"Jimmie, what"s the swash we hear?" I asked.
He got out of bed, limped over to the window, opened the blinds, looked a minute and then yelled:
"Good Lord! the whole town is under water, and we are floating."
It needed but a glance to convince me that he spoke part truth. There we were surrounded on all sides by water, but the house was still on its foundation.
"Water, water, everywhere Nor any drop to drink."
On account of the sandy nature of the soil on Galveston Island, most of the houses were built up on piles, and the water was gently slopping all over the first floor of our habitation. The streets were flowing waist high, and filled with floating debris of all kinds;--beer kegs, boards, doors, and tables _ad lib_. The wind soon began to quiet down, and when our first fright was over we had a high old time swimming and splashing around in the water. It"s a great city that will bring salt water bathing right up to the doors of its houses.
After a very skimpy breakfast, four of us made a raft, and paddled and pushed it down to the office. Nary a wire was there in working order.
You see, Galveston is on a very flat island scarcely one mile wide, and the only approach at this time was a low railroad bridge, three miles long. Our wires were strung along the side of that, and at five o"clock in the morning, every wire was under water, and the force on duty either swam home or slept on the floor.
That day was about the easiest I ever spent in a telegraph office. There was a Mexican cable from Galveston to Vera Cruz, but the flood had washed away their terminals, and for that day, Galveston was entirely isolated from the world.
Houston, fifty-five miles north, was the first big town adjacent, and as all our wires ran through there, it was apparent they were having a hot time doing the relaying all day. They had only a small force, and evidently the business was delayed. The storm had finally blown itself out, and at four o"clock Clarke called for volunteers to go to Houston to help out until our wires came in shape again. The G. H. & H. railroad people said they thought the water was low enough to permit an engine to cross the bridge, and in response to Clarke"s call eight of us volunteered to attempt the trip. After reaching the mainland we would be all right, but there was that confounded three mile bridge to cross. We boarded engine 341, with Dad Duffy at the throttle, and at four-fifteen he pulled out. Water was still over the track and we proceeded at a snail-like pace. Just at the edge of the bridge we stopped; Dad looked over the situation and said:
"The water is within two inches of the fire-box now, and it"s doubtful if we can get across, but here goes and G.o.d save us all."
The sensation when we first struck that bridge and realized that we were literally on a water support, was anything but pleasant, and I reckon most of us uttered the first prayer in many a day. Slowly we crept along, and just as we were in the middle of the structure the draw sagged a little, and _kersplash!_ out went the fire. A great cloud of steam arose and floated away on the evening air, and then, there stood that iron monster as helpless as a babe. Dad looked around at us eight birds perched up on the tender and said:
"Well I reckon you fellers won"t pound any bra.s.s in Houston to-night."
Pleasant fix to be in, wasn"t it? A mile and a half from land, perched up on a dead engine, surrounded on all sides by water, and no chance to get away. There was no absolute danger, because the underpinning was firm enough, but all the same, every man jack of us wished he hadn"t come. Night, black and dreary, settled over the waters, and still no help. Finally, at eight o"clock, the water had receded so that the tops of the rails could be seen, and two of us volunteered to go back on foot to the yard office for help. That was just three miles away, but nothing venture, nothing have, so we dropped off the hind end of the tender and started on our tramp back over the water-covered ties. We had one lantern, and after we had gone about a half of a mile, my companion who was ahead, slipped and nearly fell. I caught him but good-bye to the lantern, and the rest of the trip was made in utter darkness. To be brief, after struggling for two hours and a half, we reached the yard office, and an engine was sent out to help us. At twelve o"clock the whole gang were back in the city, wet, weary and worn out.
The next day the water had entirely subsided and work was resumed. We learned then of the horror of the flood. Sabine Pa.s.s had been completely submerged, and some hundred and fifty or two hundred people drowned. Indianola had been wiped out of existence, and the whole coast lined with the wreckage of ships. That there were no casualties in Galveston, was providential, and due, doubtless, to the fact that the whole country for fifty miles back of it is as flat as a pan-cake, and the water had room to spread.
I worked there until spring and then a longing for my first love, the railroad, came over me and I gave up my place and bade good-bye to the commercial business forever. I had had my fling at it and was satisfied.
