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Editor Forum:

You answered two questions as to the proper signals to be used in your first article in the December CONDUCTOR as you understood the question. I see the error in my question and I will endeavor to make it so that you will understand.

Eng. 53 on Express No. 93, west bound fails at K. Eng. 210 is at K on train 74 east bound. Eng. 210 is ordered to take train 93. What are the proper hand signals to, be used? Will the proper go-ahead signal he given by conductor of No. 93 when he wishes to start his train, or will he give the signal as engine is headed?

W. P. understand

ANSWER-We did not what you desired in your former question. After the engine is on the train the proper signal to give is the "proceed" signal as the train is to proceed on its schedule. The signal in this case being given for the movement of the train as a whole, not for the movement of the engine as is the case when an engine is doing switching. Should the engine of No 93 cut off to do switching then the signal must be given to the engine with respect to the way the engine is headed but when the engine is attached to train 93 it becomes a part of that train and the regular proceed signal indicates a forward movement of the train as a whole.

Editor Forum:

(1) What rights have yard engines in yard limits?

ANSWER-Prior to the revision of the code last spring it was silent on this subject except as to definition of a yard which reads as follows: "YARD-A System of tracks within defined limits provided for the making up of trains, storing of cars and other purposes, over which movements not authorized by

time-table, or train-order may be made, subject to prescribed signals and regulations." From this it will be seen that each road was expected to issue special instructions to cover this point. The common form of instructions is about as follows:

Engines may work within yard limits without train orders; they must clear the time of first and second class trains five minutes unless fully protected by hand or fixed signals, but may work against all other trains, keeping sharp lookout for approaching trains on main track. All except first and second class trains will reduce speed in passing through yard limits and will proceed only as the way is seen or known to be clear. While within yard limits, whether on main or side tracks employes must obey the orders of the general yardmaster and his assistants.

It will therefore be seen that if no special instructions are issued to cover, yard engines would be compelled to clear the time of all trains.

The code as revised contains a new rule (93) that provides that yard engines or trains may use the main tracks protecting against certain class trains and those trains are hereby notified to watch out accordingly.

(2) When the men on the rear portion of a broken-in-two train discover that the train has broken apart, what are they required to do?

ANSWER They must give the trainparted signal to the front portion (when it can be done) and stop the rear portion as soon as it can be done (sometimes the air does this for them very promptly) they must flag in both directions and not allow any following train to move the rear portion. This gives the front portion full right to return for the rear portion from any distance. There are ab

solutely no circumstances under which train men are allowed to deviate from these regulations.

Of course there may be roads with special instructions allowing a deviation, but if so, I have never heard of them and certainly the Standard Code does not sanction any deviation. The very nature of the rule making it necessary to follow instructions. The front portion sometimes goes for miles and depends for protection in returning upon the rule being complied with.

(a) In case a train breaks in two while pulling out of a side track, leaving the detached portion on the side track, do you understand that the flagman must go back as per rule?

ANSWER-Yes. It is inconceivable to me how a break-in-two could occur, that is how the front portion could get away under these cricumstances as the head end must be on the lookout for a signal after the switch is closed. But should they, the necessity for a strict compliance with the rule is of equal importance in this case as the front portion has the same right to return, and must return.

A flagman should precede the returning portion, not alone to protect it from collision with the rear portion but also to find any part of the draft rigging that might be pulled out and left upon the track in a position to derail the returning portion.

EDITOR FORUM-In your next issue kindly reply to this question,

Your decision in November CONDUCTOR, No. 2 having orders to meet No. 1 at B, both same class, No. 1 arrives B with signals, No. 2 gets order to meet 2nd 1 at C, 2nd No. 1 has signals. How will No. 2 run in regard to 3rd No. 1 if 3rd No. 1 has original order to meet No. 2 at B? How does he know 2nd 1 and No. 2 meet at C? A BROTHER.

ANSWER-3rd No. 1 does not know that 2nd No. 1 and No. 2 meet at C, but the fact that they do not has nothing to do with the right of the 3rd section to proceed to B for No. 2. Their order is valid (that No. 1 will meet No. 2 at B) until it is superseded, fulfilled or annulled and it must be evident that an order that 2nd No. 1 will meet No. 2 at C does not cancel the rights of 3rd No. 1 under the first order. This is the reason that in our answer in the November CONDUCTOR we stated that No. 2 must get clear at C expecting 3rd No. 1 to be moving to B, under the first order as this first order includes all sections.

EDITOR FORUM-Please find enclosed two orders. Please pass on the same, and say which train had the right of track. You will see Eng. 271 was running from Helena to Missoula; Eng. 1562 was running from Missoula to Garrison, which is between Helena and Missoula. Some say Spcl. 271 has right of track, but it seems Ex. 1562 had right because Spcl. 271 was inferior train to whatever class, and Ex. 1562 has right over all except first class. Please pass on this and stop disputes and arguments. J. C. F. Missoula, Mont.

