The sun. [volume] (New York [N.Y.]) 1833-1916, 1899-06-29
TIMETABLE MAKING.
Method nv which the Railroad Train
master ArrRnges the Running of Trains.

master Arrangea the Running OF Trnins'
Very few people have ever seen railroad
time table in course Of construction AS
matter OF fact comparatively fow have seen
time table after II has been completed About
the only piece Of literature OF this kind that
the average citizen has need OF IL the little
book handed out TO him by the ticket agent
But that is very far from being a complete
time table. Only a small percentage OF tho
trains that run on the road every day are to
be found there. The table prepared by every
railroad division for the use OF Its enginemen
and trainmen and other employees In need OF
knowledge OF the movements oftrains ia printed
on a sheet OF paper about four feet long and
two feet wide. This contains information about
every train. passenger or other. that has
regular daily. weekly or bl-weekly run. or
which 10 otherwise entitled to place on tho
sheet.
The time table Ia. In reality. begun in the
general passenger agents Office In New York.
or wherever else he may have his headquarters.
This official Ia responsible for the through
trains and for those passenger trains which
will travel over more road than Is under the
control OF single division. He decides upon
the time that these trains shall begin and
finish their runs Then he divides the pro-
posed running time according to tn" divisions
which the train will traverse. and merely not-
| certain date these trains will arrive at his
| division. and tells him what will be expected
| OF him I'm the way ~ running time. Then the
| passenger agent waits to be advised OF neces-
| sary corrections. Formerly all the details OF
| timetable making were done in the central
Office the division superintendent being called
| in for weeks conference. OF late years each
| division has come to be more and more sep
| arate concern. the general officers exercising
| only the broadcast supervision.
| This passenger train schedule from the gen.
eral office is the basis OF the division time table.
1t is turned over to the trainmaster. who locks
! himself in his office for two or three days and
| swears when he is disturbed. For the purpose
q plotting his time tabs as the yernaen lar o,
| wooden board covered with st1 paper. II Is
about six or seven feet long and four feet wide;
twenty-iour hours Of tho day, The hours are
sse et by heavier rulings On the sides are
printed all the stations at which trains stop.
| and these are arranged upon scale according
to the distance which separates them,
The tranmaster proceeds to to- ta th threads
time at each Stat Jon becomes apparent. Train
NJ for example is sehehnleSd TO eave az
and opposite the station A on the side; tn,
other end is lacked onposite the station and
! inserted opposite all intermediate stations at
which the train will stop. the vertical lines in
a perfectly straight line. for the trainmaster
knows that train will make slower time on one
Grades and other physical characteristics
OF the roadbed are to be taken into c9nsldera-
ton. This is an imp ,S asta,i in 1.-THE the
is required. After his passenger trains are all
| in place the trainmaster notes where the east
| bound and the west bound trains cross. This
must not be in the vicinity OF station at
which any OF them makes a stop. for the
| less delay. and for the further danger OF muss-
ing things up. The leaving time OF passenger
finally worked out satisfactorily. is forwarded
to the general passenger agent. -, .,,
msser i. Hs smiabl e for brief period Then he
locks his door again and wades into the much
more distressing, task OF arranging other her
trains. and other dlstinctiyeIy division trains;
before. but the result, is sometimes start
ling. They use much more string , than
bel being u interiered with By some line. be-
longing to a faster train. Now. 1t Is
arcaa ths tT s haF: .ho aHfNa be
| lowed to pass on the same track. When tho
nrrangement Of strings indicates that this is
must be provided as refuge for the less i'm.
portant train. Very often tie tr ANNA ter
slower Is train up to point where these facilities
exist before it shall be overtaken by the flyer;
IN making Iins tapig 10, u p'hs Ji
| proportion to the number OF crossing places.
There is no short cut to the completion OF a
| one would untangle ball of yarn The train
master cannot figure it out on paper.
There are still a great many trains. particu-
hustle back and forth every day without APP
pearing on the time table: The number Of
these trains depends upon the varying amount
OF business. but these are things that. for the
time at least. do not interest the tranmaster.
The situation must in each case be studied out
by the conductor Of the train. There are two
WAYS Of running these extras and SPECIALS;
| n first class train and endowinR them with all
the rights and privileges Of their godfather.
For the time being the orders under which
they run are a supplement to the time table
then in operation. The second way, and the
| one In common use. Is to let them wildcat 1t.
| The conductor moves at his own discretion.
sandwiching in as many miles here. there. and
| everywhere as he can without interfering with
| a train Of equal or superior right.