> a < 4 = mend a Pin Sl a. et L ol fact OTS Mot Me SP BR fu 9 e a] ‘ ro tr 1 wed “= = Fire - san bs PERE PTICY Toe PRR Od SC a Lee LENDS Re AO AD ROR ee | ALBERT R. MANN LIBRARY New YORK STATE COLLEGES OF AGRICULTURE AND HoME ECONOMICS | | AT CORNELL UNIVERSITY | | a RETURN TO ALBERT R. MANN LIBRARY ITHACA, N. Y. Cornell University Library SD 421.L2 pro 3 wii 3 1924 003 013 566 iinam RAILROAD FOREST FIRE PROTECTION MINOR THESIS PRE SENTED FOR THE _ DEGREE of MASTER IN FORESTRY by Js D. Lamont CORNELL UNIVERSITY April - 1915. IN DEX Part I Laws Relative to Railroad Forest Fires. DAMBaZCS « « «© « « © «© © © Duties of Employees .... Protective Devices ... . Right-of-Way . . 2. « « « « Fire Lines . . « « « © « » Patrol . 2. « « «© « «© « « « Control . « « « « « © «© «@ Expenses of Extinguishing .. Fire Insurance .. .« e« « e Penalties e e ee e 7 e e e Tabulet ion of Kailroad Forest Fire Laws ® by States . Part II Prevention and Control of Railroad Forest Fires Spark Arresters and Ash Pans Right-of-Way « « « « » e« « Fire Lines . . « « » «© «© « Patrol . a Oil as Locomotive Fuel. . Fire Fighting Equipment . . e e ® ® Instructions to Railroad Employees . Cooperation of Railroad with State and Individual . Bibliography “ e page ILLUSTRATIONS Spark Arrester . + + 2s + 6 « Train on Heavy Grade . « « « .« Spark ArresterS . « »« « e » Right-of-way Clearing . ... . Fire Lines « « « « «© «e © © @ «@ Speeder Cars rr er er ee er ee Right -of-way Debris oe 8 ee Right-of-way not Cleared .. . Spark Arrester . .« « « © « « » Spark..Arrester . . -« we ee Right-of-way Clearing . _ °° Right-of-way Clearing .« -« « « « Right-of-way Clearing. .... Fire Line . . « « «© « « « » @ « Diegram of New Jersey Fire Line Speeder Car . « © 6 « « se ee « Fire Tool Box and Equipment ..- Fire Line . - «+ + + 2 © ee «© » Fire Line .«. « « « « « « «e *« * « Fire fine .. + + 6+ + eee es Right-of-way Clearing ..-.e. -» Fire Line . « « + «© « » s © « @ Fire Line . « « «© «© «© «© « « « ¢ Fire Pighting Equipment . . ee Fire Fighting Equipment . +. - > Fire Fighting Equipment . « « -« Results of Railroad Fire «-« » Front End Spark Arrester .« - Le Railroad Forest Fire Protection The protection of our forests from fires caused by railroads forms one of the most difficult problems in for- estry. This article will deal first with the state laws relative to railroad fires and secondly with the prevention and control of railroad forest fires. Part I. Laws =elative to Railroad Forest Fires. Twenty-six states besides the Dominion of Canada have lews in relation to railroad forest fire protection, and other states are trying to pass similer laws. A great deal of educational work must yet be done not only in those states which do not have railroad forest fire laws but also in those states which do have such laws. These laws are of little or no value unless there is some power which is strong enough to enforce then. Damages Railroad fires are usually a result of sparks or dive coals escaping from locomotives. At least twelve States have statutory laws whereby a person can recover damages for forest property which has been injured or de- stroyed by a fire which was caused by @ railroad. How= ever, in other states, damages can be obtained by common law even though there are no statutory laws. The common law maxim is that- "One must so use one's own (property) as not to injure another". Common law is a system of jurisprudence Originating in custom or usage as disting-_ uished from statutory law which is e legislative enactment duly sanctioned and authenticated, Connecticut has a good law whereby damages can be recovered. It reads as follows: "When property is injured by fire communicated by an engine of a railroad company, without contributory negligence on the part of the person entitled to the care and possession of such property, such company shall be held responsible in dam- ages to the extent of such injury to the person so in- jured." In contrast to this the Oregon law allows double damages in some cases. This law says: " In addition to the penalties provided in this act, the United States, state, county, or private owners, whose property is injured or destroyed by fires in violation of this act, may recover in a civil action double the amount of damages suffered if the fires occurred through willfulness, malice, or negligence; but if such fires were caused or escaped accidentally or unavoidably, civil ection shall lie only for actual damage.” The Wisconsin law also allows double damages. In some ways the New York law is even more definite than those already given. It says: "Any person who negligently suffers a fire to extend from his own lands to any other lands shall be liable to the state for any damages caused to state lends by such wrongful act. He shall also be liable to any person or municipality for actual damages caused to such person or municipality by de such wrongful act or to damages at the rate of one dollar for each tree so killed or destroyed. The state or & person or municipality so injured, however distant from the place where such fire was set or started and notwith- standing the same may have burned over and across several separate and distinct tracts, parcels or ownerships of land, may recover as aforesaid." In many cases it is hard to prove that the railroad is responsible for fires which start on or near its rignt- of-way so that states are beginning to place the burden of proof on the company to show that it did not start tne fire. ™he New York courts hold that a fire thet starts on or spreads from the right-of-way of a railroad company is prima facie evidence of willful negligence on the part of the company. Except in e few states, the railroad is liable for damages even though it uses protective devices. oregon and California give damages not only for the value of the property injured or destroyed but also for the injury to soil and vegetation. In Louisiana damages can be secured for injury to young growth; this demage is the cost of artificial planting end care of the trees to the age when the fire occurred. Duties of umployees. The employees of a railroad must cooperate with the company in the prevention and control of fires. they must be Slert and do all in their power to keep down the number and size of fires. They should be made to realize that the welfare of the company affects their employment. any railrogds have to pay thousands of dollars of dam- ages every year because of the negligence of some of its employees. At least twelve states have laws which de- fine the duties of employees of reilroads. Lmployees must (1) do all in their power to orevent fires, (2) re- port fires @s