leaky air piston rings would render the the corresponding number of the new blow more noticeable and stopping the time-table. compressor still more so. While doubtless not so intended, yet as a matter of fact such an examination question as this is unfair because of the uncertainty as to what is meant. The difficulty is to understand the problem and not to answer it. Examiners should give much thought as to the real value of each question contemplated, and when considered warranted should so word as to make the problem absolutely clear. Train Rules and Train Practice. "Schedules on each division (or subdivision) date from their initial stations on such division (or subdivision). "Not more than one schedule of the same number and day shall be in effect on any division (or subdivision)." The above rule is one of the most complicated in the book of rules and needs to be carefully studied. The object of the rule is to permit a new time-table to take effect without interfering with such schedules as have been only slightly changed. It is recognized that to destroy all schedules at time of change, as indiAnswers by G. E. Collingwood. cated by the rule quoted by our corres720. Rule 4 as Applying to Question pondent, will leave a great number of 686, March Issue. "Referring to Ques- trains without means of movement and tion 686, paragraph (a) which appeared that the dispatcher will be required to in the March issue, I would like more run them extra, an operation which light on the subject. The question was as follows: When a new time-table takes effect how are the regular trains then on the road governed?" "The substance of the reply was that they would be governed by the rules the same as before, subject to the provisions of Rule 4. takes time and is bound to cause delay. If there has been no change in the schedule of No. 1 there can be no good reason why this train should not be permitted to assume the new schedule and keep going. It is recognized, to have "As I understand it, Rule 4 reads, it do otherwise will only add to the gen'Each time-table from the moment it eral confusion at time of change of timetakes effect supersedes the preceding time- tables. With these facts in view the table. A train of the preceding time- present standard Rule 4 was framed. It table thereupon loses both right and class and can thereafter proceed only by train order.' "I cannot understand how a train of the preceding time-table can assume the schedule of the new time-table even though there has been no change in schedule. There is also another provision in Rule 4 which states that no train of the new time-table shall run on any division until it is due to start from its initial station on that division after the time-table takes effect. "Have you not made a mistake in your answer, or is there a later rule than the one which I have quoted?"-Member 182. Answer. The answer given in the March issue is correct. There is a later and better rule than the one you quote. Rule 4 which is now in general use reads as follows: states definite points which must correspond in both the old and new schedule to permit the train of the old schedule to assume the new, and by so doing establishes a plan of change which works out with very little friction when the rule is properly understood. There are several places in the rule where the language used is not well chosen to express the operation desired. For example, the words "day of leaving" are used and these words are many times confused with the days of the week on which a schedule is effective. The word "date" should have been used instead of "day of leaving," as it is the date of the schedule which is referred to and not the days on which the schedule is effective. The last paragraph of the rule con"Rule 4. Each time-table, from the tradicts the second sentence of the rule. moment it takes effect, supersedes the The second sentence permits a train of preceding time-table, and its schedules the old schedule to assume the new take effect on any division (or subdi- schedule under certain conditions, but vision) at the leaving time at their initial the last paragraph of the rule states that stations on such division (or subdivision). But when a schedule of the preceding time-table corresponds in number, class, day of leaving, direction, and initial and terminal stations with a schedule of the new time-table a train authorized by the preceding time-table will retain its It is expected that when Rule 4 is train orders and assume the schedule of next revised it will correct these errors. but one schedule of the same number and day shall be in effect on any division. What it really means is that but one schedule of the same number and date shall be in effect over the same portion of a division. 721. Work Train Orders "19" or "31" end of the yard. "Pull by and back in" Form? "Form H for single track work should not be unsafe; however, it would extras. Example 1, 'Eng 1 run work be best to state that "No. 4 will back in extra 7.01 a.m. until 6.01 p.m. between F and G.' "Example 3, 'and keep clear of (or protect against) extra 352 west between F and G after 2.10 p.m.' Example 6, 'Protecting itself.' Example 7, 'Protecting against second class trains.' "Would it be proper for the dispatcher to issue any of these orders on a '19' train order form? Should they not all be issued on a '31' train order form?"V. W. Answer. The various examples under Form H, which our correspondent has mentioned, should be issued on a "31" train order form on roads which provide that a "31" order must be used when the superiority of a train is to be re stricted. Under standard rules, when no exceptions are made, the "19" train orders may be used for any purpose, without restriction. The on the north end of the siding." Or, "No. 4 will go down the main track and back in on north end of siding." latter method is more appropriate when an inferior train is being directed to back in for a superior train, for in such case the inferior train has not the a authority to go down the main track unless it receives orders to do so. 723. Train Authorized by Old TimeTable.