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diff --git a/old/51158-h/51158-h.htm b/old/51158-h/51158-h.htm deleted file mode 100644 index cb1c23d..0000000 --- a/old/51158-h/51158-h.htm +++ /dev/null @@ -1,7122 +0,0 @@ -<!DOCTYPE html PUBLIC "-//W3C//DTD XHTML 1.0 Strict//EN" - "http://www.w3.org/TR/xhtml1/DTD/xhtml1-strict.dtd"> -<html xmlns="http://www.w3.org/1999/xhtml"> -<head> -<meta http-equiv="Content-Type" content="text/html; charset=ISO-8859-1" /> -<title>The Project Gutenberg eBook of The Train Wire, by J. A. Anderson</title> - <style type="text/css"> - -body {margin-left: 10%; margin-right: 10%;} - -p {margin-top: .75em; text-align: justify; - margin-bottom: .75em; text-indent: 1.5em;} - -hr {width: 33%; color: #000; background-color:#010101; - margin-top: 1em; margin-bottom: 1em; - margin-left: auto; margin-right: auto; clear: both;} - -hr.chap {width: 65%; margin: 2em auto;} -hr.r10 {width: 10%;} -hr.r20 {width: 20%;} -hr.r40 {width: 40%;} - -table {margin-left: auto; margin-right: auto; border-collapse: collapse;} - -.pagenum {position: absolute; right: 3.5%; - font-size: small; text-align: right; color: #808080;} /* page numbers */ -.bdt {border-top: solid #000 1px;} -.bdb {border-bottom: solid #000 1px;} -.bdb2 {border-bottom: solid #000 2px;} -.bdl {border-left: solid #000 1px;} -.bdt2 {border-top: solid #000 2px;} -.bdr {border-right: solid #000 1px;} -.bbox {border: solid #000 1px;} - -.vtop {vertical-align: top;} -.vbot {vertical-align: bottom;} -.smcap {font-variant: small-caps;} -.center {text-align: center; margin:0; text-indent: 0;} -.smaller {font-size: 0.8em;} -.bold {font-weight: bold;} -.tdl {text-align: left;} -.tdr {text-align: right;} -.tdl10 {text-align: left; padding-left:6.5em;} -.p0 {text-indent: 0;} -.p8 {margin-left: 8em; margin-right: 4em; text-indent: -4em; text-align: left;} -.title, .chapter, .caption1, .caption2, .caption3, .caption4 {font-weight: bold; text-align: center; text-indent: 0;} -.title, .caption1 {font-size:2.00em; margin-top: 2em;} -.chapter, .caption2 {font-size:1.60em; margin-top: 1.5em;} -.caption2nb {font-size:1.60em; margin-top: 1.5em; text-align: center; text-indent: 0;} -.caption3 {font-size:1.35em; margin-top: 0.5em;} -.caption4 {font-size:1.25em; margin-top: 0.5em;} -.pmt2 {margin-top: 2em;} -.pmt4 {margin-top: 4em;} -.pmb4 {margin-bottom: 4em;} -.alpha {font-size: 1.2em; padding: 0.5em 0 0 0;} - -/* Images */ - -.fig_center {margin: auto; text-align: center;} -.cap_left {float: left;} -.cap_right {float: right;} -.blockquot {font-size: 0.8em; margin: 0 1.5em; background-color: #f9f9ff; padding: 0.5em;} - -/* Transcriber's notes */ -.trans_notes {background-color: #e6e6fa; color: black; padding:2.5em; margin-bottom:5em;} - -/* Footnotes */ -.footnote {margin-left: 10%; margin-right: 10%; font-size: 0.9em;} -.footnote .label {position: absolute; right: 84%; text-align: right;} -.fnanchor {vertical-align: super; font-size: .8em; text-decoration: none;} - -sup {vertical-align: super; font-size: .6em;} - - hr.full { width: 100%; - margin-top: 3em; - margin-bottom: 0em; - margin-left: auto; - margin-right: auto; - height: 4px; - border-width: 4px 0 0 0; /* remove all borders except the top one */ - border-style: solid; - border-color: #000000; - clear: both; } - </style> -</head> -<body> -<h1 class="center">The Project Gutenberg eBook, The Train Wire, by J. A. Anderson</h1> -<p>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 <a -href="http://www.gutenberg.org">www.gutenberg.org</a>. 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.</p> -<p>Title: The Train Wire</p> -<p> A Discussion of the Science of Train Dispatching (Second Edition)</p> -<p>Author: J. A. Anderson</p> -<p>Release Date: February 9, 2016 [eBook #51158]</p> -<p>Language: English</p> -<p>Character set encoding: ISO-8859-1</p> -<p>***START OF THE PROJECT GUTENBERG EBOOK THE TRAIN WIRE***</p> -<p> </p> -<h4 class="center">E-text prepared by Robert Cicconetti, Tom Cosmas,<br /> - and the Online Distributed Proofreading Team<br /> - (<a href="http://www.pgdp.net">http://www.pgdp.net</a>)<br /> - from page images generously made available by<br /> - Internet Archive/American Libraries<br /> - (<a href="https://archive.org/details/americana">https://archive.org/details/americana</a>)</h4> -<p> </p> -<table border="0" style="background-color: #ccccff;margin: 0 auto;" cellpadding="10"> - <tr> - <td valign="top"> - Note: - </td> - <td> - Images of the original pages are available through - Internet Archive/American Libraries. See - <a href="https://archive.org/details/trainwirediscuss00anderich"> - https://archive.org/details/trainwirediscuss00anderich</a> - </td> - </tr> -</table> -<p> </p> -<hr class="full" /> -<p> </p> -<p> </p> -<p> </p> - -<div class="fig_center" style="width: 220px;"> -<img src="images/cover.jpg" width="220" height="320" alt="cover" /> -</div> - - -<hr class="chap" /> - -<p><span class="pagenum"><a name="Page_i" id="Page_i">« i »</a></span></p> - - - - -<p class="title pmt4">THE TRAIN WIRE</p> - -<hr class="r10" /> - -<p class="center">A DISCUSSION OF THE SCIENCE<br /> -<br /> -OF</p> - -<p class="caption2">TRAIN DISPATCHING</p> - -<hr class="r10" /> - -<p class="center">BY</p> - -<p class="caption2">J. A. ANDERSON;</p> - -<p class="center">WITH AN INTRODUCTION BY B. B. ADAMS, JR.</p> - -<hr class="r10" /> - -<p class="center"><i>Second Edition—Revised and Enlarged.</i></p> - -<hr class="r10" /> - -<p class="center">PUBLISHED BY</p> - -<p class="caption4"><span class="smcap">The Railroad Gazette, 73 Broadway, New York</span>.</p> - -<p class="pmb4 center">1891.</p> - - -<p><span class="pagenum"><a name="Page_ii" id="Page_ii">« ii »</a></span></p> - - -<hr class="r40" /> - -<p class="center">Copyrighted, 1891,</p> - -<p class="center">BY</p> - -<p class=" pmb4 center"><span class="smcap">J. A. Anderson, Lambertville, N. J.</span></p> - -<hr class="r40" /> - - -<p><span class="pagenum"><a name="Page_iii" id="Page_iii">« iii »</a></span></p> - - -<p class="caption2"><a name="CONTENTS" id="CONTENTS">CONTENTS.</a></p> - - -<table summary="ToC"> -<tr> - <td class="tdl">INTRODUCTION</td> - <td class="tdr"><a href="#INTRODUCTION">v</a></td> -</tr> -<tr> - <td class="tdl">PREFACE TO FIRST EDITION</td> - <td class="tdr"><a href="#PREFACE_TO_THE_FIRST_EDITION">ix</a></td> -</tr> -<tr> - <td class="tdl">CHAPTER I—Train Dispatching</td> - <td class="tdr"><a href="#CHAPTER_I">1</a></td> -</tr> -<tr> - <td class="tdl">CHAPTER II—The Dispatcher</td> - <td class="tdr"><a href="#CHAPTER_II">17</a></td> -</tr> -<tr> - <td class="tdl">CHAPTER III—The Operator</td> - <td class="tdr"><a href="#CHAPTER_III">23</a></td> -</tr> -<tr> - <td class="tdl">CHAPTER IV—The Order</td> - <td class="tdr"><a href="#CHAPTER_IV">25</a></td> -</tr> -<tr> - <td class="tdl">CHAPTER V—The Manifold</td> - <td class="tdr"><a href="#CHAPTER_V">33</a></td> -</tr> -<tr> - <td class="tdl">CHAPTER VI—The Record</td> - <td class="tdr"><a href="#CHAPTER_VI">35</a></td> -</tr> -<tr> - <td class="tdl">CHAPTER VII—The Train-Order Signal</td> - <td class="tdr"><a href="#CHAPTER_VII">37</a></td> -</tr> -<tr> - <td class="tdl">CHAPTER VIII—The Transmission</td> - <td class="tdr"><a href="#CHAPTER_VIII">45</a></td> -</tr> -<tr> - <td class="tdl">CHAPTER IX—Rules</td> - <td class="tdr"><a href="#CHAPTER_IX">59</a></td> -</tr> -<tr> - <td class="tdl">CHAPTER X—Forms of Train Orders</td> - <td class="tdr"><a href="#CHAPTER_X">97</a></td> -</tr> -<tr> - <td class="tdl10">Form A</td> - <td class="tdr"><a href="#Form_A">101</a></td> -</tr> -<tr> - <td class="tdl10">Form B</td> - <td class="tdr"><a href="#Form_B">104</a></td> -</tr> -<tr> - <td class="tdl10">Form C</td> - <td class="tdr"><a href="#Form_C">106</a></td> -</tr> -<tr> - <td class="tdl10">Form D</td> - <td class="tdr"><a href="#Form_D">114</a></td> -</tr> -<tr> - <td class="tdl10">Form E</td> - <td class="tdr"><a href="#Form_E">115</a></td> -</tr> -<tr> - <td class="tdl10">Form F</td> - <td class="tdr"><a href="#Form_F">117</a></td> -</tr> -<tr> - <td class="tdl10">Form G</td> - <td class="tdr"><a href="#Form_G">119</a></td> -</tr> -<tr> - <td class="tdl10">Form H</td> - <td class="tdr"><a href="#Form_H">120</a></td> -</tr> -<tr> - <td class="tdl10">Form J</td> - <td class="tdr"><a href="#Form_J">127</a></td> -</tr> -<tr> - <td class="tdl10">Form K</td> - <td class="tdr"><a href="#Form_K">128</a></td> -</tr> -<tr> - <td class="tdl10">Form L</td> - <td class="tdr"><a href="#Form_L">130</a></td> -</tr> -<tr> - <td class="tdl">CHAPTER XI—General Remarks</td> - <td class="tdr"><a href="#CHAPTER_XI">135</a></td> -</tr> -<tr> - <td class="tdl">CHAPTER XII—Conclusion</td> - <td class="tdr"><a href="#CHAPTER_XII">143</a></td> -</tr> -<tr> - <td class="tdl">INDEX</td> - <td class="tdr"><a href="#Index">147</a></td> -</tr> -</table> - -<p><span class="pagenum"><a name="Page_iv" id="Page_iv">« iv »</a><br /><a name="Page_v" id="Page_v">« v »</a></span></p> - - - - -<p class="chapter"><a name="INTRODUCTION" id="INTRODUCTION">INTRODUCTION.</a></p> - - -<p>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.</p> - -<p>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.</p> - -<p><span class="pagenum"><a name="Page_vi" id="Page_vi">« vi »</a></span></p> - -<p>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.</p> - -<p>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.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_vii" id="Page_vii">« vii »</a></span> -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.</p> - -<p>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 name="FNanchor_1" id="FNanchor_1"></a><a href="#Footnote_1" class="fnanchor">[A]</a></p> - -<div class="footnote"> - -<p><a name="Footnote_1" id="Footnote_1"></a><a href="#FNanchor_1"><span class="label">[A]</span></a> A description of the use of lap-sidings and numbered switches -on the Cleveland & Pittsburgh Railroad was published in the <i>Railroad -Gazette</i> of December 26, 1890.</p></div> - -<p>The author of The Train Wire is no longer connected -with the Operating Department,<a name="FNanchor_2" id="FNanchor_2"></a><a href="#Footnote_2" class="fnanchor">[B]</a> and has undertaken this -revision reluctantly, but his interest in his former work -<span class="pagenum"><a name="Page_viii" id="Page_viii">« viii »</a></span> -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.</p> - -<div class="footnote"> - -<p><a name="Footnote_2" id="Footnote_2"></a><a href="#FNanchor_2"><span class="label">[B]</span></a> He is Superintendent of the Voluntary Relief Department of -the Pennsylvania and allied roads, with office at Trenton, N. J.</p></div> - -<p class="tdr"><span class="smcap">B. B. A., Jr.</span></p> - -<hr class="chap" /> - -<p><span class="pagenum"><a name="Page_ix" id="Page_ix">« ix »</a></span></p> - - - - -<p class="chapter"><a name="PREFACE_TO_THE_FIRST_EDITION" id="PREFACE_TO_THE_FIRST_EDITION">PREFACE TO THE FIRST EDITION.</a></p> - - -<p>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.</p> - -<p>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.</p> - -<p>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.</p> - -<p>It is not assumed that this consideration of the subject of -train dispatching is exhaustive. The theme is a fruitful -<span class="pagenum"><a name="Page_x" id="Page_x">« x »</a></span> -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.</p> - -<p>1883.</p> - -<hr class="chap" /> - -<p><span class="pagenum"><a name="Page_1" id="Page_1">« 1 »</a></span></p> - - - - -<p class="title">THE TRAIN WIRE.</p> - - - -<hr class="r20" /> - -<p class="chapter"><a name="CHAPTER_I" id="CHAPTER_I">CHAPTER I.</a></p> - -<p class="caption3">TRAIN DISPATCHING.</p> - - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_2" id="Page_2">« 2 »</a></span> -that one may almost imagine them to be the -result of natural law.</p> - -<p>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."</p> - -<p>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.</p> - -<p>In arranging a system of train dispatching, -its relations to safety and economy require that -careful consideration be given to the principles -<span class="pagenum"><a name="Page_3" id="Page_3">« 3 »</a></span> -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.</p> - -<p>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.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_4" id="Page_4">« 4 »</a></span> -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.</p> - -<p>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.</p> - -<p>The conductor or engineman receiving such an -order must know <i>that it is given by competent -authority</i>.</p> - -<p>It must be understood <i>that others concerned -have corresponding orders</i>.</p> - -<p>These orders should be <i>so clearly expressed -that they cannot be misunderstood</i>, and they -should be forwarded and delivered <i>under such -safeguards as to insure their certain and correct -reception by the proper persons</i>.</p> - -<p>As these orders are to be acted upon at once, -without opportunity for careful study, <i>their -form, and even the paper on which they are -<span class="pagenum"><a name="Page_5" id="Page_5">« 5 »</a></span> -written, should be such that they may be -easily and quickly read and comprehended</i>.</p> - -<p>It is now generally agreed that <i>orders of this -kind should be issued by a designated dispatcher</i>, -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 <i>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</i>. 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 -<span class="pagenum"><a name="Page_6" id="Page_6">« 6 »</a></span> -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.</p> - -<p>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.</p> - -<p>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 -<i>nothing should be left to mere personal care -that can be provided for by fixed methods of -<span class="pagenum"><a name="Page_7" id="Page_7">« 7 »</a></span> -proceeding</i>. 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 -<i>a methodical following out of a carefully -prepared mode of proceeding</i> is a most valuable -means of providing against many of the -chances of failure.