time the conductor came up and he agreed with Sam, and the cock in the train line on the head-end of the rear engine was closed. The brake was tried from the rear engine, and we went along. Now it appears to me under the circumstances it would have been better to have done as Jake wanted to do, for the train brake could have then been operated just as well from the second engine, and the brake on the head engine would have been operated at the same time. Instructor.-You are right, it should have been done as Jake wanted to do it, for the reason you have spoken of and also, so that the brakes could be applied in case of accident from the head engine. The Night Express The many hills are bathed in sunset; The heavens are being again rejeweled Swiftly fly the birds to nest, For night is spreading out her black wing While we ride where we love best; By greenest meadows, where at noonday Cattle browsed and lambkins played; In mighty forests where there's ever Happy songs in daytime shade; Then, flashing by the shadowy farmhouse, Where a light is gleaming bright, There from the doorway appears a ghost face Watching us ring down the night. On over rivers swiftly rushing, Over brooks that whisper low, 'Round the lakes where there's reflecting Moon and stars that brightly glow: Past many a city now so quiet, Like the cities of the dead, We rush and clatter through them-by them In the cab up here ahead. Now midnight chimes are tolling, tolling, Slow the moon sails 'cross her sea; The great night-world seems yet more silent ; Vapors, warm, rise from the lea. Across the prairies and the grain fields, On by the pumpkins in the corn rows, And by the farmhouse, once more wakeful, And the cities, now alive, We race ahead and leave them 'hind us, As at "sixty miles" we drive. So, far away and o'er the country, From the night into the day. 'Tis thus she keeps her speed and rushes Forward! Homeward! "The Night Express!" ED E. SHEASGREEN. The accompanying illustration gives a very fair view of a snowshed on the Southern Pacific, and they are extensively used on all lines crossing the Rocky Mountains. They are built in places where the snow would otherwise roll down the mountainside and bury the track. They are constructed of heavy timbers and form, practically, a tunnel through which trains are run. the other hand, when the winds or other forces remove the snow, sufficient daylight is admitted so that the day indication is greatly preferable. It was therefore necessary to construct a signal which would give both the day and night indications continuously and in which each should be plainly visible to an approaching train. On the road where these signals are used the colors are red for "stop," green The question of satisfactory signals in for "proceed" and yellow for "caution," and the signals we are about to describe are used for both home and distant, each signal being capable of two indications. The bull's-eye for the night signal is in two pieces, the upper and lower half, each of different color, and both served by one light from the rear. The upper half is green for the "proceed" indication and the lower half red or yellow for the "stop" or "caution," according to whether the signal is home or distant. The bull's-eye is 61⁄2 inches in diameter and is surrounded by a wooden disc 12 inches in diameter. The upper half of the disc is painted white to form the day signal to correspond with the green light, and the lower half is painted red or yellow to correspond with the lower half of the glass. The separate indications, "proceed" or otherwise, are given by the use of a shutter or "blinder" which covers the half of the signal (both the light and the disc) which are not be to used, so that only the proper half of the signal will be seen. This "blinder" is itself a half disc 12 inches in diameter and is painted to correspond with the opposite half of the signal, so that the light is surrounded by a complete disc showing the proper day indication. The illustration shows the signal in the "proceed" position, the indication being made up of the green half lens, the upper half of the stationary disc painted white and the lower blinder, also painted white. Supposing this to be a home signal, the other indication being red, when the signal is changed to the "stop" position the "blinder" is removed from the lower half revealing a red light from the other half of the lens surrounded by the stationary disc, also painted red. Another blinder drops over the upper half of the signal and this is also painted red, forming a complete signal for "stop." If it were a distant signal the color would be yellow instead of red. It is said that the use of only half the glass gives a light quite as good for distances up to one mile as though the full sized lens were used. The signals are operated by electricity and can be used as automatic block signals, of which the Southern Pacific has a very complete system, or for switch signals, as they are in many places. Home and Distant Signals. The form and location of block signals are matters in which enginemen are directly concerned, inasmuch as it is for them that they are erected and their actions are governed by the signal indications. At a recent meeting of the Railway Signaling Club some interesting compasons were brought out as a result of investigation relative to the merits of the different uses and indications of the semaphore signal, it being, by common consent, the standard form, unless certain conditions make other forms more desirable. One topic was the location of the distant signal, whether on the same post with a home signal or on a separate post. This is a matter of some importance. It was at first customary to place the distant signal on a post 1,500 feet from the home signal with which it was connected, but of late years the practice of putting it on the same post with the home signal in the rear has become quite common. By this arrangement the engineman has an indication for two blocks ahead at every signal post and if both signals show "proceed" he knows both blocks are clear. If the distant signal stands at "caution" he may find the next home signal at "stop." This signal has advantages from a mechanical standpoint and probably some engineers may prefer it to the use of separate posts for home and distant, but the Signaling Club recommended that unless the blocks were not over a mile in length the separate posts for the distant signal is better. If the blocks are of greater length it frequently causes the distant signal to remain at "caution" when the train may be almost two blocks ahead, whereas if the signal were by itself and closer to its home signal the "caution" indication to passing trains would be much less frequent. Inasmuch as, for a fast train, a distant signal in this position causes a slight decrease of speed when approaching the home signal which it protects, this consideration may be of value. Another disadvantage, especially if the blocks are long, is that the engineman must carry in mind the position of the distant signal some time before reaching its home, and with the number of details for which he is responsible it was thought that an oversight was possible under these conditions. The three-position signal as used on the Pennsylvania Lines west of Pittsburg was next considered in comparison with the use of two signals, home and distant, on the same post, as above referred to. The three positions of which this signal is capable are horizontal, indicating that the block about to be entered is not clear; inclined downward, first block clear but second block occu pied; vertical, both blocks clear. This signal has much to recommend it in economy of operation and if the blocks are short it is probably quite as efficient as where the home and distant signal are on the same post. Where they are long the same disadvantages are present. It would seem that, where conditions are favorable, the three-position signal might be quite as acceptable and, from a standpoint of economy, preferable to the home and distant on the same post. There is one point, however, which should be considered in connection with the three-position signal. We have described its use as an automatic block signal, but the several positions have different meanings when it is used for a train order or telegraph block signal, and the opinion has been expressed that it should not be used in different ways on the same division or where the same crews are to be governed by it, fearing that confusion might arise thereby. These things and the general subject of signaling are of vital import to the man on the head of the train. He may well devote some time and attention to its study and if he does this his suggestions can not fail to be of value. The Same, Yet Not the Same Although the new year Has come with good cheer; The same calls greet us, As same friends meet us; We have the same old hogs and tonnage But no! a few lie silenced 'neath the |