In order to accomplish this with the least delay, the trains are divided into classes. The east-bound passengers always have the right of way, and expect a clear track. West-bound passengers must make arrangements to get out of the way of east-bound ones, but have precedence over all other trains. Regular freight-trains must make provision to leave the track clear for the passengers, while the extra freights, which have no regular schedule, creep from station to station as best they can, giving all the other trains a clear track—a sort of yellow dog which every one is privileged to kick.
All the regular trains, passenger and freight, run by the time-card. That is, each of them has its regular time for reaching and leaving every station on the road, and as long as all the trains are on time, things move smoothly and the dispatcher has an easy time of it. But it is indeed a red-letter day when all trains are on time. So many things may happen, there are so many possible causes of delay, that almost inevitably some of the trains will run behind. It is then that the dispatcher shows the stuff that is in him; if he knows his business thoroughly, he will not only keep the trains moving promptly, but will give those that are behind a chance to make up some of the time which they have lost.
The rules given for dispatchers in the book of rules are short—only about a third as long as those for section-foremen. They state that the dispatcher reports to the superintendent, that it is his duty to issue orders for the movement of trains and to see that they are transmitted and recorded, that he may not go off duty until another dispatcher relieves him and that he must explain to the dispatcher coming on the train-orders in force.
But how small a portion of the dispatcher’s duty this really represents! He must “know the road,”—every grade, siding, and curve. Nay, more; he must know the pitch of every grade, or he will give his engines such heavy loads that they will not be able to get over the road. He must know the capacity of every siding, or he may name one as a meeting-point for trains too long to pass there, except by breaking the trains up and see-sawing by a few cars at a time. He must know the capacity of every engine, so that he can tell just how many cars it can handle. He must know the disposition of every conductor and engineer, for some will complain without cause, while some will never ask for help until they absolutely need it. As a telegrapher, he must be expert in the highest degree; he must be quick and sure of decision, of an iron nerve and with a calmness which nothing can disturb.
None of which things are mentioned in the book of rules!
[CHAPTER XX]
WHAT DELAYED EXTRA WEST