soon as discovered and (3) extinguish fires. she state or the reilroad company should inflict a penalty upon the employee for neglect of duty in regard to rail- road fires. -lassachusetts has a good law concerning the duties of railroad employees. It reads: "/ny engineer, conductor or other employee on @ train who discovers a fire burning uncontrolled on lands edjacent to the tracks shell forth- with cause a fire signal to be sounded from the engine, which shall consist of one long and three short whistle blasts repeated several times, and shall notify the next sectionmen whom the train vasses, and the next telegraph Station, of the existence and location of the fire. Sectionmen or other employees of @ railroad who receive notice of the existence and location of a fire burning on land adjacent to the tracks shall forthwith proceed to the fire and shall use all reasonable efforts to extinguish it; provided, that they ere not at the time employed in labors immediately necessary to the safety of the tracks or to the safety and convenience of passengers and the public. Railroad corporations shall inform their employees as to their duties under this act and shell furnish them with the appropriate facilities for reporting and extinguishing such fires." The New York law adds that "No corporation or person or employee thereof shall aeposit fire, coals or ashes on any railroad track or right-of-way near forest lands", and when a station agent has been notified of a fire, "such station agent shall forthwith notify the nearest fire warden or forest ranger of the fire". Minnesota, New Hamoshire, New York and Wisconsin have lews which require the railroads to employ inspectors. whose duty it shall be to inspect the engines and right- of-way of the company at regular intervals ana see that they are kept in order. -linnesote, New York, Washington, and Wisconsin employ state inspectors who must see that engines and rights-of-way are kept in order. Protective Devices Jost of the railroad forest fires are caused by the escape of sparks from the smoke stacks, and the dropping of live coals from the ash pans upon the tracks. It is, there- fore, imperative that these dangers be eliminated in one way or another. The best way, where practicable, is to use Oil burners or electric power in the place of cogl or wood in locomotives. If it is necessary to burn coal or wood, then the laws provide thet adequate protective devices must be used to prevent the escepe of snarks and live coals from the engines. The Minnesota lew says that “every company operating a reilroad for any our pose Shell equip and use upon each locomotive engine a practical and efficient ash pan and D. va Atava WAtavey, Spark arresting hood used on the stacks of the locomotives on the Chicago, Milwaukee and St. Paul Rail- road,-Wisconsine ‘ ty poe ee te ~~ wT 8 1 %y i 4) - ’, ey -& La , Train on hegvy grade throwing out sparks. Danger of forest fires greatly lessened by burning over right- of-way. - Connecticut. 6. Spark atresting device, which the mester mechanic Shall cause to be examined and the same shell be examined by the master mechanic or some employee each time before leaving the round nousé, except when snow is on the ground. f& record shall be kept of such examinations in a book to be furnished by the railroad company for the purpose of Showings | 1. The place and number of each engine inspected. &e The date and hour of such inspection. de The condition of the said fire protective appli- ance and arrangements. 4. record of repairs made to any of the fire pro- tective appliances. che said book to be open for inspection by the State Forester or other authorized officer appointed by him. The master mechanic or employee making such examination shall be held responsible for the good condition of the same, but without relieving the company from its repponsibility hereunder.” As many as twenty-one states now require the railroads to use protective devices on their locomotives. In New York each locomotive must be inspected each time it leaves a division point or round-house between larch first and December first to see that its protective devices are in good condition. In New York the Public Service Commission upon the request of the Conservation Commission may require any railroad to adopt such devices and precautions against setting fires as the public interest demands. The Public Service Commission requires the railroads in the Forest heserve in the /diron- dacks to burn oil instead of coal between 8 A.M. and 8 P.M. during the danger season. Maine compels the railroads in The South Bend Spark Arresters. a PATENT BOOMERANG SPARK ARRESTER Particular attention is called to our new Patent Boome ‘ang Spark Arrester, with which all of our engines are equipped. ‘The exhaust, which is the cause of so much trouble with the ordinary Spark Arrester, is made use of in the Boomerang Spark Arrester, and the heavier the draft, the better it works. | The sparks and smoke going through the stack. are separated by a cone, which is a little larger in diameter at base than stack. The smoke, being light, takes the course of least resistance around the outer edge of cone and through screen. The sparks, on account of the momentum, travel straight up and are diverted by the | _ solid steel cone into the boomerang and thence into screen conveyor tube into bucket _ or half barrel on roof or any convenient place. Briefly stated, the merits claimed for the above Spark Arrester are as follows: Absolutely stops all sparks from passing out of stack. It does not choke exhaust. | Will outlast other spark arresters. | Works equally well with wood or coal. | MADE IN ALL SIZES FOR DONKEYS AND LOCOMOTIVES. Prices quoted on application. Niaimfactered by WASHINGTON IRON WORKS, Seattle,U.S.A, the forestry district to fasten down or screen the windows of smoking cars between Mey first and November 10, to pre- vent the throwing of lighted materials from the car. Right ~of-Way The condition of the right-of-way along a railroed has @ great deal to do with the spreading of fires to ad- jecent lands. The purpose of the various state laws is to compel the railroads to keep their right-6f-way in such good condition that there will be & minimum of danger from fires. Fifteen states now have laws which require thet the right- of-way shall be kept cleared, and twelve states require that no deposits of live coals or hot ashes shall be left on the track near woodlands. ithe Wisconsin law says that "Every corporation maintaining and operating a railroad shall, at least once in each year, cut and burn or remove from its right-of-way all grass and weeds, and burn or remove there- from all brush, logs, refuse material, and debris within a reasonable time, and whenever fires are set for such purpose, shall take proper care to prevent the escape thereof from the right-of-way. No such corporation shall permit its employees to deposit fire, live coais, or ashes upon their tracks outside of the yard limits except that they be immediately extinguished.” Most states provide that rail- road ties and material for shipment may be piled along the right-of-way. In ‘finnesota the State Forester may pro- hibit all burning along the railroad right-of-way during very dry and dangerous periods. 