CHAPTER XIII
SENDING MY FIRST ORDER
I had now been knocking about the country for quite a few years, and working in all kinds of offices and places, and had acquired a great deal of experience and valuable information, so I reached the conclusion that it was about time for me to settle down and get something that would last me for a while. Commercial work I did not care for, nor did I want to go back on the road as a night operator on a small salary. I thought I had the making of a good despatcher in me, and determined to try for that place. I knew it had to be attained by starting first at the bottom, so I went up on the K. M. & O. and secured a position as night operator at Vining. The K. M. & O. was a main trunk line running out of Chaminade, and was the best road for business that I had as yet struck. Vining was midway on the division, and was such a good old town that I would have been content to have stayed there for some time, but one day an engine pulling a through livestock express broke a driving rod while running like lightning, and the result was a smash up of the first water--engine in the ditch, cars piled all over her, livestock mashed up, engineer killed, fireman badly hurt, and the road blocked for twenty-four hours. The wreck occurred on a curve going down a rather steep grade, so that it was impossible to build a temporary track around it. A wrecking train was sent out from El Monte, and as I happened to be off duty, I was picked up and taken along, to cut in the wrecking office. The division superintendent came out to hurry up things and he appeared so pleased at my work that, in a few weeks, he offered me a place as copy operator in the despatcher"s office at El Monte. This appeared to be a great chance to satisfy my ambition to become a despatcher, so I gladly accepted, and in a few days was safely ensconced in my new position. The despatchers only work eight hours a day, while the copy operators work twelve, so they work with two despatchers every day. I had the day end of the job and worked from eight A. M. until eight P. M., with an hour off for dinner, so that I really was only on duty for eleven hours. The pay was good for me, seventy dollars per month, and I was thoroughly satisfied. Really all that is necessary to be a first cla.s.s copy operator is to be an expert telegrapher. It is simply a work of sending and receiving messages all day. However I wanted to learn, so I kept my ears and eyes opened, and studied the time card, train sheet, and order book very a.s.siduously.
The first trick despatcher was honest old Patrick J. Borroughs, a man of twenty-five years" experience in the business and as good a man as ever sent an order or took an O. S. report. He was kindness and gentleness personified, and a.s.sisted me in every way possible, and all my future success was due to his help and teaching. The memory of the time I worked under him is the brightest spot in all the years I served in the business. After I had been there for about five months, he would allow me, under his supervision, to make simple meeting points for two trains, and one day he allowed me to give a right-of-track order to a through freight train over a delayed pa.s.senger. Then he would let me sit around in his chair, while he swallowed his lunch, and copy the O. S. reports.
I was beginning to think that my education as a despatcher was complete, and was thinking of asking for the next vacancy, when a little incident occurred that entirely disabused my mind. The following occurrence will show how little I knew about the business.
We had received notice one morning of a special train to be run over our division that afternoon, carrying a Congressional Railroad Committee, and of course that meant a special schedule, and you all know how anxious the roads are to please railroad committees, especially when they are on investigating tours (?) with reference to the extension of the Inter-State Commerce Act, as this one was. We were told to "whoop her through." The track on our division was the best on the whole road, and it was only 102 miles long; we had plenty of sidings and pa.s.sing tracks, and besides old "Jimmie" Hayes, with engine 444 was in, so they could be a.s.sured of a run that was a hummer. Mr. Hebron, the division superintendent, came in the office and told Borroughs to tear things loose, in fact, as he said, "Make "em all car sick."
After he had gone out Pat tossed the notification over to me, and said, "Bates, here"s a chance for you to show what kind of stuff you are made of. Make out a schedule for this special, giving her a clean sweep from end to end, with the exception of No. 21."
Proud! That wasn"t the proper name for it. I was fully determined that _this_ special should have a run for her money if she ran on my schedule. No Congressional Committee was going back to Washington with the idea that the K. M. & O. wasn"t the swiftest road in the bunch, if I could help it, and I had a big idea that I could. Pat told me he would do the copying while I made the schedule, but as he said it I fancied I saw a merry twinkle in his honest blue eyes. I wasn"t daunted though, and started to work.
"Order No. 34.
"To C&E, all trains:
"K. M. & O. RAILROAD (Eastern Division).
"DESPATCHER"S OFFICE, "DS," October 15, 18--
"Special east engine 444, will run from El Monte to Marsan having right of track over all trains except No. 21, on the following schedule:--
"Leave El Monte, 2:30 P. M."
