Rule 504.—Each order must be written in full in a book provided for the purpose at the Superintendent's office; and with it must be recorded the names of trainmen and others who have signed for the order, the time and signals, showing when and from what offices the order and responses were transmitted, and the Train Dispatcher's initials. These records must be made at once on the original copy, and not afterward from memory or memoranda.
Rule 504.—Each order must be written in full in a book provided for the purpose at the Superintendent's office; and with it must be recorded the names of trainmen and others who have signed for the order, the time and signals, showing when and from what offices the order and responses were transmitted, and the Train Dispatcher's initials. These records must be made at once on the original copy, and not afterward from memory or memoranda.
The requirement here as to the record of each order in a book is usually now fulfilled by the preservation of a manifold copy in the book in which the blanks are bound. This, in fact, is the method contemplated, although the rule is so drawn as to admit of other methods. The record of the various points specified is requisite for a complete history of each transaction.
Rule 505.—The terms "superior right" and "inferior right" in these rules refer to the rights of trains under the Time-table and Train Rules, and not to rights under Special Orders.
Rule 505.—The terms "superior right" and "inferior right" in these rules refer to the rights of trains under the Time-table and Train Rules, and not to rights under Special Orders.
This rule is rather an authoritative statement of a logical conclusion from the facts, but very properly gives this prominence to a point that must be constantly borne in mind.When the rights of trains are reversed by an order, as is usually the case, the inferior becomes for a time the superior, and this definition emphasizes this. In this connection it may be again noted that a very important and necessary part of the training of those engaged in operating the railroad telegraph is the acquisition of an intimate knowledge of the rules governing the rights and movements of trains when acting independently of telegraphic control. The legitimate use of the telegraph is to facilitate movement when, under the unaided operation of the rules, there might be delay, and to give preference, for special reasons, to trains which, under the rules are inferior. An exact knowledge of the effect of the rules, and what may be done by trains under their provisions, is therefore important, so that there shall be no unnecessary use of special orders, and that those used shall be the most appropriate to the circumstances.
Rule 506.—When an order is to be transmitted, the signal "31" (as provided in Rule 509) or the signal "19" (as provided in Rule 511), meaning "Train Order," will be given to each office addressed, followed by the word "copy," and a figure indicating the number of copies to be made, if more or less than three—thus, "31 copy 5," or "19 copy 5."
Rule 506.—When an order is to be transmitted, the signal "31" (as provided in Rule 509) or the signal "19" (as provided in Rule 511), meaning "Train Order," will be given to each office addressed, followed by the word "copy," and a figure indicating the number of copies to be made, if more or less than three—thus, "31 copy 5," or "19 copy 5."
This rule begins upon the details of transmission and is the first in which mention is made of the special signals "31" and "19," signifying "train order," the use of which ismore fully indicated later on. We have here the first step in the methodical plan of transmission prescribed in these rules, preparing the operator for the reception of the order and informing him of the number of copies for which he must prepare his manifold sheets. As three is the number most usually required, the omission of this number economizes telegraphing. In the same case the word "copy" might as well be omitted.
Rule 507.—An order to be sent to two or more offices must be transmitted simultaneously to as many as practicable. The several addresses must be in the order of superiority of rights of trains, and each office will take only its proper address. When not sent simultaneously to all, the order must be sent first for the train having the superior right of track.
Rule 507.—An order to be sent to two or more offices must be transmitted simultaneously to as many as practicable. The several addresses must be in the order of superiority of rights of trains, and each office will take only its proper address. When not sent simultaneously to all, the order must be sent first for the train having the superior right of track.
[Note.—On roads which desire the operator at a meeting-point to have copies of the order, the several addresses will be, first, the operator at whose station the trains are to meet and next in the order of superiority of the rights of trains.]
[Note.—On roads which desire the operator at a meeting-point to have copies of the order, the several addresses will be, first, the operator at whose station the trains are to meet and next in the order of superiority of the rights of trains.]