Order No. 2.

Eng. 1652 all east: Eng. 1562 will run stock extra, from Missoula to Garrison on Sunday, Nov. 25th, as follows, with right over all except first-class trains: ar. Garrison 6:30. Big Bend 6:15; Gold Creek 6:05; Haskell 5:55; Drummond 5:40; Hell Gate 5:15; Bearmouth 5:05; Nimrod 4:50; Bonita 4:35; Clinton 4:20; Turah 4:00; Bonner 3:50; Lv. Missoula 3:30 a. m.

Order No. 204.

All east: Eng. 271 will run Spcl. from Helena to Missoula on Sunday, November 25th, as follows with right over all trains: Lv. Garrison 2:00 p. m.; Gold Greek 2:17; Haskell 2:24; Drummond 2:34; Hell Gate 2:45; Bearmouth 2:55; Nimrod 3:07; Bonita 3:18; Clinton 3:30; Bonner 3:47; Arr. Missoula 4:00 p.

m.

ANSWER-Order No. 2 created stock extra 1562 Missoula to Garrison with rights over all except first-class trains. Order 204 created Special 271 Helena to Missoula with rights over all trains. The conductor of Special 271 should refuse to sign or accept order No. 2, and the conductor of extra 1562 should likewise refuse order No. 204 as these order are conflicting and therefore unsafe. Train dispatchers should understand that it is not safe to permit two trains to hold orders as above at the same time. It would be as sensible for them to give No. 1 right over No. 2 and give No. 2 right over No. 1. Order No. 204 does not supersede order No. 2, both orders are good and both give right to their respective trains over all others except first-class trains and as extra trains have no class this clause in order No. 2 has no bearing on the case. It is simply a case of orders conflicting, a blunder of the train dispatcher which the trainmen should check instantly by refusing to accept the orders.

James P. Houston has been appointed trainmaster of the Chicago Great Western at St. Paul, Minn.

P. W. Conley has been appointed superintendent of terminals of the St. Louis & San Francisco, at St. Louis, Mo.

T. H. King has been appointed terminal superintendent of the Northern Railway, with headquarters at Limon, Costa Rica.

W. J. McKee has been appointed general superintendent of the Central district of the Missouri Pacific system, with office at Coffeyville, Kan.

J. M. Turner, formerly general manager of the Raleigh & Western, has been appointed general manager of the Georgia & Florida, with headquarters at Augusta, Ga.

Percy R. Todd, who recently resigned as first vice-president of the New York, New Haven & Hartford, has been elected vice-president of the Bangor & Aroostook, to take effect on January 1.

D. D. Curran, general manager of the New Orleans & Northeastern, the Alabama & Vicksburg and the Vicksburg, Shreveport & Pacific, has also been elected vice-president of those companies.

T. H. Beacom, superintendent of the Panhandle division of the Chicago, Rock Island & Pacific, has been appointed superintendent of the Oklahoma division, with office at Chickasha, I. T.

The jurisdiction of F. O. Melcher, general manager of the Central and Northern districts of the Chicago, Rock Island & Pacific, with headquarters at Chicago, has been extended over the Southwestern and Choctaw districts.

D. E. Cain, who recently resigned as general manager of the Southwestern district of the Chicago, Rock Island & Pacific, has been appointed assistant to Vice-president Schlacks of the Denver & Rio Grande, in charge of operation, with headquarters at Denver, Colo.

J. L. Kendall has been appointed trainmaster of the Natchez division of the Missouri Pacific at Ferriday, La.

H. H. Hatcher has been appointed assistant superintendent of the Southern Railway in Mississippi at Meridian, Miss.

William White, of Norfolk, Va., has been elected president of the Richmond, Fredericksburg & Potomac, succeeding W. J. Leake.

O. B. Johnson has been appointed superintendent of the Deepwater Railway, with headquarters at Page, W. Va.; effective on December 6.

John Bose, general agent of the Louisville & Nashville at Sheffield, Ala., has been appointed assistant division superintendent of that road at Mobile, Ala.

W. W. Finley, second vice-president of the southern with general supervision over traffic has been elected president of that railway to succeed the late Samuel Spencer.

W. L. Richards, chief clerk to the general agent of the Chicago, Milwaukee & St. Paul, at Kansas City, Mo., has been appointed superintendent of terminals at that point.

E. E. Young, trainmaster of the Chicago, Burlington & Quincy at Lincoln, Neb., has been transferred to Denver, Colo., as trainmaster of the Lyons branch and the Denver terminals.