Thus far I proceeded without any trouble, and then I stuck. Here was where the figuring came in, along with the knowledge of the road, grades and so forth, but I was sadly lacking in that respect. I studied and figured and used up lots of gray matter, and even chewed up a pencil or two. I finally finished the schedule and submitted it to Pat. He read it carefully, knitted his brows for a moment, and then said, slowly:
"For a beginner that schedule is about the best I ever saw. It"s a hummer without a doubt. But to prevent the lives of the Congressional Committee from being placed in jeopardy, I think I shall have to make another." Then he laughed heartily, and continued,
"All joking aside, Bates, my boy, you did pretty well, but you have only allowed seven minutes between Sumatra and Borneo, while the time card shows the distance to be fourteen miles. Jim Hayes and engine 444 are capable of great bursts of speed, but, by Jingo, they can"t fly. Then again you have forgotten our through pa.s.senger train, No. 21, which is an hour late from the south to-day; what are you going to do with her?
Pa.s.s them on one track, I suppose. But don"t be discouraged, my boy, brace up and try it again. That"s a much better schedule than the first one I ever made."
He made another schedule and I resumed my copying. It wasn"t long, however, before my confidence returned and I wanted a trick. I got it, but in such a manner that even now, fifteen years afterwards, I shudder to think of it.
CHAPTER XIV
RUNNING TRAINS BY TELEGRAPH--HOW IT IS DONE
The despatcher"s office of a big railroad line is one of the most interesting places a man can get into, especially if he is interested in the workings of our great railway systems. It is located at the division headquarters, or any other point, such as will make the despatching of trains and attendant orders of easy accomplishment. In riding over a road, many people are p.r.o.ne to give the credit of a good swift run to the engineer and train crew. Pick up a paper any day that the President or some big functionary is out on a trip, and you will probably read how, at the end of the run, he stopped beside the panting engine, and reaching up to shake the hand of the faithful, grimy engineer, would say:
"Thank you so much for giving us such a good run. I don"t know when I have ridden so fast before," or words to that effect. He never thinks that the engineer and crew are but the mechanical agents, they are but small cogs in a huge machine. They do their part and do it well, but the brains of the machine are up in the little office and are all incorporated in the despatcher on duty. Flying over the country regardless of time or s.p.a.ce, one is apt to forget where the real credit belongs. The swift run could not be made, and the train kept running without a stop, if it were not for the fact that the despatcher puts trains on the sidetrack so that the special need not be delayed, and he does it in such a manner that the regular business of the road shall not be interfered with.
The interior of the despatcher"s office is not, as a rule, very sumptuous. There is the big counter at one side of the room, on which are the train registers, car record books, message blanks, and forms for the various reports. Against the wall on one of the other sides is a big black board known as the "call board." On it is recorded the probable arrival and departure of trains, and the names of their crews, also the time certain crews are to be called. As soon as the train men have completed the work of turning their train over to the yard crew at the end of their run, they are registered in the despatcher"s office, and are liable thereafter for duty in their turn. The rule "first in, first, out," is supposed to be strictly adhered to in the running of trains. About the middle of the room, or in the recess of the bay window, is the despatcher"s table. On it in front of the man on duty, is the train sheet, containing information, exact and absolute in its nature, of each train on the division. On this sheet there is also a s.p.a.ce set apart for the expected arrival of trains on his district from the other end, and one for delays. Loads, empties, everything, is there that is necessary for him to know to properly run the trains on time and with safety. At any minute the despatcher on duty can tell you the precise location of any train, what she is doing, how her engine is working, how much work she has to do along the road, and all about her engineer and conductor. Generally, there are two sets of instruments on the table, one for use of what is known as the despatcher"s wire, over which his sway is absolute, and the other for a wire that is used for messages, reports, and the like, and in case of emergency, by the despatcher. Mounted on a roll in front of him is the current official time card of the division. From the information contained thereon, the despatcher makes all his calculations for time orders, meeting points, work trains, etc. Across the table from the despatcher sits the "copy operator," whose duty it is to copy everything that comes along, thus relieving the despatcher of anything that would tend to disturb him in his work. The copy operator is generally the man next for promotion to a despatcher"s trick, and his relations with his chief must be entirely harmonious.
The working force in a well regulated despatcher"s office consists of the chief despatcher, three trick despatchers, and two copy operators, with the various call boys and messengers. The chief despatcher is next to the division superintendent, and has full charge of the office. He has the supervision of the yard and train reports, and the ordering out of the trains and crews. He has charge of all the operators on the division, their hiring and dismissal, and has general supervision of the telegraph service. In fact, he is a little tin G.o.d on wheels. His office hours? He hasn"t any. Most of the chiefs are in their offices from early morn until late at night, and there is no harder worked man in the world than the chief despatcher.
