at B

C

D

Answer.-170 (b). The order quoted requires No. 2 to be 50 minutes late leaving A and B, 40 minutes late leaving C and 30 minutes late leaving D. If the time at E were an arriving time, it would require that No. 2 arrive 30 minutes late; but as this is not stated in the example, we assume that 9:50 is the leaving time at E.

In rule 5 it states that where only one time is given, it is the leaving time, unless otherwise indicated. In the absence of any further ruling, therefore, where there is but one time shown, the train is at liberty to arrive at the station any time after it is due to leave the preceding station.

An exception to the above is found in rule 92 (a), which reads:

"A first class train must not arrive at a station where only the leaving time is shown, more than five minutes in advance of its schedule leaving time."

To all intents and purposes, this establishes, for first class trains, an arriving time at every station where no arriving time is shown; the same being understood to be five minutes earlier than the leaving time.

With the above explanations, the time table time and the amended time according to the order quoted would be as indicated in the following table:

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170 (d)-What time could No. 2 leave each of the above points?

B C

Answer.-170 (a). The explanation under Form E states that this form of order "makes the schedule time of the train named, between the points mentioned, as much later as 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 schedule time of the train named."

Answering the question, No. 2 would be required to keep fifty minutes behind the time table figures leaving A and until it arrives at D. It does not affect the leaving time at D, but it would affect the arriving time if such were shown on the time table.

Time Table. Lv. 8:00

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It will be seen that the order does not affect the leaving time at E, for it reads "30 minutes late D to E." The train is at liberty to leave E on time, so far as rules are concerned.

According to rule 92 (a), figuring the arriving time at E as five minutes earlier than the leaving time, it would be 9:45, but as the order prevents No. 2 from leaving D until 9:50, it can be considered that it cannot arrive at E before 9:50. We have, therefore, indicated 9:50 as the amended arriving time at E.

Extracts from the Rules. Rule 88:-"At meeting points between regular trains of the same class the train in the nferior direction must clear the main track before the aving time of the opposing train." Rule 89:-"At meeting points between trains of different classes * * the train of inferior class must clear the main track at least five minutes before the leaving time of the opposing train."

Rule 90 (b) :-"An inferior train must keep at least ten minutes off the time of a superior train in the same direction."

According to the rules, No. 1 being of the same class, it would be required to clear at В at 9:20, at C at 9:30 and at D at 9:50.

Answer.-170 (c).-A train of inferior class, if running in the opposite direction, (rule 89), must clear at B at 9:15, at C at 9:25 and at D at 9:45.

If running in the same direction it should clear at B at 9:05, at C at 9:15 and at D at 9:35, keeping ten minutes off the time at which No. 2 is at liberty to arrive at the several stations.

Answer.-170 (d).—Reference to the foregoing table will answer this question. It should be remembered that rule 92 (a) applies only to first class trains, but we find no similar rule to apply to second and third class trains. Therefore, there being no such restriction, a second or third class train is permitted to arrive at any station as soon as it can after leaving the preceding station. It will be seen that this has a bearing on the manner of executing a time order, and no arriving time need be regarded except such as appear on the time table.

An Improper Order.

21. "No. 46 and No. 45 have orders to meet at A. No. 46 is the ruling train. No. 45 arrives at A carrying signals and then No. 46 gets an order to meet second No. 45 at B. Second No. 45 arrives carrying signals for third section. Can No. 46 go against third No. 45 after having an order to meet No. 45 at A?" -F. G. R., Cranbrook, B. C.

Answer. We assume this writer is on

the Canadian Pacific and we will quote from his own book of rules:

"Rule 218. When a train is named in a train order, all its sections are included unless particular sections are specified, and each section included must have copies addressed and delivered to it. "Particular sections must be specified when it is known a train is, or is to be, in sections."

From this it will be seen that the order was not properly issued in the first place, as the individual sections of No. 45 should have been mentioned. Since they were not so mentioned, the first order would include all sections of No. 45.

When the second order was issued to No. 46 it was equivalent to a change of meeting point with second 45 and should have been given either under Form P, or the original order should have been annulled and another one sent in its place.

If given under Form P, (and this is the proper form for changing a meeting point, providing the original order was according to rule), the order would read, "No. 46 will meet 2d No. 45 at B instead of A." This would be authority for No. 46 to move to B; but we consider that it would be better to make the second order read like this: "Order No. 1 is annulled. No. 46 will meet 1st No. 45 at A and 2d No. 45 at B." The particular sections of No. 45 would then be specified and No. 46 would have executed the order when it had met the two sections. Being the train of superior direction, and having no meeting point with 3d No. 45, it would pay no attention to the signals carried by 2d 45.

If the dispatcher did not know when he issued the first order that there would be more than one section of No. 45, he should have corrected the error when he issued the second order. Since it was not corrected, having received, originally, an order to meet all sections of No. 45 at A, the crew of No. 46 would, in our estimation, be justified in waiting, as a matter of safety, until 3d 45 arrived at B, or until they obtained further orders.

Management

Talks to Firemen

By W. G. Wallace

I HOPE that you all have started out

on your run 1902 on time, with a clear block and bright prospects for the trip, with the pressure up near the popping point and that you have a good steamer. In case you have an engine that is not steaming as well as the average, and you desire to make her as efficient as possible, if equipped with front. end arrangement as shown, and you want to improve her, in starting out with clean grates and flues, you should note if the fire is burning evenly on the grates; if not the diaphragm should be changed to equalize the draft through the flues and

Now your engine may burn the fire evenly but does not make the steam, and you may want to make her sharper on her fire. You should first observe if the stack, exhaust pipe and nozzle are in line. A quick way to determine this is, to take a stick and stand on the boiler shell between the headlight and stack, or behind the stack, and hold the end of the stick over the inside, passing it around the top when the engine is working. If the exhaust steam strikes it harder on one side than the other you will know that the stack is not in line, or not filled by the exhaust steam, and

Front End Arrangement

fire. Raising the diaphragm increases the draft through the upper flues and on the fire in the back of the box, and lowering it increases the draft through the bottom flues and the front end of the fire box. This is the purpose of the diaphragm and when you get it in position to burn the fire evenly on the grates you have done all that you can with it.

the partial vacuum is not sufficient to poduce t e necessary draft on the fire. Of course you may observe this from the cab when the engine is working, and the stack may be filled sidewise and look all right and may not be filled front or back. If you try the stick method you will be sure of it. (Stick to it.) Sometimes engines have come from the build

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