10. Right~of-way clearing along Grand Trunk Railway, Ontario. Note the large amount of inflammable debris which has been collected from the right-of-way and the narrow strip adjacent thereto. The railway company and the provincial government cooperated in the expense of this work which covered a strip outside the right-of-way through Algonquin Park. Both pictures. AL Fire Lines Seven states at the present time have laws requiring the railroads to build fire lines along their right-of-way at danger points. However, in one of these states, New Jersey, the law has been declared unconstitutional. For- tunately this was not done until after most of the rail- roads had seen the good results which were obtained from the fire lines which were constructed soon after the law was enacted. The number of fires was very greatly decreased where there were fire lines so that now the railroads are continuing to build fire lines even though they are not compelled to do so, since the law was declared unconstitu- tional. | The purpose of these laws is to insure better pro- tection to lands adjacent to the railroad right-of-way by constructing fire lines on these lands from one hundred to two hundred feet from the track. Usually the railroad must obtain permission of the abutter before it may make a fire line on his property. The New Jersey law provided that through woodlands a strip ten feet wide must be cleared and plowed at a distance of not less than one hundred feet nor more than two hundred feet from the track. This strip must be kept Cleared of all combustible material and the area between the track and the fire line must be burned or kept cleared of all dead wood, brush, erass, and leaves. Only one- fifth of the total length of the fire line was to be com- pleted each year so that it would take at least five years 12. Beginning of fire line along railroad. Heartwood, N.Y. Fire line parallel to track. Kept bare of vegetation by harrowing with yoke of oxen. Heartwood, New York. 13 to get a complete system of fire lines. However, one weakness of the law was that nothing could compel the owner to allow the building of these fire lines on his property. The Minnesota law says that NEvery railroad company shall establish and maintain such fire breaks along the route of its railway as can be constructed and maintained at not excesSive expense. The intention shall be to ad- just the protective measures to the local conditions, and to make the expense proportionate to the fire risk and the possible damage." Patrol Hight states now have laws that orovide that the railroads must maintain fire patrol for duty at critical points G&long their tracks during the danger season. The purpose of these patrols is to discover and extinguish fires as soon as possible after the fires start. Speeders are used a great deal in patrol. The !finnesota law requires that "When in the judgment of the State Forester there is danger of the setting and spreading of fires from locomotive engines, he shall order any railroad company to provide patrolmen to follow each train throughout such fire patrol district or districts as he deems necessary to prevent fires, ..... and upon its failure to do so, the State Forester may employ patrolmen with the necessary equipment to patrol the rights-of way of said railrogq, and the espense of the same shall be charged to the said railroad company, and may be recovered in a civil action in the name 14. Fire fighting car used for patrol in the dangerous season on the Wharton and Northern Railroad. New Jersey, L911. Speeder used by railroad patrolmen. Minnesota. of the State of Minnesote." - ‘Wisconsin, laine and New York have similar laws. New Hampshire, West Virginia, Penn- Sylvania and Washington require patrols but cannot establish them at the expense of the railroad. in Washington the patrols start to follow logging engines about thirty min- utes after they leave. Control Railroads must furnish means and facilities for fighting fires near their right-of-way. The methods of fighting fire have to be worked out for the conditions which exist in each particular region. ‘lethods best adapt- ed to the specific conditions should be used. The laws are broad and do not specify the means of ext inguishing fires. che ifinnesota law requires that "Every railroad Shall give its employees particular instructions for the pre- vention and extinguishment of fires, and shajl cause warning placards such as are approved by the State Forester, to be conspicuously posted at every station in the vicinity of forest, brush, and grass lands, and when a fire occurs on the right-of-way of its road, Shall immediately concentrate such help and adopt such measures as shall be available for its extinguishment". Other states have laws very similar to the one in Minnesota. Expenses of xxt inguishing There are ten states which have laws which require the railroads to pay the expenses of extinguishing fires which originate along the right-of-way. The cost of fight- ing fires is a big expense so that if the railroads realize L5 ® Inflammable debris on Grand Trunk right-of-way, Ontario. The fire hazard is very materially increased by the presence of this debris. 