"It has been the practice of the Big Four to operate trains against the current of traffic ever since its double track has been built. We are, therefore, very strongly of the opinion that the operation of the double track in the reverse direction is as safe as the operation of any single track, if indeed it is not somewhat safer, because of the fact that particular attention is paid by all those interested in such operation.”

On one division this method of operation has relieved this company for the present from the construction of six miles of third track and about six miles of passing track, costing approximately $600,000. It has also saved the construction of about 17 miles of third track and about 9 miles of sidings on the Chicago division.

Erie

The reply received from this road was so comprehensive and so much to the point in a study of this subject, that it is quoted in full, as follows: "The Erie railroad operates trains against the current of traffic on double track 1,268 miles. Automatic block signals, interlocked towers, telephone train dispatching and message circuits are installed. At present we are operating daily on an average of 700 freight trains and 700 passenger trains. Of this total number an average of 145 trains per day are operated against the current of traffic, a few of which are passenger trains, the majority freight trains.

"When moving trains against the current of traffic we usually confine the movement between towers. A 31 train order' addressed to the operator and all east or westbound trains, as the case may be, is placed at the tower beyond the point where the train operating against the traffic is to cross back to its own track. Practically all reverse movements are provided for at interlocker towers having control of crossovers. The inferior train moving against the current of traffic receives a '19 order' after the '31 train order' has been placed and acknowledged.

"For a substantial number of years, ways and means have been provided which have facilitated the movement of traffic and the utilization of facilities. When installing automatic block signals, train order signals, consisting of a short arm attached to the pole 21 ft. below, the block signal was installed at advantageous points, which signal is operated by the tower operator under the direction of the train dispatcher. These train order signals have three indications:

"(a) Arm horizontal, red light; indication-stop on main
track and report for instructions. It is forbidden to
use a crossover at any point where a telephone train
order signal is located, without permission.

"(b) Arm inclined 45 deg. above horizontal, yellow light; in-
dication-take siding, and when clear of main track
report for instructions. Passenger trains report before
pulling in the siding.
"(c) Arm inclined 90 deg. above horizontal, green light; in-
dication-proceed regardless of following superior
trains (except as otherwise provided) until otherwise
ordered. It is forbidden to accept the proceed indica-
tion if there is any known cause that will prevent
making the usual running time. When a train accepts
the proceed indication and for any cause is unable to
make the usual running time it is required that the
train be protected.

"In addition to the installation of these train order signals we also installed grade signals on certain grades, the arm of which is attached to the pole 6 ft. 6 in. below the signal arm, and designated by a letter 'G' on the face of a disc attached to the signal arm. The fixed position of this signal arm is 45 deg. above horizontal. These signals are located on heavy grades and authorize enginemen in charge of freight trains having 90 per cent and over the engine rating to pass the block signal in the stop position without first bringing their train to a full stop. All other trains and engines are required to observe block signals and rules pertaining thereto, and are not authorized by the grade signal to pass a block signal in the stop position without first bringing the train to a full stop. Enginemen authorized to accept this grade signal are required to proceed under full control, prepared to stop before meeting any obstruction within the block.

"We have discontinued the use of green classification flags and lights on all freight trains operating over complete double track divisions, and have also discontinued the use of white classification flags and lights on all extra trains except passenger extras on complete double track divisions.

"Trains in automatic double track territory are permitted to proceed with the current of traffic upon signal indication, which signal indication supersedes time table superiority. On some of our single track divisions we give the inferior train the right of track over the superior train to the regular time table meeting point, thus eliminating train orders and delays. Our motto is 'Keep trains moving.'"

Although not so stated in its reply, it is very evident that it considers this method of operation as quite essential to economical operation of double track.

Hocking Valley

The parallel tracks on this road are not operated at present strictly as double track, but it is planned to do so in time. It does, however, use one track for traffic in one direction and operates both ways on the other. "The burden of our traffic falls upon the Toledo Division, 124 miles long, and to the end that this traffic may be handled economically and provide for further increase, we have already completed 47 miles of second track and plan to complete the entire distance.