-"Referring to question 700 in the April Magazine. My understanding is that No. 98 is due to leave its initial station at 10 p. m. on the old time-table. New time-table takes effect at 12.01 a.m. showing No. 98 due to leave its initial station at 11 p.m. "As I see it, No. 98 cannot run on the new time-table until the following day. No. 98 was due to leave its initial station at 11 p. m., one hour and one minute before the new time-table took effect."J. F. L. 722. Misleading Form Used.-"Please Answer. The reply in April Magazine note the following order and give me your is correct practice under standard rules. opinion on it: 'No. 4 eng 3425 take The old time-table authorized No. 98, siding and meet second No. 1 at North but it was delayed and did not leave its end of H.' "Question: Does this, or does it not justify No. 4 to hold main track to the north switch, then put out flag and back in on siding? Also do you consider the phrase Pull by and back in' safe, and what do you think is the best way to make it read?"-Member 453. Answer. The form submitted is not sufficiently clear to justify its use. From the example it is understood that the point at which the trains are to meet is H, and there is no such station as "North end of H," nor is there a portion of the yard known under that term except as the north end of any yard is so known. It is suggested that the order should have read, "No. 4 eng 3425 meet second No. 1 at H No. 4 will back in on the north end of the siding." Such an order will give No. 4 the right to run down the main line and after it has sent a flagman out a sufficient distance it can back in as required by the order. Second No. 1 must approach H expecting to find No. 4 backing in at the north end. initial station until 2 a. m. affect the rule. This did not All it requires is that the old time-table authorize the train. If the old schedule had been annulled or had become more than twelve hours overdue, then it could not have authorized a train at time of change and there would have been no train to assume the new schedule. 724. Four Questions.-"I have read about the different classes of trains. Also that extras have no class, but how can I explain this point? "(2) No. 47 is a manifest freight and On arriving at J it runs from A to Z. is detoured over a foreign line from J to N. When it arrives at N can it again resume schedule No. 47 and proceed to Z without further authority to do so? "(3) If a yard engine gets clear for a first class train, and the train passes, displaying signals, and the yard engine has work which must be done on the main track, should it not get an order on the The office said that second section? second section would be one hour and thirty minutes late. "(4) We had a snow that blocked all traffic for three days and no notice was put out that all trains would be annulled. The yard engine was out working all the time. Should they not have had an order giving them a right to work on the time of the regular trains? They knowing that the regular trains could not get In the order submitted, No. 4 has simply been requested to take siding and meet second No. 1 at the north end. The take siding in such a case should be applied at the south end, or the south switch to the passing siding at the north through?"-Reader. Answer.-(1) In stating that extra trains have no class, it is only necessary to refer to the definitions which state that class is that part of a time-table which is conferred by the schedule. In as much as an extra has no time-table schedule it is not given a class. (2) The American Railway Association has ruled that the train may proceed without further orders. The ruling is based upon the logical understanding that when the train assumed schedule 47 at A it assumed it from A to Z and that when it again returned to the line at N, it still held that assumed right as it had not been specifically taken away. 725. Not Authority to Remove Signals. "Order No. 2, addressed to all concerned at B, "Third No. 85 is annulled authorize second No. 85 to remove green from B to Z.' Does this order alone signals at B?"-K. F. G. Answer.-The order quoted is not authority for second No. 85 to take down green signals at B. The fact that the train is annulled between two points indicates that, so far as the rules are con cerned, third No. 85 has or did have authority to run over that portion of the line. This being true it follows that second No. 85 is expected to display signals over the territory from B to Z. In other words, it would be impossible to annul third No. 85 from B to Z unless the second section displayed signals over that territory to authorize the third sec nals an order should be given reading, "Second No. 85 take down signals at B." The reply of the American Railway Association to a similar question was answered by stating that if the train's tion. To discontinue the display of sigschedule was annulled between J and N, by Form K order, there was nothing to prevent the train from resuming its schedule at N. So far as the right of the train to resume its schedule at N is concerned the annulling of the schedule between J and N has no bearing. (3) If the second section of a first