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One test that I remember was one that was elaborite. The tester would wire a milk can over a searchlight signal to make it look like it was out. Since it didn't harm the signal, the signal maintainer didn't get upset. Sometimes when the track got shunted, the signal maintainer wasn't let in on the secret and the train crew made a report of the problem, "by wire as soon as practicable". He then went out on nonexistant problem. From: "Jpslhedgpeth@aol.com" <Jpslhedgpeth@aol.com> To: CBQ@yahoogroups.com Sent: Tuesday, August 21, 2012 8:50 PM Subject: Re: [CBQ] Fwd: Fire Insurance Efficiency tests Steve et al...re efficiency tests....An efficiency test was, as all tests are, a measure of the knowledge and application of rules which are to be followed under a given set of conditions...
The tests which I'll describe are from "back in the day" and probably some if not most of these would be conducted differently today.
Most testing was done at night although that was not a requirement..Tests were to be made under various sets of conditions to determine how efficiently train crews handled their duties and complied with the applicable rules.
Flagging tests...Normallly these tests would be done by a team of operating officers...Trainmasters, Road Foremen etc.
In "dark territory"..(no signals) the testors would go out to a given spot and put down two torpedoes. Normally two men would then go down the track a mile or so..whatever would be deemed a reasonable stopping distance and wait there.
One member of the team would get into a position where he could see the rear end of the train when it stopped.
When the train came along and hit the two torpedoes the men down the line ahead of the train would "bust" a fusee. The rules required that the fusee be answered with two short blasts of the engine whistle and the stop must be made before passing the fusee. The man watching the rear end of the train would expect to see...when the torpedoes went off and were answered the flagman come out and throw off a fussee from the waycar. When the train stopped the flagman was to get off and proceed to the rear with his flagging equipment.
If everybody did what they were supposed to do when they were supposed to do it they all "passed"...If the engineer ran by the fusee before he got stopped or if the flagman didn't throw off a fusee and get on the ground promptly they didn't pass and the guilty parties would be invited to a "party" as has been previously discussed.
That's just one kind of test...Another test called a "signal test" woould be done by officers using a shunt across the rails to cause a block signal to display a stop indication. The officers would then wait.."in the weeds" to check if the train got stopped..that the flagman performed properly and then, if in ABS territory and the signal didn't clear the train would "flag" through the block at restricted speed.
Another type of test would be used in train order territory...A favorite "trick" was to put the wrong date on a clearance Form A or leave an order off the clearance. If a crew didn't catch that...it was a "big time NO NO...Good for time off or worse.
Another test would be to turn the light out on a train order signal or block signal....The rules require that A signal imroperly displayed or the absence of a signal at a place where a signal is normally shown must be regarded as the most restrictive indication which can be displayed by a signal"...This would be a "biggie" also if the crew ignored a dark or absent signal.
Another test applicable to Train Order Operators or trains being met or passed would be to take a marker down, or at night extinguish it. This matter was to be reported immediately to the dispatcher.
Another test was called a "curve check" Train and enginemen were required to look their train over on all curves and at every opportunity. This was an easy test for a trainmaster when it was getting near the end of the month and he didn't have all his tests done..(Guess how I know that one). Another easy one was to check for proper whistle at grade crossings...Another easy one come end of month and not enuf tests.
Speaking of looking the train over...In my early days as a trainee with the RI I was out with some officer I don't remember who it was who said..When your'e checking a passenger train crew you look at that flagman and see if his face is dirty...If it wasn't he wasn't looking his train over. Most of the RI passenger crew were pretty good about that and most all flagmen had dirty faces.
When you went out testing it was normally with at least one other officer sometimes two others...Two reasons..1. It took at least one man at each end of the train...and 2. If something went wrong it was good to have a witness..."for the prosecution"
After the advent of the radio...which was getting almost 100% by the time I came along it was nigh onto impossible to maintain the element of surprise..Something always got put on the radio that.."they're in the weeds" tonight or words to that effect and everybody was "on their toes.
Well that's most of the story regarding tests...Leo, John and Steve might have a few anecdotal comments to supplement what I've written here.
Pete
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