The Railroad Problem. Edward Hungerford
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and open, would have cost fifteen minutes or more. If the practice was repeated and even his detention sheets showed that the time lost was due to stopping at a signal that was out of order, he would not be censured. Oh, no! But sooner or later there would be a new man on that run—a man who had the reputation of bringing his train in on time over his division. That was what the engineer told me that night as we munched our crullers and sipped our coffee.
Freeman tells another story. Freeman says that he never ran past a red signal in his life and that he could not have held his run on the limited for five long years if he had not been in the habit of bringing her in “in her time.” Freeman speaks a good word for the signals. You take note of it. Then you remember that in one of the innumerable cases that came up before the Interstate Commerce Commission down in Washington, the engineer of the Congressional Limited testified that in the five-hour run from the national capital up to the outskirts of New York he had to read and understand and observe exactly 550 signals. It was one of the things that he said made his job difficult.
Yet when this run today is over and we are standing with Freeman by the side of the turntable in the big and smoky roundhouse, as his big long-boned black baby is edging gently into her bunk for a few hours of well-earned rest, he will tell you frankly that he has a genuine affection for the 162 signals that stand to beckon him on or to halt him in his run of 135 miles up the main line.
“I just let myself think of another fairly fast run I had once—up on a side line, single-track at that, where there wasn’t but two interlockings the whole distance or a single block protection from one end to the other.” Then he adds, “I’d hate without the signals to pull Twenty-four at a sixty-mile-an-hour clip. To my mind they’re like watchmen, with flags or lanterns every mile up the main line. Only a watchman couldn’t see a mile and know of a break in the rail, the way that electric block knows it. Talk about a thing being human. That toy’s better than human. It has a test record of less than one per cent of failures, and in that small failure record, ninety-eight per cent of the actual failures turned the signal automatically to danger.”
On Freeman’s road they do not penalize a man for failing to make his time, by finding some other excuse and then quietly removing him from his run. On the contrary, there are maximum speed limits for every mile of the main line and its branches—ways by which the road knows that the maximums are not being exceeded. And Freeman likes to quote the big boss of one of the big roads—Daniel Willard, come from an engine cab to be president of the Baltimore and Ohio Railroad. Once, when discussing this very question, Willard said:
“If there is a rule on our railroad that delays an engineman and tends to prevent his making his schedule time we want to know it—at once. If we believe the rule is wrong we will remove it. If not, and it delays the trains, we will lengthen their running time.”
In fact, the steady tendency of all American roads during the past ten years has been toward lengthening schedules rather than shortening them. The two whirlwind trains between New York and Chicago now take twenty hours for the trip, instead of eighteen, as was the case when they were first installed. The famous run of the Jarrett and Palmer special in 1876, from Jersey City to Oakland on San Francisco Bay, in four days flat, still stands almost as a transcontinental record, while the fastest running time ever accredited to a locomotive—112½ miles an hour by a New York Central locomotive with four cars, for a short distance between Rochester and Buffalo—was accomplished more than twenty years ago.
The railroads are playing fairer with their Jimmie Freemans. The men who sit on the right-hand side of the engine cabs appreciate that. They know the responsibility that sits unseen, but not unnoticed, at the side of the man who guides the locomotive.
“We’ve passed the sixty mark,” shouts Freeman’s fireman into your ear. Above the din of the engine you catch his words as the faintest of whispers. And you look ahead at the curving track. Curving? Forever curving, and each time it swerves and the path that we are eating up at the rate of eighty-eight feet to the second is lost behind the brow of a hill or through a clump of trees, your heart rises to your mouth and you wonder if all is well just over there beyond. And then you remember that the friendly raised arm of the block semaphore has said “yes.”
The engineer’s figure is immobile but his mind is alert. His touch upon the throttle is as light as that of a child. His face, half hidden behind his great goggles, is expressionless. Yet behind those same protecting glasses the windows of his soul are open—and watching, watching, forever watching the curving track. Sometimes the track curves away from his side of the cab, and then the fireman climbs up on his seat behind and picks up the lookout. But he does not pick up Freeman’s responsibility.
Freeman has a high regard for signals. He never permits them to become monotonous.
“If ever I get that way, I’ll know it myself,” says he, “and it will be high time for me to get out.”
After all, his service on this extra-fast train may not exceed ten years. A man whose nerve was not iron and his physique steel could not last one-third of that time. According to the insurance figures of the Brotherhood of Locomotive Engineers, to which Freeman and most of his fellows belong, eleven years and seven days is the average length of service for an engineer upon an American railroad. The railroad managers figure it a little differently and place the average at something over twelve years. And out in the West, where the railroads span the mountains and thread the canyons, the man in the engine cab will rarely last more than six years.
Of course the situation varies on different railroads. Before me lies the report of the Boston and Albany Railroad—impressive because of the length of the service of the engineers of that staunch property. It is the habit of that railroad to give annual passes to the employees who have been in its service more than fifteen years. More than half of its engineers receive such passes. And early in the present year it retired from active service Engineer James W. Chamberlain, who had been in its employ more than fifty-three years. And for a dozen years past Chamberlain had been piloting two of the road’s fastest trains between Boston and Springfield. You cannot always rely upon averages.
We are within five miles of B——, where our ride in the engine cab ends. Around us is the typical vicinage of a growing American town already almost great—gas tanks, factories, truck gardens, encroaching upon these the neat pattern of new streets upon which small houses are rearing their heads—close round about us the railroad yards, vast in their ramifications and peopled with a seemingly infinite number of red and blue and yellow freight cars. There is a trail of them close beside Freeman’s arm. The trail culminates in a caboose which shows flags and we know that it is a freight that has just come scampering down the line into the yard—a bare five or six minutes leeway to get out of our way—out of the way of the trains whose delays mean personal reports and excuses to the “old man,” a practical, hard-headed railroader who has a fine contempt for excuses of every sort.
“You writer fellows like to talk about the heroes of the engine cab,” says the fireman; “the boy who is pulling that greasy old Baldwin comes nearer being a hero than Jimmie or any of the rest of the passenger bunch.”
There is nothing cryptic in his meaning. He means that the freight engineer, pulling a less carefully maintained piece of motive power, to which had been added not only its full working capacity of cars, but as many extra as an energetic and hard-pressed trainmaster may add, up to the risk point of an engine-failure and consequent complete breakdown out upon the main line, must keep out of the way of the gleaming green and gold and brass contraption that has the right of way from the very moment that she starts out from the terminal. Yet it is the freight-puller and his train that are earning the money that must be used to pay the deficit on the limited that whirls by him so contemptuously. For that proud and showy thing of green and gold and brass has never been a money-earner—and never will be. Everyone with the road says that of her. They call her a parasite and say things about Solomon in all his glory when they look at the gay flowers in her dining cars and the rampant luxury in her lounging cars—but how they do love her! It is the parasite of which they brag, and not the dull and dusty freight.
It is forty minutes since we first pulled out of the terminal and our journey with Freeman began. And now,