16 17 that they must pay this in addition to the damages, they will exert even greater efforts in preventing fires. The Connecticut law says that "Any railroad company which, through any act of its employees or agents, by sparks from its loco- motives, or otherwise, sets fire to trees, brush, or grass on lands outside the right-of-way of such company shall be liable to the town or city in which such fire occurs for the lawful expenses incurred by such town or city in extinguishing such fire." The ilassachusetts law is almost identical with the Connecticut law. the Vest Virginia law provides that the railroad shall pay the costs of extinguishing but that “the same shall not bar the rights of damage between the parties thereto", Fire Insurance Five states have laws which give the railroad the right to secure insurance on property adjoining the rizght- of-way which is liable to be damaged by fires caused by the railroad. If the railroad is held responsible for damages, then it should have an insurable interest in property which, because of its dangerous location, is subject to railroad fires. The Massachusetts law says that "The railroad shell nave &@n insurable interest in the property upon its route for which it may be held liable for damages, and may pro- cure insurence thereon in its own behalf. If it is held liable in damages, it shall be entitled to the benefit of any insurance effected upon such oroperty by the owner there- of, less the cost of premium and expense of recovery. The money received as insurance shall be deducted from the dan- Brush, grass and weeds, along Quebec and Lake St. John Railway, in the province of Quebec. This material should be cut, piled and burned, under careful supervision. Note the pile of old ties ready for burning. Brush, grass and weeds, along Quebec and Lake St. John Railway, in the province of Quebec. This material should be cut, piled and burned, under careful supervision. Bote the pile of old ties ready for burning. 18. 19 ages, if recovered before they are assessed; and if not so recovered, the policy of insurance shall be assigned to the -gorporation which is held liable in damages, and it may maintain an action thereon". Connecticut, New Hamnshire, Vermont and Wisconsin have each a shorter law which gives the railroad an insurable interest so that the railroad may secure insurance for its protection against damages. Penalties It is difficult to enforce a law if there is no venalty incurred if the law is violated. / law is of no use unless it can be enforced. Therefore there should be a penalty for the violation of any law. The penalty Should be neither too severe nor too light. Judgment must be used in specifying the cezree of the penalty. The penalty must be severe enough so that it will not be cheap- er to violate the law and pay the »eneity than to observe the Lew. & judgment on e civil action to recover dam- ages is no defense under @ criminal prosecution to inflict a penalty. ihe finnesote law requires thet "Any company or corporation violating any srovision of this section (14) shall be deemed guilty of & misdemeanor, and on conviction thereof shall be fined not less than fifty dollars end not exceeding one hundred dollars and costs of prosecution for each offense and any railroad employee or other individual violating the same shall be guilty of a misdemeanor, and shall be punished by eg fine of not less then twenty-five F 20 : | ‘ ; WILLAMETTE IRON AND STEEL WORKS SEQUOIA SPARK ARRESTER This Arrester is guaranteed the most efficient spark catcher built. It is light weight, projects above the stack but six inches, and readily put on or taken off. Made for any size stack and adapted for use on logging and hoisting engines, locomotives, mill stacks, steamboats, etc. NET PRICE LIST For stack less than 12-inch diameter... ......... 00000 eee eeees $22.50 For stack from 12-inch to | 7-inch diameter.................045. L720 For stack from 18-inch to 23-inch diameter................-.--. 35.00 For stack from 24-inch to 27-inch diameter.................--. 45.00 For stack from 28-inch and above...............005e000- Special Price EXTERIOR APPEARANCE | LY: Alisa ismssiscisis/e/e ak \eeeanatiiiaay E| Ke } VORBSETE? Showing Arrester Mounted on Donkey Stack} Figure No. 2 shows a cross section through the center of the stack, which clearly illustrates how the draft is unimpeded even though the screen becomes entirely clogged. The clearance around the screen is equal to the area of the stack, hence the area of exhaust is never con- tracted. The sparks are deflected down into the pan and thence led off to some convenient point through the outlet pipes. The advantages are readily appreciated by all firemen and engineers. Special circular furnished on request. 21 dollars or more than one hundred dollars and costs of vros- ecution, or by imprisonment in the county jail not exceeding ninety days." The Wisconsin law provides for "a fine of not less than fifty nor more than five hundred dollers, or by im- prisonment in the county jail not exceeding one year, or by both such fine and imprisonment." The New York law says thet " said company shall be liable to a nenalty of one hundred dollars for each violation of the provisions of this section (101); and every aay such railroad shall fail to maintain the patrol required by this section shell be deemed a separate violation." Railroad Forest Fire Protection Laws Right- States ; Spark :Ash: State : R. R. -Arrester; Pan: Inspector: Inspector e e ° e e ig of- Way * 3) a : : | : : Colorado : eer 8 xX $: onnecticu : ee ee oe od oO ky rm jt ee e dano : : Kentuck _ x : : Louisiana : | : : : x °: wisconsin Virginia & * Virginia, Kentucky, Ohio, lllinois and Missouri require cleaning of the right-of-way throughout its entire leng while one prevention of forest fires is not specified, is nevertheless implied. 1 Spark arresters not specified but implied. Reauired in all locations; forest fire prevention, al- though not specified is implied. 22, Duties of Penalties: B e e * e s e : Insurance: Damages xpenses of uxtinguishing: “om g 2 % e CJ Patrol e ® a s oof ceh oot esto ezt eoriveleasf seehesotoaes gat ook oe Employees eefesiaeel ¢ Flesi eet ee CEeetoei gelee eet aefespersaet ool estat featisel eal esi aati ocutiaoleslees g shoes oat oe eehoel ee OT eezTeoobenteetoolieriae}d gofoetoni coe @eeaof oF COTO eT a oleeiaaesteos @OhT eet ooki og aten & Xx xX eeferieetceli ee; eefeof ors C88 cofeeiaesiceclegeleclesleeh ea ecbeekeanioeieeiasi aeleelieece ®eeFoehaetiecloe] a ef eo °F of ef eopeeiest oe ai « ettoetieaeclaeal gefesfeei es @eetee=i eet aalts Zo Part II Prevention and Control of Railroad Forest Fires The prevention and control of railroad forest fires forms one of the hard problems which the railroads and for- esters are trying to solve. Many railroads are doing every- thing in their power to eliminate forest fires which originate on their right-of-way. They are beginning to believe the old saying that "fn ounce of prevention is worth a pound of cure", Snark frresters and Ash Pans. econ demeanor capac een eaenn amen RTE AO TD TESTER EAA ONSTRATED CNET Sparks from locomotives cause most of the fires which escape from the railroad right-of-way to adjacent forest lands. It is therefore necessary to use some kind of a device which will orevent the live sparks from escaping and- falling on the right-of-way. Many different types of soark arresters are made but none hes yet been designed which will stop all the sparks. Some of the best