The Olneyville times. (Olneyville [Providence, R.I.]) 1887-1917, 1913-11-07
RAILROAD COMEDY
Methods of Operation In 1852
Seem LaughabIe Today.
QUAINT RIGHT OF WAY RULES.
On the Western and Atlantic When
Trains Met Between Stations and q
Dispute Arose the Conductors Deeid-
ed Which Train Had TO Back Down.

A most interesting exhibit Of the
early days OF railroading In this coun-
try has been found by the Railroad
Age Gazette. 1t Is schedule for pas
senger trains and rules for the conduct
OF englnemen and conductors on the
Western and Atlantic. which was at
the time and still is owned by the
state OF Georgia. The table Is dated
March /, 1852, and was issued by Will
liam NJ. Wadley, superintendent. IA
ther of George ID. Wadley, the latter
for many years manager Of the Cen
tra Railroad OF Georgia.
The schedule shows picture OF an
engine and cars at the top. Under 1t
the numbers and names OF the sta
tions, the times for arrival, the times
for departure and the time taken to
run between stations as well as re-
marks about passing sidetracked
frelghts are all carefully tabulated.
In the rules for enginemen and con
ductors are many which seem quaint
IN this age OF colossal railroadlng. or
course the road had only one track,
and rule II for passenger conductors
shows that there must have been some
dispute when trains met as to which
train had the right to keep on its way
uninterrupted This rule says:
"As n general rule. when trains meet
between stations the train nearest the
turnout will run back. Any dispute as
to which train Is to retire Is to be de-
termined at once by the conductors
without interference on the part of the
enginemen. This rule Is required to be
varied I'm favor Of the heaviest loaded
engine or worst grades If they meet
near the center"
Rule gives the conductor directions
for reporting on the number Of passen-
gers who are paying and the number
OF ministers Of the gospel who were TO
be charged half price when on busl-
ness connected with their calling. The
same rule indicated that the governor
OF the state and the general superln-
tendent OF the road were the only indl-
viduals who had n right to give passes.
The conductor was ordered TO in
spect the running gear Of his train Mt
every station and I'm rule 13 was ad-
monlshed never to leave Atlanta or
Chattanooga without the mail or with
out first sending to the postonice after
IT, Rule II says that train stopping
ut any station at night must invariably
be run on the turnout so as to leave
the main track clear, and that strict
watch had to be kept In all cases
where n train stopped Mt night.
In the regulations for passenger en-
ginemen there are number which
seem almost humorous In this period
of railroad management. For instance,
the engineman was instructed that II
his train killed any stock and threw
the COW or COWS In such position as
to eudanger the safety of the next
train he was to stop his train and see
that the track was cleared.
Passenger trains were not to exceed
the speed OF their schedule except
when behind time, In which case the
speed might be increased three miles
an hour generally. In passing turnouts
dhc turnout evidently was the switch
Ing track the speed had to be dimin-
ished to six miles an hour.
Rule O might he put I'm force today
with good effect and to the delight OF
much jolted travelling public. 1t
reads:
'ln connecting and in starting with
his train the cngineman will be eX-
ceedingly careful I'm the management
OF the throttle SO that the cars may not
be injured or the passengers annoyed
by the sudden violence OF the start"
This paragraph IL found ut the end
OF the regulations for engincmen:
For any violation of the above
rules, for running OF at turnouts, for
killing OF stock 10y daylight and for all
other Irregularities the general super
intcndent will impose such fines as he
deems Just and called for by the ma
ture OF the olTense."
The freight trains took two days TO
make the l37 miles between Atlanta
and Chattanooga. The stops at the
! stations varied from ten 10 sixty min.
utes. One of the rules for freight con-
| ductors about keeping n certain dis
/ tance from the trains ahead Of him
and behind him shows that there must
have been delightful uncertainty
about the provisions for changing
meeting points I'm case trains were de
layed. IL is evident that there was no
telegraph communication along the
| line, although this was eight years
after Morse had demonstrated that he
could send messages over the wire
from Washington TO Baltimore. Sew
eral months before charles Minot also
had made use of the telegraph IN
ordering the operation Of trains on the
Erie.