C. C. F. Bent, heretofore general superintendent of the Baltimore & Ohio, has been appointed general manager of the Baltimore & Ohio Southwestern with headquarters at Cincinnati, O. to succeed W. H. Greene, resigned.

W. E. Merrifield, trainmaster of the Missouri Pacific at Concordia, Kan., has been transferred to Sedalia, Mo., in a similar capacity. Charles W. Benedict has been appointed trainmaster at Concordia, Kan. B. Knapp has been appointed assistant trainmaster at Jefferson City, Mo.

Fred D. Clark has been appointed assistant trainmaster of the New York Central & Hudson River at Corning, N. Y.

F. T. Moore has been appointed trainmaster of the Connellsville division of the Baltimore & Ohio at Connellsville, Pa. Albert Veitch has been appointed assistant trainmaster at Connellsville.

A. B. Ramsdell has been appointed trainmaster of the West Iowa division of the Chicago, Rock Island & Pacific at Des Moines, Ia. A. B. Copely, trainmaster of the Illinois division, has been transferred to Goodland, Kan.

R. L. Knebel has been appointed superintendent of the Willmar & Sioux Falls division of the Great Northern, with headquarters at Sioux City, Ia. C. E. Leverich has been appointed assistant superintendent of the St. Cloud & Fergus Falls division at Melrose, Minn.

P. C. Allen, superintendent of the Willmar & Sioux Falls division of the Great Northern, has been appointed superintendent of the Montana Central, with headquarters at Great Falls, Mont., succeeding F. S. Forest, who has been appointed assistant general superintendent of the Central district of the Great Northern, with headquarters at Minot, N. D.

L. E. Spencer, superintendent of terminals of the Atlantic Coast Line at Jacksonville, Fla., has been appointed superintendent of the Gainsville district. H. O. McArthur, trainmaster at Jacksonville, has been appointed superintendent of terminals at that point. J. F. Council, district superintendent at Norfolk, Va., has been transferred to Lakeland, Fla., as district superintendent.

J. B. Ingersoll, heretofore assistant general manager and chief electrical engineer of the Spokane & Inland, has been appointed general manager and chief electrical engineer of that road and the Spokane Terminal Company, with headquarters at Spokane, Wash., succeeding F. A. Blackwell, who will continue as chairman of the board of directors of the Inland Empire system.

George F. Bidwell has resigned as general manager of the lines of the Chicago & Northwestern west of the Missouri river on account of ill health, and Frank Walters, heretofore assistant general manager of those lines, has been appointed general manager, with headquarters at Omaha, Neb., effective on December 17. It is announced that Mr. Bidwell will continue in the service of the road performing such service as may be assigned to him."

L. G. Cannon has been appointed vicepresident and general manager of the Nevada Northern, with headquarters in New York.

E. E. McCormick, chief trainmaster of the Rome, Watertown & Ogdensburg division of the New York Central & Hudson River, at Watertown, N. Y., has been appointed assistant superintendent of that division.

J. W. Robins, division superintendent of the Gulf, Colorado & Santa Fe at Cleburne, Tex., has been appointed vice-president and superintendent of the Chicago, Rock Island & Gulf, with headquarters at Forth Worth, Tex.

F. T. Carstensen, roadmaster of the Troy Union at Troy, N. Y., has been appointed assistant trainmaster of the Mohawk division of the New York Central & Hudson River at Albany, N. Y. F. S. Risley has been appointed assistant trainmaster of the West Shore division of the New York Central at Weehawken, N. J.

O. H. Hobbs, heretofore superintendent of the Connellsville division of the Baltimore & Ohio, has been appointed superintendent of the Baltimore division, with headquarters at Baltimore, Md. John J. Driscoll, trainmaster of the Connellsville division, has been appointed superintendent of that division, with office at Connellsville, Pa. fective on December 20.

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George Spencer, superintendent of the Canadian Pacific at Toronto, Ont., has been transferred to North Bay, Ont., as superintendent to succeed J. R. Nelson, who takes the place of Mr. Spencer at Toronto. C. Murphy, superintendent at Toronto, has been appointed general superintendent of the Atlantic division, with office at St. John, N. B., succeeding Wm. Downie, who has been transferred to Vancouver, B. C., to take charge of the British Columbia division.

assistant

J. N. Teague, heretofore master of trains of the Louisville & Nashville at Birmingham, Ala., has been appointed division superintendent in charge of the line between Boyles and Attalla and the Alabama Mineral division and branches, with office at Anniston, Ala. P. E. Kemp has been appointed master of trains at Birmingham. G. Evans has been appointed assistant master of trains on the South & North Alabama Railroad between Decatur and Montgomery, Ala. J. E. Brownlie has been appointed assistant master of trains of the Birmingham Mineral Railroad and branches, except between Boyles and Attalla.

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