On vacation in Texas, I told my sister that the railroads were responsible for creating the time zones now used in this country (and the world).

She asked me how, in the early days, they knew what the right time was, i.e. did they use telegraph messages from some central time keeping place so that, regardless of what time zone they were in, they had the right time.

I don't know the answer to this question. Anybody know?

Railway Preservation News
hkading@rypn.org

> She asked me how, in the early days, they
> knew what the right time was, i.e. did they
> use telegraph messages from some central
> time keeping place so that, regardless of
> what time zone they were in, they had the
> right time.

You got it, Hume. Here's a description:

"After about 1865, synchronizing time was traditionally done on the U.S. Railroads and in the larger cities in conjunction with the Western Union standard time signals. Western Union synchronized their main office clocks in the larger cities by telegraph, electrically, with the U.S. Naval Observatory.

These clocks were large weight driven pendulum types and were synchronized daily with the signal from the USNO, and tied into the time service switchboard. This time service switchboard, or "clock board" as it was known, was basically a switchboard terminating loop circuits with special relays, which were cut into Morse wires and city clock circuits to jewelry stores, banks etc. taking battery in that office. Contact closures in the master synchronized clock operated the switchboard clock loops, which in turn sent the signals out over the telegraph wires and clock circuits to the subscribers. At High Noon E.S.T., the standard time signal was thereby transmitted to every office cut in on every telegraph wire. The Western Union synchronized main office clocks furnished the synchronizing signal to the clock board continuously, which sent synchronizing signals to the time service subscribers each hour.

On the Morse wires, the time signal began a couple of minutes before the hour, and came across the wire as a "click" each second, until a few seconds before the exact hour, then a pause, and then a final "click" right exactly at "The Hour". The wire would then close, and be available for regular work. All railroad operations people (Engineers, Firemen, Brakemen, Conductors, Section Foremen, Dispatchers, Telegraphers, etc.) were required to carry a standard, Railroad approved, 21 jewel pocket watch (the only wrist watch allowed up until about 1975 was the Bulova "Accutron"), and an up-to-date watch inspection card at all times while on duty. (You could count on being fired or at least put on suspension if you got caught working without these two items and a Company timetable in your possession.) "

For more, see http://www.metronet.com/~nmcewen/time.html

Time, Standard Time and Western Union
eledbetter@rypn.org

That's a pretty good general answer. Railroads began to concern themselves with time service issues starting about 1830 when the first requirements concerning railroad watches appeared. However, the time used by each railroad was based on the local time of the railroad's headquarters or division point. Many railroad stations used clocks with dual dials, one showing railroad time and the other showing local time. Development of a uniform time zone system did not come until the 1880's.

Most railroads did not have an in house time service department. Rather, they contracted the job out to time service companies such as those run by W. C. Ball, J.W. Forsinger and others. There were a few companies such as the Santa Fe that did have in house time service departments but they were the exception. These departments or companies contracted with local watchmakers and jewelers to provide watch inspection services and arranged to allow those inspectors to sell watches to company employees using payroll deduction from the railroads.

A word of caution about standard watch requirements. Most railroads allowed watches already in service to remain in service, so long as they were in good working order and could continue to meet the requirement that the watch not lose more than 3 seconds in 72 hours. Lever set watch movements were not required until about 1914. Roman numeral dials were allowed for many years, as were hunting case movements in some cases. Another thing to consider is that most time service rules prohibited railroad employees from setting their watches unless the watch's mainspring ran down, causing the watch to stop. When the watch inspector checked the watch, he was required to note the deviation from standard time and record that on the watch's inspection card and his own records, which would be forwarded to the office of the General Watch Inspector (either a time service or railroad officer). The time service would send notices out when it was time for a watch to go for inspection or for cleaning. Cleanings were required every 18-24 months, depending on the railroad.

Similiarly, the standard clocks were cycled in for routine servicings. Most standard clocks were weight driven mechanisms using mercury weights. Some were electric driven units but most were not for safety reasons. If there was a power failure, the clock would stop and thus give an incorrect time when restarted when the power came back on. Also, designated standard clocks were required to have a sign placed on the clock case preferably or directly beneath it. This sign read "STANDARD CLOCK" and has a second, changable sign reading "THIS CLOCK IS______." Every day that the time signal was sent out, designated employees would note the exact correct time and compare the time displayed by the clock to correct time. So long as the clock was within ten seconds of standard time, it would not be reset. Instead, the designated employee would use the appropriate sign indicating how many seconds the clock was either fast or slow. If the clock was correct, a sign reading "CORRECT" would be displayed in the holder. If the clock was more than ten seconds off, the employee would reset it.

