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diff --git a/old/51158-8.txt b/old/51158-8.txt deleted file mode 100644 index 27838f6..0000000 --- a/old/51158-8.txt +++ /dev/null @@ -1,4515 +0,0 @@ -The Project Gutenberg eBook, The Train Wire, by J. A. Anderson - - -This eBook is for the use of anyone anywhere in the United States and most -other parts of the world at no cost and with almost no restrictions -whatsoever. You may copy it, give it away or re-use it under the terms of -the Project Gutenberg License included with this eBook or online at -www.gutenberg.org. If you are not located in the United States, you'll have -to check the laws of the country where you are located before using this ebook. - - - - -Title: The Train Wire - A Discussion of the Science of Train Dispatching (Second Edition) - - -Author: J. A. Anderson - - - -Release Date: February 9, 2016 [eBook #51158] - -Language: English - -Character set encoding: ISO-8859-1 - - -***START OF THE PROJECT GUTENBERG EBOOK THE TRAIN WIRE*** - - -E-text prepared by Robert Cicconetti, Tom Cosmas, and the Online -Distributed Proofreading Team (http://www.pgdp.net) from page images -generously made available by Internet Archive/American Libraries -(https://archive.org/details/americana) - - - -Note: Project Gutenberg also has an HTML version of this - file which includes the original illustrations. - See 51158-h.htm or 51158-h.zip: - (http://www.gutenberg.org/files/51158/51158-h/51158-h.htm) - or - (http://www.gutenberg.org/files/51158/51158-h.zip) - - - Images of the original pages are available through - Internet Archive/American Libraries. See - https://archive.org/details/trainwirediscuss00anderich - - -Transcriber's note: - - Text enclosed by underscores is in italics (_italics_). - - A carat character is used to denote superscription. A - single character following the carat is superscripted - (example: 2^d). Multiple superscripted characters are - enclosed by curly brackets (example: 10^{th}). - - - - - -THE TRAIN WIRE - -A Discussion of the Science of Train Dispatching - -by - -J. A. ANDERSON; - -With an Introduction by B. B. Adams, Jr. - -Second Edition--Revised and Enlarged. - - - - - - - -Published by -The Railroad Gazette, 73 Broadway, New York. -1891. - -Copyrighted, 1891, -bY -J. A. Anderson, Lambertville, N. J. - - - - -CONTENTS. - - - INTRODUCTION v - - PREFACE TO FIRST EDITION ix - - CHAPTER I--Train Dispatching 1 - - CHAPTER II--The Dispatcher 17 - - CHAPTER III--The Operator 23 - - CHAPTER IV--The Order 25 - - CHAPTER V--The Manifold 33 - - CHAPTER VI--The Record 35 - - CHAPTER VII--The Train-Order Signal 37 - - CHAPTER VIII--The Transmission 45 - - CHAPTER IX--Rules 59 - - CHAPTER X--Forms of Train Orders 97 - Form A 101 - Form B 104 - Form C 106 - Form D 114 - Form E 115 - Form F 117 - Form G 119 - Form H 120 - Form J 127 - Form K 128 - Form L 130 - - CHAPTER XI--General Remarks 135 - - CHAPTER XII--Conclusion 143 - - INDEX 147 - - - - -INTRODUCTION. - - -In the first edition of this book, issued in 1883, Mr. Anderson, then -Superintendent of the Belvidere Division of the Pennsylvania Railroad, -modestly disclaiming perfection for his work, ventured the prediction -that the science of which he wrote would be greatly advanced as time -went on. In one sense this prediction has not been fulfilled. The eight -years which have passed have witnessed little or no change from the -principles then laid down by the author of The Train Wire, but he has the -satisfaction of now seeing their widespread adoption and a consequent -great improvement in the practice of this important science; and while -probably none at the present time know how to handle trains by telegraph -better than the dispatchers of the Pennsylvania road did when the -prediction referred to was made, the requisite knowledge and training are -now possessed by many more men than were numbered among the experts of -the earlier period. - -The author's disavowal of exhaustive treatment is proper in view of the -fact that a complete treatise on the subject would include much relating -to the operation of the train rules and to points of discipline; but it -must be agreed that the first edition of this book was the first thorough -and precise essay on the subject which had appeared, and that it stated -the principles of dispatching in substantially the form since adopted by -the General Time Convention, a body composed of the General Managers and -Superintendents of practically all the important roads of the country -east of the Missouri River. - -The inception of this book resulted from the author's work, several years -earlier, in revising the rules of the company under whom he was employed; -and in preparing his book he naturally took care not to trespass upon the -prerogatives of that company; but it is no more than right to say that -outside observers regard his work as one for which his own road and all -others are as much indebted to him as he can be to any road. - -During the preparation of the Rules on Train Dispatching, formulated by -the eminent Managers and Superintendents composing the Time Convention -Committee, Mr. Anderson acted with that Committee, and his suggestions in -The Train Wire, with his other work in that line, were largely used as -the basis for this portion of the Time Convention rules. The deviations -in these rules from the lines laid down in the first issue of The Train -Wire are chiefly in the nature of compromises as to methods of practice, -made necessary to effect an agreement among railroad officers of -different needs and opinions. The Standard Code avowedly falls short of -perfection, but chiefly because of this necessity. - -The duplicate form of order is presented by Mr. Anderson as a vital -feature in the science of dispatching. When he first wrote, this form -of order was in use on few roads. Many officers were ignorant of it, -and most others knew of it only in a vague way or looked upon it with -disfavor as impracticable for roads doing a heavy business. Now, the -requirement that all trains concerned in the execution of a specific -movement should receive the order in the same words, is widely recognized -as an axiom, and rules based on this principle are fast coming into -general use. - -The first part of the book treats of general principles, while the latter -part takes up the rules which embody those principles and give them -effect, the Standard Code being taken as the basis of the discussion. It -might at first seem unnecessary, in view of the wide acceptance of the -Standard Code, to enter into a discussion of its rules, and some of this -discussion may appear to be needless repetition of matter presented in -earlier pages; but as there are still those who have not taken the most -advanced position, and probably many who, having adopted good practice, -are not thoroughly familiar with the reasons for it, the author has done -well to retain this feature of his earlier work, in connection with the -statement of principles. These comments serve to point out to those not -thoroughly acquainted with the subject the relations of the rules to the -reasons for them, and this must be useful to beginners in the science and -to men on new roads. For officers of experience, whose positions remove -them from personal contact with the telegraph work and yet require that -they have particular knowledge of it, a book of this kind should be both -elementary and full; and all readers will find in examining the rules for -practice that there is an advantage in having attention directed to the -conformity of the rules with the principles before enunciated. - -One of the most interesting and original paragraphs in the first edition -of The Train Wire was that describing the scheme for numbering switches -and using those numbers in train orders, to facilitate the movement -of trains at meeting-points. This plan has since been put in use to -some extent and has given great satisfaction; and in connection with -"lap-sidings" it has been found of marked benefit in handling a heavy -traffic on a single-track road.[A] - -[Footnote A: A description of the use of lap-sidings and numbered -switches on the Cleveland & Pittsburgh Railroad was published in the -_Railroad Gazette_ of December 26, 1890.] - -The author of The Train Wire is no longer connected with the Operating -Department,[B] and has undertaken this revision reluctantly, but his -interest in his former work is still lively, and this is an enlargement -as well as a revision; so that both reader and author are to be -congratulated. The superintendents and dispatchers, the operators young -and old, among the million railroaders of the United States, have a -better handbook than ever before, while the author can justly take pride -in the fact that the individual views expressed by him in 1883 are now -generally accepted truth. The introduction of the Standard Code on 70,000 -miles of American railroads is one of the important steps of recent -years in railroad operation, resulting in greater security to life and -property; and The Train Wire should be credited with a liberal share of -the honor of the reform. - -[Footnote B: He is Superintendent of the Voluntary Relief Department of -the Pennsylvania and allied roads, with office at Trenton, N. J.] - - B. B. A., Jr. - - - - -PREFACE TO THE FIRST EDITION. - - -The views on train dispatching here offered have been arrived at during -an experience of some twenty years, including a recent connection with -the preparation of a set of rules for the company on whose road the -writer is employed. While his agency in the formation of the rules -referred to accounts for the existence of a general similarity and -no radical difference between them and the present treatment of the -subject, the latter is not to be taken as an authorized commentary upon -those rules, but as an expression of individual views for which, with -any additional matter or variations in arrangement, the writer is alone -responsible. - -With his first experiments in train dispatching the writer became -convinced that the method of issuing train orders in the same words to -all concerned in each transaction afforded greater security than that -supplied by any other form of order. Another early conviction was that -each step in the process of preparing and issuing train orders should be -carefully and minutely arranged for by specific rules. - -In here undertaking to impress these views, it is also sought to set -forth the general principles upon which rules should be based, and to -recommend methods of procedure for all ordinary practice. The methods -proposed have been tested by the writer, and the most of them by others. -If they are not found to apply to all existing circumstances, they may at -least serve as guides in devising other plans. - -It is not assumed that this consideration of the subject of train -dispatching is exhaustive. The theme is a fruitful one and of growing -interest and importance. Much remains to be said of what has already been -accomplished, and the future will doubtless show advances in this science -far beyond the best practice of the present. - - 1883. - - - - -THE TRAIN WIRE. - - - - -CHAPTER I. - -TRAIN DISPATCHING. - - -The telegraph, as a means of directing the movements of trains, is -a necessary railroad fixture. But for its agency the moving of the -heavy traffic of some of our railroads would be impossible without -large additions to the tracks and consequent increase in the cost of -construction and transportation. - -The train wire is thus a promoter of both economy and facility of -operation. Under the supervision which it permits, the products of -industry are rapidly and cheaply exchanged between distant points, while -the traveler, unimpeded by the slower-moving trains, goes swiftly on -his way. Steam is the noisy giant that shoulders the load and gets the -praise; but the silent man, in some quiet place away from the rattle -of the wheels, with his finger on the key, controls the ponderous and -complicated movements, which proceed so harmoniously that one may almost -imagine them to be the result of natural law. - -Although the value, however, of the telegraph as a railroad appliance -is daily becoming more fully realized, its capabilities for usefulness -have not been developed to an extent commensurate with its importance. A -well-informed writer has justly said: "Telegraphy as a handmaid of the -railroad has not assumed any enduring form peculiarly adapted to this -business." - -This is still true in a measure, although not to so great an extent as -when uttered. The circumstances must be very exceptional in which the aid -of the telegraph will not be of important advantage. Machinery breaks, -steam fails, connections are late, storms and floods disturb the roadway; -a thousand things cause delays. The difficulties may not be great or -numerous where trains are few, but they increase rapidly with the growth -of traffic, and vexatious delays can only be avoided by adequate means of -promptly controlling the movements of the trains. Hence the importance of -securing not only the best telegraphic appliances, but the best method as -well of rendering them useful in the service in question. - -In arranging a system of train dispatching, its relations to safety and -economy require that careful consideration be given to the principles -on which it should be based. Some of the methods in use indicate this -careful study and a growing sense of its importance is shown in the -recent general acceptance of rules on the subject, prepared with the most -scrupulous care. - -These rules, as will be seen, are in conformity with what was urged in -the former edition of this work, and the present intention is to direct -attention anew to some of the underlying principles, as well as to the -practical bearing of the rules referred to. - -The means of instant communication afforded by the introduction of the -telegraph seemed to place at command a method of directing distant train -movements with ready facility; but it soon appeared that the use of the -new implement involved risks which must be carefully guarded against; -hence the various "systems" which have arisen having this in view. - -The distinctive feature of the "American" system of train dispatching is -the issuing of orders from a central office, directing train movements, -supplementary to those provided for by the time-table and "train" rules. -This method is in general use, and is recognized as better adapted to our -circumstances than that of moving trains by the "staff" or other means -from station to station, as in European practice. In considering the -application of this mode of issuing telegraphic orders for single-track, -some of the methods will be seen to apply as well to roads having more -than one track. - -A printed time-table, showing the regular times and meeting-places of -trains, may be prepared at leisure and studied by all trainmen, and -is full notice as to all regular trains on the road. With rules added -directing how the trains are to proceed with relation to each other, -understood by all alike and faithfully observed, collisions cannot occur. -If, however, it becomes necessary to issue special orders for trains that -are not on the time-table, or for the forwarding of any, otherwise than -by the operation of the ordinary rules, new precautions become necessary. - -The conductor or engineman receiving such an order must know _that it is -given by competent authority_. - -It must be understood _that others concerned have corresponding orders_. - -These orders should be _so clearly expressed that they cannot be -misunderstood_, and they should be forwarded and delivered _under such -safeguards as to insure their certain and correct reception by the proper -persons_. - -As these orders are to be acted upon at once, without opportunity for -careful study, _their form, and even the paper on which they are -written, should be such that they may be easily and quickly read and -comprehended_. - -It is now generally agreed that _orders of this kind should be issued by -a designated dispatcher_, acting by the authority and in the name of the -superintendent. For two persons to engage in this work at the same time -for the same piece of road involves serious risk, and to insure safety as -well as confidence on the part of the trainmen this should never occur. -It may be taken as an initial principle that _the success of a system -depends largely upon the assurance upon the part of the trainmen that -every source of danger has been carefully considered and guarded against, -and that the rules adopted are strictly adhered to_. If it were known, -for instance, that orders were issued by the superintendent and one of -his assistants alternately, as might be convenient at the moment, it -would excite distrust. The author must confess to such feeling when, some -years since while on a delayed passenger train at a way station, he saw -the superintendent take a bit of paper from his pocket and write against -the side of a building an order for the train to proceed to a certain -point, regardless of another designated train. It came out all right, but -the incident did not inspire confidence in the telegraphic system of that -road. Within the knowledge of the author a disastrous collision resulted -from an oversight in regard to the delivery of an order where a skilful -official undertook to assist a dispatcher in an emergency. Between the -two an important point was omitted; each thought the other had attended -to it. Extreme care is necessary to carry out exactly the methods fixed -upon for the proper preparation and issuing of these messages, and -confusion is likely to result from interference with those charged with -this duty. - -In issuing a time-table in advance of the date upon which it takes -effect, means can readily be used for making sure that it is received by -those who are to be governed by it. The means are more complicated and -subject to greater risks whereby we can be assured that a telegraphic -train order reaches correctly and surely the hands of those for whom it -is designed. After preparation by the Dispatcher it is transmitted in -telegraphic language by mechanical agency to a distant point, there to -be retranslated into plain English and written out without mistake, for -record and delivery; and all this in the shortest possible time. - -The details of this process should be so arranged as to guard as far -as possible against every risk arising under the several steps, and -_nothing should be left to mere personal care that can be provided for -by fixed methods of proceeding_. To one who is an expert and can see in -his own case no occasion for extraordinary safeguards such precautions -may not seem important; but a consideration of the risks involved, of -the many steps to be taken, and of the number of agents engaged in the -process, many of whom are often not greatly experienced, must lead to the -conclusion that _a methodical following out of a carefully prepared mode -of proceeding_ is a most valuable means of providing against many of the -chances of failure. - -Two general methods or "systems" of constructing train orders are in -use. They have been distinguished as the "single order" and "duplicate -order" system. The latter is accurately described by its title. The other -title is not a strictly accurate designation, but sufficiently so for our -purpose. - -Although the "duplicate" method is now widely recognized as the best, the -other is still in use. For purposes of comparison of these methods we -will take a telegraphic order providing for the meeting of two trains at -a designated point beyond which the one has, by train rules, the superior -right of track as respects the other. The order is to limit the superior -right, and permit the inferior train to run to a point to which it could -not otherwise go without trespassing on the right of the other. If by -any error or misunderstanding the superior train fails to stop at the -proposed meeting-point, while the other proceeds upon the assumption that -it will thus stop, the result may be a disastrous collision. - -Under the "_single order_" system, when two opposing trains are to -meet by special order, arrangements are usually first made to stop the -superior train by a "holding order." An order is then given forbidding it -to go beyond the designated point, and then another order is given to the -inferior train authorizing it to go to that point. The holding order is -addressed to an agent or operator whose station the superior train will -pass, and reads substantially as follows: - - _Hold train No. 5 for orders._ - -The person receiving this is required to display a signal to stop the -expected train if it is not already at the station, and not to allow it -to proceed until the meeting-order is duly forwarded and delivered. This -order to the superior train is usually addressed to the conductor and -engineman in the following form, or its equivalent: - - _You will not pass Alton until train No. 4 arrives._ - -The corresponding order to the conductor and engineman of the inferior -train, sent to some station to be passed by it, will read: - - _You will run to Alton regardless of train No. 5._ - -or perhaps-- - - _You will meet and pass train No. 5 at Alton._ - -The holding order is dispensed with by some, and with some it is the -practice to issue orders to inferior trains while a superior is held by a -holding order until its movements can be determined on, when it receives -an order covering all that have been given to trains against it. - -Under the "_duplicate_" system the holding order may be used, but such -has not been the general practice, and it would not under this system be -used in the manner above described. This system, as its name implies, -requires that _the order given to each train shall be a duplicate of that -given to every other train_ concerned in the movement provided for in -the order. For the simple movement above described an order is addressed -to the conductor and engineman of each of the two trains, _in the same -words_, as follows: - - _Trains No. 4 and No. 5 will meet at Alton._ - -This, being in the same words to each, may be transmitted over the -wire to both at the same time. This is usually done, and offers one of -the chief advantages of this form of order. The trains are stopped by -signals, which are required either to be displayed when an order is -sent, or to stand normally in position to stop trains, which are only -permitted to pass on the signal being changed or on getting proper orders. - -Objection has been made to the "duplicate" form that it does not -distinctly order a train to proceed farther than its schedule rights -permit, nor in definite terms direct the other not to go beyond the new -meeting-point. The objection has no weight, as an order to meet can -only be construed as authorizing each train to go to the station named, -and not beyond it until both are there; and it is easy and proper to -provide a rule which shall definitely settle the point for those who are -unaccustomed to this form, if it should be deemed necessary. - -The fatal defect in the "single order" system is that the orders to the -two trains, written separately and differently expressed, are subject -to the grave danger of inadvertently giving in one a meeting-place -different from that given in the other. This liability is greater if an -interval of time occurs between the preparation of the two. The risk -is very much increased by the usage under this system of including -several meeting-points in one order, and becomes still more serious -if meeting-points are to be made for several trains moving in each -direction. The schedule for these must be rapidly made up and written -out in parts, giving to each train its part, differing in form from all -the others. There is nothing but the care and skill of the Dispatcher to -prevent the opposing orders from differing in some particular. When we -consider the care necessary in preparing a time-table, to properly show -the running time and meeting-places of the several trains, we must see -that the risk, in the process described, of getting something wrong, must -far outweigh any supposed convenience in a train having an order showing -a continuous schedule of its meeting-points for several opposing trains. -Those unacquainted with this work would be astonished at the extent to -which the skill of some dispatchers in this direction has been developed. -To the uninitiated the mental operations would be simply bewildering, -which are required of a brain from which issue for hours, without -apparent effort, the instructions under which the trains on a busy road -are moved expeditiously and harmoniously. It is not to be denied that -many men have moved traffic of huge dimensions safely and with entire -satisfaction by the "single order," but this does not at all prove that -the system possesses inherent principles of safety. Great personal -ability and skill have, with it, achieved marked success where in less -able hands its defects would have become apparent; but that some have -developed this remarkable ability is no reason why we should depend upon -this in a matter of such vital importance. The prevalence of methods -which require exceptional skill has doubtless interfered with the more -extended usefulness of the railroad telegraph which would probably have -resulted under a system more readily operated by men of less experience -and ability. - -Men who have successfully worked under the "single order" method have -stated that the mental strain is very great, augmented by anxiety born -of the fact that a single error may be fatal to property or life. Now, a -mode of constructing orders which may be operated with safety by men of -moderate skill, which relieves them of the mental strain, and _which in -itself provides against the