The morning call., 1894-12-02
How Railroad Timetables
Are Made.
INGENUITY DEMANDED
Many Persons Consulted and Much
Labor Required to Put the
Schedules in Operation.

l1Elu Tile aEIaDH6lnSubSOl u IltnS-IdDl0 Is q
matter of the densest mystery. The only
knowledge he has that a schedule is in ex-
istence is cleaned from the fact that he is
being whirled from point to point at a
mile-a-minute rate. and that, generally
speaking, no accident occurs to him while
ne is on the way. Trains going in the
opposite direction whrl by him at the
same rate, but he never stops to think how
much time and labor have been expended
upon making such a condition practi-
cable. a great many things are taken
now as matter of course, and one of
these is that the railroads shall carry us
the greatest distance in the least possible
time at a minimum sacrifice of comfort
and life.
But railway timetable cannot be ar
ranged without the expenditure of an in
finite amount of labor and brains. The
first step in the arrangement, so far as it
pertains to the trunk lines, is taken by the
American Railway Association, the repre-
sentativeS of which meet in New Y ork,
says the Philadelphia Times. As a rule
the changes on these lines are all made
about the same time. for the very obvious
reason that the through trains upon one
either connect with the others or are In
some way identified with them. The gen.
eTal rule is TO make two changes eacn year
one in April or May. which becomes
known as the summer schedule. and the
other In November The latter is called
the winter timetable and prevails, OF
course, until the spring change is made.
The cow entiOn of the American Rail-
way Association Is made up of repreSen-
tatives OF the so-caIled through lines.
They are the Judges of when q change in
the schedule is to be made. and their or
ders pass without question. After they
have held their usual meeting on this sub
ject the question of q change is handed
down to the general superiniendentS nf all
the roads IN interest. This is the second
step in the course of preparation. What
are called the local roads that is the lines
having terminals or connections with Pbila-
delphia, then take up the subject. In the
e case OF this city, these are the Pennsyl-
Vania, the Reading. the New Jersey Gen.
trail and the Baltimore and OHIO. The
Pennsylvania has only to consult its own
officials when, for instance, 1t wants TO
make change IN the through
service between New York and Wash
is TO be made on the Royal Blue
limo there must be q conference between
the representatives Of at least three COM
panies. The changes being agreed on the
subject is relegated TO the general superin-
tenuents or managers again Tor Immediate
local consideration.
A meeting of the superin tendents of
divisions is then called by the general
manager of the road. At this meeting the
latter announces the changes which it is
proposed to make and informs the division
superintendent of the new demands
which are To be made upon their sections
of the road. If there are any practical
difficulties in the way OF granting these
the division Superintendent then and there
states the objections and gives his reason
for declaring that this thai is prac-
ticable If there are no objections the rec
concentration of the general supeTInteud-
ent is put into the schedule and thereafter
becomes one Of It's regular features.
Take, for instance, the case of the
Reading Railroad. When the American
Railway Association has decided that
the change IN time shall be made General
Superintendent Swelgard issues a notice
20 all the superintendents of the division,
prominent among whom are 4. {. Tnmiin-
son of the Philadelphia at New York; w.
Rertolette at Reading and b. F. Bertolette
az ShamOkin. c. g. Hancock, the gen.
eral passenger agent of the Reading. is
present at this meeting by virtue of his
position. and with Mr.. Sweigard makes
such recommendations as are considered
necessary. This meeting follows closely
upon the heels Of that of the representa-
lives of the through lines, which is held
about fifteen days before the new schedule
goes into effect. The division superin-
ten1ents make a note of the general super-
intendents recommendations, and then
return Ia their homes TO adopt or amend
them When their work is completed it is
printed upon separate sheets and proof
of it is Immediately sent to the general
passenger agent aud general manager.
When approved bY'them it becomes the
official timetable of the division and is iu-
corDorated in the general schedule.
The precautions that are taken in order
TO make the lives of passengers safe can
not De fully understood until they are seen
from an inside point OF view. Aside from
the automatic signals, the conferences of
the general manager and the division
superintendent. the labor that is put upon
the timetables, even before they are sub
misted to the general manager, and the
consultations which occur between the
division superintendents and the various
trainmasters, schedule is delivered to
every lr7in and station man on the line two
days before the timetable goes 10 to effect.
Every ticket agent, every telegraph ope-
rator, every sectiOn-hand and crossing
Waterman gets a copy of the schedule ac-
companie1 by a blank form of receipt
This receipt he is compelled to sign and
return to the general Office so as to indicate
there his understanding of the time when
the new arrangement goes into operation.
If for any reason he fails to acknowledge
the receipt of the schedule the division
superintendent promptly telegraphs him
to ask whether it has been received, and if
SO WHY the receipt was not sent back. 1t
has BECOME the custom of the railroads TO
nut all timetables into effect on Sunday.
Experience has taught the management
that there is less danger OF any accidents
because Of the new arrangement on that
day than any other day in the week. The
reasons for.ths are familiar to every one
VINO has studied the question of railway
operations.
Coal and freight trains are then prac-
tically abandoned. The number of pas
senper trains sent out are reduced 10 a
minimum, and while there are fewer cross
ing hands and signalmen on duty on that
day it is found that the need for them is
more than prOportioBately reduced. a rev
wears ago the management of a timetable
was considered great task, and The day
on which it was put into effect was dreaded
by all railway managers. SO perfect Il the
system of all well-managed railroads now,
however, that changes are no longer looked
forward to with fear. In the arrangement
of the schedule the through passenger
trains are taken up first This is necessary
because of the fact that connections must
be made at various points with the otneF
through lines After thew have been Satls-