Evening journal., 1898-04-25

road crossings at grade. Five short
blasts Of the whistle is a signal to the
flagman to go back and protect the rear
Of the train. A succession Of short
blasts is an alarm for persons or cattle
on the track, and calls the attention
Of the trainmen to danger ahead. One
long, followed by two short blasts, is a
signal to be given by passenger trains
on single track, when displaying sig
mails for following train, to cali at
tention of trains of the same or in
ferior class to the signals displayed
These are the whistle cord signals
which all passengers have seen con-
ductors give:
One blast of the signal whistle when
the train is standing is a signal to
start; two blasts, when the train is
running, is a signal to stop at once.
Two blasts, when the train is stand
ing, is a signal to call in the flagman;
three blasts. when the train is rum
ming, is a signal to stop at the next
station. Three blasts, when the train
is standing, is a signal to back the
train. Four blasts, when the train is
running, is a notice to reduce speed.
When one blast of the whistle Is heard,
while the train is running the engine
man must Immediately ascerta n II the
train is parted These signals are all
given by the cord running through the
cars.
The lamp signals are: A lamp swung
across the track is a signal to stop. A
lamp raised and lowered vertically is a
signal to move ahead. "A lamp swung
vertically in a circle across the track.
when the train is standing, is a signal
to move back. A lamp swung vertically
in a circle across the track, when the
train is running, is a signal that the
train has parted.
A flag, OF the hand, moved in any
OF the directions given above, will in
dicate the same signal as given by the
lamp.
No train must leave station in ad-
vance OF its schedule leaving Hme.
All trains are run on observatory
standard time, and it is the only recog-
nized standard. 1t is transmitted from
the Allegheny Observatory at p. M,
Eastern time, daily. Certain clocks on
each division are designated as stand
ard clocks. Where station clocks are
provided, station agents must see that
they show correct time, but trainmen
AAunA AlOl luht AilIt llOll hnln CliEhn
unless they are also designated as
standard clocks. Each conductor and
engineman must have a reliable watch,
which has been examined and certified
to on. the prescribed form, by an in
spector appointed by the company, and
must file such certificate with the
proper designated officer before he is
allowed to take charge Of a train or
engine Watches must be examined
and certificates renewed every six
months. Each conductor and engine
man must regulate his watch by des-
| ignated standard clock before starting
on each daily run or trip, and register
his name and the time at which he
regulated his watch on a form provided
for that purpose. If his duties prevent
him from having access to a standard
clock he must compare daily with, and
regulate his watch by. those O. n
ductors or enginemen who have stand-
ard time and have registered their
names as above provided
One OF the difficult pieces Of rail-
road work on a busy division is the
making out of a timetable. Superin-
| tendent Barnard, of the Maryland di-
vision, is an adept in this branch OF the
service, in addition to possessing the
executive ability to superiptend the en-
tire work Of the division.