"It is not our purpose when the second track has been completed to use the double track as double track is generally used; we contemplate the use of our second track for the handling of northbound tonnage trains only, confining north and southbound passenger trains and southbound freight trains to the other track. It is expected this method of operation will make possible a movement of tonnage trains over the division within the overtime limit and provide for the movement of the maximum number of trains. Our tonnage is now limited by passing track capacity (80 cars), to a maximum of 5,250 equated gross tons. We have been operating sections of second track (18 miles in length) south of Columbus on the above plan since 1903 with very satisfactory results." Great Northern

The Great Northern operates trains against the current of traffic on 135 miles of double track; in fact, on all its double track, except between St. Paul and Minneapolis.

On the Mesaba division are 84 miles of double track equipped with A.P.B. signals which furnish protection for trains under normal current of traffic only. Normally there are 6 passenger and 36 freight trains daily, the freight trains at times increasing to 42. Two passenger and six freight trains are on the average run against the current daily and at times four passenger and 12 freight trains are operated in this manner. No distinction is made in the classes of trains diverted and there have been

"no serious accidents due to the practice. Traffic from April to December on the Mesaba division consists principally of ore, coal, grain, flour and forest products. Ore trains run a distance of 103 miles and other trains 160 miles. Ore trains average 125 cars, 8,000 gross tons, pulled by a Mallet engine with a tractive power of 78,360 lb. Other through trains average 80 cars, 4,000 gross tons pulled by a Mikado engine with a tractive power of 60,930 lb. In a normal ore season we run 24 ore trains daily, and to avoid stopping these long, heavy trains, we take advantage of the double tracks and run passenger, time freight and light local trains around the heavy ore trains against the current of traffic on the opposite track. The ore trains make a round trip of 213 miles from dock to mine and return in less than 16 hours and must be kept moving continually to avoid tie-ups."

This method of operation is also followed on 51 miles of double track from Shelby Mountain to Browning Mine, and other shorter stretches on which the average daily traffic is 6 passenger and 8 freight trains and the maximum 12 passenger and 16 freight trains. Normally 1 passenger and 1 freight train are operated daily on the opposite track, but at times 4 passenger and 4 freight trains are operated daily against. the current. Trains are moved by train order and there is no automatic protection, the movement being at any time through the day. The maximum distance moved is about 25 miles. No facing point switches are interlocked.

"This method is generally considered absolutely safe. Train and enginemen thoroughly conversant with the rules should be as safe as when running normally. In this connection one hazard appears on a steep grade; for example, where one track is put up with a low elevation on curves in order that locomotives may handle the maximum train tonnage, the other track is put up with maximum elevation for high speed. In reversing the current of traffic, this is something the dispatcher, as well as the engineer controlling the train, must be thoroughly conversant with. So far since the inception of double track we have had no accident.

"The advantages of this system are keeping live stock, fruit trains and perishable commodities moving, thereby eliminating claims; also saving in overtime of trains and enginemen, as well as better performance generally, especially when work trains are operated on double track."

Illinois Central

This company has 220 miles of double track over which the normal daily movement is 32 passenger trains and 35 freight trains, the latter increasing to as many as 50 trains daily and it operates from 2 to 6 trains daily against the current of traffic. The track is equipped with automatic block signals protecting in one direction only, and about 5 per cent of the facing-point switches are interlocked. The management has this to say about the safety of this method:

"We have operated trains in this manner on the Illinois division for 10 years to my personal knowledge without an accident

or even hazard of accident, and while this reverse movement has not been extensive, I think it can be extended with perfect safety."

New York, New Haven & Hartford

The New Haven reverses the movement of traffic at two busy points on its line.

