The Birmingham age-herald., 1905-01-15
HOW R R TRAIN IS MADE UP FOR TRIP Precautions Taken to Prevent an Accident or Delay THERE ARE MANY DETAILS The Various Men Who Are Responsible Check Up Each Other In an Elab-
 crate Manner-Gettine
 Train Orders.

When a man climbs the steps of a pas- senger coach at a station, he rarely thinks about the amount of work re- uuired to get that train in readiness for the trip. or the precautions to guard against an accident.
 Before the train is ready even to roll into the station from the yards, the rail- road people have been at work for an hour or more making it up; and there Is still half an hours work to be done be- fore the conductor calls "all aboard, 'and the engineer pulls the leaver which starts the driving wheels.
 Connected with every railroad are what are known as "ca1lers." It Is the duty of these men to arouse the train crews and see that they are at their proper places ready to go on the run The callers are divided into two sets, one connected with the mechanical department and one with the transportation department. A list of the names and residence Of all the employees in the mechanical depart ment is kept in the round house, and list of the employees of the transporta- tion department-conductor brakemen and fiagmen--in the yard office.
 The Caller at Work.
 About two hours before train Is to leave the station, a caller Is sent from each department to arouse the conduc- tor engineer, fiagman, brakeman and fire man. The caller carries book which he requires the man he calls to sign, show ing the exact time he was called. This checks the caller and also the man called The engineer and fireman are required to report at the round house. Here they go over the entire engine, testing every portion Of 1t and oiling it well. This in- spection follows the inspection made by the round house employees. The engineer and fireman report the result of their in- spection to the foreman of the round house. the fireman fires up the engine, the engineer gets it ready to go to the yards to pull the train, which IS already made up," into the station.
 The conductor, f1agman and brakeman are usually required to report at their train thirty minutes before the time for the train to leave. The conductor reports to the station master for details con- corning the equipment he is to have and the fiagman and brakeman report to the conductor.
 The Stationmastcr.
 From the station master the conductor learns what his train will consist or IT there is an extra coach, baggage car, sleeper or any other extra equipment, he must know the reason and all particulars concerning it. If he Is short a regular piece of equipment he must also know the reason.
 The conductor then checks over the equipment according to the information received from the station master, and if anything is missing he must see that it is secured and placed right. In the meantime passengers have been getting aboard with the assistance of the f1agman and brakeman.
 About this time the conductor and en- gineer meet and go to the office of the trainmaster or chief dispatcher for in- structions The dispatcher hands them both typewritten instructions, which the conductor and engineer both read aloud. The engineer and the dispatcher checks the conductor while he reads, and the conductor and dispatcher check the en- gineer. When all three have checked up the conductor and engineer compare watches. If there is the slightest varia- tion they state the amount of the varia- ton on the register which they both sign.
 On this register both men find out the whereabouts of the other trains on the
  to train. Whether any of them are de- layed, and if delayed, how much, and other information. They then go back to the train and make few tests.
 Testing Air Brakes.
 The engineer tests his air for the brakes. With his own hand he turns the air on the brakes and the chief car in- spector of the station goes down the train and examines every brake to see If 1t sets right, and also if it releases promptly. He then reports to the engineer the number of cars and the condition of their brakes, also If all of them are equipped with air. This information places the engineer in a position to know exactly what he can depend on in case of emergency, or even in ordinary cases. The conductor and the engineer then test the whistle system, by which the conductor tells the engineer when to start and stop. The engineer generally locks his engine over again while waiting for the orders to pull out.
 In the menatime the flagman has been pretty busy. He has examined and test de the lights that may be necessary as signals. the flags for the engine and the rear of the train, the torpedoes and the fusees. which may be needed at any minute.
 Hanging Out Signals.
 He has hung out signals denoting the rear of the train on the back platform of the rear coach. The engineer puts markers on the engine if it's to carry them. These markers give a railroad man various information, such as if an- other train Is following. The con4uctor then checks up the signals and markers and sees Il they are right.
 Fuses and torpeooes are generally stor- e,. in the engine. They are used in cases Of accident, or to warn a following train that there is one in front.
 Everything is ready for the trip. The conductor is usually required at a term final to await for a signal from the sta- tion master before gives the signal to