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_8" id="Page_8">« 8 »</a></span> -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.</p> - -<p>Under the "<i>single order</i>" 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:</p> - -<p><i>Hold train No. 5 for orders.</i></p> - -<p>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:</p> - -<p><i>You will not pass Alton until train No. 4 -arrives.</i></p> - -<p>The corresponding order to the conductor -and engineman of the inferior train, sent to -some station to be passed by it, will read:</p> - -<p><span class="pagenum"><a name="Page_9" id="Page_9">« 9 »</a></span></p> - -<p><i>You will run to Alton regardless of train -No. 5.</i></p> - -<p>or perhaps—</p> - -<p><i>You will meet and pass train No. 5 at Alton.</i></p> - -<p>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.</p> - -<p>Under the "<i>duplicate</i>" 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 -<i>the order given to each train shall be a duplicate -of that given to every other train</i> 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, <i>in the same words</i>, -as follows:</p> - -<p><i>Trains No. 4 and No. 5 will meet at Alton.</i></p> - -<p>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 -<span class="pagenum"><a name="Page_10" id="Page_10">« 10 »</a></span> -stop trains, which are only permitted to pass -on the signal being changed or on getting proper -orders.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_11" id="Page_11">« 11 »</a></span> -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 -<span class="pagenum"><a name="Page_12" id="Page_12">« 12 »</a></span> -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.</p> - -<p>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 <i>which -in itself provides against the most serious -chance of error</i> 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.</p> - -<p>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 -<span class="pagenum"><a name="Page_13" id="Page_13">« 13 »</a></span> -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 <i>no collision can occur from any -oversight of his in preparing the orders</i>, 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 <i>at least safe</i>, however great -may be the delays arising from unskilful -movements.</p> - -<p>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 -<span class="pagenum"><a name="Page_14" id="Page_14">« 14 »</a></span> -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.</p> - -<p>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 -<span class="pagenum"><a name="Page_15" id="Page_15">« 15 »</a></span> -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.</p> - -<hr class="chap" /> - -<p><span class="pagenum"><a name="Page_16" id="Page_16">« 16 »</a><br /> -<a name="Page_17" id="Page_17">« 17 »</a></span></p> - - - - -<p class="chapter"><a name="CHAPTER_II" id="CHAPTER_II">CHAPTER II.</a></p> - -<p class="caption3">THE DISPATCHER.</p> - - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_18" id="Page_18">« 18 »</a></span> -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.</p> - -<p>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 -<span class="pagenum"><a name="Page_19" id="Page_19">« 19 »</a></span> -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.</p> - -<hr class="chap" /> - -<p><span class="pagenum"><a name="Page_20" id="Page_20">« 20 »</a><br /><a name="Page_21" id="Page_21">« 21 »</a></span></p> - - - - -<p class="chapter"><a name="CHAPTER_III" id="CHAPTER_III">CHAPTER III.</a></p> - -<p class="caption3">THE OPERATOR.</p> - - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_22" id="Page_22">« 22 »</a></span> -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.</p> - -<p>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 -<span class="pagenum"><a name="Page_23" id="Page_23">« 23 »</a></span> -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.</p> - -<p>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 -<span class="pagenum"><a name="Page_24" id="Page_24">« 24 »</a></span> -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.</p> - -<p>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.</p> - -<hr class="chap" /> - -<p><span class="pagenum"><a name="Page_25" id="Page_25">« 25 »</a></span></p> - - - - -<p class="chapter"><a name="CHAPTER_IV" id="CHAPTER_IV">CHAPTER IV.</a></p> - -<p class="caption3">THE ORDER.</p> - - -<p>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. <i>No -instructions should be included that are not -strictly running orders.</i> 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, -<i>the language in which the orders are expressed -should be simple and unmistakable</i>. -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 -<span class="pagenum"><a name="Page_26" id="Page_26">« 26 »</a></span> -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.</p> - -<p>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 -<span class="pagenum"><a name="Page_27" id="Page_27">« 27 »</a></span> -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 -<i>that each order should be ordinarily confined -to a single transaction</i>, with slight -exceptions, some of which are elsewhere adverted -to.</p> - -<p>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 -<span class="pagenum"><a name="Page_28" id="Page_28">« 28 »</a></span> -purpose. The principal objections to it are -those above given.</p> - -<div class="fig_center" style="width: 423px;"> -<img src="images/page28.png" width="423" height="619" alt="" /> -<a href="#trans1">See transcript here</a> -</div> - -<p><span class="pagenum"><a name="Page_29" id="Page_29">« 29 »</a></span></p> - -<p>An order <i>must not be taken to allow more -than it expressly authorizes</i>. 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, <i>no train should be permitted -to run under the authority or protection of -an order given to another</i>.</p> - -<p>Every provision in an order should be held -to be <i>in force indefinitely until fulfilled or -annulled, or expired by some limitation in -the order or in the rules</i>. In the orders delivered -to those who are to execute them -<i>no erasures, alterations, or interlineations -should be permitted</i>. 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 -<span class="pagenum"><a name="Page_30" id="Page_30">« 30 »</a></span> -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.</p> - -<div class="fig_center" style="width: 417px;"> -<img src="images/page30.png" width="417" height="511" alt="" /> -<a href="#trans2">See transcript here</a> -</div> - -<p><span class="pagenum"><a name="Page_31" id="Page_31">« 31 »</a></span></p> - -<p>Orders should be identified by <i>consecutive -numbers</i>, 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, <i>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</i>. This will avoid the necessity -of his putting the orders where he may forget -them; and <i>with each on a separate paper</i> 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.</p> - -<p>Forms of orders will be considered under -"Forms."</p> - -<hr class="chap" /> - -<p><span class="pagenum"><a name="Page_32" id="Page_32">« 32 »</a><br /><a name="Page_33" id="Page_33">« 33 »</a></span></p> - - - - -<p class="chapter"><a name="CHAPTER_V" id="CHAPTER_V">CHAPTER V.</a></p> - -<p class="caption3">THE MANIFOLD.</p> - - -<p>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 -<span class="pagenum"><a name="Page_34" id="Page_34">« 34 »</a></span> -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.</p> - -<p>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.</p> - -<hr class="chap" /> - -<p><span class="pagenum"><a name="Page_35" id="Page_35">« 35 »</a></span></p> - - - - -<p class="chapter"><a name="CHAPTER_VI" id="CHAPTER_VI">CHAPTER VI.</a></p> - -<p class="caption3">THE RECORD.</p> - - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_36" id="Page_36">« 36 »</a></span> -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.</p> - -<hr class="chap" /> - -<p><span class="pagenum"><a name="Page_37" id="Page_37">« 37 »</a></span></p> - - - - -<p class="chapter"><a name="CHAPTER_VII" id="CHAPTER_VII">CHAPTER VII.</a></p> - -<p class="caption3">THE TRAIN-ORDER SIGNAL.</p> - - -<p>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 -<span class="pagenum"><a name="Page_38" id="Page_38">« 38 »</a></span> -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.</p> - -<p>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 -<span class="pagenum"><a name="Page_39" id="Page_39">« 39 »</a></span> -the opposite, and operated by a handle within -the telegraph office.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_40" id="Page_40">« 40 »</a></span> -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 -<span class="pagenum"><a name="Page_41" id="Page_41">« 41 »</a></span> -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.</p> - -<p>The only reason of apparent moment that -could be assigned for leaving the orders in the -<span class="pagenum"><a name="Page_42" id="Page_42">« 42 »</a></span> -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 -<i>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</i>. 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.</p> - -<p>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.</p> - -<p>Upon some roads, trains passing while the -stop signal is shown receive a "clearance" -<span class="pagenum"><a name="Page_43" id="Page_43">« 43 »</a></span> -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.</p> - -<p>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.</p> - -<hr class="chap" /> - -<p><span class="pagenum"><a name="Page_44" id="Page_44">« 44 »</a><br /><a name="Page_45" id="Page_45">« 45 »</a></span></p> - - - - -<p class="chapter"><a name="CHAPTER_VIII" id="CHAPTER_VIII">CHAPTER VIII.</a></p> - -<p class="caption3">THE TRANSMISSION.</p> - - -<p>The transmission of orders will be taken to -include all the steps after preparation by the -Dispatcher until final delivery.</p> - -<p>These are:</p> - -<p>1. Telegraphing the order to the stations to -which it is to be sent.</p> - -<p>2. Writing down as received.</p> - -<p>3. Repeating it back to the Dispatcher.</p> - -<p>4. The response of the Dispatcher indicating -that it is correctly repeated.</p> - -<p>5. The acknowledgment of this response.</p> - -<p>6. Comparing copies of the order with the -persons to whom it is addressed, and taking -their signatures.</p> - -<p>7. Telegraphing the signatures to the Dispatcher's -office.</p> - -<p>8. The Dispatcher's reply, acknowledging -the receipt of the signatures, and indicating -that the order may now be delivered.</p> - -<p>9. The indorsement of this reply on the -order.</p> - -<p>10. The delivery to the trainmen.</p> - -<p>Some Dispatchers prefer to personally telegraph -their orders, having an assistant operator -<span class="pagenum"><a name="Page_46" id="Page_46">« 46 »</a></span> -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.</p> - -<p>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 <a href="#CHAPTER_VI">Chapter VI</a>. Whether sent personally -<span class="pagenum"><a name="Page_47" id="Page_47">« 47 »</a></span> -by the Dispatcher or by an operator from a -written sheet, the order should, whenever practicable, -<i>be transmitted simultaneously to all the -offices to which it is to be sent</i>. 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.</p> - -<p>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 -<span class="pagenum"><a name="Page_48" id="Page_48">« 48 »</a></span> -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, <i>reading from the order as actually -written on the paper to be delivered</i>, 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.</p> - -<p><span class="pagenum"><a name="Page_49" id="Page_49">« 49 »</a></span></p> - -<p>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, <i>each -should be required to listen while the others -repeat</i>. 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.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_50" id="Page_50">« 50 »</a></span> -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 -<span class="pagenum"><a name="Page_51" id="Page_51">« 51 »</a></span> -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.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_52" id="Page_52">« 52 »</a></span> -"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.</p> - -<p>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 -<span class="pagenum"><a name="Page_53" id="Page_53">« 53 »</a></span> -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 <i>to guard against a hurried reading -of the order, to acquaint them fully with -its exact terms, and to impress its purport -upon them</i>. 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.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_54" id="Page_54">« 54 »</a></span> -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.</p> - -<p>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.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_55" id="Page_55">« 55 »</a></span> -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.</p> - -<p>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.</p> - -<p>The rules should determine the course to be -pursued if the telegraph fails during the process -of transmitting an order. If this occur -<span class="pagenum"><a name="Page_56" id="Page_56">« 56 »</a></span> -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 -<span class="pagenum"><a name="Page_57" id="Page_57">« 57 »</a></span> -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 <i>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</i>, 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.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_58" id="Page_58">« 58 »</a></span> -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.</p> - -<p>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.</p> - -<p>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.