At Worcester, Mass., 1.9 miles of double track are operated in this manner. The traffic on these tracks is:

Passenger trains

Normal Maximum

30

42

Passenger drafts and light engines (N. Y., N. H. & H.

And the movements against the current of traffic are:

Passenger trains

Passenger drafts and light engines (N. Y., N. H. & H.
R. R.)

Passenger drafts (B. & M. R. R.).

These movements are governed by "Manual Controlled Block" and trains are operated without distinction under the system at any time of day.

At New Haven there are 1.8 miles of four-track line, of which the two middle tracks are operated against the current of traffic at infrequent intervals, as the capacity of the tracks at present is not often exceeded. The traffic is:

Traffic is controlled in both directions by manual control block with automatic_intermediate signals.

All

"In setting up the route for the manual control block the direction of automatic signal protection is established. switches, both facing and trailing, are interlocked. The advantages gained by operating against the current of traffic are the flexibility which facilitates quick terminal movements at times of congestion."

Northern Pacific

The Northern Pacific has 635 miles in 17 stretches of varying lengths of double track on which trains are operated against the current of traffic; 507 miles are provided with A.B.S. for the normal movement; 17 miles have A.B.S. for protection in both directions on one track only and 111 miles have no automatic protection. On the section Livingston to Bozeman, 25 miles, staff protection is provided through a single track tunnel, also Stampede to Lester, 13 miles, staff protection is provided for 3 miles of single track, which includes the Cascade tunnel; the westbound track is provided here with A.B.S. protection in both directions.

The operation of the double track, Staples to Delworth, 106 miles, is typical. This is a 0.3 per cent line "on which we use one track as much as the other for reverse movements." The average daily traffic is 15 passenger and 18 freight trains; the maximum is 22 passenger and 24 freight trains. Normally 1 passenger and 2 freight trains are operated against the current, but this at times increases to 5 passenger and 10 freight trains against the current.

A.B.S. protection is provided for the normal movement. There are three facing point crossovers, but none are interlocked. As a rule, trains do not exceed a distance of 20 miles against the current, but the distance is not fixed.

Our experience as to the safety of this method of operation is "absolutely safe." "We have no records of any accidents attributable to this practice."

As

"We run trains against the current of traffic in order to expedite the movements of traffic, avoid delays and overtime." "Our business has not been heavy enough to suggest the necessity of additional main tracks. business increases, we shall extend the practice and provide minor facilities to make it more effective, thus postponing the construction of additional main tracks."

While the foregoing has demonstrated thoroughly the feasibility of running trains against the current and the economies following that method in the vast majority of instances where tracks are being taxed to the limit, yet it is necessarily a subject for careful analysis and an interesting letter from the President of the Central Railroad of New Jersey is quoted here.

Central Railroad of New Jersey

"I have given thought to this letter, and have had some correspondence with one of your committee, and beg to advise that this questionnaire would not apply to our line.

"In the first place, we do not operate trains against the current of traffic on any of our tracks, except in cases of emergency, and during such periods of time we turn all of the current traffic over to an adjacent track, so that there is really no reverse movement, as trains are not operated against each other on such tracks during that period. Furthermore, the trains running against the ordinary current of traffic are operated during this period of emergency under train orders.

"This question, however, was very prominently before us several years ago, covering part of our four-track district. Through this territory, we have two eastbound and two westbound tracks. We made up charts at that time to determine whether it would be practicable to use three of the tracks as eastbound in the morning and three westbound in the evening.

"We found, however, that during this so-called rush-hour period, traffic in both directions was so heavy that it would not have been practicable to have occupied one of the trains in

reverse movement.

"It must be borne in mind that our passenger service in the suburban district is of such a character that, made up of both express and local passenger trains, it is necessary for some of the through trains to run around other express trains that make certain stops. This means that a certain series of local trains, express trains with stops and through express trains all in westbound movement must have certain stretches of track that are kept open, where they are passed around the local or semi-express trains. To take a track away from them under such circumstances would necessarily impair the service seriously.