Morning journal and courier., 1892-02-17
PHYsICIAN,S VACATION. Itinerary of a Tour Ffom New Haven to Quebec-R ailroading O n Freight Train.

. VIII.
 LYNDoNv1LLE, Vt, April IA, 1891. Rose at a.m.; knee badly blistered, but ,ot stiff or painful. Promise of fair day. At 8 o'clock Engineer Norris appeared in overalls and jumper, ready for the start. had seen his engine last night, 'Emmonds No. 428," so was prepared for the cab arrangements, Train No. 22, Bos- ton and Maine railroad, Passumpsic divi. sion.
 The fireman had brought the engine out of the round-house, where it had stood for a day and a half. Engineers and fremen work on long shifts, eighteen hours or thereabouts at 8 time, with long rests to mako up. An engineers pay is the high l est of any of the train hands Ii. e., on 8 | freighD and he is responsible for the trains 1 being on time as we'll as for the safe car | risge of his freight. He must be man of | intelligence, enterprise and good habits, and his way of looking at and observing everything while at work cultivates an alertness of manner which is very charac- teristic: To take friend with him on his engine he must get permission from 8 higher official, who in this case was the master mechanic. Permission was readily granted, but I had to assume all risks h. asmuch as all employees of the road have to do'the same was nothing loth."
 The conductor and engineer both have to get Clearance papers" showing when These are given by the telegraph operator, or train dispatcher, as he is called. All regular trains, of course are down on the time card, one of which is kept by the en- gineer and one by the cond uctor. If there are no extra trains simple slip of paper is given, containing 8 statement of the time for starting and permission to run on that time. But if trains are late, or to be met at unusual places, then the 'clearsnce paper" states where such and such trains are to be met.
 On starting each train has it's number | attached to the headlight. Ours was No. 2. All the numbers are even going down, l and odd going up. Ours was 15 coming up at night. The train dispatcher retains | 8 copy of each clearance paper given, and | all the trains which are to be met by ours are furnished with one, telling them where to meet us. This arrangement makes col lisions impossible, except by gross care | lessness. Engineer Norris had an accident ! and fifteen cars were wrecked. He and the fireman saved their lives by jumping but it was ''close call." Both engines were thrown down an embankment into the Connecticut river. saw the spot, on a sharp curve, beside some granite blocks which have never been recovered, and which were on MT. Ms train. Strange to say, no one was hurt. This accident oc- cured thro' the negligence of the train dispatcher.
 The weather is very pleasant Got aboard the engine, and was introduced to "Ed" Hines, fireman, an excellent fellow, who will soon be promoted to engineer.
 He is "hustler" at throwing coal! On both sides of the cab is large window
 with raised, upholstered box or seat un- der it. These have back and are very comfortable. I occupy the fireman's seat , as he has very little time to himself. The steam-guage shows 40 pounds. MT. Nor ris takes his seat opposite me, convenient
 well as to the "whistle-s strap" Two
 short toots of the whistle order the brakei
 off the throttle is opened, the lever
 pushed forward to let steam into the cylinders the bell is touched and of we go While in motion, the firing has tt be done about every three minutes on level and constantly on steep up grad It is mostly down grade, and we run good deal without steam. After little , learn the meaning of the whistles ant when the bell ought to be rung. AS tha
 is the fremen's duty and am in his seal
 it falls to me. take to it eagerly ant MT. N. says it is rung as it never was be f fore! Our rate of speed is only abou e twenty miles an hour, being all that i @ allowed on freight Occasionally it zoe l. l up to thirty miles per hour. Going dow h a steep grade with lots of curves make
 me little nervous at first; but seeing tn = alert, comfortable look in MT. Ms face
 soon get used to it and want t Bradford, etc., we stop and go on \ "siding" to pass other trains. We als :, halt occasionally to leave some CATS an
 take others on. Detaching cars from tn
 middle of train is called "shunting" an
 is slow process Taking them from tn
 ends or putting them there is called "shift ing" On some of our long waits we ge off to stretch our legs, and now and then
 patronize the restaurant, which is MT. N. dinner pail The steam guage, whic
 shows when more fire is needed, watc
 with interest. When it reaches 145 1
 "blows off" of it's own accord. The wate
 guage is a glass tube through which tn level of the water in the boiler can b
 seen. When this is low the ''inspirs
 tor" is opened, the lever of whic
 is exactly in front of the engineer f hand. Pulling it out pumps more wate < into the boiler. The air-brake lever j near lis left hand, as is also the "whistlt
 strap" Two lancet-like windows in fron ! can be opened if the wind or rain is nc
 too strong. During the midday hay s mine open. MT. Ms is open all the time
 While running he sits astride the revers , lever, ready to "back" at any momen
 with his right hand grasping it, his left O
 the throttle, the "Westinghouse" air -brak
 lever; the whistle-strap, or the inspiratol
 Once in a while the engineer can leave hi
 place for moment, but he must be read
 to resume it in an instant. His watchfr
 but confident expression is a study. W
 stop about every twenty-five miles
 of the tender under great spou
 This is pulled down and two or three hun
 dred gallons run in in few minutes. I'll
 quantity of water used during trip is e1 !. ormous. At Wells River Junction we tah coal, about fifteen tons for the whole tri
 of ninety miles up and back.
 The whistles are two long and two sho
 toots: Hoooooo-Hoooooo- - toot-toot,
 each grade crossing, whereupon I ring u . bell till we are over. One long toot on a] E preaching station, when I ring the be - ! Glll we Arr1Ve, or pass It. Ouo SQOrG CO
 calls for brakes; two short ones to l
 them off. One long and two short cs
 the attention of any gang of workmen v may meet to signals on the front of the e
 zine, meaning that an extra is soon to fc
 low. Three short ones notify the conduct'
 that signal is set ahead for us to stop f . orders The conductor then goes and ge nd them. Four short ones call for switch lg, ! to be set for us, and four long ones follo' m ing the station-whistle Gone long on re. means" can we get into the freight var ply This is answered by balls raised upon UT. pole called 8 "semaphore." Signals o ,o' hands and arms in the daytime and nd lanterns at night are innumerable. v les have to stop at White River Junction t . 7:1O p. m. We left Lyndonvllle at 9 8.
 and arrived at the junction at 3:30 p. D .,o following the Connecticut river a lar '' part of the way. All the rivers are full
 logs. The ponds are frozen over, but the is but little snow along the line of the ra road.
 A lovely days ride! Not happeni to mar the enjoyment of it. At the Jur ton bsde goodbye to the "Raymonc
 and went to hunt up Dr. Bray, whom
 met at Montpelier. Found him just sta
 ing on a fishing excursion.
 Walked about the town. Long, curv
 bridge across the White river, which he
 empties into the Connecticut. Wanted
 launch u float with letter on it for |
 folks at home, but feared it might be he
 | for nostaoe