The Young Train Dispatcher. Burton Egbert Stevenson

one familiar with Allan West’s history will dispute the justice of the remark. It was just a year before that the boy had secured a place on the road as section-hand—a year fraught with adventure, which had culminated in his saving the pay-car, carrying the men’s Christmas money, from falling into the hands of a gang of desperate wreckers. The lives of a dozen men would have been sacrificed had the attempt succeeded. That it did not succeed was due to the ready wit with which the boy had managed to defeat the plan laid by the wreckers, and to the sheer grit which had carried him through a situation of appalling danger. He had barely escaped with his life; he had spent slow weeks recovering from the all-but-fatal bullet-wound he had received there. It was during this period of convalescence, spent at the little cottage of Jack Welsh, the foreman under whom he had worked on section, that the trainmaster had come to him with the offer of a position in his office—a position not important in itself, but opening the way to promotion, whenever that promotion should be deserved. Allan had accepted the offer joyfully—how joyfully those who have read the story of his adventures in “The Young Section-Hand” will remember—and at last he was ready to begin his new duties, where yet other adventures awaited him.

CHAPTER II

       Table of Contents

      A RESCUE

      With the packet of envelopes in his hand, Allan descended the stair and came out upon the grimy platform. Just across the yards lay the low, dark, brick building which was the freight office, and he made his way toward it over the tangle of tracks and switches, where the freight-trains were being “made up” to be sent east or west. After some inquiry, he found the freight agent gazing ruefully at a barrel of oil which had just been smashed to pieces by a too vigorous freight-handler. Allan gave him the letters addressed to him and hurried away to deliver the others.

      Farther down the yards was the office of the yardmaster, a little, square, frame building, standing like an island amid the ocean of tracks which surrounded it. Here was kept the record of every car which entered or left the yards—the road it belonged to, its number, whence it came, whither it went, by what train, at what hour. This dingy little building was one link in that great chain of offices which enables every road in the country to keep track of the cars it is using, to know where they are, what progress they are making, and what service they are performing.

      Every one who has seen a freight-train has noticed that it is almost always composed of cars belonging to many different roads, and must have wondered how these cars were kept accounted for. Every road would prefer to use only its own cars, and to keep them on its own system, but this is impossible. A car of sugar, for instance, sent from New York to Denver, must pass over at least two different lines. It can go from New York to Chicago over the New York Central, and from Chicago to Denver over the Santa Fé. Now, if the car belonging to the New York Central in which the sugar was loaded at New York be stopped at Chicago, the sugar must be reloaded into another car belonging to the Santa Fé, a long and expensive process to which neither the shipper nor the road would agree.

      To avoid this loading and unloading, freight in car-load lots is always sent through to its destination without change, no matter how many roads the car must traverse, and when it reaches its destination and is emptied, it is usually held until it can be loaded again before it is sent back whence it came. When the traffic is not evenly balanced—when there is more freight, that is, being sent one way than another—the “empties” must be hauled back, and as “empties” produce no revenue, this is a dead expense which cuts deeply into the earnings. The roads which use a car must pay the road which owns it a fee of fifty cents for every day they keep it in their possession, whether loaded or empty; hence the road holding it tries to keep it moving, and when business is slack and it is not needed, gets it back to its owner as quickly as possible. If it is damaged in an accident on a strange road, it must be repaired before it is returned to its owner; if it is totally destroyed, it must be paid for.

      It is the duty of the conductor of every freight-train, as soon as he reaches a terminal, to mail to the superintendent of car service at headquarters, a report giving the initial and number of every car in his train, its contents, destination, and the hour of its departure from one terminal and arrival at another. These reports, as they come in from day to day, are entered in ledgers and enable the superintendent of car service to note the progress of every car, and to determine the per diem due its owner. These accounts are balanced every month.

      The books at headquarters are always, of necessity, at least three days behind, since the conductors’ reports must come in from distant parts of the road; but reports so old as that are of small service in tracing a car, so it is the duty of the employees of the yardmaster’s office to keep a daily record of the movement of cars, which shall be up-to-date and instantly available. Every train which enters the yards is met by a yard-clerk, book in hand, who makes a note of the number and name of every car as it passes him. The men who do this gain an amazing facility, and as the cars rush past, jot down numbers and initials as unconcernedly as though they had all the time in the world at their disposal. Allan had observed this more than once, and had often wondered how it was possible for a man to write down accurately the number of a car which had flashed past so rapidly that he himself was not able to distinguish it.

      There was a train coming in at the moment, and Allan paused to watch the accountant with his note-book; then he went on to the office to leave the two letters addressed to John Marney, the yardmaster, a genial Irishman with bronzed face and beard tinged with gray, who knew the yards and the intricacies of “making up” better than most people know the alphabet. Allan knew him well, for many an evening had he spent in the little shanty, where conductors and brakemen assembled, listening to tales of the road—tales grave and gay, of comedy and tragedy—yes, even of ghosts! If I stopped to tell a tenth of them, this book would never be. finished!

      “How are ye, Allan?” the yardmaster greeted him, as he opened the door. “So ye’ve got a new job?”

      “Yes, sir; official mail-carrier,” and he handed him the letters.

      “Hum,” grunted Marney; “this road never was over-liberal. You’re beginnin’ at th’ bottom, fer sure!”

      “Just where I ought to begin! I’ve got to learn the ropes before I can begin to climb.”

      “Well, it won’t take ye long, my boy; I know that,” said Marney, his eyes twinkling. “You’ll soon begin t’ climb, all right; they can’t kape ye down!”

      “I fully expect to be superintendent some day,” said Allan, laughing.

      “Of course ye will!” cried the other. “I don’t doubt it—not fer a minute. Yes—an’ I’ll live t’ see it! I’ll be right here where I’ve allers been; an ye mustn’t fergit old Jack Marney, me boy.”

      “I won’t,” Allan promised, still laughing. “I’ll always speak to you, if I happen to think of it.”

      “Let me give you one piece of advice,” went on Marney, with sudden earnestness. "You’ll be knockin around these yards more or less now, all th’ time, an’ if ye want t’ live t’ be suprintindint, you’ve got t’ kape your eyes open. Now moind this: when you’re crossin’ th’ yards, niver think of anything but gittin’ acrost; niver step on a track without lookin’ both ways t’ see if anything’s comin; an’ if anything is comin’ an’ you’re at all doubtful of bein’ able t’ git acrost ahead of it at an ordinary walk, don’t try. Give it th’ right o’ way. I’ve been workin’ in these yards goin’ on forty year, an’ I’ve managed t’ kape all my arms an’ legs with me by allers rememberin’ that rule. Th’ boys used t’ laugh at me, but them that started in when I did are ayther sleepin’ in th’ cimitery, or limpin’ around on one leg, or eatin’ with one hand. A railroad yard is about th’ nearest approach to a human slaughter-house there is on this earth. Don’t you be one o’ th’ victims."

      “I’ll certainly try not to,” Allan assured him, and went out with