Danger Signals Part 33

"DS Despatcher's Office, 12, 8, '98

"Orders No. 31.

To C. & E. 1st and 2nd 13, SM.

To C. & E. No. 14, JN.

First and second sections No. 13, and No. 14 will meet at Burkes.

12. (Answer how you understand).

"H. G. C."

The despatcher's operator, sitting opposite to him, copies every word of this order as the despatcher sends it, and when the operators at Smithville and Jason repeat it back, he underlines each word, great care being taken to correct any mistakes made by the operators. After an operator has repeated an order back he signs his name, and the despatcher then says:

"Order No. 31, O. K.," giving the time and signing the division superintendent's initials thereto. The order is next handed to the conductor and engineer of each train when they come to the office; both read it carefully, and then signify that they understand it fully by signing their names. The operator then says to the despatcher, "Order 31, sig. Jones and Smith," and the despatcher gives the "complete" and the exact time. Then a copy is given to the conductor and one to the engineer and they leave. On the majority of roads the conductor must read the order aloud to the engineer before leaving the office.

Thus No. 14 having received her orders, pulls out, and when she reaches Burkes, she goes on the side track and waits there for both 13's, because 13, being an east bound train of the same cla.s.s, has the right-of-track over her. The same _modus operandi_ is gone through with for No. 13, and when the trains have departed the operators pull in their red boards. When the meeting has been made and both trains are safely by Burkes, the despatcher draws a blue pencil or makes a check mark on his order book copy and signs his initials, which signifies that the provisions of the order have been carried out. Should its details not have been completed when the despatcher is relieved, his successor signs his initials thereto showing that he has received it. This is the method of sending train orders, exact and simple, on single track railroads. On double track lines the work is greatly simplified because trains running in each direction have separate tracks. Does it not seem simple? And how impossible are mistakes when its rules are adhered to.

It really seems as if any one gifted with a reasonable amount of common sense, and having a knowledge of the rudiments of mathematics, could do the work, but underneath all the simplicity explained, there runs a deep current of complications that only long time and a cool head can master.

I have worked in offices and been figuring on orders for a train soon to start out from my end of the division, when all of a sudden some train out on the road that has been running all night, will bob up with a hot box, or a broken draw head, and then all the calculations for the new train will be knocked into a c.o.c.ked hat.

The simple meeting order has been given above. The following examples will ill.u.s.trate some of the other many forms of orders, and are self-explanatory.

TIME ORDER

No. 14 has a right to use ten minutes of the time of No. 13 between Jason and Jonesboro.

SLOW ORDER

All trains will run carefully over track from one-half mile east of Salt Water to Big River Bridge, track soft.

EXTRA ORDER

Engine 341 will run extra from DeLeon to Valdosta.

ANNULMENT ORDER

No. 15 of January 6th is annulled between Santiago and Rio.

WORK ORDER

Engine 228 will work between Posey and Patterson, keeping out of the way of all regular trains. Clear track for extra west, engine 327 at 10:30 A. M.

When an operator has once turned his red board to the track for an order, under no circ.u.mstances must he pull it in until he has delivered the order for the train for which it is intended. In the meantime should another train come in for which he has no orders, he will give it a clearance card as follows:

To C. & E., No. 27 There are no orders for you, signal is set for No. 18.

H. G. CLARKE, Operator.

At stated times during the day, the despatchers on duty on each division send full reports of all their trains to the divisions adjoining them on either side. This train report is very complete, giving the composition of each and every train on the road, and the destination of every car. A form of the message will readily ill.u.s.trate this:

SAN ANGELO, 5 16, 18--.

W. H. C. DS

No 17 will arrive at DS, at 10:20 A. M., with the following:

1 HH goods Chgo.

2 Livestock Kansas City.

3 Mdse "

1 Emgt. outfit St. Louis.

6 Coal Houston.

6 Wheat Chgo.

7 Empty sys. flats Flat Rock.

-- Total 26

H. G. B.

All work is done over the initials of the division superintendent and in his name. These reports keep the despatchers fully informed as to what may be expected, and arrangements can be made to keep the trains moving without delay. Of course the report ill.u.s.trated above is for but one train, necessarily it must be much longer when many trains are running.