most serious chance of error_ must at once -commend itself. The "duplicate" would appear to meet these requirements; -and that such is the case is the abundant testimony of those who have -used it. - -In preparing this order the Dispatcher cannot possibly give different -meeting-points, as there is but one message for both trains, and when -transmitted to both simultaneously each must get the same as the other. -The mental anxiety arising from the other method is absent in this. An -experienced Dispatcher under the "single" system has stated that in -visiting an office where the "duplicate" was used he was surprised that -those engaged there appeared to have so little on their minds. He found, -on himself adopting the "duplicate," that it was readily explained. Each -transaction is at once complete. On the preparation and transmission of -the order in precisely the same language to both trains, and with no -necessary connection with any other transaction, the mind is at once -prepared to dismiss that and go on to the next. In the transmission of -two separate orders for the one meeting, there is ever the feeling that -an error may be or may have been committed. But where the one sentence is -prepared for both trains and, as is usually done, transmitted to both at -one sending, the Dispatcher may rest secure that _no collision can occur -from any oversight of his in preparing the orders_, and superintending -officers may, if necessary, commit this work to comparatively unskilled -hands, with the assurance that so long as the prescribed methods are -adhered to the proceeding will be _at least safe_, however great may be -the delays arising from unskilful movements. - -The power of combination and of quickly calculating the probable -movements of trains and determining what shall be done is an entirely -distinct matter. This power is largely the result of experience. It -is essential to the full development of any system, but is exercised -with much greater facility under the relief which the "duplicate" -affords, it has been alleged that this method requires more telegraphing -than the other, and that trains cannot be moved by it so promptly. It -has, however, been for many years in use on roads where only the most -expeditious methods would serve; and superintendents moving a heavy -traffic, who have changed from the "single" to the "duplicate" state -that the amount of telegraphing is reduced one-third. Those who have -grown up with a system may have reasonable hesitation as to making a -change. It is not easy to give up methods of practice in which one has -been trained for those which are new; and it may seem difficult, perhaps -unsafe, to undertake to re-educate operators and trainmen in so critical -a matter. Nevertheless, those who have tried it have found these supposed -difficulties to quickly vanish, and have discovered the result to be -in every way satisfactory, and that this form of order is much to be -preferred. Some officers who were with difficulty induced to change are -now among the most enthusiastic supporters of the "duplicate" method. - -In arranging for the issuing of train orders, experience has shown that -forms may be simplified and improved methods adopted by which the work -is facilitated and the orders rendered clearer to those receiving them; -and disaster has taught the necessity for precautions not before thought -of. These points will be considered in detail with reference to the -"duplicate" system of orders, although much that follows will apply to -the other. - - - - -CHAPTER II. - -THE DISPATCHER. - - -The Train Dispatcher holds a most important position as respects safety -of life and property. He may perhaps do more than any other official to -secure it by care or endanger it by lack of vigilance. His relations to -economy, too, are important. As the time of engines, cars, and employés, -and of the persons and things carried, is of value, delay avoided is -money saved. - -It cannot be too strongly insisted upon that the man who issues train -orders should make it his especial business, and should have no -interference from others. None but a very limited business will warrant -the performance of this duty by the superintendent in person, or by any -one engaged in other work. If it is such as to call for any approach -to continuous attention, persons must be specially assigned to it. The -hours of duty and the question of other occupation must depend upon the -frequency and constancy of the demands of the work specially in hand. -Upon a busy road where the trains are run much on orders, safety as well -as efficiency will be best promoted by excluding other occupation and -anything which may distract the attention of the "Train Runner," and -under these circumstances a period of duty of eight hours is as long as -can prudently be assigned. This conveniently divides the twenty-four -hours between three men, and does not overtax them. With lighter duties -a longer time may be admissible. With very heavy work, six hours may be -long enough. - -The importance of confining the work of dispatching, for the time being, -to the individual charged with this duty, has already been referred to, -and cannot be too strongly urged. The office where this work is done -should be separate from others, and should not be subjected to the visits -and conversation of outsiders or of employés whose business does not -call them there. The Dispatcher should be a proficient operator. He may -not himself transmit his orders, but he should be able to read all that -passes on the wire, in order to have an intelligent understanding of what -is going on. He should be thoroughly acquainted with the location and -length of the various sidings, the grades and curves, the capacity of the -engines, and other matters which may affect the movements of the trains -he has in hand, and some experience as conductor will be of value. He -should be a man of more than average ability, of good judgment, clear -head, and strictly temperate habits. In many cases the chief Dispatcher -is the right-hand man of the superintendent in all matters associated -with the management of the trains; and a suitable recognition of the -importance of the position will have a valuable effect in elevating the -character of this service and in promoting its efficiency. - - - - -CHAPTER III. - -THE OPERATOR. - - -Where the work of the Dispatcher is considerable, he will require the aid -of one or more operators in the work connected with the transmission of -orders. In view of the importance of his duties and of the fact that he -may in turn become Dispatcher, the operator should be selected with care. -He too should have a clear head and correct habits, be a good pen-man, an -expert telegrapher and a sound-reader. It will be his duty to transmit -the orders, or write them down as transmitted by the Dispatcher, and -to follow them through the subsequent steps until the process, up to -delivery, is complete. He should not be charged with message or clerical -work where it may interfere with his principal duty. - -The station operator who receives the orders must also have part in the -subsequent steps, and on him is placed the duty of delivery. Besides -the personal and professional qualifications required for the other, he -should, with him, be thoroughly conversant with the rules and methods -prescribed for this service, as well as with the time-tables and general -train rules and the character and designations of the trains. A station -operator may do much to keep business moving by advising the Dispatcher -of arrivals, delays, and other things occurring near him, which have a -bearing on train movements, but which the letter of his instructions may -not require him to report. One who does this intelligently prepares and -recommends himself for advancement. - -It is quite important that operators be impressed with the gravity of -the work in hand. Their apprenticeship and training should be such as -to assure this as far as possible, and before appointment they should -be thoroughly examined as to their qualifications in all respects, and -afterward constantly supervised by competent officials. Young persons -readily learn to telegraph, and the lowest compensation paid is something -considerable to the youth just leaving home, while the salaries usually -paid to railroad operators are not such as to offer fair inducement to -men of years and experience to accept or retain these positions. Hence -many of our operators are comparatively young. It is no disparagement to -them to say that they have not ordinarily the steadiness of character and -sense of responsibility which we expect in maturer years. Without these -it is difficult for them to have a proper conception of the magnitude -of the interests dependent on their attention to their duties, and of -the importance of exactly carrying out details which to them may seem -almost trivial. We have here a cogent reason for so systematizing this -business as to render the working of it as nearly automatic or mechanical -as possible, and thus eliminate as far as practicable the risk arising -from the deficiencies of the human agency. In all systems worked by man -this risk will be found. Better pay will procure better men, greater care -and greater conscientiousness. Men laboring for a bare pittance and with -little hope of advancement in the future do not usually cultivate these -qualities to the highest point. Thus we are brought to one of the many -points where the balance must be constantly sought between economy of -expenditure and security of management. Each railroad officer must work -it out for himself. - -Operators should aim at a high standard of qualification and attention -to duty. If the result is not greater remuneration in this service, -their efforts may be rewarded by promotion in other directions. Reliable -men are always wanted, and the consciousness of doing one's best is a -source of satisfaction of more value than money. A careful study of their -special work will develop a sense of its importance, leading to better -attention to duties and preparation for advancement. Operators will -therefore do well to make themselves masters of their business, rather -than rest satisfied with a merely mechanical attention to prescribed -methods, without an intelligent apprehension of their significance. - -Telegraph offices should be carefully guarded against the intrusion of -outsiders or employés off duty. Conversation or other interruptions may -distract the attention at a critical moment and cause an operator to -write an order incorrectly or allow a train to pass which he should stop. - - - - -CHAPTER IV. - -THE ORDER. - - -There are some general considerations which it is important to bear -in mind in the preparation and issuing of train orders. Some of these -have been already pointed out. The circumstances under which they are -to be acted upon render it of the utmost importance that there shall -be nothing in their form or matter to obstruct in any way a clear and -prompt comprehension of their intent. _No instructions should be included -that are not strictly running orders._ Directions to take on or put off -cars, or to change engines, or general instructions as to the management -and stops of a train with reference to its traffic, are not properly -included in such orders. Again, _the language in which the orders are -expressed should be simple and unmistakable_. Simplicity implies brevity. -Superfluous words or ambiguous terms or expressions should be carefully -excluded. To avoid the use of anything of this character the precise form -of expression should be determined on beforehand for all cases that can -be anticipated, and strictly adhered to. This also renders the work of -the Dispatchers uniform, and enables them to perform it with facility, -especially if not greatly experienced; and the trainmen become accustomed -to the forms, and comprehend them at sight. - -There are differences of opinion among practical men as to the propriety -of including more than one transaction in the same order. Some reasons -have been before urged against this practice. As men generally favor the -practice to which they are accustomed, it is not easy to settle this -question. A number of meeting-points may be given in succession in one -order more readily in the "single order" system than in the other; and -this is claimed as an advantage, and as better than giving the same on as -many different pieces of paper. With an order, hastily and perhaps poorly -and closely written on flimsy paper, to be read by a conductor in a storm -or by the dim light of a hand-lamp, there is a good deal of risk that in -a long order for several meeting-points something may escape notice; a -line may be skipped and a meeting-point missed. In the "duplicate" order -the same danger would exist, and, in addition to the matter affecting the -train receiving an order, it would get matter not at all affecting it. -Thus, if A is ordered to meet B, and B to meet C, and both orders are -included in one for the benefit of B, the duplicate to A would include -matter for C in which A has no concern, and that to C would have matter -for A which he does not require. Circumstances might make it of some use -for A to know where C is to meet B; but burdening the order with this -extraneous matter will be found usually to be a positive disadvantage -and to cause much more work in transmission than giving each operation -singly. The latter has been found to work entirely well in practice, and -is theoretically the safer method. The conductor or engineman holding -several of these orders arranges them in their proper succession, -and each one as it is fulfilled is laid aside. It may be desired to -change a meeting-place ordered, and, if this is included in an order -containing several others, the change is not so readily made. The reasons -would appear to be important for insisting _that each order should be -ordinarily confined to a single transaction_, with slight exceptions, -some of which are elsewhere adverted to. - -The following is a sample of "duplicate" order actually and frequently -given in practice on one of the principal divisions of the Pennsylvania -Railroad. It is given to illustrate perhaps the least objectionable -method of combining several movements in one order. It is compact, and -is alleged to serve a good purpose. The principal objections to it are -those above given. - - C. T. 262. - - Pennsylvania Railroad Company. - - PHILADELPHIA DIVISION. - - Telegraphic Train Order No. 14 - - _Superintendent's Office, West Philadelphia_, March 10^{th} 1888 - - _To Conductor and Engineman_ - - - of ___1^{st} & 2^{nd} No 6 Stby.___ at ___1^{st} & 2^{nd} No 9 DV___ - 1^{st} & 2^{nd} No 7 & 1^{st} & 2^{nd} No 3 Lancr. - 1^{st} No 6 and 1^{st} & 2^{nd} No 9 will meet at Branch Int. - 1^{st} No 6 and 1^{st} No 7 will meet at Hillsdale, - 1^{st} No 6 and 2^{nd} No 7 will meet at Conewago, - 1^{st} No 6 and 1^{st} No 3 will meet at Elizabethtown. - 1^{st} No 6 and 2^{nd} No 3 will meet at Kuhnz. - 2^{nd} No 6 and 1^{st} No 7 will meet at Branch Int. - 2^{nd} No 6 and 2^{nd} No 7 will meet at Hillsdale. - 2^{nd} No 6 and 1^{st} No 3 will meet at Conewago - 2^{nd} No 6 and 2^{nd} No 3 will meet at Elizabethtown. - 31 glr. - _____________Conductor. _____________________Engineman. - Paynter Haffmaster 1^{st} 9 - Foulon Raynier 1^{st} No 7 - Rettew Kelley 2^{nd} 9 - Jacobs Melsky 2^{nd} 7 - Ruth Smurth Mail 1^{st} 6 - Baldwin Deisem 2^{nd} 6 - O'Donnill Manahan 1^{st} 3 - Blankenbelan Shultz 2^{nd} 3 - - Received at _153. a__M. from __E F Dunlop__ Opr., by __H Coterskey__ Opr. - - Made ___Concat___ at ___158 a__M. from ___EFD___ Opr., by __HCot__ Opr. - - Conductor and Engineman must each have a copy of this order. See Rule 96. - -An order _must not be taken to allow more than it expressly authorizes_. -As, for instance, a train authorized by order to run in the time of -another is not on this account to assume that it may run within the time -of any other superior train which may be understood to have to keep out -of the way of the train whose right is curtailed. Each train must be -governed in all respects by train rules with relation to every other -train, excepting as distinctly provided in the special orders; and as a -necessary consequence of this, _no train should be permitted to run under -the authority or protection of an order given to another_. - -Every provision in an order should be held to be _in force indefinitely -until fulfilled or annulled, or expired by some limitation in the order -or in the rules_. In the orders delivered to those who are to execute -them _no erasures, alterations, or interlineations should be permitted_. -These tend to obscure the meaning and raise doubts as to accuracy. The -writing should be clear and plain, the letters well formed and without -flourishes. Orders must often be read in dim light or in storms, and -when men are hurried, and they should not be required to decipher bad -writing. Many orders have come under the author's notice which were -defective in this respect. The following specimen is given, omitting -names that would indicate where it was issued. The bad writing, the -number of points covered by the order, the difficulty arising from these, -and the flimsy character of the paper must condemn the order as utterly -unfit as a reliance for the safety of life and property dependent upon -its proper execution. The illustration is not wholly satisfactory, for -the reproduction of the order on smooth, white paper does not adequately -represent the indistinctness arising from yellow paper, thin and -crumpled, on which it was written, in common with so many train orders. - -[Illustration: - - 967-C1 624. 61 188 - - Train Order No. 227.221. - - To ___________ Edwards - - Two Extra East Engs 227 & 221 - and No 24. Eng 222. meet 1^{st} - 21 Carij Co-ad at ______ - 2^d 21 a by Canada mitdo - Engs 227 & 221. at ______ - and No 24 at ______ - Engs 227 & 221, Will Not Pass - _____ before 245 PM. - There lookout for Jos. Sullivan - handles signals. - [unclear] & Corr - [unclear] 12 W1013 - [unclear] 17 Rue - - Endorsement - - Train Order No. __________________________________ - Superintendent. - Time._________Correct [signature]_________________ - Conductor. - ______________Correct [signature]__________________ - Train Dispatcher. Conductor. - - This Order is incomplete, and the train must not leave the station until - it is endorsed "CORRECT," the exact time given and the initials of the - Dispatcher affixed. -] - -Orders should be identified by _consecutive numbers_, as is now usual. -If the regular business requires a large number it is better to begin -with No. 1 each day. As a precaution against the engineman overlooking -orders, and as a means for properly taking care of them, _a clip should -be provided for them on the engine, in a position to be readily seen -by the engineman while attending to his duties_. This will avoid the -necessity of his putting the orders where he may forget them; and _with -each on a separate paper_ they may be arranged in proper succession -and removed as executed, leaving always before the eye the next to be -executed. The copies of orders retained by operators should remain in the -book. These books and the copies that have been used by trainmen should -be sent to headquarters for inspection. This will serve to indicate the -manner in which the regulations are carried out, and the condition, as to -legibility, etc., in which the orders are issued. - -Forms of orders will be considered under "Forms." - - - - -CHAPTER V. - -THE MANIFOLD. - - -Under the common practice there must be prepared at least three copies -of each train order received for delivery. The conductor and engineman -are each supplied with a copy, and the operator retains one. To make -three several copies by pen and ink, as heretofore practiced by some, -takes a good deal of time, and there is danger that they may not be all -alike, and the time and risk are increased if more than three copies -are required. To obviate this, the manifold system of writing has -come into general use and with very great advantage. As used by many, -however, it has serious defects. The tissue paper frequently used is -very objectionable, especially the yellow variety. Messages written on -it are quite difficult to read, especially in a poor light; it is easily -crumpled, rendering it still more indistinct; it is difficult to handle -in the wind, and it is easily damaged by wet. In the use of the manifold -for some seventeen years the author found it entirely practicable to -use an opaque white paper, of sufficient body to be free from the above -objections and yet capable of giving seven distinct copies with a good -pencil of the hardness of No. 4 Faber. This is now recognized as the -best and is prescribed in the specifications connected with the Time -Convention rules. - -Operators should not be permitted to receive orders on separate slips -and copy them on the manifold, but should take the order down at once -in the manifold-book. A sheet of tin placed in the book enables them -to make all the copies perfectly distinct. Of course none but "sound" -operators can do this. It takes but little more time and application to -make a "sound" than a "paper" operator, and the advantage of the former -is so great in this as well as in other respects in this service that -it should always be required. Operators readily become able to take the -requisite number of copies in manifold without the use of intermediate -slips, and the risks of copying are thus avoided. When more copies are -wanted than are made at the first writing they should be traced from one -of the original copies. In the case of a general order, as in annulling a -train, operators would usually make but one copy, and others required for -delivery should be traced from this. Careful supervision should be had as -to the actual practice of operators in the proper use of the manifold, -and as to frequently changing the carbon paper to secure distinctness. - - - - -CHAPTER VI. - -THE RECORD. - - -A careful record ought to be kept of each step in the issuing of an -order, as well as of its exact terms. This record should be made on the -original copies held by the Dispatcher, and by the operator who receives -and delivers the order. The Dispatcher's copy should show who issued it, -and both should indicate what operators were engaged in its transmission, -and the time at which each step was taken, as well as the proper address, -etc. - -The Dispatcher's train sheet should constantly show the movements of the -several trains, which should be promptly reported by the operators and -recorded by them in the prescribed forms. A practical difficulty occurs -in making the Dispatcher's record of all the steps in the issuing of -an order, which it may be well to refer to here. When the Dispatcher -is assisted by an operator, the most of the steps will be taken and -recorded by the latter. They should be at once recorded on the original -copy of the order, so as to leave nothing to be remembered or copied. -Now, if the Dispatcher must write the order out in the book before -transmission, the operator may have occasion to use the book at the -same time for recording steps then in progress with reference to other -orders; and if he does not, the passing of the books back and forth -between them is inconvenient. It has, partly on this account, doubtless, -become the custom with many for the Dispatcher himself to telegraph the -orders without first writing them down, his operator taking them down as -repeated back and writing them in the book of record. The operator thus -has the book all the time in his hands. The objections to the Dispatcher -transmitting orders himself are elsewhere considered, and it is designed -here to point out a method by which the other plan can be pursued and -the inconvenience referred to avoided. The Dispatcher is provided with a -manifold-book and some loose sheets properly headed. With these, by the -manifold process, he prepares two copies of the order, one in his book -and the other on a loose sheet which he hands to the operator for use in -transmitting. On this all the subsequent record is made by the operator, -and at the close of each day all the orders for that day are fastened -together and filed away. The numbers and manifold writing sufficiently -identify the two copies if subsequent comparison is necessary, each being -in fact an original. This method has the further advantage that the -Dispatcher has by him all the time copies of orders he has issued, for -reference if needed. - - - - -CHAPTER VII. - -THE TRAIN-ORDER SIGNAL. - - -A method much used for signaling a train to stop for orders is to display -a flag or light of suitable color, after receiving the direction to "hold -the train." This is often done by holding the signal in the hand or -placing it on the platform or ground or in some fixed place. If placed -on the platform, without attendance, it is liable to be obscured or -removed by persons about the place. If held, in the hand of the agent or -operator it is a poor arrangement for performing so important an office. -The operator is usually required to report that the signal is displayed. -He evidently cannot do this without leaving the signal unattended, and in -fact when he is alone he must so leave it, as, after it is displayed, he -must return to the office to receive the order, and he must also often be -engaged in his office while expecting a train. It will frequently occur -that trains will pass his station after he has received an order for some -subsequent train; in which case he must temporarily remove the signal, -or stop a train which might otherwise not be required to stop. When this -plan is used all trains that arrive before that for which the order is -held are actually stopped. A serious