The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1899-12-10

When the applicant has passed the phys
ical examination satisfactorily he is turned
over to the official, usually the chief train
dispatcher. whose duty II is to examine all
applicants for color blindness. If he passes
that he signs up blanks, agreeing TO make
no claim for pay or for any injuries he
might receive while learning the duties of
a brakeman. He is then given a book OF
rules-book of instructions to the use OF
the air brakes-time table and a let
ter to conductors to allow him to ride
upon their trains for the purpose OF be-
coming familiar with the duties and dan
gers of a brakeman, and to not allow him
TO make couplings or run any risks until
they feel satisfied that he is qualified; and
when they think he is qualified TO have
him return to the office with this letter,
signing their names and showing trains
and date on which the student" rode.
The applicant is then given a schedule OF
trains on which he should ride usually
local freight trains), and copy is retained
in the Office in order that he may be 10
Gated quickly in case of sickness in his
family.
TIME OF PROBATION.
1t usually takes from week to ten days
to learn the stations. sidetracks and how
10 stand up on a moving box car, which to
the unframed is difficult feat, as one can
readily imagine by trying to walk through
coaches on a moving passenger train. with
their easy springs ETC., TO lessen their
swaying motion, none of which a box car
possesses. After the man is sent back to
the office ready for duty he again signs
III civ he inf
nation as when ne applies for the position;
and in addition he fills out blank show
ing he has learned the duties of a brake
man. knows the dangers connected there
with and feels able to perform them, sign
ing his name in full. He is then given
switch key, for which he signs blank
agreeing not to allow 1t to get out of his
possession and to forfeit s. if he loses the
key, this in order that he may understand
the Importance of a switch key and be
careful not to let ii get into other hands.
as II would be a very dangerous weapon
for trainwreckers to use. He is then given
an order for a lantern free; the first Ian
tern is free, and any others drawn costs
so cents each, which Is taken out OF the
wages. This is an item of saving to the
company, as it causes the men to be care
full and take care of their lanterns
If the applicant has no watch. or one
that will not be passed by the watch ex-
aminer, he is required to purchase a watch
from whom he sees fit. However, most men
buy their watches from the examiner, who
sells to them on the installment plan,
which is q risky favor sometimes, as the
examiner has no recourse except the word
of a stranger as TO his faithfulness in
making the payments. Sometimes the lat
ter get beaten, but. as usual thing, the
men are very prompt and honest in their
dealings. Any make of watch is permissi-
BILE, except that it must be Of a standard
make and quality. The men seem to prefer
open face watches, with figures instead of
Roman numbers, which is more handy and
easier to tell time by quickly. book show
ing the make of watch, number of move
ment, open or hunting case. stem or key
winder, is kept in the ONCE to refer to In
case of theft or loss and to compare with
the watch when presented for the next ex-
animation, which is semi-annually. The APP
pncant is then told to report to a certain
yardmaster to go on the extra list. But be-
fore reporting to the yardmaster he is
taken IN Tow ny the eIuployci, WIN CA
plains to him the duties and what is re-
quired of him to hold his lob" and that
he must study the rules necessarily while
off duty and endeavor to make a record
for himself, as he will soon be required to
pass an examination on signals and the
first principles of railroading. He is then
cautioned to be polite and obedient to his
conductor, never to talk back and there
by get as deep in tie mud as the conductor
is in the mire, when he thinks he has been
abused; but to come to the office and ex-
plain 1t and get revenge through the proper
channel, which Is better all around. Con-
ductors are instructed 10 treat new men
with due respect and to remember that
they once had to be tiled near the track
to get used to the cars
MANY ARE TRIED.
1t frequently occurs that the bright
looking young fellows show i'm a short time
that they are unfit for such work. but that
is a thing that will not very soon be over
come, as it is the aim of the official to get
bright college or farmer boys into the
service as near the age of twenty-one as
is possible in order that they will not be
too old to climb on when promoted to a
conc LctorSnlp, ana 10 ma out IL q man
will make a railroad man he must be
tested practically, and not from looks. 1t
usually takes from six to seven years for
a brakeman to work himself to a freight
conductorship, and then eight or ten years
as freight conductor before being promoted
TO passenger conductor; hence the aged
passenger conductors We see every day.
But it is becoming general rule with all
railroads to employ men who have just
turned twenty-one years, because by the
time they put in the above years as brake
man and freight conductor they are in the
prime of life, or about thirty-five years OF
age, when promoted to passenger conduc-
torship, and can give much better service
by being yet active, alert and eager to
make for themselves a record and to learn
more about the duties necessary TO attract
the attention of their superior officers. AS
said at the beginning, 1t was an easy mat
ter TO distinguish a railroader from any
other class of men ten or fifteen years ago;
but who will venture to say IL can be done
to-day? Not enc. 1t is impossible. Rail-
road men to-day are classed equally among
other business or professional men. Who,
of course, does not know some railroad
man who is learned and classed among the
councilman, trustee, president of lodges,
delegate, ETC., and who serve with credit
beside the business and professional man.