The mirror. (Stillwater, Minn.) 1894-1925, 1908-09-10

Pdper Read Before the Cha,ttauQua Circle.
S q general rule the blame for
s ~ all failures in transportation on
~ railroad is laid to the me-
chanical department, at least
that is where the dispatcher generally
lays it. Now the failure of an engine
in service interests so many of the
various departments of a railroad di-
rectly or indirectly as well as the
travelling or shipping public that every
energy is bent toward avoiding them.
Shortage of power at times may COM
pei the use of locomotives on the road,
which under ordinary circumstances
would be held for what is called back
shop repairs. This class should not be,
as is often the case, required to handle
full tonnage, and if the instructions
of the master mechanic were carried
out they should be favored to degree
But, on the other hand, locomotive
should not be allowed to start on a
trip unless the roundhOuse foreman
as sure that it will make the trip sue
cessfully if it is handled properly and
not delayed unreasonably. Now right
here is where the most trouble seems
to prevail. The dispatcher says the
engine should not have been allowed
to 90 out; the foreman says that an
urgent order was sent by you, and con-
sequently L let 1t 60, having no other
in a fit condition to make the trip.
Now who is to blamep On some roads
the rule is fret Ia first out, and in rush
time 1t is first in, right out, then the
trouble begins. Toe often the round
house foreman Is blamed for large
portion of train delays and locomotive
failures, as not often the other depart
ments throw the blame on him for
lack of someone else to cover their
mistakes and failures in transportation.
Let us consider what roundhouse
foreman has to contend with. 1 con-
slider the position one Of the most
difficult on a railroad, if not the most
difficult. He has no prestige; his pay
is matter of ridicule; it is generally
his first experience in an executive ca.
.pacity; he is the storm center of loco.
motive operation, and a mark for
dispatcher's wrath; seldom is either his
force or facilities equal to his needs
and he must constantly exercise the
highest judgment and diplomacy to
successfully equalize mechanical with
operative needs. He sometimes gets
word from the dispatcher who gives
him jolly over the phone, wants the
engine to get the train out OF the yard
will send her right back and give yOr
all kinds of time to do the work nex1
trip. The locomotive is allowed to 60
"A failure is the result and the trair
dispatcher forgets all about the condi
tion of the engine until he required
information for the engine failure; 81
the failure could be charged to the me
~chanical department. Now if th'
foreman had refused to allow the loco
motive out until she was fit for servic'
it might have probably caused trouble
between the departments, but ther'
would have been no possibility for de
days and would also have saved mucl
expense. 1t is naturally during rusl
period, whether of short or long dura
tion, that failures increase in numbe
and often also in proportion to tn
total miles run in given period o
time. But there is remedy for thi
and that is reduced tonnage; there i
the consequent Increased speed owe
the road, more frequent attention t
locomotives in the roundhOuse, shorte
rest hours required by crews, and NOR
cars handled in the same given time
This is very pronounced on single tracl
roads, where great deal of time i
consumed in waiting at meeting points
II the dispatcher would make bette
meeting points the little petty annoy
ances on the engine which make troubl
and delays would have no effect O
tonnage trains. 1t may be the cost pc
ton mile of freight per train is ir
creased. but the cost per ton mile Q
freight handled in the given period 9
time Is not. One or two locom0tiv