accident occurred some years since -from the hand-lamp going out as it was swung as a signal to stop a train -for which orders had been received. The signal failed, and the train went -on and collided with the opposing train. Lanterns and flags are the only -available movable signals to be put in the hands of train and track men, -but they should not be relied upon where anything better can be used. -The evils attending this use of hand signals are so manifest that the -practice is fast disappearing, and the reference to it here may before -long be only a reminder of what has been done. - -A signal for this purpose should be distinctive and of the most -substantial character. A fixed signal manipulated from within the office -is greatly to be preferred. Several such have been devised. The signal -should be such as to be distinctly seen at proper distances; it should -be as little as possible liable to confusion with other objects, and -it should be an adornment rather than a disfigurement to the landscape -in which it forms a prominent feature. The most satisfactory signal -within the author's knowledge is the simple semaphore arm, extending -horizontally from a post and showing a red light to signify "stop," and -inclined and showing a white light to signify the opposite, and operated -by a handle within the telegraph office. - -Much discussion has been had in the past as to whether a danger signal, -which this preeminently is, should stand normally at safety or danger. -The earlier practice favored the former, as indicated, above, the absence -of a signal, in the plan described, being the rule. In more recent years -the weight of opinion has been that in all systems of danger signals the -normal position, and that to which such signals should automatically -move, is that indicating danger. So arranged, the indicator will always -be in a position to stop trains unless it is moved to another position -to show that there are no orders for them. It becomes a standing order -to "hold," and, when an order is forwarded for a train, the fact of its -receipt requires that the signal be simply left in its normal position -and the train thus stopped. It will be then the rule and the habit of -trainmen to observe all these signals and to stop when they are not -placed, on their approach, in the position permitting them to proceed. - -The rules of many railroads still indicate a usage contrary to this. -The lamp, flag, or other stop signal is displayed only when a train is -to be stopped for orders. It appears that under some circumstances, -especially where the duties of the agent and operator are performed -by the same person, the telegraphic duties being comparatively small, -it is thought better to retain this method, and the rules of the Time -Convention were so framed as to provide for either, leaving the choice -to those concerned. Under the "normal at danger" plan, when an order is -received in advance of the arrival of the train for which it is designed, -and has been properly verified and prepared for delivery, it remains in -the hands of the operator until the train arrives, the signal showing -"stop." If, in the mean time, other trains pass for which there are no -orders, the signal must be placed, as they approach, so as to indicate -that they may pass. But there is then the danger that the operator may -inadvertently allow the train to pass for which he has an order. This has -actually occurred, and should be provided against. This should be done -by requiring that, as soon as an order for a train not arrived is ready -for the signatures of the trainmen, or for delivery when signatures are -not taken, the copies designed for them shall be removed from the book, -folded, and marked with the train number, and put in a designated place -and in such position that the signal handle cannot be moved without the -eye and hand being directed to the orders. This is readily effected by -a rack to hold the orders placed on a small door closing by a spring -and catch over the handle by which the operator moves the signal. The -handle cannot be moved without unfastening the door and so opening it -as to bring the orders, which are on it, under the eye and hand of the -operator. This precaution may appear trivial, but while it is of great -importance to adopt such routine that its mechanical performance will -lead to a correct result, it is equally important to interpose such -obstacles as are necessary to prevent a mechanical inadvertence that -may lead to disaster. The same kind of risk exists in the use of block -signals, and several plans have been used to obviate it by suitable -mechanical means. In the other use of the train-order signal there is, to -a certain extent, the same liability to this unconscious movement when -it has been placed at danger, and a like precaution is needed to guard -against it. It often happens that there are orders on hand for several -trains. A definite place for them prevents their getting mixed with each -other or with other papers; and removing them from the book avoids the -necessity of leafing them over to find the particular order which men may -be waiting to sign, and possible mistake in getting the wrong order. - -The only reason of apparent moment that could be assigned for leaving -the orders in the book is that the trainmen may sign all the copies. -There does not appear to be any good reason for requiring their -signatures on their own copies, and the manifold writing by them would be -unsatisfactory. Again, it will often happen that more than one train is -to receive a copy of the order, in which case the same signatures are not -wanted on all the copies. The point here urged as of paramount importance -_is that the order itself shall be interposed between the operator and -the instrument by which he might give a signal permitting a train to -pass improperly_. In this view the discussion of the point is pertinent -to the subject of "Signal." It may be added that the final indorsement -of "complete" after signature on each copy takes but a moment, and -perhaps no longer than a careful writing of it over several copies in the -manifold-book; and as the men should read and compare their copies before -the final steps, it is difficult to see how they could do this properly -if the orders remain in the book. - -The train-order signal should be used for no other than its legitimate -purpose. It will not be inconsistent with this to use it for holding a -train the required time after the passage of another train in the same -direction. - -Upon some roads, trains passing while the stop signal is shown receive a -"clearance" card stating that orders in hand are not for them. This is -included as a part of the plan presented in the Time Convention rules for -the use of the signal with its normal position at safety. It would seem -to be necessary with this method; and in any case where it can be used it -is a valuable precaution, the only objection being that it requires the -stopping of fast or heavy trains which it might be quite objectionable to -stop. This would seem, however, to be proper for any train stopped by the -signal for time. - -Where the plan is adopted of keeping the train-order signal normally at -safety it should still, as in the other system, be so arranged that it -will move automatically to danger if any of the mechanical parts fail. -If this is not done and dependence is placed on fastening it at danger, -the fastenings or some of the connections may fail and the signal move to -safety without the fact being observed. One important advantage of the -other plan of using the signal is that it is never at safety excepting -when held in that position by the operator. Where the usual position is -safety it cannot be arranged for the operator to actually hold the signal -while it occupies the danger position. - - - - -CHAPTER VIII. - -THE TRANSMISSION. - - -The transmission of orders will be taken to include all the steps after -preparation by the Dispatcher until final delivery. - -These are: - - 1. Telegraphing the order to the stations to which it is to be sent. - - 2. Writing down as received. - - 3. Repeating it back to the Dispatcher. - - 4. The response of the Dispatcher indicating that it is correctly - repeated. - - 5. The acknowledgment of this response. - - 6. Comparing copies of the order with the persons to whom it is - addressed, and taking their signatures. - - 7. Telegraphing the signatures to the Dispatcher's office. - - 8. The Dispatcher's reply, acknowledging the receipt of the signatures, - and indicating that the order may now be delivered. - - 9. The indorsement of this reply on the order. - - 10. The delivery to the trainmen. - -Some Dispatchers prefer to personally telegraph their orders, having -an assistant operator to copy them as transmitted or as repeated, and -to perform the subsequent work of verification, record, etc. Those who -are accustomed to transmit their own orders strongly contend for that -practice. Those who pursue a different course are equally strong for -theirs. In arranging for those, at least, who have not become wedded to -any particular method, general consideration should govern. If contests -or inquiries arise on the wire when the Dispatcher is sending, time is -occupied which he may very much need, and where the amount of work is -large it will leave the Dispatcher more at liberty to attend to his -special duty if he simply prepares his orders and hands them to an -operator for the subsequent steps, and this is by some carefully insisted -upon. - -The Dispatcher's duty is not simply to direct each movement as the -exigency arrives. He should be constantly on the alert to provide as -far as possible in advance for the arrangements necessary for keeping -his trains moving, and his mind should be free from anything that may -interfere with this. Attention by him to the merely mechanical duties -detracts from his usefulness and the benefits which the road should -derive from the talents which are supposed to fit him for his position. -Some points connected with this subject are referred to in Chapter VI. -Whether sent personally by the Dispatcher or by an operator from a -written sheet, the order should, whenever practicable, _be transmitted -simultaneously to all the offices to which it is to be sent_. Ordinarily -this will be to but two offices. An order annulling a train may have to -be sent to all the offices on the division. The simultaneous transmission -is a most valuable safeguard and a saving in telegraphing only -practicable with the duplicate order. It has been urged as an objection -to the duplicate order that where agents act as operators their duties -as agents may sometimes interfere with their attendance as operators -when wanted for simultaneous transmission. This furnishes no ground for -objecting to this form of order, as simultaneous transmission is not -essential, and it is only necessary in such case that the precaution be -observed of sending first to the train of superior right. - -On calling an office a special signal should be used to indicate that a -train-order is to be sent. The numerals 31 or 19 are now generally used -for this purpose, the former for orders to be signed by the trainmen -before delivery and the latter for orders to be delivered without such -signature. After this signal the word "copy" should follow, with a number -indicating how many copies are to be made. This maybe omitted when three -is the number required, that being the most usual. If the system in use -does not provide that the train-order signal shall stand normally in the -"danger" position, the operator who is to receive the order must, at -this point, place it in that position and report that he has done so. He -then prepares his manifold-book for the requisite number of copies and -takes the order down as sent, with the proper address for his station, -immediately repeating it back word for word, _reading from the order as -actually written on the paper to be delivered_, and not from a slip to be -afterward copied. A "paper" operator should write the order in manifold -before repeating. Some defer the repeating until the signatures of the -trainmen are to be reported. But it is on many accounts preferable to -repeat and verify the order at once and before signatures are taken, -even if the trainmen are present. It assures its accuracy before they -have read and signed it. The repeating operators can listen to each -other better than if they repeat at different times, and the sender of -the order can better attend to its verification while the original lies -before him. There will also be less detention to trains if the repeating -is done before their arrival. The importance of this will further appear -from the consideration elsewhere of the effect of an order where the -telegraph fails after but one train has received and proceeded on it. - -The relative succession in which the offices are to repeat should be -fixed by rule or usage, to avoid doubt or conflict. It is better that the -repeating be done in the same succession as that in which the several -offices are addressed. This assures the repeating first by the office -receiving for the superior train. As a valuable precaution against error, -_each should be required to listen while the others repeat_. An operator -has been known to hear the name of a meeting-place correctly, write it -down incorrectly in the order and repeat it back correctly. If he had -looked at his copy as the other repeated, he would probably have noticed -his error. - -In this connection it may be observed that too much importance cannot be -attached to the cultivation of a careful habit in telegraphing orders. A -certain degree of rapidity in handling the key is not inconsistent with -distinctness, but the latter should never be sacrificed to haste and a -hurried and careless style of telegraphing should never be permitted. - -The operator in the Dispatcher's office should carefully observe each -word as repeated by each, to make sure that all is repeated correctly. -Some observe the commendable practice of underscoring each word as -repeated, thus making sure that their attention is not withdrawn. If the -Dispatcher transmits his orders himself and his copy for record is made -as the order is repeated, as is the practice of some, his copy can hardly -be said to be an original. It may vary from what was sent or designed -to be sent, and his operator taking it down has not the opportunity of -checking as above, and may himself make a mistake in receiving it. All -offices required at the time to repeat an order should do so before the -Dispatcher replies. The signal for this reply now generally used, and -adopted for the "Standard" Code, is "O K." This is given simultaneously -to all, naming each, and each should acknowledge it. It is important that -the Dispatcher should know that each has received the "O K." It is not -necessary that the Dispatcher personally authorize this reply. It may be -properly done by his operator who has watched the repeating. Where the -order is not repeated back until the signatures are obtained and sent -with it, the response, "O K" and sometimes "complete" is used to cover -the whole, but where the practice herein recommended is pursued, the use -of two signals is necessary, "O K" being the first. The time at which the -order is sent and "O K" given should be noted on all the copies, with the -initials or signals of the operators sending and receiving, and the name -or initials of the superintendent. The order is then ready for signature -and delivery, and, if the train for which it is designed has not arrived, -the train copies should be removed from the book, folded and marked on -the outside with the train number, and placed in the rack provided, as -indicated under The Train-Order Signal. - -Practice has varied very much in the method of delivering orders. Some -have simply had them authenticated by repeating back as above, with -perhaps the proviso that the trainmen compare their copies with that -of the operator, and in some cases sign for them. The transmitting of -signatures has not in all cases been required. Many rules, especially -those of early date, appear to be based on the idea that the whole -process of sending, verifying, and acknowledging an order is to be -continuous and while the train is at the station. Much that appears -in some rules gives the impression that either this idea prevailed or -that the phraseology used in connection with it was retained while the -practice had changed. On a busy road it would certainly be impracticable -to carry out this idea, and it is not now usually attempted. - -In early days of train telegraphy, when orders were not prepared with the -precision of the present day, it was the custom to add to the order the -phrase "how do you understand?" This came to be represented by a signal, -the most generally used perhaps being the numeral "31." The reply to -this, preceded by "we understand we are to," represented by "13" or -other numeral, was required to be written out by the trainmen as their -"understanding." This was probably in most cases a verbatim copy of the -order. Whether this was actually done by the conductor and engineman is -doubtful. Some allowed the operator to do it. With the definite forms -of orders now used and well understood, there is certainly no necessity -for men to write out their "understanding." The manifold copies, -authenticated by repeating back and compared by reading aloud, which also -serves to impress the order on the men, must certainly be better than -anything written by or for them. There would seem to be no reason for -perpetuating a fiction by referring to the repeating of the order as the -"understanding" or by the use of "31" and "13" in their original sense, -when the question and answer which they represent are no longer designed -to be used, and this practice and the expressions which arose under it -have almost entirely given place to the improved methods. - -Following, then, the practice here recommended and now generally used, -the message has been placed in the hands of the operator and its verbal -accuracy assured, and the train-order signal being in position to stop -the train, the conductor and engineman understand that on arrival they -are to go to the office "for orders." One of them (or the operator) -should read the order aloud while each looks at his copy, the object -being _to guard against a hurried reading of the order, to acquaint them -fully with its exact terms, and to impress its purport upon them_. It -is to be hoped that no man would willfully disregard a train order, but -there are many who would proceed upon a hasty examination or none at all, -if permitted to do so, and perhaps on a wrong impression as to what it -directs to be done. - -The order having been thus read and compared, the signatures should be -taken on the operator's copy. From the many rules forbidding operators to -sign for trainmen, and conductors for enginemen, it would seem probable -that this is sometimes done. This is a practice which no considerations -of convenience can justify. Personal signatures should be insisted upon. -Without this there is danger that men will hastily "grab" an order and -fail to get its meaning. Time is well spent in securing their particular -attention to it, and their signatures attest that this has been done. - -There is much difference of opinion as to whether it is important to take -the signature of the engineman. Much time is often lost by taking him -from his engine, particularly on very long trains, and some think that -the purpose is as well served by having his copy delivered to him by the -conductor. In the latter plan there is some danger that the attention of -the engineman may not be particularly called to the purport of the order, -and for this reason the author believes that the practice is best where -both signatures are required. The Time Convention code leaves the choice -optional. - -The signatures having been obtained, the Dispatcher is to be advised, by -their transmission to him, in connection with the number of the order -signed for and the train number or designation. The reply that all is -satisfactory, authorized by the Dispatcher personally, is then to be -given in some prescribed form. The word "complete" has been adopted in -the "Standard Code," superseding "correct," which was formerly used. - -The selected word should be written on each copy, with the exact time at -which it was given. The order may then be delivered, and the train order -signal so placed as to allow the train to proceed. If the Dispatcher's -office is also used as an office for delivering orders, the same -formalities in delivery should be observed as at way offices. - -It will sometimes occur that an order must be sent to a disabled or -other train away from a telegraph station. It must, in that case, pass -through additional hands, and great care is necessary to guard against -error. The conductor or messenger who carries the order should be made -accountable for its delivery in proper form, by himself signing for it -and getting "complete." The order being addressed to the conductor and -engineman of the train "in care of" the messenger selected, the latter -should be furnished with an additional copy, on which he is to take the -signatures of the conductor and engineman, as if they were at a telegraph -office. This copy should be delivered as soon as practicable to an -operator, who should forward the signatures, completing the process. - -Although when these paragraphs were first written the method of -transmission described did not correspond entirely with any practice that -might be termed general, it agreed in essential points with the practice -upon several roads where most careful consideration has been given to the -various risks in train dispatching and to methods for avoiding them. The -process detailed indicates the points to be guarded, and furnishes what -has proved a practicable and satisfactory method, and corresponds with -the regulations now being rapidly adopted on our principal roads. - -The rules should determine the course to be pursued if the telegraph -fails during the process of transmitting an order. If this occur -before its correct reception is assured by repeating back and giving -and acknowledging "O K" for any office concerned, the process is not -sufficiently complete for the men of a train at such office to be -allowed to sign for and act upon it. If, therefore, communication is -not quickly restored it is perfectly safe and proper to provide that an -operator shall permit a train, in such case, to proceed on its schedule -rights without orders. If, on the other hand, "O K" has been given and -acknowledged, the correct reception of the order is assured, and a period -is reached when the men of a train may, and often must, be permitted, on -arrival, to sign for and act on the order before the arrival of the other -at the point where the order is awaiting it. If the men of one train have -thus proceeded, and the other on arrival cannot be communicated with, -it would be obviously unsafe for it to proceed upon the order awaiting -it for which signatures cannot be transmitted, because, although the -opposing train may be on the way to execute the order, this is not known -to the train that is cut off from communication. It would therefore be -improper for it to proceed either in accordance with the order or on -schedule rights. It would appear, therefore, that an order wholly or -partly sent by the process detailed, and for which "O K" cannot be given -and acknowledged by reason of the telegraph failing, should not operate -to hold the train addressed, but that an order for which "O K" has been -given and acknowledged should have this effect. The rule should therefore -be _that, after "O K" is given to an order and acknowledged, the train -to which the order is addressed shall not be permitted to pass until the -signatures are transmitted and "complete" obtained_, or until the train -can be communicated with by the Dispatcher. This is based, of course, -upon the presumption that the plan is followed of assuring the accurate -transmission for both trains, and that each operator has acknowledged the -"O K" before "complete" is given to either. The delays arising from the -operation of this rule cannot be frequent, and it is better to submit to -these than to run the risk involved in a different course. - -In the use of the "19" order, to which the signatures of the trainmen -are not taken, the order becomes of effect only when "complete" has been -given and acknowledged; and until this is accomplished it should be -treated as of the same effect as a "31" order for which "O K" has not -been given and acknowledged. - -If the practice is followed of delaying the repeating of the order until -the signatures are obtained and sent, then the presence of the order in -the operator's hands should serve to hold either train if the telegraph -fails, as neither can know but that the other train has received the -order and proceeded on it. It must be seen, however, that there is some -risk in depending on a train being held by the mere presence of an -order, the correct reception of which has not been fully acknowledged, -as the receiving operator may even have made an error in receiving the -number of the train for which the order is designed; and this offers -an additional reason for repeating back at once on the receipt of the -order. These considerations as to the holding effect of an order when -the telegraph fails, do not, of course, apply to a general order, as one -annulling a train, until such order is specially addressed to a train. It -should be understood that operators hold trains a reasonable time for the -resumption of communication broken during the transmission of orders. - -It is important that the holding effect of an order not signed for -should be clearly understood, so that the Dispatcher may run trains with -confidence against a train so held. - -A careful Dispatcher will observe that the inconveniences arising from -a train being held by the incomplete transmission of an order will be -greater as the distance is greater between the point to which the order -is sent for delivery and the point where it is to take effect. - - - - -CHAPTER IX. - -RULES. - - -Many books of Rules have borne evidence that the ability to construct -rules is not always commensurate with the many other gifts of successful -railroad officers. To know what is to be done and how is one thing, but -it is quite another to express the intention clearly and concisely. A -scholar might present the subject in precise and grammatical form, and -yet fail to so render it as to make it plain to practical men of limited -education; and yet, while the language must be clear to the untrained -mind, there should be no expressions that are not within the bounds of -rhetorical propriety. The evident difficulties surrounding the subject -render more conspicuous the admirable results of the work of the able -committee of the General Time Convention in the production of the -"Standard" code of train and telegraph rules contributed by that body -to the railroad service. To have produced a set of rules that should be -accepted for general adoption, in which so few deficiencies have been -pointed out, is a work worthy of the highest commendation. Under the -operation of these rules will disappear the uncertainty often appearing -in anxious inquiries by "Conductor" or "Train-Master," in the railroad -papers, as to how this rule or that order is to be understood under given -circumstances. There will be fewer occasions for trainmen to reconcile -conflicting regulations and fewer cases of "doubt," in which to "take the -safe course and run no risks." - -No one, however, feels that entire perfection has been reached, in -practice or statement, or that even in the near future, additions or -changes may not be found desirable; and, as methods of operation improve, -scope will doubtless still be found for fresh talent in the production of -regulations for new combinations of circumstances as well as improvement -in those prepared by earlier hands. - -The Telegraph Rules of the Time Convention, adopted October 12th, 1887, -are here given, with some discussion relating to them. In considering -these rules mention will necessarily be made of points referred to on -previous pages and which are here embodied in form for practical use. -This necessarily involves some apparent repetition. The rules are here -designated by the numbers given to them by the Time Convention Committee; -and it may be here stated that, in conformity with the method followed -in the Time Convention train rules, the term "time-table" is herein -applied to the issue governing the movements of all regular trains, while -"schedule" is used to designate that part of the time-table which applies -to any one train. - - Rule 500.