At some regular time during the day all the agents on the division send in a car report. This is copied by the despatcher's operator and shows how many and what kind of cars are on the side tracks; the number of loads ready to go out; the number and kind of cars wanted during the ensuing twenty-four hours; and if the station is a water station, how many feet of water are in the tank; or if a coaling station, how many cars of coal there are on hand; and lastly, what is the character of the weather. On some roads weather reports are sent in every hour.

In view of all this, I think it is not too much to say, that the eyes of the despatcher see everything on the road. There are a thousand and one small details, in addition to the momentous matters of which he has charge, and the man who can keep his division clear, with all trains moving smoothly and on time, must indeed possess both excellent method and application, and must have the ability and nerve to master numerous unexpected situations the moment they arise. He is not an artisan or a mechanic, _he is a genius_.

CHAPTER XV

AN OLD DESPATCHER'S MISTAKE--MY FIRST TRICK

I had become thoroughly proficient and more frequently than ever Borroughs would let me "spell" for him for a while each day. Be it said to his credit, however, he was always within hearing, when I was doing any of his work. He was carefulness personified, and the following incident only serves to show what unaccountable errors will be made by even the best of men.

One cold morning in January, I started to the office as usual. The air was so still, crisp and biting that the air-pumps of the engines had that peculiar sharp, snappy sound heard only in a panting engine in cold weather. They seemed almost imbued with life. As I went into the office at eight o'clock to go to work, the night man remarked that I must be feeling pretty brash; my spirits seemed so high. And in fact, that was no joke; I was feeling fine as silk and showed it all over. But as I said good morning to Borroughs, I noticed that he seemed rather glum, and I asked: "What's the matter, Dad? Feeling bad this morning?"

He snapped back in a manner entirely foreign to him, "No, but I don't feel much like chaffing this day. I feel as if something was going to happen, and I don't like the feeling."

I answered, "Oh! bosh, Dad. You'll feel all right in a few minutes; I reckon you've got a good old attack of dyspepsia; brace up."

Just then the wires started up, and he gruffly told me to sit down and go to work and our conversation ceased. That was the first time he had ever used anything but a gentle tone to me, and I felt hurt. The first trick is always the busiest, and under the stress of work the incident soon pa.s.sed from my mind. Pat remarked once, that the general superintendent was going to leave Chaminade in a special at 10:30 A. M., on a tour of inspection over the road. That was about all the talking he did that morning. His work was as good as ever, and in fact, he made some of the prettiest meets that morning I had ever seen.

[Ill.u.s.tration: "... Half lying on the table, face downward, dead by his own hand"]

About 10:35, I asked Borroughs to allow me to go over to the hotel to get a cigar. I would be gone only a few minutes. He a.s.sented, and I slipped on my overcoat and went out. I wasn't gone over ten minutes, and as I stepped into the doorway to come upstairs on my return, I heard what sounded like a shot in the office. I flew upstairs two steps at a time, and never to my dying day will I forget the sight that met my gaze. Borroughs, whom I had left but a few moments before full of life and energy, was half lying on the table, face downwards, dead by his own hand. The blood was oozing from a jagged wound in his temple, and on the floor was the smoking pistol he had used. Fred Bennett, the chief despatcher, as pale as a ghost, was bending over him, while the two call boys were standing near paralyzed with fright. It was an intensely dramatic setting for a powerful stage picture, and my heart stood still for a minute as I contemplated the awful scene. Mr. Hebron, the division superintendent, came in from the outer office, and was transfixed with horror and amazement when he saw the terrible picture.

Bennett turned to me and said, "Bates, come here and help me lift poor Borroughs out of this chair."

Gently and carefully we laid him down on the floor and sent one of the badly frightened boys for a surgeon. Medical skill was powerless, however, and the spirit of honest Pat Borroughs had crossed the dark river to its final reckoning.

Work in the office was at a standstill on account of the tragic occurrence, but all of a sudden I heard Monte Carlo calling "DS" and using the signal "WK," which means "wreck." Bennett told me to sit down and take the trick until the second trick man could be called. I went over and sat down in the chair, still warm from the body of my late friend, and wiping his blood off the train sheet with my handkerchief, I answered.