All of the railroads that I know of took time signals from the Naval Observatory or other recognized observatories, which were usually transmitted via Western Union. However, there was always the possibility of a wire failure interfering with the transmission of the time signal. The Santa Fe's General Watch Inspector, H. S. Montgomery insisted on having an alternative should the WU wire fail. He ahd built for the Santa Fe a precision regulator that had a metal frame with glass panels, allowing the clock to be inspected from all angles without stopping it. All of the bearings were jeweled. More importantly, the clock was wired so that it could transmit the time signal, should the WU wire fail. Evidently the WU wire had failed many times before, as this was a major concern of Mr. Montgomery's. Experiance was also why the railroads had such an aversion to electric and synchronized clock systems where standard clocks were concerned.

Most railroads began to require watches to have antimagnetic hairsprings starting with the widespread introduction of diesel electric locomotives, as they had a nasty tendency to magnetize non-antimagnetic hairsprings, causing the watches to run erratically. Wrist watches did not catch on in the railroading circles as they were generally considered to be too feminine at the time. However, that's not to say that the Bulova Accutron was the first electric wristwatch to be allowed in railroad service. Both Hamilton, Elgin and others had railroad approved electric wristwatches well before the Accutron appeared on the scene. Hamilton had the 505 Electric, Elgin had two B. W. Raymond models, Ball had the Trainmaster and both Wyler and Longines had electric railroad models. By the 1960's, pocket watches were on the way out and you could buy many fine railroad pocket watches that were in good condition for next to nothing, comparitively speaking. They weren't technically outdated but were simply out of fashion!

awalker2002@comcast.net

> That's a pretty good general answer.
> Railroads began to concern themselves with
> time service issues starting about 1830 when
> the first requirements concerning railroad
> watches appeared. However, the time used by
> each railroad was based on the local time of
> the railroad's headquarters or division
> point. Many railroad stations used clocks
> with dual dials, one showing railroad time
> and the other showing local time.
> Development of a uniform time zone system
> did not come until the 1880's.

> Most railroads did not have an in house time
> service department. Rather, they contracted
> the job out to time service companies such
> as those run by W. C. Ball, J.W. Forsinger
> and others. There were a few companies such
> as the Santa Fe that did have in house time
> service departments but they were the
> exception. These departments or companies
> contracted with local watchmakers and
> jewelers to provide watch inspection
> services and arranged to allow those
> inspectors to sell watches to company
> employees using payroll deduction from the
> railroads.

> A word of caution about standard watch
> requirements. Most railroads allowed watches
> already in service to remain in service, so
> long as they were in good working order and
> could continue to meet the requirement that
> the watch not lose more than 3 seconds in 72
> hours. Lever set watch movements were not
> required until about 1914. Roman numeral
> dials were allowed for many years, as were
> hunting case movements in some cases.
> Another thing to consider is that most time
> service rules prohibited railroad employees
> from setting their watches unless the
> watch's mainspring ran down, causing the
> watch to stop. When the watch inspector
> checked the watch, he was required to note
> the deviation from standard time and record
> that on the watch's inspection card and his
> own records, which would be forwarded to the
> office of the General Watch Inspector
> (either a time service or railroad officer).
> The time service would send notices out when
> it was time for a watch to go for inspection
> or for cleaning. Cleanings were required
> every 18-24 months, depending on the
> railroad.

> Similiarly, the standard clocks were cycled
> in for routine servicings. Most standard
> clocks were weight driven mechanisms using
> mercury weights. Some were electric driven
> units but most were not for safety reasons.
> If there was a power failure, the clock
> would stop and thus give an incorrect time
> when restarted when the power came back on.
> Also, designated standard clocks were
> required to have a sign placed on the clock
> case preferably or directly beneath it. This
> sign read "STANDARD CLOCK" and has
> a second, changable sign reading "THIS
> CLOCK IS______." Every day that the
> time signal was sent out, designated
> employees would note the exact correct time
> and compare the time displayed by the clock
> to correct time. So long as the clock was
> within ten seconds of standard time, it
> would not be reset. Instead, the designated
> employee would use the appropriate sign
> indicating how many seconds the clock was
> either fast or slow. If the clock was
> correct, a sign reading "CORRECT"
> would be displayed in the holder. If the
> clock was more than ten seconds off, the
> employee would reset it.

> All of the railroads that I know of took
> time signals from the Naval Observatory or
> other recognized observatories, which were
> usually transmitted via Western Union.
> However, there was always the possibility of
> a wire failure interfering with the
> transmission of the time signal. The Santa
> Fe's General Watch Inspector, H. S.
> Montgomery insisted on having an alternative
> should the WU wire fail. He ahd built for
> the Santa Fe a precision regulator that had
> a metal frame with glass panels, allowing
> the clock to be inspected from all angles
> without stopping it. All of the bearings
> were jeweled. More importantly, the clock
> was wired so that it could transmit the time
> signal, should the WU wire fail. Evidently
> the WU wire had failed many times before, as
> this was a major concern of Mr.
> Montgomery's. Experiance was also why the
> railroads had such an aversion to electric
> and synchronized clock systems where
> standard clocks were concerned.

> Most railroads began to require watches to
> have antimagnetic hairsprings starting with
> the widespread introduction of diesel
> electric locomotives, as they had a nasty
> tendency to magnetize non-antimagnetic
> hairsprings, causing the watches to run
> erratically. Wrist watches did not catch on
> in the railroading circles as they were
> generally considered to be too feminine at
> the time. However, that's not to say that
> the Bulova Accutron was the first electric
> wristwatch to be allowed in railroad
> service. Both Hamilton, Elgin and others had
> railroad approved electric wristwatches well
> before the Accutron appeared on the scene.
> Hamilton had the 505 Electric, Elgin had two
> B. W. Raymond models, Ball had the
> Trainmaster and both Wyler and Longines had
> electric railroad models. By the 1960's,
> pocket watches were on the way out and you
> could buy many fine railroad pocket watches
> that were in good condition for next to
> nothing, comparitively speaking. They
> weren't technically outdated but were simply
> out of fashion!
I would like to add something,,I collect railroad pocket watches,,Prior to 1893 the difinition of a railroad watch was optinal with the individal railroad,,In 1893 the General Railroad Timepiece Standards Commission set new guidelines,,,Be open faced size 18 or 16 have a minimum of 17 jewels adjusted to (5) five positionskeep time accurately without a gain or loss no more than 30 seconds within a week, adjusted to temps 34 to 100 degrees fahrenheit,have a double roller,steel escape wheel, LEVER SET,,winding stem at 12o'clock,,grade on back plate,use plain Arabic numbers, printed bold,and black and white dial,and have bold black hands,,.By the mid 1890's hunter cases were being turned down by the railroad as well as pendent set watches...Watches that were being approved then were Waltham 18s 1892 model,,Elgin 7th model and Hamilton 17 jewel, all open face and lever set...For more information on watches pickup book Complete price guide to watches by Cooksey Shugart,Tom Engle,,Richard Gilbert,,you can find this in any good book store,,Pat

cprh1b@attbi.com

Close, but still slightly off the mark. Cooksey's book is a good general source. However, the generalized information that he provides is incorrect insofar as the esteemed Mr. Ball and the actual requirements are concerned. Cooksey is aware of this but has not corrected the information as yet. Kent Singer and I have been pushing for him to make changes but the publication is such a big production that making corrections takes time. I collect time service documents now more than watches.

As to the requirements in 1892: Railroad approved watches were required to have a minimum of 15 jewels. There were few if any 17 jewel watches out at that time. Waltham's model 1892 was not in production until late 1893 or early 1894. As late as 1906, the Ball Time Service's minimum requirement for watches already in service, listed in Instruction No. 3 of Ball's Instruction to Watch Inspectors dated Jan. 10, 1906 states that the minimum standard for watches now in service shall be of a grade equal to what is known among American movements as the "15 jeweled, Breguet hairspring, patent regulator, adjusted" in such repair as will enable them to run within a variation not to exceed 30 seconds per week. The first watches specifically made for railroad service, particularly the Waltham Crescent Street and Elgin's B. W. Raymond were 18 size, 15 jewel movements. Furthermore, they were only required to be adjusted to temperature, ischronism and THREE positions. The five positions requirement was not introduced until after the turn of the century.

Furthermore, Instruction No. 3 states that "all watches put in open-face cases must wind at figure 12, except such open-face watches that have heretofore passed inspection. This does not prohibit hunting case watch movements in hunting style cases.