--Special orders directing movements varying from or - additional to the time-table will be issued by the authority and over - the signature of the Superintendent. They are not to be used for - movements that can be provided for by rule or time-table. They must - not contain information or instructions not essentially a part of - them. - - They must be brief and clear, and the prescribed forms must be used - when applicable; and there must be no erasures, alterations, or - interlineations. - -This rule indicates the proper function of a Telegraphic Train Order, -the authority under which it is to be given, and the essential features -of its construction, with the requirement that the prescribed forms -are to be used when applicable. While in the fixed forms provision is -made for the majority at least of the cases likely to occur, occasions -will doubtless arise when other forms or modifications of these will -be required. It is therefore important that the principles on which -these forms are to be constructed be distinctly stated. The provisions -as to how orders shall be issued and as to the use of the forms, when -applicable, and the absence of alterations, are all necessary as tending -to secure uniformity and accuracy. The following note, attached by the -Time Convention Committee, emphasizes a point hereinbefore dwelt upon as -of great importance: - - [Note.--On Roads whose organization provides that any other officer - than the Superintendent shall direct train movements, the - official title of such officer may be substituted in the above - rule. The Committee considers it essential, however, that but one - person's signature should be used in directing train movements on - any dispatching division.] - - Rule 501.--Each order must be given in the same words to all persons - or trains directly affected by it, so that each shall have a - duplicate of what is given to the others. Preferably an order should - include but one specified movement. - -Here is determined the feature essential to the "duplicate" system, viz., -that the order shall be "in the same words" to all concerned; and the -preference is here given to the point urged by the author, of covering -but one movement by an order. - - Rule 502.--Orders will be numbered consecutively for each day as - issued, beginning with No. 1 at midnight. - -The use of numbers for orders serves to identify each order and to -indicate the priority of issue. - - Rule 503.--Orders must be addressed to those who are to execute them, - naming the place at which each is to receive his copy. Those for a - train must be addressed to the conductor and engineman, and also to - a person acting as pilot. A copy for each person addressed must be - supplied by the operator. - -The requirement here that orders shall be addressed to those who are -to execute them might seem superfluous but for some former looseness -in this respect and the necessity for exactness in prescribing each -step in the process of issue. The address, including the place of -delivery, is necessary as indicating, in simultaneous transmission, which -operators are to receive for those respectively to whom the orders are -sent. The introduction of the Pilot here is valuable. As the one under -whose special direction the train is for the time being, he should be -directly informed of orders controlling its movements. The conductor and -engineman who are in charge of the train subject to his control, are also -necessarily advised. The relations of the Pilot to the train are much the -same as those of the pilot to a vessel of which he has control for the -time being. He is placed there because of his having special knowledge, -not possessed by the conductor and engineman, of circumstances which -necessarily affect the movement, and has entire control of the train in -this respect. He may or may not be an engineman. He may or may not run -the engine. He, however, is to say when it may or may not run, and is -the person by whose authority the movements are to be regulated with -reference to the signals and the physical features of the road and with -respect to other trains as well as the established rules. He does not -assume the duties of the conductor as to those things which are purely -local to the train, and the brakemen and fireman are properly held to be -under his orders through the conductor and engineman. The trainmen are -not, by the presence of the Pilot, relieved from the usual obligation to -protect the train and perform other duties connected with it or required -by the rules. - - Rule 504.--Each order must be written in full in a book provided - for the purpose at the Superintendent's office; and with it must be - recorded the names of trainmen and others who have signed for the - order, the time and signals, showing when and from what offices the - order and responses were transmitted, and the Train Dispatcher's - initials. These records must be made at once on the original copy, - and not afterward from memory or memoranda. - -The requirement here as to the record of each order in a book is usually -now fulfilled by the preservation of a manifold copy in the book in -which the blanks are bound. This, in fact, is the method contemplated, -although the rule is so drawn as to admit of other methods. The record of -the various points specified is requisite for a complete history of each -transaction. - - Rule 505.--The terms "superior right" and "inferior right" in these - rules refer to the rights of trains under the Time-table and Train - Rules, and not to rights under Special Orders. - -This rule is rather an authoritative statement of a logical conclusion -from the facts, but very properly gives this prominence to a point that -must be constantly borne in mind. When the rights of trains are reversed -by an order, as is usually the case, the inferior becomes for a time -the superior, and this definition emphasizes this. In this connection -it may be again noted that a very important and necessary part of the -training of those engaged in operating the railroad telegraph is the -acquisition of an intimate knowledge of the rules governing the rights -and movements of trains when acting independently of telegraphic control. -The legitimate use of the telegraph is to facilitate movement when, under -the unaided operation of the rules, there might be delay, and to give -preference, for special reasons, to trains which, under the rules are -inferior. An exact knowledge of the effect of the rules, and what may be -done by trains under their provisions, is therefore important, so that -there shall be no unnecessary use of special orders, and that those used -shall be the most appropriate to the circumstances. - - Rule 506.--When an order is to be transmitted, the signal "31" (as - provided in Rule 509) or the signal "19" (as provided in Rule 511), - meaning "Train Order," will be given to each office addressed, - followed by the word "copy," and a figure indicating the number of - copies to be made, if more or less than three--thus, "31 copy 5," or - "19 copy 5." - -This rule begins upon the details of transmission and is the first in -which mention is made of the special signals "31" and "19," signifying -"train order," the use of which is more fully indicated later on. -We have here the first step in the methodical plan of transmission -prescribed in these rules, preparing the operator for the reception -of the order and informing him of the number of copies for which he -must prepare his manifold sheets. As three is the number most usually -required, the omission of this number economizes telegraphing. In the -same case the word "copy" might as well be omitted. - - Rule 507.--An order to be sent to two or more offices must be - transmitted simultaneously to as many as practicable. The several - addresses must be in the order of superiority of rights of trains, - and each office will take only its proper address. When not sent - simultaneously to all, the order must be sent first for the train - having the superior right of track. - - [Note.--On roads which desire the operator at a meeting-point to have - copies of the order, the several addresses will be, first, the - operator at whose station the trains are to meet and next in the - order of superiority of the rights of trains.] - -This rule brings us to the transmission of the order and requires that -it be simultaneous as far as possible. This is a safeguard possible only -with the duplicate system. Here also the priority of transmission to the -superior train is insisted upon. In addition to other advantages, the -systematic naming of the superior train first calls the attention of -operators to the relative superiority of trains. The principle involved -here is elsewhere recognized. The note attached by the Time Convention -Committee has reference to the arrangement which some prefer of sending a -copy of the order to the operator at the meeting-point in addition to the -copies sent to other points for delivery to the trains. - - Rule 508.--Operators receiving orders must write them out in manifold - during transmission, and make the requisite number of copies at one - writing or trace others from one of the copies first made. - -This rule directs the use of the manifold writing and practically -dispenses with any record book other than that in which the manifold -copies are preserved. - -This is one of the most important improvements over the old methods. In -the early days of telegraphing and with some to a comparatively recent -period, each copy of an order was written separately, occupying much -time and involving great liability to error in transcribing. Now the -perfection of the manifold admits of making at one writing all the copies -usually required. If additional copies are wanted, their exactness is -assured by tracing from one of those made at the first writing. It must -be observed here that the rule does not permit an operator to take the -message down on a separate sheet and make his manifold copies afterward. - - Rule 509.--When an order has been transmitted, preceded by the signal - "31," operators receiving it must (unless otherwise directed) repeat - it back at once from the manifold copy, and in the succession in - which their several offices have been addressed. Each operator - repeating must observe whether the others repeat correctly. After - the order has been repeated correctly by the operators required at - the time to repeat it, the response "O K," authorized by the Train - Dispatcher, will be sent simultaneously to as many as practicable, - naming each office. Each operator must write this on the order with - the time, and then reply "i i O K," with his office signal. - - Those to whom the order is addressed, except enginemen, must then - sign their names to the copy of the order to be retained by the - operator, and he will send their signatures to the Superintendent. - The response "complete," with the Superintendent's initials, will - then be given, when authorized by the Train Dispatcher. Each - operator receiving this response will then write on each copy the - word "complete," the time, and his last name in full; and will - then deliver a copy to each person included in the address, except - enginemen, and each must read his copy aloud to the operator. The - copy for each engineman must be delivered to him personally by ----, - and the engineman must read it aloud and understand it before acting - upon it. - - [Note.--The blank in the above rule may be filled for each road to - suit its own requirements. On roads where the signature of the - engineman is desired, the words "except enginemen" and the last - sentence in the second paragraph may be omitted. See also note - under Rule No. 500.] - - [Individual operator's signals may be used when desired in addition - to office signals, as here and elsewhere provided for.] - -In this rule are given in detail the steps to be taken after the order -has been transmitted, this rule having special reference to the orders -for which signatures of trainmen are to be taken, known technically as -the "31" order. Much of the efficiency of the telegraph, as well as the -safety of operation, depends upon the careful drill of operators in this -respect and strict adherence to the requirements of the rule. Repeating -back at the time of receiving may be properly omitted under the direction -of the Dispatcher, in case of a general order, as one annulling a train. -This would be sent to all stations but not necessarily delivered at all, -and therefore repeating back at once from all would unnecessarily occupy -the wire. Other cases may arise where the repeating may be postponed. In -repeating, however, the requirement that it be done from the manifold -copy should be carefully complied with. Reading, word for word, from the -copy actually to be delivered is one of the most important precautions -against mistake. The succession in which offices are to repeat is -prescribed, so that all shall understand it, and it is so fixed that the -repeating shall be done in the order of superiority of trains addressed. -As a repeated order for which the "O K" has been given and acknowledged -serves to hold the train addressed, this secures the superior train at -once. - -The requirement that operators observe the repeating by each other is a -further valuable safeguard. - -The next step, that of transmitting the "O K," is now prescribed in -the same methodical way and its acknowledgment provided for. Without -this acknowledgment the Dispatcher could not be sure of the train being -held, and it is quite important, although not directed in the rule, -that the acknowledgment of the "O K" should be made by the different -offices in the succession in which they were addressed. This brings us -to the point where the order is fully in the hands of the operator and -becomes operative to a certain extent, as is seen in Rule 510. The train -for which an order has thus been sent may not have yet arrived. By the -rule, however, the signal is displayed to stop the train, and when it -arrives the conductor (and the engineman if required) must go to the -office and sign for the order. The signature (or signatures) must then -be telegraphed to the Dispatcher's office, and when found correct the -final response, "complete," is given, signifying that all the steps in -telegraphing have been taken that are necessary before delivery. It still -remains for the receiving operator to record the "complete" on the order, -with the time and his name, all of which are important for the completion -of a paper which involves the safety of human life. It is still, however, -possible that those who are to use this important paper may fail to -observe its full signification, and it is therefore provided, as a final -precaution, that each one who receives it shall read it aloud to the -operator, who has his own copy before him. This is better than reading -by the operator to the trainmen, as they might not listen attentively, -while they can hardly fail to note the signification of words which they -themselves read aloud. - -The notes appended by the Time Convention Committee point out -modifications which may be made with respect to certain points in which -difference of practice prevails and which do not affect the essential -features of the plan. - -The author believes that the weight of sentiment is decidedly in favor of -taking the signature of the engineman as well as that of the conductor -for the order, unless controlling circumstances prevent. - - Rule 510.--For an order preceded by the signal "31," "complete" - must not be given to the order for delivery to a train of inferior - right until "O K" has been given to and acknowledged by the operator - who receives the order for the train of superior right. Whenever - practicable, the signature of the conductor of the train of superior - right must be taken to the order and "complete" given before the - train of inferior right is allowed to act on it. - - _After_ "O K" has been given and acknowledged, and _before_ - "complete" has been given, the order must be treated as a holding - order for the train addressed, but must not be otherwise acted on - until "complete" has been given. - - If the line fails _before an office has received and acknowledged_ - "_O K_" to an order preceded by the signal "31," the order at that - office is of no effect, and must be there treated as if it had not - been sent. - - [Note.--On roads where the signature of the engineman and pilot is - desired, the words "engineman and pilot" may be added after the - word "conductor" in the first paragraph of Rule 510.] - -Rule 510 presents a requirement of very great importance in prescribing -that "complete" shall not be given for the inferior train until "O K" -has been given and acknowledged for the superior. The reason for this -is apparent from the following considerations: When "complete" has -been given, the train receiving an order on which it is indorsed may -at once proceed to the execution of the order. If it has rights given -to it against a superior train, it is of the highest importance that -the latter shall be informed of this before it can proceed to a point -where the order may bring the inferior into conflict with the rights of -the other. After "O K" has been given and acknowledged for the order at -the point where the superior train is to receive it, the order "holds" -the superior train, as provided in the second paragraph, and it is only -then safe to permit the inferior train to proceed, by giving for it the -final word "complete." It would be still better if in all cases the -signatures of the men of the superior train could be taken before the -other is permitted to act on the order. The rule requires this "whenever -practicable." It is, however, often not practicable on account of the -varying and often considerable distances between telegraph stations, the -varying speed of trains, and unforeseen and unpreventable delays. It is -doubtful whether any reasonable expenditure in increasing the number of -offices would admit of absolute compliance with such a requirement, but -it is quite true that any expenditure at all approaching what this would -require would be much beyond the ability of the majority of railroads. It -is also true that, at least without enormous additions to the facilities, -a strict requirement of this kind would interfere with the movement of -trains to an extent that the patrons of the roads would never agree -to. If the plan provided in the rules really involves any risk in this -respect, it is one which cannot be avoided in the present state of -financial ability and of the means of moving trains. - -The closing paragraph of the rule provides for the contingency of -the failure of telegraphic communication at a critical moment in the -transmission. - -An order may have been fully received by an operator, but, if the -telegraph fails before he can repeat it back and be informed by the -Dispatcher that it is "O K," it would not be safe to use it. Neither is -it proper that it should have any effect whatever until the Dispatcher is -assured, by the acknowledgment of the "O K," that it has been received. -When an order has been transmitted and is altogether in the hands of -the operator, there is the chance that he may have written down some -important word incorrectly. Hence the requirement that he repeat it back. -This, if carefully performed, assures the Dispatcher of the verbal -accuracy of the message as the operator has it, and the Dispatcher admits -this by the response "O K." He must now act, with reference to this -train, as if it were held at the point at which it is addressed. But he -cannot assume this until he is assured that "O K" has been received. This -is by the required acknowledgment. - -If communication absolutely fails before the completion of this process, -all that he has done goes for nothing unless communication is quickly -restored. It is of the utmost importance that the Dispatcher know what -will or will not be done by a train to which an order has been addressed, -as this knowledge guides him in giving other orders. It would not be -proper, even, to assume that a train would be held by the presence of -an order addressed to it unless the accuracy of the order is assured, -for an error may have occurred in receiving the address and the wrong -train number may have been noted. Nor will it do for a train to proceed -regardless of an order addressed to it when the whole process of -transmission cannot be completed, unless the rule authorizing it is made -to specify the precise point in the process of transmission when this -may be permitted. It is also of equal importance that, in the absence of -telegraphic communication with a train, the Dispatcher can depend upon -the fact that it will act in accordance with the rules, notwithstanding -a partial transmission of an order intended to control its movements. -Briefly, he must know whether the train retains the right to proceed or -not, and under what conditions, or he cannot intelligently direct other -trains with reference to it. The question how long a train should wait -for communication to be restored must depend upon so many circumstances -that no rule can be given. The "break" may be but momentary or it -may last for hours. The train may have just time to get to a regular -meeting-place, at which, if reached in time, it may have to lie for -belated trains. Rules must fail here to indicate what is best to be done, -and often the best judgment is no guide. Whatever is determined on may -involve delay. It should never involve danger. - -There is a plan in use on several prominent roads by which it is claimed -that the objectionable feature in Rule 510, represented by the phrase -"whenever practicable," may be eliminated. Under this plan there is -added an "advance" order, issued to the superior train, directing it -to stop "for orders" at a point where it is intended to deposit for it -the duplicate of a meeting or other order on which an inferior train is -to be permitted to proceed from some other point before the order is -received by the superior train. By this plan the superior train is "held" -before the inferior is allowed to act on the order, and thus far the risk -is avoided of the superior being improperly allowed to pass the point -where the duplicate order is to be placed for it. It is claimed that a -considerable experience has demonstrated that this plan is feasible and -secures the object in view, and that with it the rule of always first -securing the superior train may be made absolute. Experience is one of -the best of teachers, and few theories can be taken as proved without -it, but even imperfect methods may produce good results under careful -management, so that experience alone is not sufficient for determining -the merits of a system. - -The purpose of the plan in question, to "hold" the superior train before -giving orders against it is good, and what all wish to accomplish. -This idea gave rise to the "hold" order of the older methods of train -dispatching and it has been suggested that under the advance-order plan -there is danger of a relapse from strict adherence to the duplicate -method. Careful supervision may prevent this. - -If the advance order is invariably given, operators may get to depending -on it rather than on their own care for stopping trains at points where -duplicates are deposited. This is a point to be carefully considered and -on which the railroad fraternity will be by no means agreed. Two things -are depended on. If one fails we have the other. Many hold that this is -better than to rely on one alone. Many, again, maintain that, where the -responsibility is thus divided, each party may depend on the other and -both fail, while, if there is but one, his sense of responsibility is -quickened and the result is better. In view of the difference of opinion -on this point it may be said that if this be the only point in the -consideration of the advance order it may be given a trial. - -If it is to be tried, then we must see that there are no exceptions to -its use. The Dispatcher must always anticipate possible contingencies -long enough ahead to be able to designate in advance the points where -trains are to stop for orders, and he must do this before the necessity -arises of allowing the inferior train to proceed on orders which the -superior trains are subsequently to receive. If he cannot thus anticipate -he must still give the order to stop for orders and send it to the point -to which the meeting-order is sent, both to be delivered to the superior -at the same time; and in that case he must depend upon the signal at that -point for stopping the train, as in the Standard rules, or always keep -the inferior train from acting on the order until the orders for the -other train are delivered. - -Again, a train for which it is thought meeting-orders may have to be -given must make a stop in order to get the advance order, and again -another at the point named in it, perhaps only that it may receive an -order annulling the first, if meeting-orders are found not to be needed. -Frequently a duplicate order may be placed for a train and annulled -before its arrival if the occasion for it has passed, but the advantage -of this is lost if the advance order is used. - -There are many roads on which the circumstances would not admit of thus -always seeing far enough in advance the things to be done, and very many -on which the business would not admit of the stops necessary, and the -occurrence of a single exception would vitiate the whole and make it -necessary to fall back on the provision "whenever practicable." - -It is not easy to see how the rule could be invariably applied at -junction points at which trains of superior right are to arrive from -other roads or divisions, and circumstances are so various that it is -difficult to determine just where such a plan could or could not be -satisfactorily applied. Some say they have succeeded with it. Others -point out quite conclusively that the circumstances with them are -such that it would be impracticable. Where it can be applied and used -without exception and the question of divided responsibility can be -satisfactorily disposed of, it is, to say the least, an experiment in the -right direction, but it is to be very much feared that this plan does not -yet supply the universal remedy for the difficulty involved in the phrase -"whenever practicable." The multiplication of messages on a busy wire -will occur to all as a serious objection, but scarcely as one that should -weigh against positive considerations of safety. - - Rule 511.