</p> - -<hr class="chap" /> - -<p><span class="pagenum"><a name="Page_59" id="Page_59">« 59 »</a></span></p> - - - - -<p class="chapter"><a name="CHAPTER_IX" id="CHAPTER_IX">CHAPTER IX.</a></p> - -<p class="caption3">RULES.</p> - - -<p>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 -<span class="pagenum"><a name="Page_60" id="Page_60">« 60 »</a></span> -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."</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_61" id="Page_61">« 61 »</a></span> -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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 500.</span>—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.</p> - -<p>They must be brief and clear, and the prescribed forms -must be used when applicable; and there must be no erasures, -alterations, or interlineations.</p> -</div> - -<p>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 -<span class="pagenum"><a name="Page_62" id="Page_62">« 62 »</a></span> -Committee, emphasizes a point hereinbefore -dwelt upon as of great importance:</p> - -<div class="blockquot"> - -<p>[<span class="smcap">Note.</span>—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.]</p> -</div> - - -<div class="pmt2 blockquot"> - -<p><span class="smcap">Rule 501.</span>—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.</p></div> - -<p>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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 502.</span>—Orders will be numbered consecutively for each -day as issued, beginning with No. 1 at midnight.</p></div> - -<p>The use of numbers for orders serves to -identify each order and to indicate the priority -of issue.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 503.</span>—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.</p></div> - -<p>The requirement here that orders shall be -addressed to those who are to execute them -might seem superfluous but for some former -<span class="pagenum"><a name="Page_63" id="Page_63">« 63 »</a></span> -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 -<span class="pagenum"><a name="Page_64" id="Page_64">« 64 »</a></span> -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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 504.</span>—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.</p></div> - -<p>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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 505.</span>—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.</p></div> - -<p>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. -<span class="pagenum"><a name="Page_65" id="Page_65">« 65 »</a></span> -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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 506.</span>—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."</p></div> - -<p>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 -<span class="pagenum"><a name="Page_66" id="Page_66">« 66 »</a></span> -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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 507.</span>—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.</p></div> - -<div class="blockquot"> - -<p>[<span class="smcap">Note.</span>—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.]</p></div> - -<p>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 -<span class="pagenum"><a name="Page_67" id="Page_67">« 67 »</a></span> -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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 508.</span>—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.</p></div> - -<p>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.</p> - -<p>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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 509.</span>—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, -<span class="pagenum"><a name="Page_68" id="Page_68">« 68 »</a></span> -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.</p> - -<p>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.</p></div> - -<div class="blockquot"> - -<p>[<span class="smcap">Note.</span>—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.]</p> - -<p>[Individual operator's signals may be used when desired in addition -to office signals, as here and elsewhere provided for.]</p></div> - -<p>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 -<span class="pagenum"><a name="Page_69" id="Page_69">« 69 »</a></span> -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.</p> - -<p>The requirement that operators observe the -repeating by each other is a further valuable -safeguard.</p> - -<p>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 -<span class="pagenum"><a name="Page_70" id="Page_70">« 70 »</a></span> -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 -<span class="pagenum"><a name="Page_71" id="Page_71">« 71 »</a></span> -fail to note the signification of words which -they themselves read aloud.</p> - -<p>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.</p> - -<p>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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 510.</span>—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.</p> - -<p><i>After</i> "O K" has been given and acknowledged, and <i>before</i> -"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.</p> - -<p>If the line fails <i>before an office has received and acknowledged</i> -"<i>O K</i>" 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.</p></div> - -<div class="blockquot"> - -<p>[<span class="smcap">Note.</span>—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.]</p></div> - -<p>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 -<span class="pagenum"><a name="Page_72" id="Page_72">« 72 »</a></span> -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 -<span class="pagenum"><a name="Page_73" id="Page_73">« 73 »</a></span> -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.</p> - -<p>The closing paragraph of the rule provides -for the contingency of the failure of telegraphic -communication at a critical moment in the -transmission.</p> - -<p>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 -<span class="pagenum"><a name="Page_74" id="Page_74">« 74 »</a></span> -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.</p> - -<p>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 -<span class="pagenum"><a name="Page_75" id="Page_75">« 75 »</a></span> -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.</p> - -<p>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 -<span class="pagenum"><a name="Page_76" id="Page_76">« 76 »</a></span> -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.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_77" id="Page_77">« 77 »</a></span> -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.</p> - -<p>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, -<span class="pagenum"><a name="Page_78" id="Page_78">« 78 »</a></span> -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.</p> - -<p>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.</p> - -<p>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."</p> - -<p>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 -<span class="pagenum"><a name="Page_79" id="Page_79">« 79 »</a></span> -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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 511.</span>—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.</p></div> - -<div class="blockquot"> - -<p>[<span class="smcap">Note.</span>—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.]</p></div> - -<p>This rule provides for the steps in transmission -of the "19" order, for which signatures -<span class="pagenum"><a name="Page_80" id="Page_80">« 80 »</a></span> -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.</p> - -<p>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 -<span class="pagenum"><a name="Page_81" id="Page_81">« 81 »</a></span> -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.</p> - -<p>The real solution of the question may be in -careful supervision, good discipline, correct -habits, and strict attention to business. In -these lies <i>safety</i>; in the opposite, <i>danger</i>.</p> - -<p>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.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_82" id="Page_82">« 82 »</a></span> -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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 512.</span>—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.</p> - -<p>If the line fails <i>before an office has received and acknowledged -the</i> "<i>complete</i>" 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.</p></div> - -<p>This rule is for the "19" order what Rule -510 is for the other, and no additional remarks -are needed.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 513.</span>—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 -<span class="pagenum"><a name="Page_83" id="Page_83">« 83 »</a></span> -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.</p></div> - -<p>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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 514.</span>—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.</p></div> - -<p>The subjects treated of in this rule have been -sufficiently considered in former remarks.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 515.</span>—Orders used by conductors must be sent by -them daily to the Superintendent.</p></div> - -<p>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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 516.</span>—Enginemen will place their orders in the clip -before them until executed.</p></div> - -<p>This rule supposes that a place has been provided -on each engine for placing orders conspicuously -<span class="pagenum"><a name="Page_84" id="Page_84">« 84 »</a></span> -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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 517.</span>—For orders delivered at the Superintendent's -office the requirements as to record and delivery will be the -same as at other points.</p></div> - -<p>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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 518.</span>—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.</p></div> - -<p>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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 519.</span>—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</p> - -<p>"<i>C. and E.</i>, <i>No.</i> —— (<i>at</i> ——), <i>care of</i> ——," -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 -<span class="pagenum"><a name="Page_85" id="Page_85">« 85 »</a></span> -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.</p> - -<p>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.</p> - -<p>Orders must not be sent in the manner herein provided -to trains the rights of which are thereby restricted.</p></div> - -<p>The subject of delivery of orders at points -away from telegraph stations has already been -considered. The method of doing this is here -determined.</p> - -<p>Safety in carrying this out must depend -largely on the carefulness of the person selected -to deliver the order.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 520.</span>—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.</p></div> - -<p>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.</p> - -<p>A delayed train may be ordered to meet a -superior train at some point short of the meeting-point. -Without any order each section -<span class="pagenum"><a name="Page_86" id="Page_86">« 86 »</a></span> -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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 521.</span>—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.</p> - -<p>There should be, if possible, at least one telegraph office between -those at which opposing trains receive meeting-orders.</p> - -<p>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.</p></div> - -<p>Here it is wisely provided that trains shall, -if possible, be advised of their place of meeting -<span class="pagenum"><a name="Page_87" id="Page_87">« 87 »</a></span> -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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 522.</span>—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.</p></div> - -<p>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 -<span class="pagenum"><a name="Page_88" id="Page_88">« 88 »</a></span> -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.</p> - -<p>It is to be remarked that while the indefiniteness -of the rule may have been partly chargeable -<span class="pagenum"><a name="Page_89" id="Page_89">« 89 »</a></span> -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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 523.</span>—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.</p> -</div> - -<p>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.</p> - -<p>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.</p> - -<p>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.</p> - -<p>The statement that, under these circumstances, -orders "are annulled," leaves the -mind in doubt as to whether they are simply -<span class="pagenum"><a name="Page_90" id="Page_90">« 90 »</a></span> -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."</p> - -<p>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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 524</span> (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.</p> - -<p>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 -<span class="pagenum"><a name="Page_91" id="Page_91">« 91 »</a></span> -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.</p> - -<p>When a semaphore is used, the arm means red when horizontal -and white when in an inclined position.</p> -</div> - -<div class="pmt2 blockquot"> - -<p><span class="smcap">Rule 524</span> (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.</p> - -<p>When an operator receives the signal "31" or "19," he -must <i>immediately</i> display red, and <i>then</i> reply "red displayed." -The signal must not be changed to white until the -object for which red is displayed is accomplished.</p> - -<p>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.</p> - -<p>When a semaphore is used, the arm means red when horizontal -and white when in an inclined position.</p> -</div> - -<p>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.</p> - -<p>Both recognize the value of the "fixed" -signal, instead of hand signals, and its necessity -for the proper carrying out of the rules. -<span class="pagenum"><a name="Page_92" id="Page_92">« 92 »</a></span> -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.</p> - -<p>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.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_93" id="Page_93">« 93 »</a></span> -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.</p> - -<p>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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 525.</span>—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.</p></div> - -<p>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.</p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 526.</span>—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.</p> -</div> - -<div class="blockquot"> - -<p>[<span class="smcap">Note.</span>—In case any roads desire to state time in words as well as -figures, the Committee sees no objection to their doing so.]</p> -</div> - -<p><span class="pagenum"><a name="Page_94" id="Page_94">« 94 »</a></span></p> - -<div class="blockquot"> - -<p><span class="smcap">Rule 527.</span>—The following signs and abbreviations may be -used:</p> - -<p>Initials for Superintendent's signature.</p> - -<p>Such office and other signals as are arranged by the Superintendent.</p> - -<p>C & E—for Conductor and Engineman.</p> - -<p>O K—as provided in these rules.</p> - -<p>Min—for Minutes.</p> - -<p>Junc—for Junction.</p> - -<p>Frt—for Freight.</p> - -<p>No—for Number.</p> - -<p>Eng—for Engine.</p> - -<p>Sec—for Section.</p> - -<p>Opr—for Operator.</p> - -<p>9—to clear the line for Train Orders, and for Operators -to ask for Train Orders.</p> - -<p>31 or 19—for Train Order, as provided in the rules.</p> - -<p>The usual abbreviations for the names of the months and -stations.</p></div> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_95" id="Page_95">« 95 »</a></span> -E." The "O K" for "all right" is an established -signal, not requiring a dictionary to interpret -it.</p> - -<p>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.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_96" id="Page_96">« 96 »</a></span> -to be entirely proper to use figures to represent -them.</p> - -<p>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.</p> - -<hr class="chap" /> - -<p><span class="pagenum"><a name="Page_97" id="Page_97">« 97 »</a></span></p> - - - - -<p class="chapter"><a name="CHAPTER_X" id="CHAPTER_X">CHAPTER X.</a></p> - -<p class="caption3">FORMS OF TRAIN ORDERS.</p> - - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_98" id="Page_98">« 98 »</a></span> -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.</p> - -<p>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:</p> - -<div class="center"> -<i>Engine 530 will run extra to Brighton, and -will meet train No. 2 at Lisbon.</i> -</div> - -<p>This serves the purpose of an "extra" order -and of a "meeting" order, and is not in any -way confusing.</p> - -<p><span class="pagenum"><a name="Page_99" id="Page_99">« 99 »</a></span></p> - -<p>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.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_100" id="Page_100">« 100 »</a></span> -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.</p> - -<p>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.</p> - -<p>They will be considered under the following -classification:</p> - -<p class="p8">A. For trains meeting.</p> -<p class="p8">B. For trains passing.</p> -<p class="p8">C. Reversing rights of trains.</p> -<p class="p8">D. Movements regulated by time.</p> -<p class="p8">E. For running in sections.</p> -<p class="p8">F. For extra trains.</p> -<p class="p8">G. For annulling trains.</p> -<p class="p8">H. For annulling an order.</p> -<p class="p8">I. Holding orders.</p> - -<p>Practice may suggest additional forms or -combinations of these.</p> - -<p>In these forms trains are designated by numbers, -it being understood that those of odd -numbers move in one direction and have the -<span class="pagenum"><a name="Page_101" id="Page_101">« 101 »</a></span> -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.</p> - -<p>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:</p> - -<p class="p8">C. & E. train No. 1, Paris.</p> -<p class="p8">C. & E. train No. 2, Madrid.</p> - -<p>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:</p> - - -<p class="caption3"><a id="Form_A" name="Form_A"></a>Form A.—Fixing Meeting-Point for Opposing Trains.</p> - -<div class="blockquot"> - -<p class="p8">—— and —— will meet at ——.</p> - -<p class="pmt2 center">EXAMPLES.</p> - -<p class="p8"><i>No. 1 and No. 2 will meet at Bombay.</i></p> - -<p class="p8"><i>No. 3 and 2nd No. 4 will meet at Siam.</i></p> - -<p class="p8"><i>No. 5 and Extra 95 will meet at Hong Kong.</i></p> - -<p class="p8"><i>Extra 652 North and Extra 231 South will meet at Yokohama.</i></p> - -<p>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.</p></div> - -<p>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 -<span class="pagenum"><a name="Page_102" id="Page_102">« 102 »</a></span> -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.</p> - -<p>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 <i>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</i>. 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 -<span class="pagenum"><a name="Page_103" id="Page_103">« 103 »</a></span> -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.</p> - -<p>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:</p> - -<p>"Train No. — will meet and pass —— sections -of train No. — as follows: first section -No. —, at ——; second section, at ——; third -section, at ——."</p> - -<p>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, -<span class="pagenum"><a name="Page_104" id="Page_104">« 104 »</a></span> -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.</p> - - -<p class="caption3"><a id="Form_B" name="Form_B">Form B.</a> Authorizing a Train to Run Ahead of or Pass -Another Train Running in the Same Direction.</p> - -<div class="blockquot"> - -<p class="p8">(1.) —— will pass —— at ——.</p> - -<p class="p8">(2.) —— will run ahead of ——, from —— to ——.</p> - - -<p class="pmt2 center">EXAMPLES.</p> - -<p class="p8">(1.) <i>No. 1 will pass No. 3 at Khartoum.</i></p> - -<p class="p8">(2.) <i>No. 4 will run ahead of No. 6 from Bengal to Madras.</i></p> - -<p>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.</p></div> - -<p>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 -<span class="pagenum"><a name="Page_105" id="Page_105">« 105 »</a></span> -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 <i>by the train rules</i> -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 <i>to</i> as well as -that <i>from</i> which the train specified is to "run -ahead" of the other.</p> - -<p>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 <i>to</i> which it shall so run is -to be omitted when it is not desired to impose -such limitation.</p> - -<p>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 -<span class="pagenum"><a name="Page_106" id="Page_106">« 106 »</a></span> -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.</p> - -<p>The train rules should make it clear that -<i>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</i>.</p> - -<p>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."</p> - - -<p class="caption3"><a id="Form_C" name="Form_C">Form C.</a>—Giving a Train of Inferior Right the Right of -Track Against an Opposing Train of Superior Right.</p> - -<div class="blockquot"> - -<p class="p8">———— has right of track against ——— ——— to ———.</p> - - -<p class="pmt2 center">EXAMPLES.</p> - -<p class="p8">(1) <i>No. 2 has right of track against No. 1, Mecca to Mirbat.</i></p> - -<p class="p8">(2) <i>Extra 37 has right of track against No. 3, Natal to -Ratlam.</i></p> - -<p>This order gives a train of inferior right the right of track -against one of superior right to a designated point.</p> - -<p><span class="pagenum"><a name="Page_107" id="Page_107">« 107 »</a></span></p> - -<p>If the trains meet at the designated point, the train of -inferior right must take the siding, unless the rules or orders -otherwise indicate.</p> - -<p>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.</p> - -<p>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.</p> - -<p>Under example (2) the train of superior right cannot go -beyond the designated point until the extra train arrives.</p> - -<p>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.</p> - -<p>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:—</p> - - -<p class="pmt2 center">EXAMPLE.</p> - -<p class="p8"><i>Work Train Extra 275 has right of track over all trains -between Stockholm and Edinburgh from 7 P. M.</i> ——.</p> - -<p>This gives the work train the exclusive right of the track -between the points designated.</p> -</div> - -<p>This form is equivalent in effect to that -known as the "Regardless" order, which -reads thus:</p> - -<div class="center"> -"<i>No. 2 will run to (Lyons) regardless of No. 1.</i>" -</div> - -<p>The term "regardless," although having -something of a reckless sound, has been taken -<span class="pagenum"><a name="Page_108" id="Page_108">« 108 »</a></span> -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 <i>a new right conferred upon -one train takes away or limits a right of some -other train</i>; and that an order allowing a -train to run regardless of another requires the -latter to keep out of the way.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_109" id="Page_109">« 109 »</a></span> -this should be left to the discretion of operating -officers.</p> - -<p>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 <a href="#Form_B">Form B.</a></p> - -<p>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.</p> - -<p>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:</p> - -<p>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.</p> - -<p class="center"> -A……………B……………C<br /> -No. 1<img src="images/fingers.png" width="331" height="29" alt="fingers pointing" />No. 2.<br /> -</p> - -<p>Both trains are due at B at the same time. -If No. 1 is late before arriving at A an order is -given:</p> - -<p class="center">"<i>No. 2 has right of track against No. 1 -from B to A.</i>"</p> - -<p><span class="pagenum"><a name="Page_110" id="Page_110">« 110 »</a></span></p> - -<p>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 <i>an order is not to -be taken as having greater effect than is -actually expressed</i>. 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 <i>as respects the regular -time of the other</i> 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 -<span class="pagenum"><a name="Page_111" id="Page_111">« 111 »</a></span> -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.</p> - -<p>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.</p> - -<p>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.</p> - -<p><span class="pagenum"><a name="Page_112" id="Page_112">« 112 »</a></span></p> - -<p>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.</p> - -<p>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 <a href="#Form_D">Form D.</a></p> - -<p>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.</p> - -<p>The careful discussion of the question here -involved is justified by the fact that practical -<span class="pagenum"><a name="Page_113" id="Page_113">« 113 »</a></span> -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.</p> - -<p>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 -<span class="pagenum"><a name="Page_114" id="Page_114">« 114 »</a></span> -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.</p> - -<p>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.</p> - - -<p class="caption3"><a id="Form_D" name="Form_D">Form D.</a>—Giving all Regular Trains the Right of Track -Over a Given Train.</p> - -<div class="blockquot"> - -<p class="p8">All regular trains have right of track against —— -between —— and ——.</p> - -<p class="pmt2 center">EXAMPLE.</p> - - -<p class="p8"><i>All regular trains have right of track against No. 1 between -Moscow and Berlin.</i></p> - -<p>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.</p></div> - -<p>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.</p> - -<p>No form was presented by the Convention -Committee for giving to a given train the right -of track against all regular trains. If circumstances -<span class="pagenum"><a name="Page_115" id="Page_115">« 115 »</a></span> -require, such an order can of course -be given on the same plan as others involving -the same principles.</p> - - -<p class="caption3"><a id="Form_E" name="Form_E">Form E.</a>—Time Orders.</p> - -<div class="blockquot"> - -<p class="p8">(1.) —— will run —— late from —— to ——.</p> - -<p class="p8">(2.) —— will wait at —— until —— for ——.</p> - - -<p class="pmt2 center">EXAMPLES.</p> - - -<p class="p8">(1.) <i>No. 1 will run 20 min. late from Joppa to Mainz.</i></p> - -<p class="p8">(2.) <i>No. 1 will wait at Muscat until 10 A. M. for No. 2.</i></p> - -<p>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.</p> - -<p>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.</p> -</div> - -<p>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 -<span class="pagenum"><a name="Page_116" id="Page_116">« 116 »</a></span> -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.</p> - -<p>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 -<span class="pagenum"><a name="Page_117" id="Page_117">« 117 »</a></span> -the precautions insisted on for preserving them -in good condition.</p> - - -<p class="caption3"><a id="Form_F" name="Form_F">Form F.</a>—For Sections of Regular Trains.