will stop at least 95 per cent of the sparks. Allen (1911) says, "The argument that spark arresters oprevent draft is not worth attention. It is greatly exag- zerated by engineers and firemen prejudiced against innovation or too inattentive to keep their fires up properly anda con- sequently unnecessarily dependent on occasional forced draft. The slight disadvantage involved in the modern improved arrester is not to be compared with the importance of the safety acquired.” There are two generel types of spark arresters: (1) the "hood" type which is fitted on top of the smoke Stack, and Main Smoke Chamber Cone with Spiral Veins Perforated Screen Plate Spark Chamber Netting Top Opening Stack Cinder Receptacle Cleaning Out Holes TONMOUADD,D by --Wyrt Description of the Action of the Lima R & H Diamond Stack The action of the smoke and exhaust passes up through the Main Smoke Chamber “A” striking against the Spiral Cone ““B” which gives it a whirling motion and the larger cinders are thrown outward by centrifugal force against the perforated Screen Plate ““C”. This plate has openings in it large enough to permit the passage of sparks; after the sparks pass through this perforated screen plate, they pass beyond the line of active draft and by their weight fall into the cinder receptacle “G”. The lighter sparks which are not thrown through the perforated screen plate are carried by the draft against the fine netting “E’’. In firing up, the natural draft through “A” around “B” and under “E” is unobstructed by any netting. ‘This has two advantages; one being that the possi- bility of clogging is eliminated and the other being that you get an easy, free draft when starting fire. ' Practically, this stack is a centrifugal seperator which prevents the emission of the larger and more dangerous sparks and allows only the small light sparks to escape, which are incapable of carrying fire by the time they leave the staex. ‘The sparks are quenched by the grinding action against the screen plate by the centrifugal whirl im- parted by the spiral veins on the cone. The Lima R & H Stack has been an unqualified success. The Lima Locomotive & Machine Co. first started to equip locomotives with this stack in 1905 and since then have furnished over One-Hundred Locomotives fitted- with same. The Washington Forest Fire Association, after investigating the merits of this stack recommended it to the log- gers in the State of Washington and it has been favorably considered by Forest Fire Associations in other States. The following is a partial list of users of locomotives equipped with the Lima R & H Stack SHAY GEARED LOCOMOTIVE FITTED WITH “LIMA R & H STACK” 24 25 (2) the "front end" type which fits into the front end of the engine. The New York Public Service Commission has issued the following regulations concerning spark arresters for coal burning locomotives in use in the Adirondack Forest Preserve: "Screen to be of square mesh wire netting, or its equivalent, with opening not exceeding the opening in wire neeting &s meshes per line:1 inch in both directions, made of wire not less than .135 inches in diameter. No opening will be permitted at eny place inside of extension front which is larger than the maximum opening svecified for wire netting. All joints must be substantially made end reinforced to prevent strands of wire netting be- coming loose and forming larger than normal openings. -articular attention must be given to the fit of svark arrester and plates around steam pipes, exhaust pipe, blower pipes and air pump exhaust pipe (when same is located in extension front). The man hole door must nave a substantial rigid frame and must be properly fitted and fastened against the main plate of spark arrester. Particular attention must be given to the fit of plates against the flue sheet. | No openings will be permitted between top of dia- phragm and the front of flue sheet, this joint to be pro- tected by an angle iron of reinforcement." Ash pans of engines should be so constructed that they will not drop fire upon the tracks. kxhaust pipes should emyvty into the ash pan so as to extinguish all fire 26 A Right-of-way clearing along Grand Trunk Railway, Ontario. Note the large amount of inflammable debris which has been collected from the right-of-way and the nerrow strip adjacent thereto. The railway compeny and the provincial government cooperated in the expense of this work which covered a strip Outside the right-of-way through Algonquin Park. Both pictures. there. fsh pans are liable to warp so that precautions must be taken to prevent any large openings from being formed. Locomotives should be inspected every day, except when there is snow on the ground, to see that the spark arresters and ash pans are in good condition. This work Should be done by an inspector employed by the reilroad. It should also be his duty to make out and send a report each week to the State Forester showing the condition of the engines examined. There should also be a state in- spector to inspect the work of the railroad inspectors. The "hood" spark arresters and ash pans can be ex- amined while the locomotive is in use but in order to in- spect the "front end” arrester the engine must be cooled. Right -of-Way Since spark arresters will not stop all the sparks, the right -of-way must be kept in such a condition that sparks will not set fire to it. Old stumps, logs, brush and other debris on the right-of-way should be removed or piled and burned at the time of the railroad construction. Then each year in the spring and in the fall the brush, gress, and weeds should be burned. 01d railroad ties which are not removed should be viled and burned. Ties and other materials which are to be used in construction work should be safe cuarded by clearing a strip three or four feet wide around each pile. mxtreme care must be taxen not to let the fires excape to adjoining lands. ‘nen the wind is plowing towards the track a man can walk along the outer side of the right- of-way with a torch and set fire to the grass. Another man Portion of railroad right-of-way showing brush, grass and weeds, which need cutting. Note the old style method of clearing/right-of-way by piling logs and inflammable debris along the outer edge of right-of-way parallel to the track at a distance of about fifty feet. All this debris should be burned under careful supervision. Grand Trunk Railway. Ontario. This work now done. | 28 ean follow back of nim and prevent any fire from escaping to other property. Special care must be taken to keep the right-of-way cleared on up grades where the locomotives throw out more sparks on account of the forced draft, and also in deep cuts where debris on the high banks is very liable to catch fire. In New Ham»oshire there is a law which requires that timber operators must do their part by removing slash at least twenty-five feet from a railroad right-of-way. Ryder (1912) ssys, "The people who do not clear their land next to the right-of-way can be divided into three classes: 1. Those who are indifferent. a2 ‘Those whose intentions are good but who neglect. 