--When an order has been transmitted, preceded by the - signal "19," operators receiving it must (unless otherwise directed) - repeat it back at once from the manifold copy, and in the succession - in which the several offices have been addressed. Each operator - repeating must observe whether the others repeat correctly. After - the order has been repeated correctly, the response "complete," with - the Superintendent's initials, will be given, when authorized by the - Train Dispatcher. Each operator receiving this response must write on - each copy the word "complete," the time, and his last name in full, - and reply "i i complete" with his office signal, and will personally - deliver the order to the persons addressed, without taking their - signatures. - - [Note.--On roads where it is desired, the signatures of the - conductors (or conductors, enginemen, and pilots) may be taken - by the operator on the delivery of the order. See also note - under Rule 500. The Committee has recommended two forms of - train orders--the "31" order and the "19" order; leaving it - discretionary with the roads to adopt one or both of these forms.] - -This rule provides for the steps in transmission of the "19" order, for -which signatures of trainmen are not required, as Rule 509 does for -the "31" order. The steps are the same excepting as to the "O K" and -its acknowledgment and the signatures. The same general considerations -apply to the steps which are identical. The absence of the requirement -as to signatures renders the "O K" unnecessary, the "complete" being -the Dispatcher's notice both that the order has been correctly repeated -and that it may be delivered after "complete" has been acknowledged, -which should be in the succession in which offices are addressed. The -responsibility of delivery to the right parties is placed on the operator. - -The use of this method, rather than that under which trainmen sign for -the order, has been the subject of much serious thought and discussion. -In either case the "danger" signal and the carefulness of the operator -are the means depended on for stopping a train for which an order -has been transmitted. The difference is in the mode of delivery. If -signatures are taken the men must take the time to go to the office. If -they are not taken the men may go to the office or the operator may go -out to deliver. The train may perhaps not stop entirely. In any event -the delivery is likely to be hasty and without careful inspection of the -order by those who receive it. A conservative view would seem to indicate -that there were some risk in this, and yet many experienced officers do -not look upon it in that light, and on roads having heavy traffic and -many fast trains this method is used with satisfactory results. - -The real solution of the question may be in careful supervision, good -discipline, correct habits, and strict attention to business. In these -lies _safety_; in the opposite, _danger_. - -It will be observed that a note of the Time Convention Committee, -attached to the rule and here shown, indicates that the adoption of -either form or both is discretionary with roads adopting the "Standard" -rules, and that it is suggested that it may be provided that operators -shall take the signatures of trainmen for "19" orders. These would be -simply evidence of delivery, and the signatures would not, under this -arrangement, be telegraphed to headquarters. - -The question as to when it is best or proper to use the "19" order must -be determined by circumstances. Taking and transmitting the signatures is -intended to secure deliberate care in the delivery and certainty that the -order is delivered to the right train. - -The first is reasonably certain when the trainmen are required to go -to the office and sign for the order; the second is determined by the -transmission of the signatures. Those who use the "19" order must -leave both these points to the care of the operator. If operators are -thoroughly drilled and under constant and careful supervision, and so -fully occupied with the work as to be necessarily always on the alert, -this dependence is more likely to result favorably than where discipline -is slack and business dull, and especially where the operator is required -to attend to other duties. Circumstances may often seem to require the -delivery of an order without signatures where the contrary is the usual -custom. It would be necessary in such case to use special precautions -in instructing the operator, and it should scarcely be allowed without -special authority from the responsible head. - - Rule 512.--For an order preceded by the signal "19," "complete" must - be given and acknowledged for the train of superior right before it - is given for the train of inferior right. - - If the line fails _before an office has received and acknowledged - the "complete"_ to an order preceded by the signal "19," the order - at that office is of no effect, and must be treated as if it had not - been sent. - -This rule is for the "19" order what Rule 510 is for the other, and no -additional remarks are needed. - - Rule 513.--The order, the "O K" and the "complete" must each, in - transmitting, be preceded by "31" or "19," as the case may be, and - the number of the order; thus, "31, No. 10," or "19, No. 10." In - transmitting the signature of a conductor it must be preceded by - "31," the number of the order, and the train number; thus, "31, No. - 10, Train No. 5." After each transmission and response the sending - operator must give his office signal. - -Here is prescribed the succession in which the signals, etc., shall be -transmitted. For the "office signal," which the operator is required to -give after each transmission and response, some substitute the personal -signal of the operator, which is usually one or more letters assigned, -by which the operator shall be known, and indicates at the same time the -operator and the office where he is known to be on duty. - - Rule 514.--The operator who receives and delivers an order must - preserve the lowest copy. On this must appear the signatures of those - who sign for the order, and on it he must record the time when he - receives it; the responses; the time when they are received; his own - name; the date; and the train number; for which places are provided - in the blanks. These copies must be sent to the Superintendent. - -The subjects treated of in this rule have been sufficiently considered in -former remarks. - - Rule 515.--Orders used by conductors must be sent by them daily to - the Superintendent. - -This provision affords an opportunity of examining orders that have been -used, and of ascertaining whether they have been prepared and issued in -accordance with the rules. - - Rule 516.--Enginemen will place their orders in the clip before them - until executed. - -This rule supposes that a place has been provided on each engine for -placing orders conspicuously before the engineman who is to execute -them. This is a very important provision. If he has to put them in his -box or pocket they may be rendered illegible, or forgotten or lost. - - Rule 517.--For orders delivered at the Superintendent's office the - requirements as to record and delivery will be the same as at other - points. - -This requirement would seem to be so obvious that it was hardly necessary -to include it in the rules, but for the fact that there has been some -oversight of so manifest a precaution. - - Rule 518.--Orders to persons in charge of work requiring the use of - track in yards or at other points, authorizing such use when trains - are late, must be delivered in the same way as to conductors of - trains. - -This rule recognizes the fact that the same care is necessary in giving -the use of the track in the time of regular trains, whether it be to a -yard crew or a train on the road. Carelessness in this respect, by men -working at stations, has frequently resulted in disaster. The sacredness -of the "rights" of trains should be an integral part of railway doctrine. - - Rule 519.--An order to be delivered to a train at a point not a - telegraph station, or while the office is closed, must be addressed to - - "_C. and E._, _No._ ---- (_at_ ----), _care of_ ----," and forwarded - and delivered by the conductor or other person in whose care it is - addressed. "Complete" will be given upon the signature of the person - by whom the order is to be delivered, who must be supplied with - copies for the conductor and engineman addressed, and a copy upon - which he shall take their signatures. This copy he must deliver to - the first operator accessible, who must preserve it, and at once - advise the Train Dispatcher of its having been received. - - Orders so delivered to a train must be compared by those receiving - them with the copy held by the person delivering, and acted on as if - "complete" had been given in the ordinary way. - - Orders must not be sent in the manner herein provided to trains the - rights of which are thereby restricted. - -The subject of delivery of orders at points away from telegraph stations -has already been considered. The method of doing this is here determined. - -Safety in carrying this out must depend largely on the carefulness of the -person selected to deliver the order. - - Rule 520.--When a train is named in an order, all its sections are - included, unless particular sections are specified; and each section - included must have copies addressed and delivered to it. - -This rule is based on the fact that all sections of a train are -substantially one train, so far as schedule rights are concerned. This -is definitely fixed by the "Standard" train rules. This rule provides -that each section included in the operation of an order must have copies. -Instances might be cited where this would seem unnecessary. - -A delayed train may be ordered to meet a superior train at some point -short of the meeting-point. Without any order each section of the -superior train would have a right to go to the designated point, and -it may be supposed that, if the first section is held by the order at -that point for the inferior, the other sections cannot go by until the -inferior is out of the way. While this may be true, circumstances may -arise even in this case that would render it important that each section -should know of the movement. The difficulty of specifying in a rule the -cases in which the provision might be omitted probably led to making the -rule absolute. It is pointed out, however, by practical men that serious -and needless delays may often arise from strict adherence to the rule, -and that in certain cases there can be no danger from giving the order to -the leading section only. It is quite possible that the rule may admit of -some amendment in this respect. - - Rule 521.--Meeting-orders must not be sent for delivery to trains at - the meeting-point if it can be avoided. When it cannot be avoided, - special precautions must be taken by the Train Dispatchers and - operators to insure safety. - - There should be, if possible, at least one telegraph office between - those at which opposing trains receive meeting-orders. - - Orders should not be sent an unnecessarily long time before delivery, - or to points unnecessarily distant from where they are to be - executed. No orders (except those affecting the train at that point) - should be delivered to a freight train at a station where it has much - work, until after the work is done. - -Here it is wisely provided that trains shall, if possible, be advised of -their place of meeting before reaching it. It is scarcely necessary to -point out the obvious reasons for this, arising from the possibility of -a train, on arrival, passing the switch where the meeting is intended to -be. The first and second paragraphs both suggest the advantage of being -able to communicate with a train in the event of a desire to change an -order or of an error having been found to have occurred on the part of -a train or in the preparation or transmission of an order. The third -paragraph is to guard against men forgetting orders delivered to them, -through lapse of time or preoccupation in their work, and also against -the necessity of changing orders issued long in advance of the time at -which they are expected to be used, when a new set of circumstances may -have arisen. - - Rule 522.--A train, or any section of a train, must be governed - strictly by the terms of orders addressed to it, and must not assume - rights not conferred by such orders. In all other respects it must be - governed by the train rules and time-table. - -To some disciplinarians the provisions of this rule would seem to be -unnecessary. To say that a thing means what it says and no more would -seem to be superfluous, and yet the vital importance of the point, and -the fact that it has been often disregarded, warrant this enforcement -of it. A case in point came not long since to the author's knowledge. A -rule in the book of a certain road required that "all trains must slow -up at meeting-points with trains of any class." The rule was intended -to apply to schedule meeting-points, and was so generally understood, -notwithstanding the indefiniteness of the designation. An order was given -requiring a superior train to wait until a time stated for the arrival -of an inferior train at a point reached by the superior train before its -arrival at the schedule meeting-point. The inferior train not arriving -by the time stated, the superior train went on and passed the schedule -meeting-point without slackening speed, as required by the rule. The -inferior train was there and not quite out of the way, and a collision -occurred. The conductor and engineman of the superior train claimed that -the order to meet had done away with the schedule meeting-point, and -therefore the rule did not apply, whereas the order was provisional, and -was completely fulfilled when the inferior train failed to arrive and the -superior train went on past the point named in the order without meeting -the other. The inferior, being unable to reach the given point by the -time stated, ran on its rights and stopped at the schedule meeting-point, -respecting which the order had made no mention. - -It is to be remarked that while the indefiniteness of the rule may have -been partly chargeable with the wrong view taken by the trainmen, a -strict construction would make it applicable to every point that became a -"meeting-point," whether under the operation of the rules or of special -orders. A rule capable of these different constructions is fatally -defective. - - Rule 523.--Orders once in effect continue so until fulfilled, - superseded, or annulled. Orders held by or issued for a regular train - which has lost its rights, as provided by Rule 107, are annulled, and - other trains will be governed accordingly. - -The first provision in this rule is also one that would seem scarcely -necessary, but for the importance of emphasizing this point. Future -experience and training may render it needless to include so simple a -statement in these rules. - -Train Rule 107, referred to in the second sentence, provides that -a regular train 12 hours behind time loses all its rights, and is -practically annulled. - -The expiration of orders, with the expiration, under the rules, of -the entire rights of a train which has received them, is a necessary -consequence, although to some it might not be sufficiently clear without -this authoritative statement. - -The statement that, under these circumstances, orders "are annulled," -leaves the mind in doubt as to whether they are simply annulled by -the state of facts or by the process provided for annulling orders. In -the publication of these rules as adopted by the Pennsylvania Railroad -Company this doubt is removed by modifying the language to read, "Orders -held by or issued for a regular train are to be considered as annulled -when the train has lost its rights, as provided by Rule No. 107, and -other trains will be governed accordingly." - -The Chesapeake & Ohio road adds to Train Rule 107 a provision that a -train having the right of track may take to a telegraph station a train -that under this rule has lost the right to proceed. This seems a good -provision, as such train has no right to proceed even as an extra, and -under many circumstances the Dispatcher would have difficulty in getting -control of a train without this help. The discussion of this belongs, -however, more properly with the consideration of train rules. - - Rule 524 (A)--A fixed signal must be used at each train-order office, - which shall display red at all times when there is an operator on - duty, except when changed to white to allow a train to pass after - getting orders, or for which there are no orders. - - When red is displayed all trains must come to a full stop, and not - proceed as long as red is displayed. The signal must be returned to - red as soon as a train has passed. It must only be fastened at white - when no operator is on duty. This signal must also display red to - hold trains running in the same direction the required time apart. - Operators must be prepared with other signals to use promptly if - the fixed signal should fail to work properly. If a signal is not - displayed at a night office, trains which have not been previously - notified must stop and inquire the cause, and report the facts to the - superintendent from the next open telegraph office. - - When a semaphore is used, the arm means red when horizontal and white - when in an inclined position. - - Rule 524 (B)--A fixed signal must be used at each train-order office, - which shall display red when trains are to be stopped for orders. - When there are no orders the signal must display white. - - When an operator receives the signal "31" or "19," he must - _immediately_ display red, and _then_ reply "red displayed." The - signal must not be changed to white until the object for which red is - displayed is accomplished. - - While red is displayed all trains must come to a full stop, and - any train thus stopped must not proceed without receiving an order - addressed to such train, or a clearance card on a specified form, - stating, over the operator's signature, that he has no orders for - it. Operators must be prepared with other signals to use promptly if - the fixed signal should fail to work properly. If a signal is not - displayed at a night office, trains which have not been previously - notified must stop and inquire the cause, and report the facts to the - superintendent from the next open telegraph office. - - When a semaphore is used, the arm means red when horizontal and white - when in an inclined position. - -Rules 524(A) and 524(B) refer to the character and operation of the -train-order signal, and in the original report of the committee they are -accompanied by a note indicating that the adoption of either or both -forms of the rule is to be discretionary, according to the circumstances -of traffic. - -Both recognize the value of the "fixed" signal, instead of hand signals, -and its necessity for the proper carrying out of the rules. The -difference between the two forms of the rule is that the former provides -that the signal shall stand constantly at "danger," excepting when -changed to another position to permit a train to pass, while with the -latter the normal position is at "safety," the other to be shown only -when an order is to be sent. - -Under the first plan a train approaching a station must stop unless the -signal is seen to have been changed from its normal position of "danger" -to that of "safety"--from red to white. The operator in this case moves -the signal and this is an indication that there are no orders for that -train, although there may be for others. - -The presence of an order in the hands of an operator does not, under this -method, require that all trains passing shall stop. Under the other plan -the signal at red indicates that the operator has orders in his hands, -and no train can be allowed to pass by the simple moving of the signal, -but each, on arrival, must stop and get orders, or a "clearance card" -stating that there are no orders for it. - -Some considerations respecting these two methods have already been -advanced, and they need not be repeated here. There does not seem to be -any substantial reason why the practice of permitting a train to pass, -by the movement of the signal, might not be used in connection with the -plan of "normal at safety" as well as with the other, and the author is -under the impression that this is done on some roads. - -The rule wisely requires a provision of other signals for prompt use -in case the fixed signal fails to work. The machinery may break or -the lights go out; and to see that this precaution is observed is an -important duty of the officer having direct supervision of these matters. -The non-display of a usual night signal is recognized as a reason for -inquiry and caution. - - Rule 525.--Operators will promptly record and report to the - Superintendent the time of the departure of all trains and the - direction in which extra trains are moving. They will record the time - of arrival of trains and report it when so directed. - -The records and reports here required are important as a means of -information for the Dispatcher and as a check on operators and trains as -well as a part of the permanent record. Suitable blanks must be provided -for these records. - - Rule 526.--Regular trains will be designated in orders by their - schedule numbers, as "No. 10" or "2nd No. 10," adding engine numbers - if desired; extra trains by engine numbers, as "Extra 798"; and all - other numbers by figures. The direction of the movement of extras - will be added when necessary, as "East" or "West." Time will be - stated in figures only. - - [Note.--In case any roads desire to state time in words as well as - figures, the Committee sees no objection to their doing so.] - - Rule 527.