</p> - -<div class="blockquot"> - -<p>---- will carry signals —— to —— for ——.</p> -</div> - -<div class="blockquot"> - -<p class="pmt2 center">EXAMPLES.</p> - -<p class="p8"><i>No. 1 will carry signals Astrakhan to Cabul for Eng. 85.</i></p> - -<p class="p8"><i>2nd No. 1 will carry signals London to Dover for Eng. 90.</i></p> - -<p>This may be modified as follows:</p> - -<p class="p8"><i>Engines 70, 85, and 90 will run as 1st, 2d and 3d sections of -No. 1 London to Dover.</i></p> - -<p>For annulling a section.</p> - -<p class="p8"><i>Eng. 85 is annulled as second section of No. 1 from Dover.</i></p> - -<p>If there are other sections following add:</p> - -<p class="p8"><i>Following sections will change numbers accordingly.</i></p> - -<p>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.</p> -</div> - -<p>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 -<span class="pagenum"><a name="Page_118" id="Page_118">« 118 »</a></span> -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.</p> - -<p>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.</p> - -<p>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.</p> - -<p><span class="pagenum"><a name="Page_119" id="Page_119">« 119 »</a></span></p> - - -<p class="caption3"><a id="Form_G" name="Form_G">Form G.</a>—For Arranging a Schedule for a Special Train.</p> - -<div class="blockquot"> - -<p class="p8">(1.) Eng. —— will run as special —— train, leaving ----- on —— on the following schedule, and will have the -right of track over all trains:</p> - -<p class="p0" style="margin-left: 14em;"> -Leave ——.<br /> - ——.<br /> -Arrive ——.<br /> -</p> - -<p class="pmt2 center">EXAMPLE.</p> - -<p class="p8">(1.) <i>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</i>:</p> - -<p class="p0" style="margin-left: 14em;"> - <i>Leave Turin 11.30 P. M.</i><br /> -<span style="margin-left: 3em;"><i>Pekin 12.25 A. M.</i></span><br /> -<span style="margin-left: 3em;"><i>Canton 1.47 A. M.</i></span><br /> -<i>Arrive Rome 2.22 A. M.</i> -</p> - -<p>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.</p> - -<p class="p8">(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. ——:</p> - -<p class="p0" style="margin-left: 14em;"> -Leave ——.<br /> - ——.<br /> -Arrive ——.<br /> -</p> - - -<p class="pmt2 center">EXAMPLE.</p> - - -<p class="p8">(2.) <i>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</i>:</p> - -<p class="p0" style="margin-left: 14em;"> -<i>Leave Geneva 10.00 A. M.</i><br /> -<span style="margin-left: 3em;"><i>Pekin 10.30 A. M., passing No. 12.</i></span><br /> -<span style="margin-left: 3em;"><i>Canton 11.00 A. M., meeting No. 7.</i></span><br /> -<i>Arrive Athens 11.30 A. M.</i><br /> -</p> - -<p>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.</p> -</div> - -<p><span class="pagenum"><a name="Page_120" id="Page_120">« 120 »</a></span></p> - -<p>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 -<a href="#Form_G">Form G.</a></p> - -<p>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.</p> - - -<p class="caption3"><a id="Form_H" name="Form_H">Form H.</a>—Extra Trains.</p> - -<div class="blockquot"> - -<p class="p8">---- will run extra from —— to ——.</p> - - -<p class="pmt2 center">EXAMPLE.</p> - -<p class="p8">(<i>a.</i>) <i>Eng. 99 will run extra from Berber to Gaza.</i></p> - -<p>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.</p> - -<p>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:</p> - -<p class="p8">(<i>b.</i>) <i>Eng. 292 will work as an extra from 7 A. M. until 6 P. -M. between Berne and Turin.</i></p> - -<p>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:</p> - -<p class="p8">(<i>c.</i>) <i>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.</i></p> - -<p><span class="pagenum"><a name="Page_121" id="Page_121">« 121 »</a></span></p> - -<p>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.</p> - -<p>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:</p> - -<p class="p8">(<i>d.</i>) <i>Work train 292 will keep clear of Extra 223, south, between -Antwerp and Brussels after 2.10 P. M.</i></p> - -<p>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.</p> - -<p>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:</p> - -<p class="p8">(<i>e.</i>) <i>Extra 76 will protect itself against work train extra -95 between Lyons and Paris.</i></p> - -<p>This may be added to the order to run extra.</p> - -<p>A work train when met or overtaken by an extra must allow -it to pass without unnecessary detention.</p> - -<p>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 (<i>b</i>) add the -following words:</p> - -<p class="p8">(<i>f.</i>) <i>protecting itself against all trains</i>.</p> - -<p>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.</p> - -<p>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 (<i>a</i>) the words:</p> - -<p class="p8">(<i>g.</i>) <i>Eng. 202 is working as an extra between Berne and -Turin.</i></p> - -<p>A train receiving this order must run expecting to find the -work train within the limits named.</p> -</div> - -<p><span class="pagenum"><a name="Page_122" id="Page_122">« 122 »</a></span></p> - -<p>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.</p> - -<p>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."</p> - -<p>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 (<i>a</i>) is the foundation -for those which follow.</p> - -<p>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 -<span class="pagenum"><a name="Page_123" id="Page_123">« 123 »</a></span> -may be carried for a train that must be -run, and it must go as an extra.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_124" id="Page_124">« 124 »</a></span> -control of the movements of the work -train as is desirable.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_125" id="Page_125">« 125 »</a></span> -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 (<i>g</i>). -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.</p> - -<p>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 -<span class="pagenum"><a name="Page_126" id="Page_126">« 126 »</a></span> -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.</p> - -<p>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 -<span class="pagenum"><a name="Page_127" id="Page_127">« 127 »</a></span> -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.</p> - - -<p class="caption3"><a id="Form_J" name="Form_J">Form J.</a>—Holding Order.</p> - -<div class="blockquot"> - -<p class="p8">Hold ——.</p> - - -<p class="pmt2 center">EXAMPLES.</p> - -<p class="p8">(1) <i>Hold No. 2.</i></p> - -<p class="p8">(2) <i>Hold all trains east.</i></p> - -<p>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."</p> - -<p>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.</p> - -<p>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:</p> - -<p class="p8">"—— <i>may go</i>."</p> - -<p>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.</p> -</div> - -<p>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 -<span class="pagenum"><a name="Page_128" id="Page_128">« 128 »</a></span> -cannot be attached to the provision -relating to what the holding order shall <i>not</i> be -used for.</p> - - -<p class="caption3"><a id="Form_K" name="Form_K">Form K.</a>—Annulling a Schedule Train.</p> - -<div class="blockquot"> - -<p class="p8">---- of —— is annulled.</p> - - -<p class="pmt2 center">EXAMPLES.</p> - -<p class="p8">(1) <i>No. 1 of Feb. 29th is annulled.</i></p> - -<p class="p8">(2) <i>No. 3, due to leave Naples Saturday, Feb. 29th, is -annulled.</i></p> - -<p>Adding "<i>from Alaska</i>," or "<i>between Alaska and Halifax</i>," -when appropriate.</p> - -<p>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.</p> - -<p>If a train is annulled to a point named, its rights beyond -that point remain unaffected.</p> - -<p>The Train Dispatcher may direct any operator to omit repeating -back an order annulling a train, until he has occasion -to deliver it.</p> - -<p>When a train has been annulled it must not be again restored -under its original number by special order.</p> -</div> - -<p>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.</p> - -<p>The restoration of an annulled train under -its original number would tend to confusion, -and the impropriety of such action is here -recognized.</p> - -<p>When a train is annulled it naturally follows -that orders previously issued to it cease -<span class="pagenum"><a name="Page_129" id="Page_129">« 129 »</a></span> -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.</p> - -<p>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.</p> - -<p><span class="pagenum"><a name="Page_130" id="Page_130">« 130 »</a></span></p> - - -<p class="caption3"><a id="Form_L" name="Form_L">Form L.</a>—Annulling or Superseding an Order.</p> - -<div class="blockquot"> - -<p class="p8">Order No. —— is annulled.</p> - -<p>This will be numbered, transmitted, and signed for as other -orders.</p> - -<p>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:</p> - -<p class="p8"><i>Annulled by order No.</i> ——.</p> - -<p>An order superseding another may be given, adding, "<i>this -supersedes order No.</i> ——," or adding, "<i>instead of</i> ——."</p> - - -<p class="pmt2 center">EXAMPLE.</p> - -<p class="p8"><i>No. 1 and No. 2 will meet at Sparta instead of at Thebes.</i></p> - -<p>An order which includes more than one specified movement -must not be superseded.</p> - -<p>An order that has been annulled or superseded must not be -again restored by Special Order under its original number.</p> - -<p>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.</p> -</div> - -<p>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 -<span class="pagenum"><a name="Page_131" id="Page_131">« 131 »</a></span> -might tend to confusion, so that it is better to -annul the whole order and give new instructions -in separate orders.</p> - -<p>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.</p> - -<p>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.</p> - -<p>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.</p> - -<p><span class="pagenum"><a name="Page_132" id="Page_132">« 132 »</a></span></p> - - -<p class="caption3">Standard Train Order Blank for 19 Order.</p> - -<table style="width: 30em; margin: 0 auto;" summary="ticket"> -<tr> - <td class="bbox center smaller" colspan="3">BOUND HERE.<br /> - <br /><br /><br /> - PERFORATED LINE.</td> -</tr> -<tr> - <td class="bbox" colspan="3"><p class="caption2">LONDON & PARIS RAILWAY COMPANY</p> - <p class=" center">TELEGRAPHIC TRAIN ORDER NO. —.</p> - <p class="tdr"><i>Superintendent's Office</i>,<span class="smaller" style="padding-left: 8em">March 27,</span> 188<span class="smaller">5.</span></p> - </td> -</tr> -<tr> - <td class="bbox"><p class="center"><span class="smaller">FORM</span><br />19</p></td> - <td><p class="center"><i>For</i> <span class="bold smaller">Station</span> <i>to</i> <span class="bold smaller">C. & E.</span> <i>of</i> <span class="smaller bold">No. 13</span></p></td> - <td class="bbox"><p class="center"><span class="smaller">FORM</span><br />19</p></td> -</tr> -<tr> - <td class="center bdl bdr" colspan="3"><div style="padding-top: 8em;">Conductor and Engineman must each have a copy of this order.</div></td> -</tr> -<tr> - <td class="bbox center" style="padding-bottom:0.5em" colspan="3"><i>Rec'd</i> <span class="bold smaller">2:15 P.</span> <i>M.</i> <i>Made</i> Complete <i>at</i> <span class="bold smaller">2:16 P.</span> <i>M.</i> <i>Rec'd by</i> <span class="bold smaller">Jones</span> <i>Op'r</i>.</td> -</tr> -</table> - - -<p class="caption3">Specifications for Train Order Form and Books for -Operators for 19 Orders.</p> - -<div class="blockquot"> - -<p>Form as here shown. Blank space for order 4 inches, -with no lines. The mode of filling the blanks is indicated by -small type.</p> - -<p>Names of divisions and office to be varied to suit each -division.</p> - -<p>Form 6¾ x 6 inches below perforated line. Book 6¾ x 7½ -inches.</p> - -<p>Three hundred leaves; stitched; bound at top; paper cover -on face and top; very stiff back on lower side.</p> - -<p><span class="pagenum"><a name="Page_133" id="Page_133">« 133 »</a></span></p> - -<p>Paper opaque, green, sized, and of such thickness as to -admit of making 7 good copies with No. 4 Faber pencil.</p> - -<p>To be used with carbon paper, 6¾ x 7 inches, and a stiff -tin, same size, corners rounded.</p></div> - - -<p class="caption3">Standard Train Order Blank for 31 Order.</p> - -<table style="width: 30em; margin: 0 auto;" summary="ticket"> -<tr> - <td class="bbox center smaller" colspan="8">BOUND HERE.<br /> - <br /><br /><br /> - PERFORATED LINE.</td> -</tr> -<tr> - <td class="bbox" colspan="8"><p class="caption2">LONDON & PARIS RAILWAY COMPANY</p> - <p class=" center">TELEGRAPHIC TRAIN ORDER NO. <span class="bdb"> <span class="smaller">10</span> </span></p> - <p class="tdr"><i>Superintendent's Office</i>,<span style="padding-left: 8em">March 27, 1885.</span></p> - </td> -</tr> -<tr> - <td class="bbox"><p class="center"><span class="smaller">FORM</span><br />31</p></td> - <td style="width: 3em;"></td> - <td colspan="4"><p class="center"><i>For</i> <span class="bold smaller">Station</span> <i>to</i> <span class="bold smaller">C. & E.</span> <i>of</i> <span class="smaller bold">No. 13</span></p></td> - <td style="width: 3em;"></td> - <td class="bbox"><p class="center"><span class="smaller">FORM</span><br />31</p></td> -</tr> -<tr> - <td class="center bdl bdr" colspan="8"><div style="padding-top: 3em;">Conductor and Engineman must each have a copy of this order.</div></td> -</tr> -<tr> - <td class="center bdt2 bdb2 bdl bdr" colspan="8"><i>Time received</i> <span class="bold smaller">2:15 A.</span> <i>M.</i> O. K. <i>given at</i> <span class="bold smaller">2:15 A.</span> <i>M.</i></td> -</tr> -<tr> - <td class="center bbox" colspan="2">Conductor.</td> - <td class="center bbox">Engineman.</td> - <td class="center bbox">Train.</td> - <td class="center bbox">Made.</td> - <td class="center bbox">At</td> - <td class="center bbox" colspan="2">Received by</td> -</tr> -<tr> - <td class="bbox vbot smaller center bold" style="padding-top: 0.5em" colspan="2">Jones.