The mirror. (Stillwater, Minn.) 1894-1925, 1908-09-10
Che Failure Of Railroad
Transportation.

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failures will quickly wipe ont the fig
ared profits of full tonnage trains.
Furthermore, in charging delay or
failure it should be done fairly and
justly to all parties concerned. The
plain fact that locomotive has died
on the main line. or has given up Its
entire train and has come to the termi-
nal caboose bound, is not in itself a
cause for the recording of an engine
failure. Very often the circumstances
are such that credit mark should be
given instead of demerit. There are
many instances on outlying divisions
where up-to-date rOundhOuse equip
ment is not very extensive and round
houses themselves are not elaborate or
frequent, when an engine has been
worked between outlying points, and
the dispatcher wants co make one more
trip before sending it on as requested,
in an endeavor to help the dispatcher
the crew will attempt to do what is
asked OF them. The consequence is
that train is left on the main line, or
some important movement is delayed.
Is that properly an engine failure or is
it a man failure? Surely such case
will stand investigation before report
ing.
On many roads the mechanical de-
partment accepts without question the
report of a dispatcher on delays, be-
lieving that considerable time and
friction is avoided by not debating with
the transportation department. whether
the repOrts,are just or not. Now this
is not fair in the least sense of the
word. Why not give both sides hear
ing, then it would be easy to find out
whether the report was accurate as to
facts or not. These reports originate
usually in the dispatcher's office. Too
often the compilation is left until the
last moment when every one is in a
rush and when the easiest way is to
take notes from the train sheet. AS a
consequence, any little occurrence
which has annoyed the dispatcher dur
ing his trick Is charged as an engine
failure if there is half chance. The
result is that all transportation officials
are bothered with useless letters and
memoranda sustaining charges and ex-
plantations of little petty incident
that should have been thoroughly sifted
! on the spot. This not only wastes time
but creates an under current of feeling
that often in the end causes bitter ell.
nifty. Now imagine what would have
been the result if the dispatcher had
obtained all the required information
and had considered as to whether the
service had been delayed or not, for
getting his own personal annoyance
Everyone would have smiling faces aDd
be ready for dig into the work of the
division instead of dig into the Other
fellow.
But what constitutes locomotive
failurep Is it not train failure or 6
delay for which the engine and its
crew are alone responsible? you art
liable to ask me. Well here is wha
can be classified as an engine failure
All delays waiting for an engine at {
terminal, except in cases where al
engine must be turned and dves no
arrive in time to be dispatched ant
cared for before leaving; all delays OF
account of engines breaking down
running hot, not steaming well, or hav
ing to reduce tonnage on account of ,
defective engine, making delay at
terminal, a meeting point, junction
connection, or delaying other traffic
In collecting the information the en-
gineman and the dispatcher are tn
first ones concerned. The enginemaI
advises the dispatcher just what tn
trouble with the engine is and say
what must be done in order to get t,
the terminal or place of tie-up. TIL
dispatcher then informs all others con
} nected; the various statements give
the master mechanic full knowledge Q
the case; prompt action can then b
; taken, and in this rests large part o
the value of locomotive failure re
port and helps transportation official
considerably. These are the rules lai