--The following signs and abbreviations may be used: - - Initials for Superintendent's signature. - - Such office and other signals as are arranged by the Superintendent. - - C & E--for Conductor and Engineman. - - O K--as provided in these rules. - - Min--for Minutes. - - Junc--for Junction. - - Frt--for Freight. - - No--for Number. - - Eng--for Engine. - - Sec--for Section. - - Opr--for Operator. - - 9--to clear the line for Train Orders, and for Operators to ask for - Train Orders. - - 31 or 19--for Train Order, as provided in the rules. - - The usual abbreviations for the names of the months and stations. - -Rules 526 and 527 prescribe the mode of designating trains and the use of -figures, signs, and abbreviations, with option as to figures, in a note -under Rule 526. Uniformity in these matters is important for clearness of -understanding and economy and expedition in telegraphing. - -It is a question how far abbreviations may properly be used in train -telegraphing. They certainly should be admitted only when they can be -shown not to interfere with a safe understanding of orders. Initials for -the signatures of Superintendent or Dispatcher and operators may be used, -but they would hardly be admissible for the signatures of trainmen. The -latter may very properly be addressed as "C. and E." The "O K" for "all -right" is an established signal, not requiring a dictionary to interpret -it. - -Min for minute, junc for junction, exp for express, frt for freight, -eng for engine, No for number, K for o'clock, sec for section, opr for -operator, cannot mislead. - -For inquiries and replies respecting the work, many codes have been -constructed wherein each is represented by a number or a word, and the -telegraphing thus abbreviated. - -It will probably never be settled to the satisfaction of everybody -whether numbers should be represented in figures or written out in full. -The opinion of practical men has been lately growing more favorable to -figures, although some adhere rigidly to writing out numbers in words. -The "Standard" rules favor figures. Much depends of course on the -training of the operators. Figures are unmistakable if properly made, -while a long number written out in full may be so poorly written as to -confuse the reader. Where a single figure occurs in describing a section -of a train as 2nd, 3rd, etc., it is easy to take the one for the other, -both in telegraphing and in the written figures, and it is wise to write -these out. The numbers of trains and of engines are not so liable to -be confused with others in their immediate neighborhood, and it would -appear to be entirely proper to use figures to represent them. - -The designation of trains is usually by numbers. This is more definite -and more brief than by any other time-table title, as "local freight," -"Chicago express," etc. An extra train is probably best described by the -engine name or number, as there is usually nothing else about a train so -definite as this. Some add the names of conductors and enginemen. Where -there is any danger of one train being mistaken for another, the engine -number should be used, and care taken against mistakes arising from -change of engines. - - - - -CHAPTER X. - -FORMS OF TRAIN ORDERS. - - -The advantage of pre-arranged forms of train orders for the cases -ordinarily occurring has been already adverted to, and is now fully -recognized. Forms should be brief. A multitude of words is confusing. -They are not so easily read; while a short form, with a uniformly well -understood meaning, is comprehended at a glance. To know what it intends -becomes a part of the education of a railroad man. For this reason it -would be a great advance if this service could be everywhere conducted -on the same plans. Brevity also economizes time in telegraphing, which -is of great importance on a busy wire. In a conversation carried on by a -company of persons several may speak at once, or nearly so, and things go -smoothly along, but on a wire only one can speak at a time, and hence the -time each communication may occupy becomes important. - -All men, however, do not quickly catch an idea when its expression is -reduced to the simplest form. This is, sometimes, because it is new, or -it may be from lack of training, or even natural dullness, or because -human nature is so constituted that men view the simplest things in -different lights. To provide against all contingencies of this kind, -and to explain to men the proper understanding as well as to settle it -authoritatively, explanatory rules are needed, with definite instructions -as to how orders are to be interpreted. These may be studied at leisure -and discussed and mutually understood by the men. The need of these rules -does not arise from any incompleteness in the forms of orders. A signal -for a given purpose is sufficient in itself, but it is necessary to state -the purpose which it is designed to serve. A word expresses a definite -thought, but we may have to turn to the dictionary to learn what that -thought is. Another and highly important service of such explanatory -rules is that they beget confidence, on the ground that all understand -alike. - -It has been before urged that a separate order should be given for each -separate transaction. This, however, need not be pressed to extremes. -Circumstances may arise in which forms may be combined with advantage. -For instance, an order may be given: - - _Engine 530 will run extra to Brighton, and will meet train No. 2 at - Lisbon._ - -This serves the purpose of an "extra" order and of a "meeting" order, and -is not in any way confusing. - -Ordinarily there is little to be gained by departing from the general -rule laid down, but experience and good judgment will soon determine -where it will be proper, if the principles upon which safety may depend -are kept steadily in view. - -Attempts have been made to introduce printed blanks for the several forms -of orders, with spaces for the words which vary with each case, such -words only to be telegraphed. This plan does not appear, however, to have -met with much favor. The brevity possible in forms is such that little -is saved by this method, in the amount of telegraphing. The words sent -are disconnected and unsatisfactory, and the care and attention required -in having a number of books on the operator's table from which to select -the proper form would be considerable, especially if the manifold is -used. A supposed advantage is in having explanatory rules printed on each -blank. It is better to have these printed together with all the forms for -circulation among the employés, who can then discuss and become familiar -with them and come to a uniform understanding as to their meaning. - -Much variety has existed in the forms of orders in use. Prior to the -quite general adoption of the "Standard" code there were probably no two -roads on which they were in all respects alike. This lack of uniformity -was unfortunate, and some of these variations assumed serious importance -in view of the time occupied in telegraphing superfluous words. A very -few forms suffice for the most of the orders issued. - -Those here considered are the forms issued with and forming a part of the -Time Convention Rules. They are the same in principle as those given in -the former edition of The Train Wire, and not greatly different in their -construction. Some have been amplified and some additions have been made. - -They will be considered under the following classification: - - A. For trains meeting. - B. For trains passing. - C. Reversing rights of trains. - D. Movements regulated by time. - E. For running in sections. - F. For extra trains. - G. For annulling trains. - H. For annulling an order. - I. Holding orders. - -Practice may suggest additional forms or combinations of these. - -In these forms trains are designated by numbers, it being understood that -those of odd numbers move in one direction and have the right of track -as against opposing trains of even numbers, and that the train rules fix -this as well as which train shall ordinarily take the siding. - -It will be understood that all orders are addressed in the manner -required by the rules, including in the address the places where the -order is to be delivered, thus: - - C. & E. train No. 1, Paris. - - C. & E. train No. 2, Madrid. - -The forms are accompanied by examples of their use, with variations for -different cases and explanatory notes or rules, all being a part of the -"Standard" rules. Following each are the author's remarks: - - -Form A.--Fixing Meeting-Point for Opposing Trains. - - ---- and ---- will meet at ----. - - EXAMPLES. - - _No. 1 and No. 2 will meet at Bombay._ - - _No. 3 and 2nd No. 4 will meet at Siam._ - - _No. 5 and Extra 95 will meet at Hong Kong._ - - _Extra 652 North and Extra 231 South will meet at Yokohama._ - - Trains receiving this order will, with respect to each other, run - to the designated point, and having arrived there will pass in the - manner provided by the Rules. - -This order is usually given to designate a definite meeting-place at -which the trains would not meet under the operation of the time-table and -train rules. No. 2 has no right to pass the regular meeting-place if No. -1 is late, until it has arrived; and No. 2. would hence in such case be -delayed unless an order is given authorizing it to proceed. - -If No. 2 is too late to reach the regular meeting-place before No. 1 may -leave, it must, by the rules keep out of the way of No. 1 by waiting at -some other point, but an order enables it to run with confidence, without -time clearance, to a new meeting-place. It may happen that an order will -be useful authorizing trains to meet at their regular meeting-place, when -both are behind time or when the inferior train is not much late. In any -case it avoids the necessity for allowing any time for clearance. It is -not necessary to add to the form of the order as given above, as has -been sometimes done, "and pass according to rule." The order should not -be burdened with this. The rules respecting train orders should always -provide, as above, that _trains ordered to meet at a designated point -will both run to that point, and having arrived there will pass each -other in the manner provided by the rules, unless otherwise indicated -in the order_. This settles the question, which has been raised, of the -sufficiency of this form of order, and also renders unnecessary the -expression "meet and pass." The word "pass" is best reserved for use -in connection with a train going around another moving in the same -direction, and it would seem unnecessary to direct trains meeting each -other to "pass," as they cannot proceed without passing; and the rules -should prescribe the method. This positive meeting-order is generally -deemed the safest form of order for opposing trains, as it leaves no room -for doubt or calculation in determining how the order is to be executed. -In the use of this order for trains of several sections it must be held -to apply to all the sections, unless otherwise specified, and each -section that is included in the operation of the order should be referred -to and is required by the "Standard" rules to have copies. - -If the different sections are to be met at different places, separate -orders are best. In the forms contained in a book of rules which appears -to have been carefully prepared, is found the following for a train or a -section of a train which is to meet one of several sections: - -"Train No. -- will meet and pass ---- sections of train No. -- as -follows: first section No. --, at ----; second section, at ----; third -section, at ----." - -Some of the objections urged against the practice of including several -meeting-points in one order, under the "single order" system, apply -equally to this. The whole of this order must be transcribed for and -delivered to each section, and each conductor and engineman must -acquaint himself with the whole, while but one train is concerned with -all of it. The men of each of the sections named must carefully pick out -what belongs to them, and those of the first train must exercise great -care to avoid missing any of the points named. It will be found vastly -better and safer to give a separate order for each meeting. - - -Form B. Authorizing a Train to Run Ahead of or Pass Another Train Running -in the Same Direction. - - (1.) ---- will pass ---- at ----. - (2.) ---- will run ahead of ----, from ---- to ----. - - - EXAMPLES. - - (1.) _No. 1 will pass No. 3 at Khartoum._ - - (2.) _No. 4 will run ahead of No. 6 from Bengal to Madras._ - - When under this order a train is to pass another, both trains will - run according to rule to the designated point and there arrange for - the rear train to pass promptly. - -Referring to Example 1, if train No. 1 is superior to No. 3, the rules -should give it the right to pass, as No. 3 must keep out of its way and -no order would be required. If No. 3 is the superior and is for any -reason running slower than No. 1 and it is desired to permit the latter -to pass, an order of this kind is needed. A regular freight train may -be in the way of a special passenger train which it is necessary should -pass the freight. The order may also be needed for two extras or for -regular trains of equal class. If the train passed is the superior, the -order does not in terms fully convey to the other all the right needed. -Having passed, it may be for some time, or at a subsequent period, within -the time of the superior train, and it hence would _by the train rules_ -be required in turn to clear the track for a train which it had passed -a short time before. A fair inference is that, if allowed to pass, it -is of course to proceed ahead of the other, but if this is not clearly -understood or fixed by a rule, the form of the order should be modified -for such cases either by adding, "and will run ahead from there," or by -making it read as in Example 2 indicating the point _to_ as well as that -_from_ which the train specified is to "run ahead" of the other. - -This variation is also for authorizing a train to run ahead of and in the -time of another from some point at which the other has not arrived. The -point _to_ which it shall so run is to be omitted when it is not desired -to impose such limitation. - -Under this use of the order No. 6 is assumed to be late, and No. 4, an -inferior train waiting for it, is allowed to proceed in its time. No. -6 may be a first-class passenger train waiting for connections, and -No. 4 may be a local freight train which is enabled by this order to -proceed with its work; or perhaps it may be a train starting from some -way-station or junction at which the rules would require it to wait for -No. 6 to pass. No. 6 is to assume that the other may be ahead at any -point beyond that named in the order, and run accordingly. The Dispatcher -of course provides, by giving more definite orders as soon as he can -do so, that no unnecessary delay arises to the superior train from the -operation of the order. - -The train rules should make it clear that _when a train is authorized to -"run ahead" of another by special order, the train following must guard -against collision with the train ahead, as during the operation of the -order their relative rights as to superiority (when any existed) are -reversed_. - -An order giving a train the right to use a given number of minutes in -the time of a superior train going in the same direction, comes properly -under "time-orders." - - -Form C.--Giving a Train of Inferior Right the Right of Track Against -an Opposing Train of Superior Right. - - ---- has right of track against ---- ---- to ----. - - - EXAMPLES. - - (1) _No. 2 has right of track against No. 1, Mecca to Mirbat._ - - (2) _Extra 37 has right of track against No. 3, Natal to Ratlam._ - - This order gives a train of inferior right the right of track against - one of superior right to a designated point. - - If the trains meet at the designated point, the train of inferior - right must take the siding, unless the rules or orders otherwise - indicate. - - Under this order, as illustrated by example (1), if the train of - superior right reaches the designated point before the other arrives, - it may proceed, provided it keeps clear of the schedule time of the - train of inferior right as many minutes as the inferior train was - before required by the train rules to keep clear of the superior - train. - - If the train of superior right, before meeting, reaches a point - beyond that named in the order, the conductor must stop the other - train where it is met and inform it of his arrival. - - Under example (2) the train of superior right cannot go beyond the - designated point until the extra train arrives. - - When the train of inferior right has reached the designated point, - the order is fulfilled, and the train must then be governed by - time-table and train-rules or further orders. - - The following modification of this form of order will be applicable - for giving a work train the right of track over all other trains in - case of a wreck or break in the track:-- - - - EXAMPLE. - - _Work Train Extra 275 has right of track over all trains between - Stockholm and Edinburgh from 7 P. M._ ----. - - This gives the work train the exclusive right of the track between - the points designated. - -This form is equivalent in effect to that known as the "Regardless" -order, which reads thus: - - "_No. 2 will run to (Lyons) regardless of No. 1._" - -The term "regardless," although having something of a reckless sound, has -been taken as exactly indicating the purport of this order, viz.: that a -train is to cease to regard certain rights of another which are conferred -by the rules, but are suspended or abrogated by this order. Here, as in -other duplicate orders, it is understood that _a new right conferred upon -one train takes away or limits a right of some other train_; and that an -order allowing a train to run regardless of another requires the latter -to keep out of the way. - -It was thought best, and is certainly an improvement, to dispense with -the old designation and adopt for this order a title and phraseology -indicating its purport more specifically. - -The ordinary use of this order is to advance a train to a point within -the time of one superior to it, when there may be uncertainty as to the -trains actually meeting there. The trains would usually proceed expecting -to meet, but anticipating possible new orders. If the Dispatcher thinks -he is likely to have further orders, he may find it best to add, "and ask -for further orders." This will bring the trainmen at once to the office -on arrival if the opposing train is not seen. A positive meeting-order -is to be preferred to this form when it will as well serve the purpose. -A note to this effect was proposed in the Time Convention, but it was -finally determined that this should be left to the discretion of -operating officers. - -The use of this order for a train "running ahead," as proposed in the -former edition of The Train Wire, is unnecessary with the second example -under Form B. - -The effect of an order in Form C is to reverse for a time or for certain -parts of the track the relations of trains as respects superiority of -right. Some have failed to perceive that, under certain circumstances, -it will be proper for a train mentioned in this order to leave the -designated point before the other has arrived. - -This point is settled by the rules with the form, but it may not be -altogether clear to some that the conclusion is correct. The following -will perhaps make it clear: - -Let A, B and C in the following diagram represent three stations, of -which B is the schedule meeting-point of two trains running in the -directions indicated, No. 1 being the superior train and having the right -to run on its own time beyond B if No. 2 has not arrived. - - A B C - - No. 1[hand] [hand]No. 2. - -Both trains are due at B at the same time. If No. 1 is late before -arriving at A an order is given: - - "_No. 2 has right of track against No. 1 from B to A._" - -Under this order No. 2 becomes temporarily superior to No. 1, and obtains -the right to run to A on its own time without regard to the time or -rights of No. 1. On the arrival of the latter at A it may be found to -have made up so much time that it can proceed toward B and reach that -or some intermediate point before No. 2 can, on its own schedule time, -reach such point. May it do so? There is clearly nothing in the order -or in the rules to prevent. No. 1 is, for the time being, the inferior -train. It is in the position of a train having no rights against No. 2, -and must be governed by that fact. But any train inferior to No. 2 may -go from A to B or to any point if it can clear No. 2 in accordance with -the rules. It should be held as a cardinal principle in train dispatching -that _an order is not to be taken as having greater effect than is -actually expressed_. In the order in question one train is directed to -run to a point without respect to the rights of another. This annuls the -rights of the one _as respects the regular time of the other_ for the -portion of the track designated. The rights are simply reversed. No. 1 -is now required to keep clear of the time of No. 2 as laid down in the -time-table, with as much clearance as the train rules required of No. 2 -as respects the time of No. 1 before the order was given. It cannot be -supposed that No. 2 may possibly run ahead of time from B. This could -only be done on an order to do so duplicated to No. 1 and to any other -train affected by it. - -If B is the point given in the order, no such question can arise as to -either train, as each is due at the same time. If, however, C is the -given point, it is upon the assumption that No. 2 is too late to get -farther than C without interference with No. 1. If No. 2 makes up time, -so that on reaching C it is found that it has time to go farther and -still keep clear of No. 1, as required by the rules, its schedule rights -will admit of this, and the order does not in any way interfere with them -excepting in adding to them what is supposed to be required to enable the -train to reach C. - -It would appear then that when an order gives a train of inferior right -the right of track to a given point against a superior train, the train -arriving first at the designated point may go beyond it, before the other -arrives, to any point where it can clear the regular time of the opposing -train the number of minutes required. The train thus passing the given -point must run as the inferior of the two until the other is met, and -should be required, as in the rule, to clear the other by as much as the -train rules prescribe for clearance of similar trains. - -As a further illustration of this question, suppose that a general order -were issued giving to a regular train the right of track against all -other trains. It is not to be supposed that this would prevent other -trains from running, excepting as they might fall into the time of the -train to which this right was given. Or the order under Form D giving all -trains the right of track against a given train, does not prevent the -designated train from running freely where it does not get in the way of -other regular trains. - -It is evident that this form of order differs from the "meeting" order in -this important respect, that under certain circumstances trains may meet -at some other point than that named in the order, and that it may be said -that "when either train has reached the point designated in this order, -it may proceed, if it can do so without trespassing on the schedule time -of the other." The point is further illustrated under the operation of -Form D. - -It is evident that, if the inferior train is an extra, it has no schedule -time by which the superior train can be guided, and hence the latter, as -provided by the rule, cannot go beyond the designated point until the -extra has arrived. - -The careful discussion of the question here involved is justified by the -fact that practical men hold different views respecting it, and many -rules determine it differently or leave it wholly or partly unsettled. -The fact that there is a considerable diversity of opinion upon so -important a point, indicates that the course to be pursued under the -circumstances should be clearly set forth in the rules. A rule should -not, however, be made to add to the effect of an order. It is usually -only needed by way of explanation or to authoritatively determine that -upon which a doubt may exist. It may occur to some that the trains -meeting at an unexpected point may not recognize each other as the trains -designated in the order. It must be presumed that conductors will observe -all trains met, and knowing what regular trains are due will know when -they have met them, and not wait elsewhere for them; and that extras are -distinguished from regular trains by proper signals. - -To avoid delays, however, a provision is made that a train of superior -right reaching a point beyond that designated in the order before -meeting the other train, must notify the latter when it is met. As in -that case the train of superior right has not the right of track, it -must take the siding where it meets the train which has been given the -right of track against it. When the train of inferior right arrives at -the point designated in the order before meeting the other, the order -is fulfilled; and having no longer the right of track it must take the -siding at that point or at such other point as it may reach under the -operation of the rules in time to clear the train of superior right. - -An order in Form C with time limit is objectionable, as there is danger -of overlooking the time limit. It is better to use a distinct form for -time orders. - - -Form D.