Each day is divided into three periods of eight hours each, known as "tricks," and a despatcher a.s.signed to each. The first trick is from eight A. M. until four P. M.; the second from four P. M. until twelve midnight; and the third from twelve midnight until eight A. M.
At eight o"clock in the morning, the first trick despatcher comes on duty, and his first work is to verify the train sheet and order book.
The man going off duty checks off all orders issued by him that have been carried out, and his successor signs his initials to all orders yet to be obeyed. This signifies that he has read them over very carefully and thoroughly understands their purport. As soon as he has receipted for them he becomes as responsible as if he had first issued them. He glances carefully over his train sheet, a.s.sures himself that everything is correct and then a.s.sumes his duties for the day. Anything that is not clear to him must be thoroughly explained before his predecessor leaves, and he must signify that he understands everything. The value of that old time card rule, so familiar to all railroaders, "In case of doubt always take the safe side," is exemplified many times every day in the running of trains by telegraph, and the attendant orders. After a despatcher has a.s.sumed charge of the trick he is the master of the situation; he is responsible for everything, and his attentiveness, ability and judgment are the powers that keep the trains moving and on time.
When all trains are running on time, and there are no extras or specials out, the despatcher"s duty is easy, and consists largely in taking and recording "O. S. reports," and "Consists." The "O. S. report" is the report sent in by the various operators as the trains arrive and depart from the several stations. A "consist" is a message sent by the conductor of a train to the division superintendent, giving the exact composition and destination of every car in his train. When trains are late, however, or many extras are running or the track washed out, the despatcher"s work becomes very arduous. Orders of all kinds have to be made, engines and crews kept working together and trains moving.
Down the centre of the train sheet, which varies in size according to the length of the division, are printed the names of all the telegraph stations on the division and the distances between them. On either side of this main column are ruled smaller columns, each one of which represents a train. The number of each train is at the head of the appropriate column, and under it are the number of the engine, the names of the conductor and engineer, and the number of loads and empties in the train. All trains on the division are arranged in three cla.s.ses, and each cla.s.s has certain rights. Trains of the first cla.s.s are always pa.s.sengers; the through freight, and the combination freight and pa.s.senger trains compose the second cla.s.s. All other trains, such as local freights, work trains and construction trains belong to the third cla.s.s. It is an invariable rule on all railroads that trains running one way have _exclusive rights_ over trains of their own and of inferior cla.s.ses running in the opposite direction.
What is called the "double order system," is used almost exclusively on all single track roads, and if the rules and regulations governing it were strictly adhered to and carried out, accidents for which human agency is responsible, would be impossible. It consists simply in giving an order to all the trains concerned _at the same time_. That is to say, if the despatcher desires to make a meeting point for two trains, he will send the same order simultaneously to both of them. If a train is leaving his end of the division and he desires to make a meeting point with a train coming in, before giving his order to his conductor and engineer, he would telegraph it to a station at which the incoming train was soon to arrive, and from whence the operator would repeat it back word for word, and would give a signal signifying that his red board was turned. By this means both trains would receive the same order, and there would be no doubt about the point at which they were to meet.
To ill.u.s.trate this method, let us suppose a case of two sections of No.
13 running east and one section of No. 14 running west. Both trains are of the second cla.s.s, and as the east bound trains have the right of way, No. 14 _must_ keep out of the way of the two 13"s. A certain point, call it Smithville, is, according to the time card, the meeting point for these two trains. But No. 14 finds out she has a lot of work to do at Jonesboro; or a hot driving box or a draw head pulling out delays her, and thus she cannot possibly reach Smithville for No. 13. She is at Jason, and unless she can get orders to run farther on No. 13"s time, she will have to tie up there and be further delayed an hour. The conductor tells the operator at Jason to ask "DS" if he can help them out any. "DS" glances over his train sheet, and finds that he cannot let them run to Smithville, because No. 13 is nearly on time; but there is a siding at Burkes, between Jason and Smithville, and he concludes to let 14 go there. So he tells the operator at Jason to "copy 3," and then he calls Smithville and tells him to "copy 5." Both the engineer and conductor get a copy of all orders pertaining to their trains, and the operators retain one for their records and for reference in case of accident. Both operators turn their red boards _the first thing_, and so long as the signal remains red, no train can pa.s.s the station, without first receiving an order or a clearance card. In the case supposed the order would be as follows: