So we have an early morning accommodation passenger train, No. 1, leaving Rockville at 6:10 o'clock and proceeding at a leisurely rate of about twenty miles an hour (which makes allowances for local stops) all the way to Somerset at the far end of the division, which it is due to reach at 11:45 A. M. It is halted for any length of time only at Honeytown, where upbound No. 8--local accommodation--and upbound No. 6--fast express--will pass it. At 6:20 o'clock an upbound local accommodation of the same nature as No. 1, and hence known as No. 2, leaves Somerset and, halting only at Robbins's Corners to permit the fast upbound No. 6 to overhaul and pass it, reaches Rockville at 1 P. M. Train No. 31, which follows No. 1 out of Rockville forty minutes later, is a milk train, and so must have a liberal allowance for stops. It proceeds only as far as Stoneville, where the dairy country ends, stops there long enough to turn and to water the engine, and then returns to Rockville as No. 32. Train No. 117 is a way-freight, and still slower. So it follows the milk-train. It is known as a "low-class" train by the railroaders. It must wait everywhere for better class trains to pass it. Train No. 118 is the same class of train, proceeding in the opposing direction. Train No. 5 is a down express. [Illustration: HOW THE REAL TIME TABLE OF THE DIVISION LOOKS--THE ONE USED IN HEADQUARTERS] Sometimes unforeseen demands of traffic necessitate the running of extra trains, and these may be strung across the board. This board, in reality, has all its trains placed upon it by strings and pins, to admit of the constant changes that the schedules are always undergoing, and the addition of a new train is a quick proceeding. As a matter of fact, a skilled train-master or despatcher will rarely take the time actually to string an extra train. He carries the schedule too completely in his head to admit of such a necessity. But the extra train is best placed following, as a second section, some good passenger train, as indicated on the diagram. The regular train will then carry signals showing that it is followed on this particular day. While the train orders protect its movement in any event, as will be shown in a moment, the billing of the extra train as a second section is less of an upset to the regular operation of the division. Practised operating men found years ago that the fewer deviations made from the regular programme of the day, the higher the proportion of safety arose.