--Giving all Regular Trains the Right of Track Over a Given Train. - - All regular trains have right of track against ---- between ---- and - ----. - - - EXAMPLE. - - _All regular trains have right of track against No. 1 between Moscow - and Berlin._ - - This order gives to any regular train of inferior right receiving it - the right of track over the train named in the order, and the latter - must clear the schedule times of all regular trains, the same as if - it were an extra. - -This form involves the same principles as the last, and might have been -included under the same general head but for the wish to give it greater -distinctness. The use of "over" in the title and the rule, instead of -"against" used elsewhere, is probably the result of oversight. - -No form was presented by the Convention Committee for giving to a given -train the right of track against all regular trains. If circumstances -require, such an order can of course be given on the same plan as others -involving the same principles. - - -Form E.--Time Orders. - - (1.) ---- will run ---- late from ---- to ----. - - (2.) ---- will wait at ---- until ---- for ----. - - -EXAMPLES. - - (1.) _No. 1 will run 20 min. late from Joppa to Mainz._ - - (2.) _No. 1 will wait at Muscat until 10 A. M. for No. 2._ - - Form (1) makes the schedule time of the train named, between the - points mentioned, as much later as the time stated in the order, and - any other train receiving the order is required to run, with respect - to this later time, the same as before required to run, with respect - to the regular schedule time. The time in the order should be such as - can be easily added to the schedule time. - - Under Form (2) the train of superior right must not pass the - designated point before the time given, unless the other train has - arrived. The train of inferior right is required to run with respect - to the time specified, the same as before required to run with - respect to the regular schedule time of the train of superior right. - -The character and effect of these two forms of Time Orders are -sufficiently clear from the explanatory rules. The first simply sets -back a schedule and the second is positive as to the time to which the -superior train must wait. There might have been added a form authorizing -an inferior train to use a given number of minutes of the time of a -superior train. This would have applied to any point. The effect would -have been, for the particular inferior train, the same as under Example -1 for all trains. It was probably concluded that, if a train was to run -late, all others should have the benefit, and that there would be no -particular advantage in a form for but one train. The time-limit feature -appears also in Forms G and H. - -Many object to time-orders. They are certainly not as definite as a -positive meeting-order, and for this reason, and because there is -a chance of error in the calculations required, they are not to be -preferred. A time-table, however, is a "time order," and it is not -always possible to avoid directing trains to run with reference to time. -A judicious Dispatcher will discriminate as to the cases in which he -should do this. In all cases such even number of minutes or hours should -be given as will reduce to a minimum the risk of making the necessary -addition or subtraction. The risk of a time order and of all running on -time, arises largely from the possibility of trainmen not having the -correct time. The allowance of five minutes for difference in watches -does not appear to answer the purpose for which it is designed, as men -will trespass on this. The objections made to time orders appear to be -overcome as far as possible by the forms presented, and now generally -adopted, with the present excellence of time-keepers and the precautions -insisted on for preserving them in good condition. - - -Form F.--For Sections of Regular Trains. - - ---- will carry signals ---- to ---- for ----. - - -EXAMPLES. - - _No. 1 will carry signals Astrakhan to Cabul for Eng. 85._ - - _2nd No. 1 will carry signals London to Dover for Eng. 90._ - - This may be modified as follows: - - _Engines 70, 85, and 90 will run as 1st, 2d and 3d sections of No. 1 - London to Dover._ - - For annulling a section. - - _Eng. 85 is annulled as second section of No. 1 from Dover._ - - If there are other sections following add: - - _Following sections will change numbers accordingly._ - - The character of train for which signals are carried may be stated. - Each section affected by the order must have copies, and must arrange - signals accordingly. - -When two or more trains are run on the same schedule or time-table -time, with the same schedule rights, each carrying signals for that -following it, each several train is referred to as a "section." Upon -some roads these sections following the first train are called extra -trains. This method is not recognized under the "standard" rules, the -term "extra" being applied only to trains not run by schedule. It is of -great importance that the rights of a second or other following section -be clearly understood, both by trainmen and those engaged in the issue -of telegraphic orders. The general practice is now probably such as -to leave but little misapprehension on this point, whatever may have -been the case in the past, when with some the rule was to "follow the -flag" wherever it might go, instead of as now treating each section, in -ascertaining its rights, as though it were running alone on the schedule. -When a regular train is to carry signals to denote that a second section -is to follow on the same schedule, the author is of the opinion that a -train order to this effect should be given in a definite form. - -Rule 110 of the "Standard" rules appears to authorize the practice that -prevails with some, under which the signals for freight trains running in -sections are ordered on by the yard dispatcher or station agent. If the -train Dispatcher is duly advised, there does not seem to be any serious -objection to this, although there are reasons to be urged in favor of all -orders affecting the movement of trains being issued from the central -office. Certainly it would not be wise to delegate this authority as -respects passenger trains, and this the "Standard" rules recognize. - -The forms given for sections make the order to carry signals equivalent -to an order to run as a section of a regular train. The order annulling -a section implies that signals will be removed as the circumstances may -require. - - -Form G.--For Arranging a Schedule for a Special Train. - - (1.) Eng. ---- will run as special ---- train, leaving ---- on ---- - on the following schedule, and will have the right of track over all - trains: - - Leave ----. - ----. - Arrive ----. - - -EXAMPLE. - - (1.) _Eng. 77 will run as special passenger train, leaving Turin on - Thursday, Feb. 17th, on the following schedule, and will have the - right of track over all trains_: - - _Leave Turin 11.30 P. M._ - _Pekin 12.25 A. M._ - _Canton 1.47 A. M._ - _Arrive Rome 2.22 A. M._ - - Example (1) may be varied by specifying particular trains over which - the special shall or shall not have right of track, and any train - over which the special train is thus given the right of track must - clear its time as many minutes as such train is required to clear the - schedule time of a first-class train. - - (2.) Eng. ---- will run as special ---- train, leaving ---- on - ---- with the rights of a ---- class train ----, on the following - schedule, which is a supplement to time-table No. ----: - - Leave ----. - ----. - Arrive ----. - - -EXAMPLE. - - (2.) _Eng. 75 will run as special passenger train, leaving Geneva, - Thursday, Feb. 17th, with the rights of a first-class train east, on - the following schedule, which is a supplement to time-table No. 10_: - - _Leave Geneva 10.00 A. M._ - _Pekin 10.30 A. M., passing No. 12._ - _Canton 11.00 A. M., meeting No. 7._ - _Arrive Athens 11.30 A. M._ - -Example (2) creates a regular train and the specified meeting and passing -points are to be regarded as if designated in the same manner as on -the time-table. Such trains will be governed by all rules which affect -regular trains. - -Forms for arranging schedules were not suggested in the former edition -of The Train Wire, and their use has not been very general. They appear -to be adapted to some special circumstances and wants, but in the -adoption of the "Standard" rules some roads have omitted a portion of the -provisions under Form G. - -No particular remarks need be made respecting these forms, excepting -perhaps that we have here an introduction of the time feature and that -any risk from this is enhanced by the considerable number of "times" to -be sent by telegraph and observed by trainmen. - - -Form H.--Extra Trains. - - ---- will run extra from ---- to ----. - - -EXAMPLE. - - (_a._) _Eng. 99 will run extra from Berber to Gaza._ - - A train receiving an order to run extra is not required to guard - against opposing extras, unless directed by order to do so, but must - keep clear of all regular trains, as required by rule. - - A "work train" is an extra, for which the above form will be used for - a direct run in one direction. The authority to occupy a specified - portion of the track, as an extra while working, will be given in the - following form: - - (_b._) _Eng. 292 will work as an extra from 7 A. M. until 6 P. M. - between Berne and Turin._ - - The working limits should be as short as practicable, to be changed - as the progress of the work may require. The above may be combined, - thus: - - (_c._) _Eng. 292 will run extra from Berne to Turin and work as an - extra from 7 A. M. until 6 P. M. between Turin and Rome._ - - When an order has been given to "work" between designated points, no - other extra must be authorized to run over that part of the track - without provision for passing the work train. - - When it is anticipated that a work train may be where it cannot be - reached for meeting or passing orders, it may be directed to report - for orders at a given time and place, or an order may be given that - it shall clear the track for a designated extra in the following form: - - (_d._) _Work train 292 will keep clear of Extra 223, south, between - Antwerp and Brussels after 2.10 P. M._ - - In this case, extra 223 must not pass either of the points named - before 2.10 P. M., at which time the work train must be out of the - way between those points. - - When the movement of an extra train over the working limits cannot be - anticipated by these or other orders to the work train, an order must - be given to such extra, to protect itself against the work train, in - the following form: - - (_e._) _Extra 76 will protect itself against work train extra 95 - between Lyons and Paris._ - - This may be added to the order to run extra. - - A work train when met or overtaken by an extra must allow it to pass - without unnecessary detention. - - When the conditions are such that it may be considered desirable to - require that work trains shall at all times protect themselves while - on working limits, this may be done under the following arrangements. - To example (_b_) add the following words: - - (_f._) _protecting itself against all trains_. - - A train receiving this order must, whether standing or moving, - protect itself within the working limits (and in both directions on - single track) against all trains, in the manner provided in Rule 99. - - When an extra receives orders to run over working limits it must - be advised that the work train is within those limits by adding to - example (_a_) the words: - - (_g._) _Eng. 202 is working as an extra between Berne and Turin._ - - A train receiving this order must run expecting to find the work - train within the limits named. - -Under Form H it has been undertaken to cover the whole subject of orders -for extra trains, excepting for cases which come naturally under other -forms, as when an extra is ordered to meet another train. - -The term "wild" has been quite extensively used for these trains, and -history should preserve the fact that on some roads, when a train was -ordered to run extra, it was directed to "wildcat." - -An order for a train to run extra is very simple. The train is accurately -designated by the number or name of its engine, and the order reading as -in example (_a_) is the foundation for those which follow. - -This is of course not a duplicate order. But one train is concerned, and -there is no other train to be notified until it becomes necessary to -forward the extra by meeting or other orders. In those it is described as -an extra and treated as any other train, but in the meantime it must keep -out of the way of all regular trains, and the Dispatcher must keep it in -hand and especially guard against having more than one extra on the same -part of the track at the same time. Here is an element of danger where -the necessities require frequent extra trains. Whenever practicable, -trains should be run on a regular schedule, but it will often happen that -there is no regular train upon which signals may be carried for a train -that must be run, and it must go as an extra. - -A precaution which has been found valuable is for the Dispatcher to have -before him a large blackboard on which he shall place conspicuously the -number of each extra ordered. The habit, soon acquired, of looking at -this whenever an extra is ordered, has proved a sufficient safeguard -where this plan has been used. - -There is a class of extras which cannot be dispensed with, and the -management of which gives rise to serious difficulty. These are the -material or "work" trains. These trains must work upon the track away -from stations, often with a large force of men, and delays to their -operations cause expense as well as hindrance to work. At the same time -they must not be permitted to interfere with the passage of regular -trains, nor of others more than can be avoided. The solving of this -problem has been attempted in various ways. Some allow the "work train" -to occupy the track by right, except that it must keep out of the way of -regular trains. Some permit it to work under flag "until freight trains -come in sight." To get it out of the way for any but regular trains, the -want must be anticipated, and an order given while it is within reach -for the work train to report for orders at a designated hour and place. -This plan does not give as complete control of the movements of the work -train as is desirable. - -A plan which has commended itself during long use, and is presented in -the foregoing rules, is as follows: The work train, previous to starting -out for the day, receives an order to run extra to the part of road -where its work lies. At the same time, and, if convenient, in the same -order, it is authorized to work upon the part of the track desired, -between two contiguous telegraph stations, a specified time being added, -if convenient, at which the train will have to go to one of the offices -limiting the working ground, for further instructions, if it is foreseen -that it may be wanted about that time for this purpose. Confining the -working limits between two contiguous telegraph stations leaves the -smallest practicable part of the track beyond complete control. This -practically makes a section of the track for the time being a "yard," -through which extras cannot pass without looking for yard engines, as is -usually provided where yard rules include a portion of the main track. - -The rules provide two methods for operating "work train" on the section -assigned, a note by the Time Convention committee indicating that either -or both may be adopted, according to circumstances. One of these requires -the train to protect itself against all trains; the other allows it -to work without protection, and requires extras to look out for it and -protect themselves against it, after receiving notice as to where it -is working. Under the first plan the work train is required to keep -signals out at all times for its protection, and in running to either -limit of its working ground to fully protect itself against any extra -which might come. It is of course required to keep clear of all regular -trains, and when running to or from its working ground is provided -with such meeting-orders as may be required. Under this plan, if the -Dispatcher finds it necessary to send an extra over the working grounds, -he informs it in the order that the work train is there (_g_). This -furnishes a precaution in addition to the signals of the work train, and -the proceeding is entirely safe. It can be no less so than the practice -of working under flag in the time of a delayed regular freight train -until it appears in sight, and this plan seems to afford an entirely -practicable method for working these trains with the least interference -with their work and with other trains, and with entire safety. - -Under the plan by which the work train is under no requirement to use -any precautions to protect itself on working ground, if another extra -is to pass over that ground there is only the notice to such extra -of the presence of the work train, and the necessity of protecting -against it. This may be sufficient with a clear view, but there are many -circumstances where the double precaution would seem to be best, as the -requirement that signals shall be kept a given distance ahead of a moving -train is scarcely likely to be fully complied with. The plan in which the -work train is required to protect itself is not to be viewed as a case of -divided responsibility, in which each party may depend on the other. The -requirement for the work train is absolute. An extra getting a notice as -to where the work train is employed is not required to protect itself. -Such notice would lead to keeping the train under greater control and -looking for the signals of the work train, and whether the rule is that -the work train shall protect itself or not it would be best to give such -notice, as this would enable extras to run with confidence and without -protection against the work train on parts of the road where it was not -employed. - -As to which of the methods provided by the rule shall be used, this must -depend somewhat upon circumstances. Where the passing of an extra train -is very infrequent, the constant putting out of signals by the work train -would seem to those charged with the duty so unnecessary that they would -be likely to neglect it, and it would be better under such circumstances -to require extras to protect when orders cannot be given. When extras -are so frequent that the loss of time in protecting themselves would -be very serious, it would be better to put the duty on the work train. -There would be the advantage then of the daily habit on the part of those -attending to this duty. - - -Form J.--Holding Order. - - Hold ----. - - -EXAMPLES. - - (1) _Hold No. 2._ - - (2) _Hold all trains east._ - - As any order for which "O K" has been given and acknowledged operates - as a holding order for the train to which it is addressed, this form - will only be used in special cases to hold trains until orders can - be given or for some other emergency. The reason for holding may be - added, as "for orders." - - This order is not to be used for holding a train while orders are - given to other trains against it which are not at the same time given - to it in duplicate. It must be respected by conductors and enginemen - of trains thereby directed to be held as if addressed to them. - Conductors, when informed of the order, must sign for it, and their - signatures must be sent and "complete" obtained. - - When a train has been so held it must not go until the order to hold - is annulled, or an order is given in the form: - - "---- _may go_." - - This must be addressed to the person or persons to whom the order to - hold was addressed, and must be delivered in the same manner. - -The rules and explanations under this form are so complete that comment -as to the design and significance of the order is unnecessary. In view -of much former practice, too much importance cannot be attached to the -provision relating to what the holding order shall _not_ be used for. - - -Form K.--Annulling a Schedule Train. - - ---- of ---- is annulled. - - -EXAMPLES. - - (1) _No. 1 of Feb. 29th is annulled._ - - (2) _No. 3, due to leave Naples Saturday, Feb. 29th, is annulled._ - - Adding "_from Alaska_," or "_between Alaska and Halifax_," when - appropriate. - - This order takes away all rights of the train annulled and authorizes - any train or person receiving it to use the track as if the train - annulled were not on the time-table. - - If a train is annulled to a point named, its rights beyond that point - remain unaffected. - - The Train Dispatcher may direct any operator to omit repeating back - an order annulling a train, until he has occasion to deliver it. - - When a train has been annulled it must not be again restored under - its original number by special order. - -As this is a general order, which may or may not have to be delivered -to trains at all telegraph stations, it is very properly provided that -repeating back at once by each office need not be insisted upon. - -The restoration of an annulled train under its original number would tend -to confusion, and the impropriety of such action is here recognized. - -When a train is annulled it naturally follows that orders previously -issued to it cease to be of effect and the Dispatcher must see that -the duplicates of such orders, held by other trains, are annulled, if -from not doing so confusion or delay would arise. Ordinarily the order -annulling the train would be sufficient, if sent to trains holding these -orders. If a section of a train is annulled it would seem that the same -general rule should apply. The "Standard" rules do not touch on this and -it would be difficult to frame and operate a rule upon any other than the -plan pointed out. It may be suggested that orders held by the annulled -section should be transferred to the section following it, and which, by -the rules, takes its place. This would be convenient in some cases and -when so might be directed; but there may be no following section, and, -if there is, the circumstances may have so changed since the orders were -issued as to render them inapplicable. The transfer of orders without the -usual precautions to ensure their correct reception is objectionable and -it is best to avoid it when not absolutely necessary. - -The better way is no doubt to leave to the Dispatcher the disposition of -orders issued for a train afterward annulled, whether such train be a -section or otherwise. It would have been well if the "Standard" rules had -made some explicit declaration on this point. - - -Form L.--Annulling or Superseding an Order. - - Order No. ---- is annulled. - - This will be numbered, transmitted, and signed for as other orders. - - If an order which is to be annulled has not been delivered to a - train, the annulling order will be addressed to the operator, who - will destroy all copies of the order annulled but his own, and write - on that: - - _Annulled by order No._ ----. - - An order superseding another may be given, adding, "_this supersedes - order No._ ----," or adding, "_instead of_ ----." - - -EXAMPLE. - - _No. 1 and No. 2 will meet at Sparta instead of at Thebes._ - - An order which includes more than one specified movement must not be - superseded. - - An order that has been annulled or superseded must not be again - restored by Special Order under its original number. - - In the address of an order annulling or superseding another order, - the train first named must be that to which rights were given by the - order annulled or superseded, and when the order is not transmitted - simultaneously to all concerned it must be sent to the point at which - that train is to receive it and the required response first given, - before the order is sent for other trains. - -The annulling order is here properly made subject to all the safeguards -adopted for orders directing the movements of trains, and placed by its -number in the series with them. Superseding one order by another without -the previous process of annulling is here provided for with the important -provision that this method shall not be used for an order including more -than one specified movement. It would seldom be applicable to such a -case, and if it were it might tend to confusion, so that it is better to -annul the whole order and give new instructions in separate orders. - -The provision that an annulled order shall not be restored under its -original number is quite necessary to avoid the confusion which might -arise under the opposite course. The requirement as to priority in -transmission of this order is important, in view of the fact that orders -reverse the rights of trains, and the reason here is the same as that -which obtains in the original transmission. - -The Time Convention rules prescribe the forms, etc., for the blanks on -which train orders are to be written. These forms are here shown, with -the specifications for the manifold-books. - -Some slight changes have been made in these by roads adopting them, but -in all essential features they have not been departed from, so far as the -author is aware. - - -Standard Train Order Blank for 19 Order. - - +-----------------------------------------------------------------+ - | BOUND HERE. | - | | - | | - | PERFORATED LINE. | - +-----------------------------------------------------------------+ - | LONDON & PARIS RAILWAY COMPANY | - | | - | TELEGRAPHIC TRAIN ORDER No. --. | - | | - | _Superintendent's Office_, March 27, 1885. | - +----+-------------------- --------------------+----+ - |FORM| _For_ Station _to_ C. & E. _of_ No. 13. |FORM| - |19 | | 19 | - +----+ +----+ - | | - | | - | | - | | - |Conductor and Engineman must each have a copy of this order. | - +-----------------------------------------------------------------+ - |_Rec'd_ 2:15 P. _M._ _Made_ Complete _at_ 2:16 P. _M._ | - |_Rec'd by_ Jones _Op'r_. | - +-----------------------------------------------------------------+ - - -Specifications for Train Order Form and Books for Operators for 19 Orders. - - Form as here shown. Blank space for order 4 inches, with no lines. - The mode of filling the blanks is indicated by small type. - - Names of divisions and office to be varied to suit each division. - - Form 6-3/4 x 6 inches below perforated line. Book 6-3/4 x 7-1/2 - inches. - - Three hundred leaves; stitched; bound at top; paper cover on face and - top; very stiff back on lower side. - - Paper opaque, green, sized, and of such thickness as to admit of - making 7 good copies with No. 4 Faber pencil. - - To be used with carbon paper, 6-3/4 x 7 inches, and a stiff tin, same - size, corners rounded. - - -Standard Train Order Blank for 31 Order. - - +-----------------------------------------------------------+ - | BOUND HERE. | - | | - | PERFORATED LINE. | - +-----------------------------------------------------------+ - | LONDON & PARIS RAILWAY COMPANY | - | | - | TELEGRAPHIC TRAIN ORDER NO. 10 | - | ---- | - | _Superintendent's Office_, March 27, 1885. | - +----+-------------------------------------------------+----+ - |FORM| |FORM| - | | _For_ Station _to_ C. & E. _of_ No. 13 | | - | 31 | | 31 | - +----+ +----+ - | | - | Conductor and Engineman must each have a copy of | - |this order. | - +===========================================================+ - |_Time received_ 2:15 A. _M._ O. K. _given at_ 2:15 A. _M._| - +==========+============+======+=========+======+===========+ - |Conductor.