3. Those who hope a fire will happen and the rail- road be obliged to pay damages.” In the Black Forest in Germany maple and locust trees are planted on the right-of-way of the railroads to prevent snarks from setting fires. The leaves and brush from these trees are cleared out twice a year. The railroads rightly claim that they do not start all the fires that occur on their right-of-way. Tramps and people walking along the tracks probably start some fires. *A remedy for this is to stop track walking as far as possible. ilatches, cigarettes, cigars, and contents of pipes thrown from smoking car windows are also responsible for some fires. Some of the railroads have stopped this by putting screens on the smoking car windows. Other railroads have put up Signs in the cars requesting the passengers not to throw lighted materials from the trail. £9 eee —————— ee ee Inflammable debris on Grand Trunk right-of-way, Ontario. This is on a ridge which dries out early in the Spring and becomes highly inflammable. The train runs through a cut which brings the stack nearly level with the ridge, thus increasing the danger of fire from sperks, Cleaned up later by the railroad company. 350 dL Railroad rights-of way can usually be kept cleaned and burned at a cost far less than the resuiting cost of damages from fires which result if the right-of-way is not cleaned. Fire Lines Pire lines are necessary if all railroad forest fires are to be eliminated. It is very rarely that a fire will get over a well constructed fire line. From careful Observations it has been found that most of the sparks, and especially the larger ones, fall between thirty-five and one hundred feet from the center of the track, and that 95 per cent of all railroad fires originate within one hundred feet of the track. It is therefore plain to see that a one hundred foot right-of-way (i.e., fifty feet from the center of the track on each side) is not wide enough to catch all of the sparks. An additional fifty feet on each side of the right- of-way should also be cleaned and all brush, dead logs, grass © and debris burned. The trees which are three inches in dia- meter and six feet apart do not have to be removed - in fact they aid in deadening the sparks before they reach the ground. Siong the outer edge of this cleared strip a fire line ten feet wide snould be plowed and then narrowed each year to prevent. it from being over grown with grass, weeds or brush. flithough the New Jersey fire line law has been de~ clared unconstitutional, several of the railroads continue to build fire lines for they have seen the advantage of then. The following diagram shows the construction of a lew Jersey fire Line. Oe Solaryne we ry 49) ro rt or pe : MH fea Se © ~ 49) w ® 143) S cd peel ® fy Te | Sy oe a co rf a OO Ord 4 rie ‘a by wo ® my a 3 oO q. S © on ee) QQ « a5 2) ® py Juncti 55 BARED STRIP IOFEET jee ae Ty BAREO STRIP IOFEET Wide \ a gor \o NATURAL FOREST + NATURAL FOREST | etenaes & THINNED ZONE JOOFEET WIDE CLEARED & THINNED ZONE JIOOFEET WIDE Fig. 4.—DriAGRAM OF RAILROAD Frere Linge ConstrRucTED ON LEVEL GRouND AccoRDING TO CHAPTER 74, Laws oF 1909. Gaskill (1909) says "A fire line like this is | supposed to eck thus: If a spark is thrown from the loco- | | motive stack, the foliage of the trees may so retard its fall that its fire is lost. If a spark is not so killed and reaches the ground elive, it is almost sure to fall with- in the bared strip. There it finds little to burn, but if - gome grass or dry leaves are ignited the fire can gain little force or headway before it reaches the bared strip." In swampy land a three foot ditch will take the place of the ten foot cleared fare line. | The railroads Ss New Jersey reported that fire lines cost between $125.00 - $500.00 per mile to construct with an average of $180.00 per mile. Of course the cost depends upon the topography, nature of the ground, density of tim- ber, labor; and the like. The superintendent of the New Jersey Southern Railroad wrote that the number of fires had decreased at least one hundred per cent since the fire lines were established. he annual upkeep of the fire lines was 350 - $75 and this becomes less each year. Some of the railroads take the stand that the 354 abutters along a line should do their part and clear their lands for a distance of one hundred feet from the railroad. The railroad should employ an inspector to see that its right-of-way and fire lines are kept in good condition, and see to it that new fire lines are built where necessary. Patrol A railroad which uses spark arresters, keeps its right-of-way cleaned and has an adequate amount of good fire lines, does not need to patrol its lines except in dry seasons or on especially dangerous locations such as on heavy grades. But for the railroad which does not use all of these vrecautions it is very essential that an intensive system of patrol is used. A patrolman can cover from three to twenty miles of track depending on the condition of the right-of-way, the amount of traffic, and the grade. In very bad places it is often advisable to have one man patrol not over a mile at the most. Patrolmen should be equipped with a velocipede or preferably a speeder car with gasoline power. He can cover on an average ten miles ver hour. His fire fighting equipment will depend somewhat unon the region but it should usually include an axe, mattock, shovel, rake, chemical ex- tinguisher, a collapsible canvas bucket and a water pot sprinkler. In some regions where there is a telephone line g@long the right-of-way, it would be well for the patrolman to carry a telephone test set so that he could cali for assist- ance if he needed it. fh patrolman should make at least OD SPEEDER CAR WITH FIRE FIGHTING EQUIPMENT. Used for railroad patrol by the Boston & Maine R. R. Fire tool box and equipment. New Hampshire. two round trips over his beat every day and in especially dry seasons it is often necessery to follow a few minutes after each train. If he follows too closely after a train he may pass some sparks which have not had time to ignite and send up any smoke. The Laquire Lumber Gompany in Pennsylvania stationed patrols along the logging railroad at one half mile (or even less) intervals where there was especial danger, aS near Slashings, or at intervals of a mile where the danger was less. In 1910 in District I, of the United States vorest Service, the wisdom of an intensive railroad patrol was dem- onstrated by the season's showing of over 95 per cent of the 1500 railroad fires extinguished without damaze. No other expenditure for protective work nettea un equal return in actual results. The railroads must voatrol tneir lines without the aid of federal patrolmen who are furnished to the states under the iWeeks law. | On the Haine Central sailroad in New Hampshire, one man is detailed from each section crew to patrol the track during dry weather. He is vrovided with a velocipede and carries a shovel, hoe, and p&éil. Cox (1915) seys, “In a few instances on the smaller roads, where there are only two or three trains a day, the system of following each train was used. ‘This method is very satisfactory where the conditions are not too bad. Where concitions are dangerous, it is open to the objection that if an eng ine running over the road set several fires at consid- erable distances apart, the last fire set might gain dangerous 56 37 Fire line slong Atlantic City Railroad, rc) ns are | red @ © dd © Sed & ef Der - YH ah oO © 40. Hyp | MoH oO co Oo ® &O Mo 3 wo @ uh —* oo > i © tS EB +> Oo + @ fH Qy rf jew Jersey. Junction, I the bared ten foot str 1910. 58 headway before the patrolman, delayed by putting out fires previously set, could get to it. f better plan is to have a member of the section crew follow the train to the next section, and so on over the line. Under this arrangement it is possible that several section men along different points of the line would be fighting fire at the same time." In Minnesota the patrolmen make out daily report cards in duplicate, one going to @ railroad official and the other to the district ranger. The following is a copy of the report card: Patrolman Date | 4 1915. Time started work Time quit work No. of trips made over beat Nature of work done during day. From wee ce elOvcsecce Frome ececesc TOccevccer BPrOMececoecs TOcccccece Time met: No. of ; Direction : ‘iMtle : Direction : Weather | train ;: engine ; + Post -: of wind : Conditions @ id Cox (1914) says, "The total mileage of track »rotected by speeder men following each train was 177 miles; by patrolling @ regular beat with speeder, 2016 miles; - requiring in all 182 men. & total of lz? miles was protected by foot patrol, requiring 42 men. ‘Mhe average beat for the speeders was twelve miles, and for the foot patrol three miles." 359 Ao “i eds 7a) re (ae 2 : —-_ Goma = —— — seal ak aE Ti 1910. Fire line along Atlantic City Railroad, Brigentine Bared strip on the left of fire line and railroad on the right Junction, New Jersey. Train crews should keep a sharp lookout for fires and when one is seen they should renort it to the first section crew the train passes or to the next station. Oil as Locomotive Fuel Absolutely the best method of preventing railtoad forest fires is to use oil fuel for locomotives during the danger season. Electric drive has been used very little except for interurban lines. Experience has shown that oil locomotives very rarely start forest fires. The following is a note from American Forestry for February 1915: A small railroad operating an oil burning locomotive on the Tahoe Nation Forest in California had a break down during the past summer and burned wood instead of oil for one day. On this day fifteen fires started along the right-of-way. During the preceding year only one fire occurred near the railroad and it was not thought that the engine was responsible for this one. | Allen (1911) says, "IMfuch data has been collected showing that with ot1 at a reasonable price its use is economical from a labor saving point of view &s well as thet from safety. It reduces expense for watchman, patrol, fuel cutting, fire box cleaning and firing. And since it is an absolute prevention, while all other measures merely seek to minimize the risk, it is probable that even where the cost of the oil more than balances these savings it will save in the long run by averting a costly fire." The largest oil fields in the country are in southern 40 100 feet from railroad track. at Line Plowed fire right. - Connecticut. se PME BLT AEE — ef me ae 4 - a \ Li al eee \ wt em ete et are! See aE A = << SN De ee aah SN Te ee Se ay RE ; ares c/ ~— ee ss > “ay Ss ve = anne Pie ee SES. aa i ene ek SS > A \. = = Om we EA So eS a Saas = > axes PRY \ Py ie rE ONS TH > . —— ae ill Bae so aS ods a ~. ote F ae ee RSS: — on Se ie = Ss Ron eee bay TT } ~ - A fire line on swamp ground. sf three foot ditch. takes the place of the ten foot cleared strip which is re- quired for dry ground. On West Shore Railroad. 1910. New Jersey. | | 44. system could be maintained which would be just as effective; and that the added expense of fuel oil is too much for a small company. The New York Central Hailroad Company says that oil costs 80 per cent more than coal and that they have not done away with the other protective measures, But in all cases the fire damages are a great deal less where fuel oil is used, but the constantly increasing price of fuel oil is seriously retardin: the movement toward its more general use by railweys. Leavitt (1912) says, "Even with the best use of oil- burning epplicances, there will still be danger of fire along railroad lines, due (2) to c.relessness by passengers or others” in throwing burning cigars or cigarettes on the right-of-way; (b) To careless or malicious ection by tramps, or other pedestrians, in leaving camp fires burning G@long right-of-way; (c) To carelessness of section men. | In general, the establishment of a special system of fire patrols may be dispensed with along railroad lines where oil is used as locomotive fuel. The removal of inflammable material from the right-of-way is essential, even in oil burning sections, on account of the possibility of fires from causes other than locomotive operation. The great increase in oil-burning mileage on railways is due primarily to the fact that a saving can thus be meade in Operating expenses. Fire prevention has in general been @ secondary consideretion, except in case of a requirement for the use of oil being made by some government authority." Pire line which is also used as a road Railroad at the right of picture. Wisconsin. , Fire line of the Concord Electric Company. New Hampshire. Fire Fighting Equipment As long as there remains any danger from railroad forest fires adequate provision must be made for the fighting of such fires. Plenty of tools of the right kind should be kept at the section houses or depots. The following is the special price list of forest fire tools and apparatus which mey be purchased through the New Hampshire Forestry Commission ; Handled axes - - ---------- $9.00 per dozen Long handled shovels - ------ = 6.00 " ce Forged steel rakes, 14-tooth, elec- tric welded - - ---- - - = ---- 2.93 ™ " Ely socket hoes - --+----+-+-+-- - 4.36 " Galvanized pails, lz qt. medium - - ~ 1.65 ”" wo " " "oN heavy - - - ~-2.75 " " Grub hoes - - -----+--+--- ..