</td> - <td class="bbox vbot smaller center bold">Brown.</td> - <td class="bbox vbot smaller center bold">13</td> - <td class="bbox vbot smaller center bold">Complete.</td> - <td class="bbox vbot smaller center bold">2:20</td> - <td class="bbox vbot smaller center bold" colspan="2">Dennison.</td> -</tr> -<tr> - <td class="bbox" colspan="2"> </td> - <td class="bbox center" rowspan="8">(Omit this<br />column where<br />engineman<br />is not<br />required<br />to sign.)</td> - <td class="bbox"> </td> - <td class="bbox"> </td> - <td class="bbox"> </td> - <td class="bbox" colspan="2"> </td> -</tr> -<tr> - <td class="bbox" colspan="2"> </td> - <td class="bbox"> </td> - <td class="bbox"> </td> - <td class="bbox"> </td> - <td class="bbox" colspan="2"> </td> -</tr> -<tr> - <td class="bbox" colspan="2"> </td> - <td class="bbox"> </td> - <td class="bbox"> </td> - <td class="bbox"> </td> - <td class="bbox" colspan="2"> </td> -</tr> -<tr> - <td class="bbox" colspan="2"> </td> - <td class="bbox"> </td> - <td class="bbox"> </td> - <td class="bbox"> </td> - <td class="bbox" colspan="2"> </td> -</tr> -<tr> - <td class="bbox" colspan="2"> </td> - <td class="bbox"> </td> - <td class="bbox"> </td> - <td class="bbox"> </td> - <td class="bbox" colspan="2"> </td> -</tr> -<tr> - <td class="bbox" colspan="2"> </td> - <td class="bbox"> </td> - <td class="bbox"> </td> - <td class="bbox"> </td> - <td class="bbox" colspan="2"> </td> -</tr> -<tr> - <td class="bbox" colspan="2"> </td> - <td class="bbox"> </td> - <td class="bbox"> </td> - <td class="bbox"> </td> - <td class="bbox" colspan="2"> </td> -</tr> -<tr> - <td class="bbox" colspan="2"> </td> - <td class="bbox"> </td> - <td class="bbox"> </td> - <td class="bbox"> </td> - <td class="bbox" colspan="2"> </td> -</tr> -</table> - - -<p><span class="pagenum"><a name="Page_134" id="Page_134">« 134 »</a></span></p> - -<p class="caption3">Specifications for Train Order Form and Books for -Operators for 31 Orders.</p> - -<div class="blockquot"> - -<p>Form as here shown. Blank space for order 4 inches, -with no lines. The mode of filling the blanks is indicated by -small type.</p> - -<p>Names of divisions and office to be varied to suit each -division.</p> - -<p>Form 6¾ x 9¼ inches below perforated line. Book 6¾ x 10½ -inches.</p> - -<p>Three hundred leaves; stitched; bound at top; paper cover -on face and top; very stiff back on lower side.</p> - -<p>Paper opaque, white, sized, and of such thickness as to -admit of making 7 good copies with No. 4 Faber pencil.</p> - -<p>To be used with carbon paper, 6¾ x 9 inches, and a stiff -tin, same size, corners rounded.</p></div> - -<p>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):</p> - -<table style="width: 30em; margin: 0 auto;" summary="ticket"> -<tr> - <td class="bbox center smaller" colspan="8">BOUND HERE.<br /> - <br /><br /><br /> - PERFORATED LINE.</td> -</tr> -<tr> - <td class="bdl bdr" colspan="8"><p class="caption2">LONDON & PARIS RAILWAY COMPANY</p> - <p class="caption4">CLEARANCE CARD</p> - </td> -</tr> -<tr> - <td class="bdl bdr"><span class="bdb smaller bold"> Dover, - 9:15 A. M. - March 25, - </span>1888 - <span class="bdb smaller bold"> 7. - </span></td> -</tr> -<tr> - <td class="bdl bdr bdb" style="padding: 0.5em;"><p class="tdl">Conductor and Engineman No. <span class="bdb smaller bold"> 12 </span></p> - <p>I have no orders for your train. Signal is out for No. <span class="bdb smaller bold"> 16.2 </span></p> - <p style="margin-left: 10em;"><span class="bdb smaller bold"> John Jones, - </span><br /> - <span style="float: right; margin-top:0">Operator.</span></p> - <div style="text-indent: 1em;">This does not interfere with or countermand any orders you may have received.</div> - <div style="text-indent: 1em;">Conductor MUST SEE that the number of HIS TRAIN is entered in the above form correctly.</div> - <div style="text-indent: 1em;">Conductor and Engineman must each have a copy.</div> - </td> -</tr> -</table> - -<hr class="chap" /> - -<p><span class="pagenum"><a name="Page_135" id="Page_135">« 135 »</a></span></p> - - - -<p class="chapter"><a name="CHAPTER_XI" id="CHAPTER_XI">CHAPTER XI.</a></p> - -<p class="caption3">GENERAL REMARKS.</p> - -<p class="caption4"><span class="smcap">Rules as to Rights of Track.</span></p> - - -<p>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 -<span class="pagenum"><a name="Page_136" id="Page_136">« 136 »</a></span> -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.</p> - -<p>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.</p> - -<p>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.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_137" id="Page_137">« 137 »</a></span> -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.</p> - - -<p class="caption3"><span class="smcap">Numbering Switches.</span></p> - -<p>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, -<span class="pagenum"><a name="Page_138" id="Page_138">« 138 »</a></span> -but this usually adds to its length. The following -provision has been found to entirely -meet the case:</p> - -<p>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:</p> - -<p class="center"><i>No. 1 and No. 2 will meet at London No. 2.</i></p> - -<p>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 <i>when trains meet on orders the -train shall take the siding which can do so -without backing</i>. 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.</p> - -<p><span class="pagenum"><a name="Page_139" id="Page_139">« 139 »</a></span></p> - -<p>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.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_140" id="Page_140">« 140 »</a></span> -provision above indicated requiring those -trains to take the siding which can do so -without backing.</p> - - -<p class="caption3"><span class="smcap">Double Track.</span></p> - -<p>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.</p> - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_141" id="Page_141">« 141 »</a></span> -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.</p> - -<hr class="chap" /> - -<p><span class="pagenum"><a name="Page_142" id="Page_142">« 142 »</a><br /><a name="Page_143" id="Page_143">« 143 »</a></span></p> - - - - -<p class="chapter"><a name="CHAPTER_XII" id="CHAPTER_XII">CHAPTER XII.</a></p> - -<p class="caption3">CONCLUSION.</p> - - -<p>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.</p> - -<p>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 -<span class="pagenum"><a name="Page_144" id="Page_144">« 144 »</a></span> -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.</p> - -<p>The closing paragraph of the first edition of -this work was as follows:</p> - -<p>"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."</p> - -<p>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."</p> - -<p>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, -<span class="pagenum"><a name="Page_145" id="Page_145">« 145 »</a></span> -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.</p> - -<p>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 -<span class="pagenum"><a name="Page_146" id="Page_146">« 146 »</a></span> -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.</p> - -<p>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.</p> - -<p>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."</p> - -<hr class="chap" /> - -<p><span class="pagenum"><a name="Page_147" id="Page_147">« 147 »</a></span></p> - -<p class="caption2"><a name="Index" id="Index"></a>INDEX.</p> - -<p class="caption4"> <a href="#alpha_a">[A]</a> <a href="#alpha_b">[B]</a> <a href="#alpha_c">[C]</a> <a href="#alpha_d">[D]</a> <a href="#alpha_e">[E]</a> <a href="#alpha_f">[F]</a> <a href="#alpha_g">[G]</a> <a href="#alpha_h">[H]</a> <a href="#alpha_i">[I]</a> <a href="#alpha_l">[L]</a><br /> - <a href="#alpha_m">[M]</a> <a href="#alpha_n">[N]</a> <a href="#alpha_o">[O]</a> <a href="#alpha_p">[P]</a> <a href="#alpha_r">[R]</a> <a href="#alpha_s">[S]</a> <a href="#alpha_t">[T]</a> <a href="#alpha_u">[U]</a> <a href="#alpha_w">[W]</a> <a href="#alpha_y">[Y]</a></p> - -<div id="index_listing"> -<table summary="Index"> -<tr> - <td class="tdl alpha"><a name="alpha_a"></a>Abbreviations</td> - <td class="tdr"><a href="#Page_94">94</a></td> -</tr> -<tr> - <td class="tdl">"Accidents" resulting from lack of supervision</td> - <td class="tdr"><a href="#Page_145">145</a></td> -</tr> -<tr> - <td class="tdl">Acknowledgment of O K, Effect of</td> - <td class="tdr"><a href="#Page_69">69</a></td> -</tr> -<tr> - <td class="tdl"> " " " Succession of</td> - <td class="tdr"><a href="#Page_69">69</a></td> -</tr> -<tr> - <td class="tdl">Acknowledging "Complete"</td> - <td class="tdr"><a href="#Page_79">79</a></td> -</tr> -<tr> - <td class="tdl">Acknowledging OK</td> - <td class="tdr"><a href="#Page_50">50</a></td> -</tr> -<tr> - <td class="tdl">Addressing Orders</td> - <td class="tdr"><a href="#Page_62">62</a></td> -</tr> -<tr> - <td class="tdl">Addresses of Orders, in order of Superiority</td> - <td class="tdr"><a href="#Page_66">66</a></td> -</tr> -<tr> - <td class="tdl">"Advance" Order</td> - <td class="tdr"><a href="#Page_75">75</a></td> -</tr> -<tr> - <td class="tdl">Annulling an Order</td> - <td class="tdr"><a href="#Page_130">130</a></td> -</tr> -<tr> - <td class="tdl"> " " before train arrives</td> - <td class="tdr"><a href="#Page_78">78</a></td> -</tr> -<tr> - <td class="tdl">Annulling a Train</td> - <td class="tdr"><a href="#Page_128">128</a></td> -</tr> - -<tr> - <td class="tdl alpha"><a name="alpha_b"></a>Blackboard, showing Extras</td> - <td class="tdr"><a href="#Page_123">123</a></td> -</tr> -<tr> - <td class="tdl">Blank for "19" order</td> - <td class="tdr"><a href="#Page_132">132</a></td> -</tr> -<tr> - <td class="tdl"> " " "31" order</td> - <td class="tdr"><a href="#Page_133">133</a></td> -</tr> - -<tr> - <td class="tdl alpha"><a name="alpha_c"></a>Clearance card, form</td> - <td class="tdr"><a href="#Page_134">134</a></td> -</tr> -<tr> - <td class="tdl"> " " Use of</td> - <td class="tdr"><a href="#Page_42">42</a></td> -</tr> -<tr> - <td class="tdl">Clip, on engine</td> - <td class="tdr"><a href="#Page_31">31</a>, <a href="#Page_83">83</a></td> -</tr> -<tr> - <td class="tdl">Collision, Following train guard against</td> - <td class="tdr"><a href="#Page_106">106</a></td> -</tr> -<tr> - <td class="tdl">Combining Forms</td> - <td class="tdr"><a href="#Page_98">98</a></td> -</tr> -<tr> - <td class="tdl">"Complete," first to Superior train</td> - <td class="tdr"><a href="#Page_82">82</a></td> -</tr> -<tr> - <td class="tdl"> " given by Dispatcher</td> - <td class="tdr"><a href="#Page_54">54</a>, <a href="#Page_68">68</a></td> -</tr> -<tr> - <td class="tdl"> " write on Order</td> - <td class="tdr"><a href="#Page_70">70</a></td> -</tr> -<tr> - <td class="tdl"> " acknowledgement of</td> - <td class="tdr"><a href="#Page_79">79</a></td> -</tr> -<tr> - <td class="tdl"> " when given</td> - <td class="tdr"><a href="#Page_70">70</a>, <a href="#Page_71">71</a>, <a href="#Page_79">79</a></td> -</tr> -<tr> - <td class="tdl">Conclusion</td> - <td class="tdr"><a href="#Page_143">143</a></td> -</tr> -<tr> - <td class="tdl">Copies of Orders, How Keep</td> - <td class="tdr"><a href="#Page_31">31</a>, <a href="#Page_83">83</a></td> -</tr> - -<tr> - <td class="tdl alpha"><a name="alpha_d"></a>Delivering Orders at Superintendent's Office</td> - <td class="tdr"><a href="#Page_84">84</a></td> -</tr> -<tr> - <td class="tdl"> " " Methods of</td> - <td class="tdr"><a href="#Page_51">51</a></td> -</tr> -<tr> - <td class="tdl"> " " without signatures</td> - <td class="tdr"><a href="#Page_80">80</a></td> -</tr> -<tr> - <td class="tdl">Direction of Trains, affecting rights</td> - <td class="tdr"><a href="#Page_100">100</a>, <a href="#Page_136">136</a></td> -</tr> -<tr> - <td class="tdl">Disabled Train, Orders to</td> - <td class="tdr"><a href="#Page_54">54</a> - <span class="pagenum"><a name="Page_148" id="Page_148">« 148 »</a></span></td> -</tr> -<tr> - <td class="tdl">Dispatcher, The</td> - <td class="tdr"><a href="#Page_17">17</a></td> -</tr> -<tr> - <td class="tdl"> " Orders Should be Issued by</td> - <td class="tdr"><a href="#Page_5">5</a></td> -</tr> -<tr> - <td class="tdl"> " transmitting Orders</td> - <td class="tdr"><a href="#Page_35">35</a>, <a href="#Page_45">45</a></td> -</tr> -<tr> - <td class="tdl">Double Track</td> - <td class="tdr"><a href="#Page_140">140</a></td> -</tr> -<tr> - <td class="tdl">Duplicate Order, described</td> - <td class="tdr"><a href="#Page_9">9</a></td> -</tr> -<tr> - <td class="tdl"> " " Safe in Unskilled Hands</td> - <td class="tdr"><a href="#Page_13">13</a></td> -</tr> -<tr> - <td class="tdl">Duplicate, Orders in</td> - <td class="tdr"><a href="#Page_82">82</a></td> -</tr> - -<tr> - <td class="tdl alpha"><a name="alpha_e"></a>Enginemen, Signatures of</td> - <td class="tdr"><a href="#Page_53">53</a>, <a href="#Page_68">68</a>, <a href="#Page_71">71</a></td> -</tr> -<tr> - <td class="tdl">Expiration of Orders</td> - <td class="tdr"><a href="#Page_89">89</a></td> -</tr> -<tr> - <td class="tdl">Explanatory Rules, needed</td> - <td class="tdr"><a href="#Page_98">98</a></td> -</tr> -<tr> - <td class="tdl">Extra Trains</td> - <td class="tdr"><a href="#Page_120">120</a></td> -</tr> - -<tr> - <td class="tdl alpha"><a name="alpha_f"></a>Figures, Use of</td> - <td class="tdr"><a href="#Page_93">93</a>, <a href="#Page_94">94</a></td> -</tr> -<tr> - <td class="tdl">Fixed Methods, best</td> - <td class="tdr"><a href="#Page_6">6</a></td> -</tr> -<tr> - <td class="tdl">Fixed Signal</td> - <td class="tdr"><a href="#Page_38">38</a>, <a href="#Page_90">90</a></td> -</tr> -<tr> - <td class="tdl">Form A, Fixing Meeting points</td> - <td class="tdr"><a href="#Page_101">101</a></td> -</tr> -<tr> - <td class="tdl">Form B, Train running ahead</td> - <td class="tdr"><a href="#Page_104">104</a></td> -</tr> -<tr> - <td class="tdl">Form C, Reversing Rights</td> - <td class="tdr"><a href="#Page_106">106</a></td> -</tr> -<tr> - <td class="tdl">Form D, Right to all regular trains over given train</td> - <td class="tdr"><a href="#Page_114">114</a></td> -</tr> -<tr> - <td class="tdl">Form E, Time