Instruction No. 7 reads "the wind stem must be free and easily worked-not binding or "grinding" at any point. Lever set watches are considered safer and are RECOMMENDED for railroad service." Lever set was NOT a requirement in 1906. Ball was a major player in the time service business but he was by no means the first in the business.

All of this information is readily available from the National Association of Watch and Clock Collectors Library. This information has also been presented in the Bulletin column "Railroader's Corner."

awalker2002@comcast.net

Although it's slightly off the topic, I can't resist adding this about the Western Union time service. Western Union clocks frequently were displayed in jewelry store windows and other public places. They were an absolute requirement for radio stations that needed to have accurate time for network operation.

These clocks were unbelievable junk. I've seen better quality mechanisms in Baby Ben alarm clocks. They depended on their accuracy for the hourly reset signal from the local Western Union office clock.

The clock springs were wound by an electric motor powered by two lantern batteries. The motor made quite a racket. Somehow it seemed to be able to sense when a microphone was turned on and choose that time to rewind.

You haven't lived until you are trying to make a network join at the top of the hour, the clock reaches 59:50, and suddenly jumps forward ten seconds when the reset signal arrives. The Western Union repairmen never could understand why this was a problem. That's why we in broadcasting became experts in regulating the damn things.

When Western Union ended the time service, (sometime in the 1960's by my memory), all the existing clocks were collected and destroyed by the company. Very few escaped.

fk



fkrock@pacbell.net

Electrical interference from foreign sources may well have figured in to Henry Montgomery's decision to acquire s Precision Clock to protect against interruptions of the daily time signal sent by Western Union. The clock was built for the Santa Fe in 1904 by the Seth Thomas Clock Company. It had a cast iron frame that rested upon a stone base. The movement was a eight day gravity escapement and all of the bearings were jeweled, including the pulleys for the weights.

As for the use of electrically driven clocks, it appears that the wholesale replacement of hand wound clocks was very slow in coming. As late as 1969, all of the Standard Clocks on the Atchison, Topeka and Santa Fe Railway (even the clock in the office of the President and CEO) were weight-driven, hand wound regulators. Unlike most other railroads, Santa Fe did not give away the hand wound standard clocks that were replaced with electric ones. The clocks being disposed of were appraised by professional antique clock dealers and sold at full market value.

As for electric driven standard clocks, the only electric clock that I am certain was used as such were those produced by the New York Standard Clock Company (I think that's the correct name). However, I do not believe that many if any of those clocks were synchronized. After all, the railroads with their fail-safe concept of signal technology had plenty of examples of what could happen to signals or other electrically driven systems if interference from a foreign power source occurred.

awalker2002@comcast.net

The WUX telegraph time lasted at least to 1966 as we were in Reading Outer Station which had the Standard Clock for the Reading Co. Reading Division. The Operator invited us to listen as the telegraph came to life and clacked away as it received the Noon time signal.

R.Co also sold off its Seth Thomas clocks at market price as electric clocks came to the stations.



Electric City Trolley Museum Association

Electric clocks can introduce their own set of problems if they are synchronized to the local power company line frequency. Power companies usually have a cesium frequency standard for reference so the long term accuracy is quite good.

The West Coast power grid typically loses about four seconds on a weekday between 6AM and 6PM. Between midnight and 6AM the power grid runs a little fast to make up for lost time.

When radio stations lost Western Union time service, a whole new set of problems was introduced. Announcers had to learn how many seconds slow their clocks were at different times of day.

fkrock@pacbell.net

For the most part, the R.Co. change to electric clocks came when timetable and train order operations were being greatly reduced and train order stations closed. As an aside, I was told several buildings had 100 cycle signal power, not 60 cycle commercial power.

When a standard clock was off, the operator was not authorised to correct it; he posted a sign "this clock is xx seconds ahead/behind Standard Time."

Electric City Trolley Museum Association

The Denver and Rio Grande Western Railroad instructions required operators to record the daily variations in standard clocks, using D&RGW Form 300. For each day of the month, they would note the clock's variance from standard time. If the clock was set or regulated by the operator, he or she would note that in the appropriate column. D&RGW rules required the operator to set the clock if variance from standard time was more than two seconds. If the clock was found to consistantly gain or lose time over a period of several days, it operator would regulate the clock by adjusting the length of the pendulum and note that in the appropriate column along with any pertinent remarks. These forms were forwarded to the General Time Inspector at the end of each month and kept on file for three years.



awalker2002@comcast.net