- 3.50 " " Pick handles #1 —_— = -- = = -- - - - 1.75 =" " Pick handles #2----------- 1.560 " 8 Chemical extinguishers, -3-gallons---~ 6.50 each Douglas pump - - ---+--+e-+-+e4e+-+e- 5250 each " double pump + - - - - = - ~ - 8.50 each Wet gunny sacks ate elso valuable sometimes in besting out fires. Any or all of these different articles can also be carried by a patrolman on his gasoline speeder. In case of large fires the railroed should have ready access to supplies of food, cooking utensils, and blankets. When more help is needed, besides the section 46 47 in grass with a two man pump. ire Fighting a hot f Connecticut. puc Connecticut. ket pump Putting out a grass fire with ordinary especially adapted to the purpose. 48 and construction crews to fight fire, the reilroad should know where it can quickly get the men if it does not rely on the district ranger for extra help. Chemical extinguishers are €& great help in putting our railroad fires. They are easily transported by rail. Meany logging engines are equipped with a one inch hose from 50 - 100 feet long. By using some of the water in the tank, the engine can force water through the hose and put out small fires along the railroad. Recknagel (1906) gives the following description of e tank car used for fire fighting: "On a convenient siding stands an old tank car of 4970 gallon capacity, rigged with e hose and double pump. This is the company's fire engine. This tank car was obtained from the Mitschkun Company, Detroit, dealer in second hand railroad cars, for about $250. The car was fitted with a four inch suction three inch discharge Snow pump, (Buffalo) costing ebout 3120. Further, two one hundred foot lengths of two inch water hose and ten feet of steam hose and thirty-five fect of four inch wire line suction hose were purchased. A 5/8:\ inch nozzle was used. The steam goes through a pipe from the dome to either end of the engine with a valve at the end and a steam hose connection to the pump. When the pump is in operation it can throw two streams one hundred feet long or one stream for two hundred feet. From the nozzle the water is thrown 150 feet so the maximum distance for one stream would be 350 feet from the track. The whole equipment cost about $600. It has proved its worth." In a few cases several barrels of water in 4 couple of freight cars hauled by an engine with the proper hose attach- 49 Railroad right-of-way through state land where fires Connecticut. formerly did great damage. fi ee 5 yy 4, RW hates Se OE Sus As Fire wardens of Simsbury and their equipment. 100 foot strip outside of right-of-way being cleared Connecticut. by burning. 50 ments has proved very effective. The freight cars can also be used to transport men, tools and supplies. A few barrels of water along the right-of-way where there is a | heavy grade will also be very useful in putting out frequent fires which are apt to occur in such places. Spring (1910) gives the following report on a bucket Spray pump: "The bucket spray pump has been adopted for use in fighting fire and has proved very effective. In its use for fire fighting the pump is attached to a zelvanized iron pail, the top of which is covered with burlep. A fire nozzle is substituted for the spray nozzle. Wherever water is available this method surpasses all others. It is useful also in controlling a back fire. In practice the man with the pump is followed by two or three men with hoes and shovels, to complete the extinguishing. Other laborers bring water. One bucketfull will put one hundred fifty to two hundred feet of fire. The water capacity of the pump is eight gallons.” | Wherever it is necessary the fire fighters can make fire Lines. the methods of fire fighting vary in different parts of the country. Instructions to Railroad Employees. The railroed should furnish their train crews and section men with printed instructions concerning the state reilroad forest fire laws and the regulations of the company in regard to the prevention end control of “ires. Employees should be diciplined when they fail to follow the instructions by not keeping their locomotives or right-of-way in good o1 99 R ——- DOUBLE FORESTE Ze te pe SHOR eass% QDS K clom nye 1S 4eld fn pe or Tor J22k or reQgars. 22 cfeanin, ew) a _— fx%re fa-ge —wre N N \ \ N —— N fi N ——aaes Nf reeset N | ee N | Seer ‘ 4 jars ° a A A 4 ee Li y \4 Side view—Accepted by the Forestry Department, State of Michigan as Standard ‘front end” ; Mesh: 3-16 in. square opening No. 10 crimped wire. See page 35 and front view, preceding page. THE RIGHT KIND OF MESH. ‘ee and Northeastern Railway, spark arresting screen No. ‘ ye Inspection. 10, steel wire, square mesh—8-16 accepted as standard under Depart BIBLIOGRAPHY fllen (1911) Practical Forestry in Pacific Northwest. Bristol (1912) Report of Society for Protection of New Hampshire Forests. Cox (19123) Report of the Minnesota State Forester. (1914) Report of the Minnesota State Forester. Geskill (1909) Report of the New Jersey Forest Commission. Leavitt (1912) Forest brotection in Canada. Recknagel (1906) Forestry Quarterly, Vol. IV, No. 1. Ryder (1912) Report of Society for Protection of New | Hamoshire Forests. Spring (1910) Report of Connecticut State Forester. fiso the Forest Fire Laws and Forestry Reports of the various stsetes. whe te ea et bot an Berries ae ‘* ey ee as oS Peet * e 18 CIP ee Os ‘hoy _a" k EerA The ty py : deities Sea ey oe) oe ihe a5 Th eters ee oe re EE, am Te os ite Peres et Mor h foes . + ‘ ~ ae + “* ts: : : 2 r Lao Of ee : ‘ ‘ es + ne? - ag : - iP ae nae he Wee tion, fain : ae = eh eanee hs Ry - Laat mee afaly on! Pee iat Sp gi tau gi Ditty oe dees tts tat oes - ra roth = rey - SPAS Rasen : : ~ : ee, 3 ; a eee : roe ON We , ¥ ; en ee yt ps . orate te + Sil a, a we to at = a hs * ta " OS bo ot -* we 3 - ». A (be yy A i“ P ah, ead a <3 x - ‘. he sR Sa + ney ns on re Ce 5 ee 7 anton ke este lors Sh tet Sook Fa ae pe ihe. . teat oe NS ae S Ne oF a et ie ieyerrenee te ryt So S re ame P s atric “a *, Keaee West eNews + pce hice Fy ne . ; . 4 te i 45 te wwe , ahs, ‘ set eee gh bees Peto ston fae Creche anyon ne rack ale. > Fat oxy eA ala erty + Pe, pe