Orders</td> - <td class="tdr"><a href="#Page_115">115</a></td> -</tr> -<tr> - <td class="tdl">Form F, for Sections</td> - <td class="tdr"><a href="#Page_117">117</a></td> -</tr> -<tr> - <td class="tdl">Form G, Arranging Schedule</td> - <td class="tdr"><a href="#Page_119">119</a></td> -</tr> -<tr> - <td class="tdl">Form H, Extra Trains</td> - <td class="tdr"><a href="#Page_120">120</a></td> -</tr> -<tr> - <td class="tdl">Form J, Holding Order</td> - <td class="tdr"><a href="#Page_127">127</a></td> -</tr> -<tr> - <td class="tdl">Form K, Annulling a Train</td> - <td class="tdr"><a href="#Page_128">128</a></td> -</tr> -<tr> - <td class="tdl">Form L, Annulling an Order</td> - <td class="tdr"><a href="#Page_130">130</a></td> -</tr> -<tr> - <td class="tdl">Forms of Orders</td> - <td class="tdr"><a href="#Page_97">97</a></td> -</tr> -<tr> - <td class="tdl"> " " Classification of</td> - <td class="tdr"><a href="#Page_100">100</a></td> -</tr> - -<tr> - <td class="tdl alpha"><a name="alpha_g"></a>General Remarks</td> - <td class="tdr"><a href="#Page_135">135</a></td> -</tr> - -<tr> - <td class="tdl alpha"><a name="alpha_h"></a>Holding effect of Order not signed for</td> - <td class="tdr"><a href="#Page_57">57</a></td> -</tr> -<tr> - <td class="tdl">Holding Order</td> - <td class="tdr"><a href="#Page_127">127</a></td> -</tr> -<tr> - <td class="tdl">Holding train after O K is acknowledged</td> - <td class="tdr"><a href="#Page_57">57</a></td> -</tr> -<tr> - <td class="tdl"> " " by signals for time</td> - <td class="tdr"><a href="#Page_42">42</a></td> -</tr> -<tr> - <td class="tdl"> " " when telegraph fails</td> - <td class="tdr"><a href="#Page_57">57</a></td> -</tr> - -<tr> - <td class="tdl alpha"><a name="alpha_i"></a>Inferior Right, defined</td> - <td class="tdr"><a href="#Page_64">64</a></td> -</tr> -<tr> - <td class="tdl">Initials, Use of</td> - <td class="tdr"><a href="#Page_94">94</a></td> -</tr> -<tr> - <td class="tdl">Instructions, Not include in Orders</td> - <td class="tdr"><a href="#Page_25">25</a></td> -</tr> - -<tr> - <td class="tdl alpha"><a name="alpha_l"></a>Language of Orders, simple</td> - <td class="tdr"><a href="#Page_25">25</a></td> -</tr> - -<tr> - <td class="tdl alpha"><a name="alpha_m"></a>Manifold, The</td> - <td class="tdr"><a href="#Page_33">33</a></td> -</tr> -<tr> - <td class="tdl"> " Orders to be written in</td> - <td class="tdr"><a href="#Page_67">67</a></td> -</tr> -<tr> - <td class="tdl">Meeting Order, Use and Advantage of</td> - <td class="tdr"><a href="#Page_102">102</a></td> -</tr> -<tr> - <td class="tdl">Meeting Point, Copy of Order for Operator at</td> - <td class="tdr"><a href="#Page_66">66</a></td> -</tr> -<tr> - <td class="tdl"> " " Orders not Delivered at</td> - <td class="tdr"><a href="#Page_86">86</a> - <span class="pagenum"><a name="Page_149" id="Page_149">« 149 »</a></span></td> -</tr> - -<tr> - <td class="tdl alpha"><a name="alpha_n"></a>Numbering Orders</td> - <td class="tdr"><a href="#Page_31">31</a>, <a href="#Page_62">62</a></td> -</tr> -<tr> - <td class="tdl">Numbering Switches</td> - <td class="tdr"><a href="#Page_vii">vii</a>, <a href="#Page_137">137</a></td> -</tr> -<tr> - <td class="tdl">Numbers for Trains</td> - <td class="tdr"><a href="#Page_93">93</a></td> -</tr> - -<tr> - <td class="tdl alpha"><a name="alpha_o"></a>O K sent and acknowledged</td> - <td class="tdr"><a href="#Page_68">68</a>, <a href="#Page_60">60</a></td> -</tr> -<tr> - <td class="tdl">Operator, The</td> - <td class="tdr"><a href="#Page_21">21</a></td> -</tr> -<tr> - <td class="tdl">Order, The, holds train after O K is acknowledged</td> - <td class="tdr"><a href="#Page_71">71</a></td> -</tr> -<tr> - <td class="tdl"> " interposed to prevent Improper signal</td> - <td class="tdr"><a href="#Page_42">42</a></td> -</tr> -<tr> - <td class="tdl"> " One movement in</td> - <td class="tdr"><a href="#Page_62">62</a></td> -</tr> -<tr> - <td class="tdl">Orders, remove from book</td> - <td class="tdr"><a href="#Page_40">40</a>, <a href="#Page_41">41</a>, <a href="#Page_51">51</a></td> -</tr> -<tr> - <td class="tdl"> " functions, etc.</td> - <td class="tdr"><a href="#Page_61">61</a></td> -</tr> -<tr> - <td class="tdl"> " held by Annulled train</td> - <td class="tdr"><a href="#Page_128">128</a></td> -</tr> -<tr> - <td class="tdl"> " how long in force</td> - <td class="tdr"><a href="#Page_29">29</a>, <a href="#Page_89">89</a></td> -</tr> -<tr> - <td class="tdl"> " including more than one transaction</td> - <td class="tdr"><a href="#Page_26">26</a>, <a href="#Page_103">103</a></td> -</tr> -<tr> - <td class="tdl"> " in duplicate</td> - <td class="tdr"><a href="#Page_62">62</a></td> -</tr> -<tr> - <td class="tdl"> " limited to express terms</td> - <td class="tdr"><a href="#Page_29">29</a></td> -</tr> -<tr> - <td class="tdl"> " no erasures, etc</td> - <td class="tdr"><a href="#Page_29">29</a></td> -</tr> -<tr> - <td class="tdl"> " not send too long in advance</td> - <td class="tdr"><a href="#Page_86">86</a></td> -</tr> -<tr> - <td class="tdl"> " not to meeting point for delivery</td> - <td class="tdr"><a href="#Page_86">86</a></td> -</tr> -<tr> - <td class="tdl"> " sent to superintendent daily</td> - <td class="tdr"><a href="#Page_83">83</a></td> -</tr> -<tr> - <td class="tdl"> " to trains away from telegraph stations</td> - <td class="tdr"><a href="#Page_84">84</a></td> -</tr> -<tr> - <td class="tdl"> " to be strictly construed</td> - <td class="tdr"><a href="#Page_87">87</a>, <a href="#Page_110">110</a></td> -</tr> -<tr> - <td class="tdl"> " who issue</td> - <td class="tdr"><a href="#Page_61">61</a></td> -</tr> - -<tr> - <td class="tdl alpha"><a name="alpha_p"></a>Paper for orders</td> - <td class="tdr"><a href="#Page_30">30</a>, <a href="#Page_33">33</a></td> -</tr> -<tr> - <td class="tdl">Passing, in same direction</td> - <td class="tdr"><a href="#Page_104">104</a></td> -</tr> -<tr> - <td class="tdl">Passing point in Form C, Leaving, before opposite train arrives</td> - <td class="tdr"><a href="#Page_109">109</a></td> -</tr> -<tr> - <td class="tdl">Pilot, relations to train</td> - <td class="tdr"><a href="#Page_63">63</a></td> -</tr> -<tr> - <td class="tdl"> " to have orders</td> - <td class="tdr"><a href="#Page_62">62</a></td> -</tr> -<tr> - <td class="tdl">Position of signal, Normal</td> - <td class="tdr"><a href="#Page_39">39</a></td> -</tr> -<tr> - <td class="tdl">Precautions in issuing orders</td> - <td class="tdr"><a href="#Page_4">4</a></td> -</tr> -<tr> - <td class="tdl">Printed forms for orders</td> - <td class="tdr"><a href="#Page_99">99</a></td> -</tr> - -<tr> - <td class="tdl alpha"><a name="alpha_r"></a>Reading Order aloud</td> - <td class="tdr"><a href="#Page_53">53</a>, <a href="#Page_68">68</a>, <a href="#Page_70">70</a></td> -</tr> -<tr> - <td class="tdl">Record, The</td> - <td class="tdr"><a href="#Page_35">35</a></td> -</tr> -<tr> - <td class="tdl"> " of Orders</td> - <td class="tdr"><a href="#Page_64">64</a></td> -</tr> -<tr> - <td class="tdl">Regardless Order, superseded</td> - <td class="tdr"><a href="#Page_107">107</a></td> -</tr> -<tr> - <td class="tdl">Repeating Orders</td> - <td class="tdr"><a href="#Page_48">48</a>, <a href="#Page_67">67</a>, <a href="#Page_60">60</a>, <a href="#Page_79">79</a></td> -</tr> -<tr> - <td class="tdl">Responsibility, divided</td> - <td class="tdr"><a href="#Page_77">77</a></td> -</tr> -<tr> - <td class="tdl">Reversing rights</td> - <td class="tdr"><a href="#Page_106">106</a></td> -</tr> -<tr> - <td class="tdl">Rights reversed by Orders</td> - <td class="tdr"><a href="#Page_65">65</a></td> -</tr> -<tr> - <td class="tdl">Rights, Rules respecting</td> - <td class="tdr"><a href="#Page_135">135</a></td> -</tr> -<tr> - <td class="tdl">Rules</td> - <td class="tdr"><a href="#Page_60">60</a></td> -</tr> -<tr> - <td class="tdl"> " construe strictly</td> - <td class="tdr"><a href="#Page_87">87</a> - <span class="pagenum"><a name="Page_150" id="Page_150">« 150 »</a></span></td> -</tr> -<tr> - <td class="tdl">Rules of Time Convention, when adopted</td> - <td class="tdr"><a href="#Page_60">60</a></td> -</tr> -<tr> - <td class="tdl">Rule 500</td> - <td class="tdr"><a href="#Page_61">61</a></td> -</tr> -<tr> - <td class="tdl"> " 501</td> - <td class="tdr"><a href="#Page_62">62</a></td> -</tr> -<tr> - <td class="tdl"> " 502</td> - <td class="tdr"><a href="#Page_62">62</a></td> -</tr> -<tr> - <td class="tdl"> " 503</td> - <td class="tdr"><a href="#Page_62">62</a></td> -</tr> -<tr> - <td class="tdl"> " 504</td> - <td class="tdr"><a href="#Page_64">64</a></td> -</tr> -<tr> - <td class="tdl"> " 505</td> - <td class="tdr"><a href="#Page_64">64</a></td> -</tr> -<tr> - <td class="tdl"> " 506</td> - <td class="tdr"><a href="#Page_65">65</a></td> -</tr> -<tr> - <td class="tdl"> " 507</td> - <td class="tdr"><a href="#Page_66">66</a></td> -</tr> -<tr> - <td class="tdl"> " 508</td> - <td class="tdr"><a href="#Page_87">87</a></td> -</tr> -<tr> - <td class="tdl"> " 509</td> - <td class="tdr"><a href="#Page_87">87</a></td> -</tr> -<tr> - <td class="tdl"> " 510</td> - <td class="tdr"><a href="#Page_71">71</a></td> -</tr> -<tr> - <td class="tdl"> " 511</td> - <td class="tdr"><a href="#Page_79">79</a></td> -</tr> -<tr> - <td class="tdl"> " 512</td> - <td class="tdr"><a href="#Page_82">82</a></td> -</tr> -<tr> - <td class="tdl"> " 513</td> - <td class="tdr"><a href="#Page_82">82</a></td> -</tr> -<tr> - <td class="tdl"> " 514</td> - <td class="tdr"><a href="#Page_83">83</a></td> -</tr> -<tr> - <td class="tdl"> " 515</td> - <td class="tdr"><a href="#Page_83">83</a></td> -</tr> -<tr> - <td class="tdl"> " 516</td> - <td class="tdr"><a href="#Page_83">83</a></td> -</tr> -<tr> - <td class="tdl"> " 517</td> - <td class="tdr"><a href="#Page_84">84</a></td> -</tr> -<tr> - <td class="tdl"> " 518</td> - <td class="tdr"><a href="#Page_84">84</a></td> -</tr> -<tr> - <td class="tdl"> " 519</td> - <td class="tdr"><a href="#Page_84">84</a></td> -</tr> -<tr> - <td class="tdl"> " 520</td> - <td class="tdr"><a href="#Page_85">85</a></td> -</tr> -<tr> - <td class="tdl"> " 521</td> - <td class="tdr"><a href="#Page_86">86</a></td> -</tr> -<tr> - <td class="tdl"> " 522</td> - <td class="tdr"><a href="#Page_87">87</a></td> -</tr> -<tr> - <td class="tdl"> " 523</td> - <td class="tdr"><a href="#Page_80">80</a></td> -</tr> -<tr> - <td class="tdl"> " 524 A</td> - <td class="tdr"><a href="#Page_90">90</a></td> -</tr> -<tr> - <td class="tdl"> " 524 B</td> - <td class="tdr"><a href="#Page_91">91</a></td> -</tr> -<tr> - <td class="tdl"> " 525</td> - <td class="tdr"><a href="#Page_93">93</a></td> -</tr> -<tr> - <td class="tdl"> " 526</td> - <td class="tdr"><a href="#Page_93">93</a></td> -</tr> -<tr> - <td class="tdl"> " 527</td> - <td class="tdr"><a href="#Page_94">94</a></td> -</tr> -<tr> - <td class="tdl">Running Ahead</td> - <td class="tdr"><a href="#Page_104">104</a></td> -</tr> - -<tr> - <td class="tdl alpha"><a name="alpha_s"></a>Schedule, meaning of</td> - <td class="tdr"><a href="#Page_61">61</a></td> -</tr> -<tr> - <td class="tdl">Schedule time, made later</td> - <td class="tdr"><a href="#Page_115">115</a></td> -</tr> -<tr> - <td class="tdl">Sections, included in Order</td> - <td class="tdr"><a href="#Page_85">85</a></td> -</tr> -<tr> - <td class="tdl"> " Meeting order for</td> - <td class="tdr"><a href="#Page_103">103</a></td> -</tr> -<tr> - <td class="tdl"> " Order for</td> - <td class="tdr"><a href="#Page_117">117</a></td> -</tr> -<tr> - <td class="tdl"> " ordered by yard dispatcher</td> - <td class="tdr"><a href="#Page_118">118</a></td> -</tr> -<tr> - <td class="tdl"> " Rights of</td> - <td class="tdr"><a href="#Page_117">117</a></td> -</tr> -<tr> - <td class="tdl">Semaphore, for signal</td> - <td class="tdr"><a href="#Page_38">38</a></td> -</tr> -<tr> - <td class="tdl">Signal, The Train Order</td> - <td class="tdr"><a href="#Page_37">37</a></td> -</tr> -<tr> - <td class="tdl"> " Fixed, for train orders</td> - <td class="tdr"><a href="#Page_90">90</a></td> -</tr> -<tr> - <td class="tdl">Signals, "31" and "19"</td> - <td class="tdr"><a href="#Page_65">65</a> - <span class="pagenum"><a name="Page_151" id="Page_151">« 151 »</a></span></td> -</tr> -<tr> - <td class="tdl"> " for emergencies</td> - <td class="tdr"><a href="#Page_90">90</a>, <a href="#Page_91">91</a>, <a href="#Page_93">93</a></td> -</tr> -<tr> - <td class="tdl"> " not shown at night</td> - <td class="tdr"><a href="#Page_91">91</a>, <a href="#Page_93">93</a></td> -</tr> -<tr> - <td class="tdl"> " Operator's</td> - <td class="tdr"><a href="#Page_83">83</a></td> -</tr> -<tr> - <td class="tdl"> " meaning "train order"</td> - <td class="tdr"><a href="#Page_47">47</a></td> -</tr> -<tr> - <td class="tdl">Signatures, of Enginemen</td> - <td class="tdr"><a href="#Page_53">53</a>, <a href="#Page_68">68</a>, <a href="#Page_71">71</a></td> -</tr> -<tr> - <td class="tdl"> " for"19"order, not taken</td> - <td class="tdr"><a href="#Page_79">79</a></td> -</tr> -<tr> - <td class="tdl"> " for orders, how taken and transmitted</td> - <td class="tdr"><a href="#Page_53">53</a>, <a href="#Page_68">68</a>, <a href="#Page_70">70</a></td> -</tr> -<tr> - <td class="tdl"> " for Superior Train before "complete" for Inferior</td> - <td class="tdr"><a href="#Page_71">71</a></td> -</tr> -<tr> - <td class="tdl"> " Object of</td> - <td class="tdr"><a href="#Page_81">81</a></td> -</tr> -<tr> - <td class="tdl"> " transmission of</td> - <td class="tdr"><a href="#Page_54">54</a></td> -</tr> -<tr> - <td class="tdl"> " with "19" order</td> - <td class="tdr"><a href="#Page_81">81</a></td> -</tr> -<tr> - <td class="tdl">Signs and Abbreviations</td> - <td class="tdr"><a href="#Page_94">94</a></td> -</tr> -<tr> - <td class="tdl">Simultaneous Transmission</td> - <td class="tdr"><a href="#Page_47">47</a>, <a href="#Page_66">66</a></td> -</tr> -<tr> - <td class="tdl">Single Order, described</td> - <td class="tdr"><a href="#Page_8">8</a></td> -</tr> -<tr> - <td class="tdl"> " " fatal defect</td> - <td class="tdr"><a href="#Page_10">10</a></td> -</tr> -<tr> - <td class="tdl">Sound Operators, best</td> - <td class="tdr"><a href="#Page_34">34</a></td> -</tr> -<tr> - <td class="tdl">Special Train, Schedule for</td> - <td