| Engineman. |Train.| Made. | At |Received by| - +----------+------------+------+---------+------+-----------+ - | Jones. | Brown. | 13 |Complete.| 2:20 | Dennison. | - +----------+------------+------+---------+------+-----------+ - | | | | | | | - +----------+ +------+---------+------+-----------+ - | | (Omit this | | | | | - +----------+column where+------+---------+------+-----------+ - | |engineman is| | | | | - +----------+not required+------+---------+------+-----------+ - | | to sign.) | | | | | - +----------+ +------+---------+------+-----------+ - | | | | | | | - +----------+ +------+---------+------+-----------+ - | | | | | | | - +----------+ +------+---------+------+-----------+ - | | | | | | | - +----------+------------+------+---------+------+-----------+ - - -Specifications for Train Order Form and Books for Operators for 31 Orders. - - Form as here shown. Blank space for order 4 inches, with no lines. - The mode of filling the blanks is indicated by small type. - - Names of divisions and office to be varied to suit each division. - - Form 6-3/4 x 9-1/4 inches below perforated line. Book 6-3/4 x 10-1/2 - inches. - - Three hundred leaves; stitched; bound at top; paper cover on face and - top; very stiff back on lower side. - - Paper opaque, white, sized, and of such thickness as to admit of - making 7 good copies with No. 4 Faber pencil. - - To be used with carbon paper, 6-3/4 x 9 inches, and a stiff tin, same - size, corners rounded. - -The following is the clearance card proposed in connection with the -"Standard" rules to be used when the train order signal is operated on -the plan of Rule 524(B): - - +------------------------------------------------------------+ - | LONDON & PARIS RAILWAY COMPANY | - | CLEARANCE CARD. | - | | - | Dover, 9:15 A. M. March 25, 188 7. | - | ------------------------------------------------ ------ | - |Conductor and Engineman No. 12 | - | ------ | - | I have no orders for your train. Signal is out for No. 16.| - | -------| - | | - | John Jones, | - | ------------------------------------- | - | Operator. | - | | - | This does not interfere with or countermand any orders | - | you may have received. | - | Conductor MUST SEE that the number of HIS TRAIN | - | is entered in the above form correctly. | - | Conductor and Engineman must each have a copy. | - +------------------------------------------------------------+ - - - - -CHAPTER XI. - -GENERAL REMARKS. - -Rules as to Rights of Track. - - -The respective rights of trains are frequently spoken of in what has gone -before. Any method of dispatching must be subject to modification in some -of the details to accord with the particular rules of the road governing -train rights. A great deal of ingenuity has been expended in constructing -such rules, with a view to avoiding delay to trains under all imagined -circumstances. Trains to which the superior right of track has been -assigned have been required to wait at meeting-points twenty, thirty or -more minutes, and changing or movable rights have been connected with -this, and allowances have been made for "variation in watches." These -devices may occasionally prove useful, and rules are necessary to govern -the trains in the most of their movements, as the telegraph may sometimes -be out of order and at best cannot control the general movements of -trains as well as it can be done by rule. But where the telegraph is -managed with anything like the perfection now possible, the occasions are -few upon which it is unavailable for any long time; and whatever may -have been the seeming necessity formerly for complicated rules and time -allowances, it would seem that these may now be greatly simplified, as -has in fact been done in the "Standard" rules. - -These rules provide that all trains running in one direction, specified -on the time-table, shall have absolute right of track over opposing -trains of the same class, the rule being entirely without complication by -time allowance for clearance. - -This is exceedingly simple and interposes no difficulties in ascertaining -the respective rights of these trains. The precaution is observed of -requiring superior trains to stop at schedule meeting-points unless the -switches are seen to be right and the track clear, and to run cautiously, -prepared to stop at other points where a train may be met that has not -been met at a schedule meeting-point. This, however, adds no complication -to the rule. - -For trains of different classes it is simply arranged that those of any -class shall clear the main track five minutes before the time of those of -a superior class. - -It is not within the plan of this work to enter upon a full discussion -of the various methods of arranging train rights. It is only insisted -that the rules should be simple. This not only tends to safety in their -ordinary operation, but greatly simplifies the work of train dispatching -and removes the risks to which this work is subjected by a complicated -system of train rules. The reduction of the amount of mental effort -required of the Dispatcher, in determining what aid he shall give to -trains by special orders, reduces the risk of his making mistakes in -the preparation of these orders, and the simplicity here urged is in -the direct line of the work of the Time Convention committee in the -preparation of the "Standard" rules. - - -Numbering Switches. - -Of those matters fixed by the train rules which directly affect the train -dispatching, few are more important than the arrangements which determine -how trains meeting shall pass each other. It is usually understood and -provided that, when trains meet, those having the right of track shall -keep the main track, with sometimes an exception to this in favor of -trains which cannot go on the siding without backing. Where this latter -provision exists it renders it unnecessary for either train to pass the -switch in the face of the other when they are to meet at a siding open -only at one end. It is sometimes, however, necessary to put a superior -train on the siding for a train that is too heavy or too long to go on, -or for some other reason. The train order must settle this, but this -usually adds to its length. The following provision has been found to -entirely meet the case: - -At each siding or group of switches the main track switches are numbered -from No. 1, and the numbers, all running in the same general direction, -are painted on the switch signals with the initial letter of the station -or siding. For instance, at the London passing siding the northernmost -switch will be marked L 1, and the southernmost L 2. An order is given -requiring trains No. 1 and No. 2 to meet at London, and it is desired -to put the superior train, No. 1, going north, on the siding. The order -would then read: - -_No. 1 and No. 2 will meet at London No. 2._ - -Train No. 2 may then run to switch No. 2 on the main track, and train -No. 1 can go no farther. It is a physical impossibility for the trains -to pass at that switch without No. 1 going on the siding, which it would -do without question under the operation of a rule requiring that _when -trains meet on orders the train shall take the siding which can do so -without backing_. This simple arrangement indicates also which siding is -to be used at a station having several. It economizes telegraphing very -much and is perfectly definite. - -This plan is especially valuable when the arrangement of sidings is not -of the most simple character, or when three or more trains are to meet -or pass at the same point, at or near the same time. The simplicity with -which the placing of the trains is effected leaves nothing to be desired. -Each goes to its own place without hesitation or loss of time. - -In all railroad operations we now see increased attention given to -minute details. To this is due much of the marvelous advance in every -department. This is especially evident in all mechanical appliances. It -is very apparent in the construction of the "Standard" Rules. - -The suggestion here brought forward is in this direction. Instead of -directing trains to meet at a given station where there may be doubt as -to the exact point, leaving them to ascertain on arrival which switch -is to be used or which siding is clear, this plan gives in the order -the precise point and also conveys the information as to which train -will take the siding. This suggestion, made in the earlier edition of -this work, has been adopted only to a very limited extent, so far as the -author is aware. He is so fully convinced of its value that he feels -like urging its careful consideration. To fully carry out the plan, -those using the "Standard" rules would have to add the provision above -indicated requiring those trains to take the siding which can do so -without backing. - - -Double Track. - -With more than one track the business of train dispatching is usually -little more than to keep slow trains out of the way of faster ones. The -protection of trains unexpectedly stopped from trains following, may be -effected by the "block system" in use on many of our best roads. - -Single track work may be needed when one of the tracks is blocked, but -unfortunately the men engaged on double track do not become familiar -with the methods for single track, and cannot usually operate them -satisfactorily in emergencies. - -The use of the opposite tracks for laying off trains is frequently -practiced, but usually under the protection of signals only. Where there -are two, three or four tracks a much more extended use of them might be -made for passing trains around each other, by the adoption of the methods -for single track train dispatching, with good results in the saving of -sidings and in keeping heavy trains moving, and it is not improbable -that expenditure for additional tracks might sometimes be postponed -for considerable periods by the proper adaptation of the telegraph. -There would seem to be here an opportunity for managers to keep down -their capital account by increasing the capacity of their tracks by the -addition of a wire. That this has not been done in many cases may have -been owing to the slow advance of the science of train dispatching in -past years, or perhaps to limited information on the part of railroad -owners and officers as to its capabilities. It is certainly true that -single track roads with siding facilities none too good are now doing an -amount of business that not many years ago would have been thought to -imperatively demand additional tracks. - - - - -CHAPTER XII. - -CONCLUSION. - - -Telegraphic train dispatching came with the telegraph. The first attempts -were very crude. As late as the year 1865, on one of our most important -railroads, the plan was for any conductor to telegraph from a station -where he might be, to the conductor of an opposing train at the next -station, stating when he would leave, and where he would meet the other. -When the two came to an understanding they went ahead. - -The early orders, in the attempt to render them more secure, were often -obscured by accumulated cautions as to how to run, and by general -directions. To undertake now to give the historical facts of those early -days would require more research than the author has been able to give, -and might involve controversy into which he does not care to enter. It -appears likely that methods nearly like the present "single order" were -the earliest tried, and these seem to have been more widely used than the -"duplicate." The latter was at least not long behind the other. It was -originated and carefully worked up in several independent quarters, and -from these it has been adopted by others. The author has never used any -other method. Adopting it in 1863, it was in use for some years before he -was aware that others were in the same path, who may have commenced at a -still earlier date. - -The closing paragraph of the first edition of this work was as follows: - -"This method is growing in favor, and one object of the author will have -been attained if this discussion shall aid in promoting its general -adoption." - -In preparing this second edition the fact has constantly appeared that -the former words of recommendation related to points which are now -realized facts on a majority of our railroads and that the method then -urged has now reached the then desired position of "general adoption." - -The author cannot take leave of his subject without a special word to -railroad managers. No "system" has yet been devised, or ever will be, -that will work itself. Rules cannot be given to men with the expectation -that they will take them up, master their principles and operate them -satisfactorily, especially in so important a matter as that under -discussion, without careful instruction and intelligent supervision on -the part of those who, from their official position, are responsible for -the results. A superintendent who is not himself particularly informed -respecting the rules and methods of his telegraph department, the -character and capabilities of the men employed, and the manner in which -their duties are performed, cannot expect to secure the advantages which -the telegraph is capable of giving. Perhaps the first public intimation -that anything is wrong may be a series of so-called "accidents" on his -line. Investigation points to the carelessness of some operator or -dispatcher as the cause. Deeper probing would perhaps discover that -such carelessness was the natural consequence of lack of constant and -painstaking supervision. Besides securing for such particular supervision -a competent and trustworthy person whose special business it should be, -the superintendent can never get away from the necessity of constantly -impressing upon such official the responsibilities of his position, -discussing with him the details of the work, and seeing, at least -occasionally, with his own eyes, how it is performed. - -The telegraph may be viewed as holding to the railroad a relation -analogous to that of the nervous system to the body. From the center of -authority and intelligence it carries information and instructions to -every member. It keeps in motion the whole body, which, without this, -would be in a measure lifeless. Its ceaseless and healthful activity -is all-important; and as failure of the nervous energy is to the human -frame, so to the railroad is a falling off in the vital force operating -through the train wire. A tonic is needed and perhaps a change of doctors. - -The author's duties for some time have not brought him into direct -connection with the operation of trains, and he will probably never again -be engaged in this department of railroad work. - -His interest in it, however, is unabated, and his desire that the methods -he has endeavored to set forth shall meet with enlarged usefulness, until -better shall be found, has led him to this second effort to present what -has been his study during the most of his business life, and now leads -him to urge upon those now actively engaged in this work that the "price" -of success, as of "liberty," is "eternal vigilance." - - - - -INDEX. - - - Abbreviations 94 - "Accidents" resulting from lack of supervision 145 - Acknowledgment of O K, Effect of 69 - " " " Succession of 69 - Acknowledging "Complete" 79 - Acknowledging OK 50 - Addressing Orders 62 - Addresses of Orders, in order of Superiority 66 - "Advance" Order 75 - Annulling an Order 190 - " " before train arrives 78 - Annulling a Train 128 - - Blackboard, showing Extras 123 - Blank for "19" order 132 - " " "31" order 133 - - Clearance card, form 134 - " " Use of 42 - Clip, on engine 31, 83 - Collision, Following train guard against 106 - Combining Forms 98 - "Complete," first to Superior train 82 - " given by Dispatcher 54, 68 - " write on Order 70 - " acknowledgement of 79 - " when given 70, 71, 79 - Conclusion 143 - Copies of Orders, How Keep 31, 83 - - Delivering Orders at Superintendent's Office 84 - " " Methods of 51 - " " without signatures 80 - Direction of Trains, affecting rights 100, 136 - Disabled Train, Orders to 54 - Dispatcher, The 17 - " Orders Should be Issued by 5 - " transmitting Orders 35, 45 - Double Track 140 - Duplicate Order, described 9 - " " Safe in Unskilled Hands 13 - Duplicate, Orders in 82 - - Enginemen, Signatures of 53, 68, 71 - Expiration of Orders 89 - Explanatory Rules, needed 98 - Extra Trains 120 - - Figures, Use of 93, 94 - Fixed Methods, best 6 - Fixed Signal 38, 90 - Form A, Fixing Meeting points 101 - Form B, Train running ahead 104 - Form C, Reversing Rights 106 - Form D, Right to all regular trains over given train 114 - Form E, Time Orders 115 - Form F, for Sections 117 - Form G, Arranging Schedule 119 - Form H, Extra Trains 120 - Form J, Holding Order 127 - Form K, Annulling a Train 128 - Form L, Annulling an Order 130 - Forms of Orders 97 - " " Classification of 100 - - General Remarks 135 - - Holding effect of Order not signed for 57 - Holding Order 127 - Holding train after O K is acknowledged 57 - " " by signals for time 42 - " " when telegraph fails 57 - - Inferior Right, defined 64 - Initials, Use of 94 - Instructions, Not include in Orders 25 - - Language of Orders, simple 25 - - Manifold, The 33 - " Orders to be written in 67 - Meeting Order, Use and Advantage of 102 - Meeting Point, Copy of Order for Operator at 66 - " " Orders not Delivered at 86 - Numbering Orders 31, 62 - Numbering Switches vii, 137 - Numbers for Trains 93 - - O K sent and acknowledged 68, 60 - Operator, The 21 - Order, The, holds train after O K is acknowledged 71 - " interposed to prevent Improper signal 42 - " One movement in 62 - Orders, remove from book 40, 41, 51 - " functions, etc. 61 - " held by Annulled train 128 - " how long in force 29, 89 - " including more than one transaction 26, 103 - " in duplicate 62 - " limited to express terms 29 - " no erasures, etc 29 - " not send too long in advance 86 - " not to meeting point for delivery 86 - " sent to superintendent daily 83 - " to trains away from telegraph stations 84 - " to be strictly construed 87, 110 - " who issue 61 - - Paper for orders 30, 33 - Passing, in same direction 104 - Passing point in Form C, Leaving, before opposite train arrives 109 - Pilot, relations to train 63 - " to have orders 62 - Position of signal, Normal 39 - Precautions in issuing orders 4 - Printed forms for orders 99 - - Reading Order aloud 53, 68, 70 - Record, The 35 - " of Orders 64 - Regardless Order, superseded 107 - Repeating Orders 48, 67, 60, 79 - Responsibility, divided 77 - Reversing rights 106 - Rights reversed by Orders 65 - Rights, Rules respecting 135 - Rules 60 - " construe strictly 87 - Rules of Time Convention, when adopted 60 - Rule 500 61 - " 501 62 - " 502 62 - " 503 62 - " 504 64 - " 505 64 - " 506 65 - " 507 66 - " 508 87 - " 509 87 - " 510 71 - " 511 79 - " 512 82 - " 513 82 - " 514 83 - " 515 83 - " 516 83 - " 517 84 - " 518 84 - " 519 84 - " 520 85 - " 521 86 - " 22 87 - " 523 80 - " 524 A 90 - " 524 B 91 - " 525 93 - " 526 93 - " 527 94 - Running Ahead 104 - - Schedule, meaning of 61 - Schedule time, made later 115 - Sections, included in Order 85 - " Meeting order for 103 - " Order for 117 - " ordered by yard dispatcher 118 - " Rights of 117 - Semaphore, for signal 38 - Signal, The Train Order 37 - " Fixed, for train orders 90 - Signals, "31" and "19" 65 - " for emergencies 90, 91, 93 - " not shown at night 91, 93 - " Operator's 83 - " meaning "train order" 47 - Signatures, of Enginemen 53, 68, 71 - " for"19"order, not taken 79 - " for orders, how taken and transmitted 53, 68, 70 - " for Superior Train before "complete" for Inferior 71 - " Object of 81 - " transmission of 54 - " with "19" order 81 - Signs and Abbreviations 94 - Simultaneous Transmission 47, 66 - Single Order, described 8 - " " fatal defect 10 - Sound Operators, best 34 - Special Train, Schedule for 119 - Specimen Orders 28, 30 - Succession, in repeating Order 49, 67 - " in acknowledging "OK" 69 - Superiority, Addresses in Order of 66 - Superior Right, defined 64 - Superseding an Order 130 - Supervision, necessary 144 - " of Operators 82 - System, American 3 - Systems, two in Use 7 - - Telegraphing, Careful habit in 49 - Telegraph, failing 55 - " effect on order 57, 71, 73, 82 - " relation to railroad 145 - Time Limit in Form C, objectionable 114 - " of Train, Record and report 93 - Time Orders 115 - Time Table, Meaning of 61 - Tracks, Orders for use of, in yards 84 - Train Dispatching 1 - Train of Superior right, when take siding 113 - Train Order Blanks 132, 133 - Train Orders, Forms of 97 - Train Order Signal, Normal position of 92 - Train Rule 107, how affects Orders 89 - Train Rules, Knowledge of 65 - Train Sheet 35 - Trains, all regular, right over given train 114 - " away from telegraph station, Orders for 84 - " designated by Numbers 68 - " Report time of 93 - " to be governed strictly by Orders 87 - Transmission, The 45 - " First Steps in 65 - " incomplete, how act 55 - " Process after 67, 79 - " simultaneous 47, 66 - - "Understanding," Use of 51 - - "Whenever practicable," in Rule 510 72 - Wild Trains 122 - "Wildcat" order 122 - Work Train 120, 123 - " " Working limits for 124 - " " given right of track 107 - - Yards, Use of track in 84 - - - WILLIAM P. HALL. Pres. A. W. HALL, Gen. Man. - W. S. GILMORE, Treas. S. MARSH YOUNG. Gen. Agt. - - [Illustration: The Hall Signal Company,] - - SOLE MANUFACTURERS AND OWNERS OF - - Several Forms and Systems of Thoroughly - Tested Automatic Railroad - Signals of Proven and - Guaranteed Reliability. - - ---------- - - FOR WHICH THE FOLLOWING CLAIMS ARE MADE: - - 1st. That they are the ONLY RELIABLE AUTOMATIC RAILROAD SIGNALS in - the market. - - 2d. That they are the only Automatic Signals that can he - successfully operated on ALL CLASSES of roadbed. - - 3d. That they are the only Automatic Signals that INVARIABLY - SIGNAL "DANGER" WHEN STRUCK BY LIGHTNING. - - 4th. That they are cheaper to erect and maintain than any other - signals that have given even approximately satisfactory - service. - - 5th. That they have caused fewer unnecessary stops in proportion to - the number of operations than any Automatic Signals in use at - the present time. - - 6th. That they can be operated on either the Permissive or Absolute - Block System. - - 7th. That they fully guard against the most common classes of - railroad accidents. - - ---------- - - We are prepared to fully substantiate the above claims - to any railroad official desiring such information. - - ---------- - - THE HALL SIGNAL COMPANY, - - 50 BROADWAY, NEW YORK. - WESTERN OFFICE, - 340 THE ROOKERY, CHICAGO. - - - The E. S. Greeley & Co., - - 5 and 7 Dey Street, New York, - - MANUFACTURERS AND IMPORTERS OF AND DEALERS IN - - [Illustration: Improved - VICTOR KEY, - $2.50. - The latest and best. - Send for Circular.] - - - Telegraph and Telephone Supplies, - - Railway Signals, Fire Alarms - - AND - - ELECTRICAL BELLS, Etc., - - AND ALL KINDS OF - - ELECTRICAL MATERIALS - - AND EXPERIMENTERS' SUPPLIES. - - ---------- - - Standard Electrical Measurement Apparatus, - - MEDICAL and other BATTERIES, - - BLASTING MACHINES, Etc. - - - - - * * * * * * - - - - -Transcriber's note: - -Hyphenation was not standardized. - -Transcriptions for the two reproduced forms which show handwritten -orders are provided. As the author testifies, they are not very -legible and the worse parts are marked [unclear]. One form has two -symbols of a hand pointing which are displayed as [hand]. - - - -***END OF THE PROJECT GUTENBERG EBOOK THE TRAIN WIRE*** - - -******* This file should be named 51158-8.txt or 51158-8.zip ******* - - -This and all associated files of various formats will be found in: -http://www.gutenberg.org/dirs/5/1/1/5/51158 - - -Updated editions will replace the previous one--the old editions will -be renamed. - -Creating the works from print editions not protected by U.S. copyright -law means that no one owns a United States copyright in these works, -so the Foundation (and you!) can copy and distribute it in the United -States without permission and without paying copyright -royalties. Special rules, set forth in the General Terms of Use part -of this license, apply to copying and distributing Project -Gutenberg-tm electronic works to protect the PROJECT GUTENBERG-tm -concept and trademark. 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