The average New Yorker who rides to Chicago in twenty hours on the World’s Fair flyer does an easy day’s work, in fact, does no work at all. He rests comfortably at night, enjoys well-served meals, and reaches his destination almost before he knows it. Having paid the price, such is the arrogance of money, he takes all that is done for him quite as a matter of course, and knows no more of the workings of this wonderful train than a school-boy, while he cares rather less. An engine pulls the cars, steam works the engine, and as for the engineer, the New Yorker never thinks of him except to growl at him when the train is late, and to advocate hanging him if there is an accident.
Meantime, what is the engineer of this fastest train in the world doing for the passenger? In the first place, the Chicago flyer is not driven by one but by many engineers. In order to cover the nine hundred and sixty-four miles between the two cities in twenty hours, including nine stops, there are required seven huge engines in relays, driven by seven grimy heroes. A run of less than one hundred and fifty miles is the limit per day for each engine, while three hours of the plunging rush wears out the strongest engineer. Sixty, seventy, eighty miles an hour—what does that mean to the man at the throttle? It means that the six and a half feet drivers turn five times every second and advance one hundred feet. Tic-tic-tic, and the train has run the length of New York’s highest steeple. The engineer turns his head for five seconds to look at the gauges, and in that time the terrible iron creature, putting forth the strength of a thousand horses, may have shot past a red signal with its danger warning five hundred feet away. Ten seconds, and one thousand feet are left behind—one-fifth of a mile. Who knows what horrors may lie within that thousand feet! There may be death lurking round a curve, death spreading its arms in a tunnel, and the engineer must see and be responsible for everything. Not only must he note instantly all that is before him, the signals, switches, bridges, the passing trains, and the condition of the rails, but he must act at the same moment, working throttle, air-brakes, or reversing-lever, not as quick as thought, but quicker, for there is no time to think. His muscles must do the right thing automatically under circumstances where a second is an age. In the three hours of his vigil there are ten thousand eight hundred seconds, during each one of which he must watch with the mental alertness of an athlete springing for 357 a flying trapeze from the roof of an amphitheatre, with the courageous self-possession of a matador awaiting the deadly rush of a maddened bull; and far more depends upon the engineer’s watching well, because, if he fails by a hair’s breadth in coolness or precision of judgment, there may come destruction, not only to himself, but to hundreds of passengers, who, while he stands guard, are perhaps grumbling at the waiters in the dining-car or telling funny stories in the smoker.
In addition to this constant mental tension the engineer on this hurling train has to endure material discomfort, often bodily suffering. The air sweeps back in his face with the breath of a hurricane, blowing smoke and cinders into his eyes. Most people know the intense pain a cinder causes in a man’s eye, particularly a hot cinder. The suffering is almost unbearable, and yet, suffering or no suffering, the engineer who gets a cinder in his eye can have no relief until the end of his relay. They shut their lips, these unflinching men, keep looking ahead, and bear it. Long after they leave the cab, the burning sensation in their eyes and eyelids continues, and even persists after hours of sleep. “It seems as if nothing would rest my eyes, sir,” said one of the new men after his first week on the flyer. No wonder the eyesight of engineers fails rapidly, no wonder many of them are removed from their positions every year because the examining doctors find them unable to distinguish the signals. The engineer suffers also from the plunging and tossing of the monster locomotive, which bruises his whole body with its violent rocking, and causes sharp pains in the back, particularly where there is any tendency to kidney trouble. One has only to watch these strong men as they stumble down from their engines at the end of a relay, has only to observe their white faces and unsteady gait, and see the condition of physical collapse which follows, to understand what it costs in vitality and grit to give the ease-loving public this incomparable train service.
“THE FLYER” LEAVING THE GRAND CENTRAL STATION, NEW YORK CITY.
Thus it is that while the New Yorker gets to Chicago with scarcely more discomfort than if he had remained at home, the same journey wears out seven engineers, all picked men; for many of them who have seen years of service on trains running forty miles an hour, break down entirely when put upon the flyer. So exhausted are these seven engineers by their comparatively short relays that they are obliged to lay off entirely during the following day to recover from the shock. They do not even take the opposite-bound flyer back over their stretch, but return with their engines to their respective starting-points, drawing slower trains. Thus, seven strong men do two days’ work every time the flyer runs from New York to Chicago, and seven other men do two days’ work every time it runs back. Each engineer works three hours on the flyer, returns home on an easy train, and then rests forty hours before his muscles and nerves and brain are in condition to repeat the operation.
So it results that twenty-eight engineers, one at a time, are required to run this wonderful train from New York to Chicago and back again. Fourteen veterans drive the great engines one way, and fourteen brother veterans drive them the other. Twenty-eight men for a single complete trip of a single train, and they the flower of American engineers, splendid fellows every one of them, with cool heads, stanch hearts, and the experience of years at the throttle. The fact is, these men of iron, who, after all, are made of flesh and blood, have been called upon of late years to bear a mental and physical strain which has increased steadily as the speed rates have advanced. Forty, fifty, sixty, seventy, and now eighty miles an hour, each greater velocity has meant greater pressure, not only on the boilers and cylinders, but on men’s brains; has meant greater expenditure, not only of coal and dollars, but of nerve force, until now experts recognize with concern that the limit of human endurance has been almost reached. Science may remove the mechanical difficulties in the way of running a hundred miles an hour, or more, for such a rate has already been predicted; money may buy better axles, wheels, lubricators, 358 and machinery, but where are the men who will run these trains of the future when they are built? Can science breed us a race of giants? Can money purchase an immunity against suffering or eyes that are indestructible? If twenty-eight engineers are required to-day on the Chicago flyer, how many, pray, will be necessary on a train running fifty or one hundred per cent. faster?
I gained a vivid impression of what it means to drive one of these monster engines, by actually travelling from New York to Albany, a few days ago, in the cab of Engine 870, which takes the Empire State express over the first stretch of its journey—one hundred and forty-two miles—at a rate rather faster than that of the Chicago flyer. At the throttle was Archie Buchanan, a silent man with gray eyes and earnest face, who comes of a family of engineers, and is one of the most trusted of the New York Central employees. Buchanan’s brother John, a skilled engineer in his time, was cut in two some years ago in an accident near East Albany. His brother James is a master mechanic at the shops at West Albany, and his brother William, after serving for years as a New York Central engineer, was made Superintendent of Rolling Stock, a position he still holds.
Buchanan smiled quietly as I climbed upon the fireman’s seat at the left. It was a perfect July morning, and at 8.39 the shrill whistle sounded, worked by the conductor’s bell-rope, and we were off, nine minutes behind time on account of some trouble with the air-brakes.