class="tdr"><a href="#Page_119">119</a></td> -</tr> -<tr> - <td class="tdl">Specimen Orders</td> - <td class="tdr"><a href="#Page_28">28</a>, <a href="#Page_30">30</a></td> -</tr> -<tr> - <td class="tdl">Succession, in repeating Order</td> - <td class="tdr"><a href="#Page_49">49</a>, <a href="#Page_67">67</a></td> -</tr> -<tr> - <td class="tdl"> " in acknowledging "OK"</td> - <td class="tdr"><a href="#Page_69">69</a></td> -</tr> -<tr> - <td class="tdl">Superiority, Addresses in Order of</td> - <td class="tdr"><a href="#Page_66">66</a></td> -</tr> -<tr> - <td class="tdl">Superior Right, defined</td> - <td class="tdr"><a href="#Page_64">64</a></td> -</tr> -<tr> - <td class="tdl">Superseding an Order</td> - <td class="tdr"><a href="#Page_130">130</a></td> -</tr> -<tr> - <td class="tdl">Supervision, necessary</td> - <td class="tdr"><a href="#Page_144">144</a></td> -</tr> -<tr> - <td class="tdl"> " of Operators</td> - <td class="tdr"><a href="#Page_82">82</a></td> -</tr> -<tr> - <td class="tdl">System, American</td> - <td class="tdr"><a href="#Page_3">3</a></td> -</tr> -<tr> - <td class="tdl">Systems, two in Use</td> - <td class="tdr"><a href="#Page_7">7</a></td> -</tr> - -<tr> - <td class="tdl alpha"><a name="alpha_t"></a>Telegraphing, Careful habit in</td> - <td class="tdr"><a href="#Page_49">49</a></td> -</tr> -<tr> - <td class="tdl">Telegraph, failing</td> - <td class="tdr"><a href="#Page_55">55</a></td> -</tr> -<tr> - <td class="tdl"> " " effect on order</td> - <td class="tdr"><a href="#Page_57">57</a>, <a href="#Page_71">71</a>, <a href="#Page_73">73</a>, <a href="#Page_82">82</a></td> -</tr> -<tr> - <td class="tdl"> " relation to railroad</td> - <td class="tdr"><a href="#Page_145">145</a></td> -</tr> -<tr> - <td class="tdl">Time Limit in Form C, objectionable</td> - <td class="tdr"><a href="#Page_114">114</a></td> -</tr> -<tr> - <td class="tdl"> " of Train, Record and report</td> - <td class="tdr"><a href="#Page_93">93</a></td> -</tr> -<tr> - <td class="tdl">Time Orders</td> - <td class="tdr"><a href="#Page_115">115</a></td> -</tr> -<tr> - <td class="tdl">Time Table, Meaning of</td> - <td class="tdr"><a href="#Page_61">61</a></td> -</tr> -<tr> - <td class="tdl">Tracks, Orders for use of, in yards</td> - <td class="tdr"><a href="#Page_84">84</a></td> -</tr> -<tr> - <td class="tdl">Train Dispatching</td> - <td class="tdr"><a href="#Page_1">1</a></td> -</tr> -<tr> - <td class="tdl">Train of Superior right, when take siding</td> - <td class="tdr"><a href="#Page_113">113</a></td> -</tr> -<tr> - <td class="tdl">Train Order Blanks</td> - <td class="tdr"><a href="#Page_132">132</a>, <a href="#Page_133">133</a></td> -</tr> -<tr> - <td class="tdl">Train Orders, Forms of</td> - <td class="tdr"><a href="#Page_97">97</a></td> -</tr> -<tr> - <td class="tdl">Train Order Signal, Normal position of</td> - <td class="tdr"><a href="#Page_92">92</a> - <span class="pagenum"><a name="Page_152" id="Page_152">« 152 »</a></span></td> -</tr> -<tr> - <td class="tdl">Train Rule 107, how affects Orders</td> - <td class="tdr"><a href="#Page_89">89</a></td> -</tr> -<tr> - <td class="tdl">Train Rules, Knowledge of</td> - <td class="tdr"><a href="#Page_65">65</a></td> -</tr> -<tr> - <td class="tdl">Train Sheet</td> - <td class="tdr"><a href="#Page_35">35</a></td> -</tr> -<tr> - <td class="tdl">Trains, all regular, right over given train</td> - <td class="tdr"><a href="#Page_114">114</a></td> -</tr> -<tr> - <td class="tdl"> " away from telegraph station, Orders for</td> - <td class="tdr"><a href="#Page_84">84</a></td> -</tr> -<tr> - <td class="tdl"> " designated by Numbers</td> - <td class="tdr"><a href="#Page_68">68</a></td> -</tr> -<tr> - <td class="tdl"> " Report time of</td> - <td class="tdr"><a href="#Page_93">93</a></td> -</tr> -<tr> - <td class="tdl"> " to be governed strictly by Orders</td> - <td class="tdr"><a href="#Page_87">87</a></td> -</tr> -<tr> - <td class="tdl">Transmission, The</td> - <td class="tdr"><a href="#Page_45">45</a></td> -</tr> -<tr> - <td class="tdl"> " First Steps in</td> - <td class="tdr"><a href="#Page_65">65</a></td> -</tr> -<tr> - <td class="tdl"> " incomplete, how act</td> - <td class="tdr"><a href="#Page_55">55</a></td> -</tr> -<tr> - <td class="tdl"> " Process after</td> - <td class="tdr"><a href="#Page_67">67</a>, <a href="#Page_79">79</a></td> -</tr> -<tr> - <td class="tdl"> " simultaneous</td> - <td class="tdr"><a href="#Page_47">47</a>, <a href="#Page_66">66</a></td> -</tr> - -<tr> - <td class="tdl alpha"><a name="alpha_u"></a>"Understanding," Use of</td> - <td class="tdr"><a href="#Page_51">51</a></td> -</tr> - -<tr> - <td class="tdl alpha"><a name="alpha_w"></a>Whenever practicable," in Rule 510</td> - <td class="tdr"><a href="#Page_72">72</a></td> -</tr> -<tr> - <td class="tdl">Wild Trains</td> - <td class="tdr"><a href="#Page_122">122</a></td> -</tr> -<tr> - <td class="tdl">"Wildcat" order</td> - <td class="tdr"><a href="#Page_122">122</a></td> -</tr> -<tr> - <td class="tdl">Work Train</td> - <td class="tdr"><a href="#Page_120">120</a>, <a href="#Page_123">123</a></td> -</tr> -<tr> - <td class="tdl"> " " Working limits for</td> - <td class="tdr"><a href="#Page_124">124</a></td> -</tr> -<tr> - <td class="tdl"> " " given right of track</td> - <td class="tdr"><a href="#Page_107">107</a></td> -</tr> - -<tr> - <td class="tdl alpha"><a name="alpha_y"></a>Yards, Use of track in</td> - <td class="tdr"><a href="#Page_84">84</a></td> -</tr> -</table> -</div> - -<p><span class="pagenum"><a name="Page_153" id="Page_153">« 153 »</a></span></p> - -<div style="width:600px; margin-left: auto; margin-right: auto; margin-top: 4em;"> -<div class="cap_left caption4">WILLIAM P. HALL. Pres.<br /> -W. S. GILMORE, Treas.</div> - -<div class="cap_right caption4">A. W. HALL, Gen. Man.<br /> -S. MARSH YOUNG. Gen. Agt.</div> - -<div class="fig_center" style="width: 403px;"> -<img src="images/hall_signal_co_1.png" width="403" height="89" alt="The Hall Signal Company" /> -</div> - -<p class="center"><b>SOLE MANUFACTURERS AND OWNERS OF</b></p> - - <p class="caption2nb">Several Forms and Systems of Thoroughly<br /> - Tested Automatic Railroad<br /> - Signals of Proven and<br /> - Guaranteed Reliability.</p> - -<hr class="r10" /> - -<p class="caption3">FOR WHICH THE FOLLOWING CLAIMS ARE MADE:</p> - -<table summary="claims"> -<tr> - <td class="tdl vtop">1st.</td> - <td class="tdl">That they are the ONLY RELIABLE AUTOMATIC RAILROAD SIGNALS in - the market.</td> -</tr> -<tr> - <td class="tdl vtop">2d.</td> - <td class="tdl">That they are the only Automatic Signals that can he - successfully operated on ALL CLASSES of roadbed.</td> -</tr> -<tr> - <td class="tdl vtop">3d.</td> - <td class="tdl">That they are the only Automatic Signals that INVARIABLY - SIGNAL "DANGER" WHEN STRUCK BY LIGHTNING.</td> -</tr> -<tr> - <td class="tdl vtop">4th.</td> - <td class="tdl">That they are cheaper to erect and maintain than any other - signals that have given even approximately satisfactory - service.</td> -</tr> -<tr> - <td class="tdl vtop">5th.</td> - <td class="tdl">That they have caused fewer unnecessary stops in proportion to - the number of operations than any Automatic Signals in use at - the present time.</td> -</tr> -<tr> - <td class="tdl vtop">6th.</td> - <td class="tdl">That they can be operated on either the Permissive or Absolute - Block System.</td> -</tr> -<tr> - <td class="tdl vtop">7th.</td> - <td class="tdl">That they fully guard against the most common classes of - railroad accidents.</td> -</tr> -</table> - -<hr class="r10" /> - -<p class="center"><b>We are prepared to fully substantiate the above claims<br /> -to any railroad official desiring such information.</b></p> - -<hr class="r10" /> - - -<div class="fig_center" style="width: 381px;"> -<img src="images/hall_signal_co_2.png" width="381" height="39" alt="The Hall Signal Company," /> -</div> - -<p class="caption4 pmb4">50 BROADWAY, NEW YORK.<br /> -WESTERN OFFICE, - 340 THE ROOKERY, CHICAGO.</p> -</div> - -<p><span class="pagenum"><a name="Page_154" id="Page_154">« 154 »</a></span></p> - -<div style="width:600px; margin-left: auto; margin-right: auto;"> - -<p class="caption1">The E. S. Greeley & Co.,</p> - -<p class="caption3">5 and 7 Dey Street, New York,</p> - -<p class="center smaller">MANUFACTURERS AND IMPORTERS OF AND DEALERS IN</p> - -<div class="fig_center" style="width: 279px;"> -<a href="images/greeley_key_lrg.png"><img src="images/greeley_key.png" width="279" height="182" alt="Improved VICTOR KEY, $2.50. The latest and best. Send for Circular." /></a><br /> -<span class="smaller">Click on image to view larger sized.</span> -</div> - -<p class="caption2">Telegraph and Telephone Supplies,</p> - -<p class="center smcap">Railway Signals,<span style="padding: 0 5em;"> </span>Fire Alarms</p> - -<p class="center">AND</p> - -<p class="caption4">ELECTRICAL BELLS, Etc.,</p> - -<p class="center">AND ALL KINDS OF</p> - -<p class="caption3">ELECTRICAL MATERIALS</p> - -<p class="center">AND EXPERIMENTERS' SUPPLIES.</p> - -<hr class="r10" /> - -<p class="caption3">Standard Electrical Measurement Apparatus,</p> - -<p class="caption4">MEDICAL <span style="font-size: 0.6em;" class="bdt bdb">AND OTHER</span> BATTERIES,</p> - -<p class="center"><b>BLASTING MACHINES, Etc.</b></p> -</div> - - -<hr class="chap" /> - - -<div class="trans_notes"> - -<p class="caption2">Transcriber's Note</p> - - -<p>Hyphenation was not standardized.</p> - -<p>Transcriptions for the two reproduced forms -(pp. <a href="#Page_28">28</a> & <a href="#Page_30">30</a>) which show handwritten orders -are provided below. As the author testifies, they are not very legible and -the worse parts are marked [unclear]. </p> - -<p class="pmt4 caption3"><a name="trans1"></a>Transcript of image on <a href="#Page_28">p. 28</a>.</p> - -<div style="width: 35em; border: solid #000 1px; background-color: #e0e0e0; margin: 2em auto; padding: 3em;"> - -<p class="tdr">C. T. 262.</p> - -<p class="caption2"><span class="smcap">Pennsylvania Railroad Company.</span></p> - -<p class="caption3">PHILADELPHIA DIVISION.</p> - -<p class="caption3">Telegraphic Train Order No. 14</p> - -<p class="center"><i>Superintendent's Office, West Philadelphia</i>, March 10<sup>th</sup> 1888</p> - -<p class="center"><i>To Conductor and Engineman</i></p> - -<p>of ___1<sup>st</sup> & 2<sup>nd</sup> No 6 Stby.___ at ___1<sup>st</sup> & 2<sup>nd</sup> No 9 DV___.<br /> -1<sup>st</sup> & 2<sup>nd</sup> No 7 & 1<sup>st</sup> & 2<sup>nd</sup> No 3 Lancr.<br /> -1<sup>st</sup> No 6 and 1<sup>st</sup> & 2<sup>nd</sup> No 9 will meet at Branch Int.<br /> -1<sup>st</sup> No 6 and 1<sup>st</sup> No 7 will meet at Hillsdale,<br /> -1<sup>st</sup> No 6 and 2<sup>nd</sup> No 7 will meet at Conewago.<br /> -1<sup>st</sup> No 6 and 1<sup>st</sup> No 3 will meet at Elizabethtown.<br /> -1<sup>st</sup> No 6 and 2<sup>nd</sup> No 3 will meet at Kuhnz.<br /> -2<sup>nd</sup> No 6 and 1<sup>st</sup> No 7 will meet at Branch Int.<br /> -2<sup>nd</sup> No 6 and 2<sup>nd</sup> No 7 will meet at Hillsdale.<br /> -2<sup>nd</sup> No 6 and 1<sup>st</sup> No 3 will meet at Conewago.<br /> -2<sup>nd</sup> No 6 and 2<sup>nd</sup> No 3 will meet at Elizabethtown.</p> - -<p class="tdr">31 glr.</p> - -<table summary="trainmen"> -<tr> - <td>_____________Conductor.</td> - <td>_____________________Engineman.</td> -</tr> -<tr> - <td class="tdl">Paynter<br /> - Foulon<br /> - Rettew<br /> - Jacobs<br /> - Ruth<br /> - Baldwin<br /> - O'Donnill<br /> - Blankenbelan</td> - <td class="tdl">Haffmaster 1<sup>st</sup> 9<br />Raynier 1<sup>st</sup> No 7<br /> - Kelley 2<sup>nd</sup> 9<br /> - Melsky 2<sup>nd</sup> 7<br /> - Smurth Mail 1<sup>st</sup> 6<br /> - Deisem 2<sup>nd</sup> 6<br /> - Manahan 1<sup>st</sup> 3<br /> - Shultz 2<sup>nd</sup> 3</td> -</tr> -</table> - -<p class="p0"> - Received at __153. a__M. from __E F Dunlop__ Opr., by __H Coterskey__ Opr.<br /> -<br /> - Made ___Concat___ at ___158 a__M. from ___EFD___ Opr., by __HCot__ Opr.<br /> -<br /> - Conductor and Engineman must each have a copy of this order. See Rule 96.<br /> -</p> -</div> - -<p class="pmt4 caption3"><a name="trans2"></a>Transcript of image on <a href="#Page_30">p. 30</a>.</p> - -<div style="width: 30em; border: solid #000 1px; background-color: #e0e0e0; margin: 2em auto; padding: 3em;"> - -<p class="tdr"><span class="bdb">967-C1 624. 61 </span> 188</p> - -<p><span class="smaller">Train Order No.</span> <span class="bdb"> 227.221.</span></p> - -<p><span class="smaller">To</span> <span class="bdb"> </span> Edwards</p> - -<p class="tdr"><span class="bdb"> </span><span class="smaller">Station.</span></p> - -<p style="text-indent: 0; margin-left: 4em;">Two Extra East Engs 227 & 221<br /> - and No 24. Eng 222. meet 1<sup>st</sup><br /> - 21 Carij Co-ad at ______<br /> - 2<sup>d</sup> 21 a by Canada mitdo<br /> - Engs 227 & 221. at ______<br /> - and No 24 at ______<br /> - Engs 227 & 221, Will Not Pass<br /> - _____ before 245 PM.<br /> - There lookout for Jos. Sullivan<br /> - handles signals.<br /> - [unclear] & Corr<br /> - [unclear] 12 W1013<br /> - [unclear] 17 Rue</p> - -<p class="p0">Endorsement</p> - -<p class="p0">Train Order No. <span class="bdb"> </span><br /> -<span style="padding-left: 20em;">Superintendent.</span><br /> -Time.<span class="bdb"> Correct [signature] </span><br /> -<span style="padding-left: 21em;">Conductor.</span><br /> -<span class="bdb"> Correct [signature] </span><br /> -<span style="padding-left: 7em;">Train Dispatcher.</span><span style="padding-left: 7em;">Conductor.</span><br /> -<br /> -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. -</p> - -</div> - -</div> - -<hr class="full" /> -<p>***END OF THE PROJECT GUTENBERG EBOOK THE TRAIN WIRE***</p> -<p>******* This file should be named 51158-h.htm or 51158-h.zip *******</p> -<p>This and all associated files of various formats will be found in:<br /> -<a href="http://www.gutenberg.org/dirs/5/1/1/5/51158">http://www.gutenberg.org/5/1/1/5/51158</a></p> -<p> -Updated editions will replace the previous one--the old editions will -be renamed.</p> - -<p>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. 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