class train was late and it became necessary for a yard engine to go on the main track to do work within yard limits, it should get a time order on second section of the first class train. Unless, of course, other provisions were made for that particular yard. Rule 93 governs and it usually reads, "Within yard limits the main track may be used protecting against third and fourth class trains and extras." This gives no permission to use the main track on the time of first or second class trains, and therefore such trains must be cleared five minutes. (4) Yes. The yard engine should have had an order against the superior class trains. The fact that a yard crew may understand that trains cannot get through does not annul any rule, and therefore the regular arrangement should be followed. That is, the same action should be taken as though traffic was moving in normal condition. Like violating the law, a violator of rules may not always get caught when he violates them, but it constitutes a violation just the same. 726. Improper Work Order.-"Eng 151 and eng 76 works 6 a.m. until 7 p.m. between A and E protecting against each other and keep clear of passenger extra west engine unknown after 9 a.m. not protecting against other extras.' to leave A, but the conductor refused to "At 9 a.m. passenger extra 904 is ready go on the order quoted as the order states that the two work extras will not protect against other extras. Was he correct?”Member 546. Answer.-At 9 a. m. the two work extras would be required to get clear and remain so until receiving further orders. However, the passenger extra should not have been asked to accept an order for its protection which did not name it by its proper designation. The naming of an extra train in a train order as, "engine unknown," is not good practice, but it is probable that it could not be avoided in this case; however, as soon as the engine was known another order should have been issued to the two work extras and the passenger extra reading, "That part of order No. 1 reading keep clear of passenger extra west engine unknown after 9 a. m. is annulled. Work extra 151 and 76 will keep clear of passenger extra 904 west after 9 a. m." Order No. 1 was not a proper order for the movement of extra 904. "TICKETS, PLEASE!" BY H. M. LOME How the Millions of Railroad Tickets Used Annually in the United States Are Printed, Distributed, Counted, and So Carefully Kept Track of That it is Impossible for One to Go Astray. (Copyrighted) Who knows how railroad tickets are Because of the expensive machinery made, distributed, and handled? These that is needed there are few ticket printoperations are of a complicated sort, ing establishments in the United States. and the department of the railroad to Very little standard machinery is used. whom they are entrusted discharge The business calls for special presses, duties of a particularly responsible usually one for each kind of ticket. As nature. The ticket department repre- a consequence, ticket printers have sents the core of the railroad passenger erected such presses either in their business. Hard and continuous work plants or in outside machine shops, falls to the lot of its officials; work that is liable to constant change because of new conditions, improvements, or the rivalry of other roads. under their supervision. The work of these presses is as delicate as it is exact. The ingenuity of the builder is taxed to the utmost to obtain the desired results. For all that, the railroad ticket and the man behind it are not without a Elaborate precautions are taken to touch of romance. Pay the price to the prevent rivals from stealing the closely genius of the ticket window and he guarded secrets of the machinery, and hands you the modern equivalent of the strangers are rarely admitted to the magic carpet. With its help you are press rooms of ticket printers unless transported to all parts of the civilized they are vouched for by responsible perand a good many sections of the unciv- sons. ilized world without stretching a muscle. The square of pasteboard or the strip of paper annihilates space. There are many varieties of railroad tickets. Each kind is intended to meet the needs of a special type of passenger or to satisfy a temporary or permanent condition. The employees are generally old and trusted hands who are paid liberally and know enough to keep their mouths shut. When it is realized that a single press of the more complicated kind will cost over $10,000, and that its life depends on the secrecy that enfolds it, the reason for keeping it from the glare of trade publicity is apparent. There are the local, commutation, clerical, interline, mileage, school, strip, The presses are wonderful specimens excursion, trip, editorial, family, limited, of human ingenuity. They have to be unlimited, special, workmen, and other absolutely accurate in the consecutive forms of tickets. numbering of tickets, and their construc In addition there are issued such spe- tion minimizes the waste of cardboard cial tickets as "limited first-class con- or paper. In printing interline tickets tinuous;" "first-class unlimited exten- this is an important item, as the paper sion ;" "first-class limited extension," used is far more expensive than any and many others. other stock called for in the printing business. The life of a ticket properly begins with its printing. This is done, not by the railroads themselves, but by private firms that make a specialty of the business. Such firms are found in all of the big American cities. In the metropolis, Rand, McNally & Company do the bulk of the work for both Eastern and Western roads. |