This rule brings us to the transmission of the order and requires that it be simultaneous as far as possible. This is a safeguard possible only with the duplicate system. Here also the priority of transmission to the superior train is insisted upon. In addition to other advantages, the systematic naming of the superior train first calls the attention of operators to the relative superiority of trains. The principle involved here is elsewhere recognized. The note attached by the Time ConventionCommittee has reference to the arrangement which some prefer of sending a copy of the order to the operator at the meeting-point in addition to the copies sent to other points for delivery to the trains.
Rule 508.—Operators receiving orders must write them out in manifold during transmission, and make the requisite number of copies at one writing or trace others from one of the copies first made.
Rule 508.—Operators receiving orders must write them out in manifold during transmission, and make the requisite number of copies at one writing or trace others from one of the copies first made.
This rule directs the use of the manifold writing and practically dispenses with any record book other than that in which the manifold copies are preserved.
This is one of the most important improvements over the old methods. In the early days of telegraphing and with some to a comparatively recent period, each copy of an order was written separately, occupying much time and involving great liability to error in transcribing. Now the perfection of the manifold admits of making at one writing all the copies usually required. If additional copies are wanted, their exactness is assured by tracing from one of those made at the first writing. It must be observed here that the rule does not permit an operator to take the message down on a separate sheet and make his manifold copies afterward.
Rule 509.—When an order has been transmitted, preceded by the signal "31," operators receiving it must (unless otherwise directed) repeat it back at once from the manifold copy,and in the succession in which their several offices have been addressed. Each operator repeating must observe whether the others repeat correctly. After the order has been repeated correctly by the operators required at the time to repeat it, the response "O K," authorized by the Train Dispatcher, will be sent simultaneously to as many as practicable, naming each office. Each operator must write this on the order with the time, and then reply "i i O K," with his office signal.Those to whom the order is addressed, except enginemen, must then sign their names to the copy of the order to be retained by the operator, and he will send their signatures to the Superintendent. The response "complete," with the Superintendent's initials, will then be given, when authorized by the Train Dispatcher. Each operator receiving this response will then write on each copy the word "complete," the time, and his last name in full; and will then deliver a copy to each person included in the address, except enginemen, and each must read his copy aloud to the operator. The copy for each engineman must be delivered to him personally by ----, and the engineman must read it aloud and understand it before acting upon it.
Rule 509.—When an order has been transmitted, preceded by the signal "31," operators receiving it must (unless otherwise directed) repeat it back at once from the manifold copy,and in the succession in which their several offices have been addressed. Each operator repeating must observe whether the others repeat correctly. After the order has been repeated correctly by the operators required at the time to repeat it, the response "O K," authorized by the Train Dispatcher, will be sent simultaneously to as many as practicable, naming each office. Each operator must write this on the order with the time, and then reply "i i O K," with his office signal.
Those to whom the order is addressed, except enginemen, must then sign their names to the copy of the order to be retained by the operator, and he will send their signatures to the Superintendent. The response "complete," with the Superintendent's initials, will then be given, when authorized by the Train Dispatcher. Each operator receiving this response will then write on each copy the word "complete," the time, and his last name in full; and will then deliver a copy to each person included in the address, except enginemen, and each must read his copy aloud to the operator. The copy for each engineman must be delivered to him personally by ----, and the engineman must read it aloud and understand it before acting upon it.
[Note.—The blank in the above rule may be filled for each road to suit its own requirements. On roads where the signature of the engineman is desired, the words "except enginemen" and the last sentence in the second paragraph may be omitted. See also note under Rule No. 500.][Individual operator's signals may be used when desired in addition to office signals, as here and elsewhere provided for.]
[Note.—The blank in the above rule may be filled for each road to suit its own requirements. On roads where the signature of the engineman is desired, the words "except enginemen" and the last sentence in the second paragraph may be omitted. See also note under Rule No. 500.]
[Individual operator's signals may be used when desired in addition to office signals, as here and elsewhere provided for.]
In this rule are given in detail the steps to be taken after the order has been transmitted, this rule having special reference to the orders for which signatures of trainmen are to be taken, known technically as the "31" order. Much of the efficiency of the telegraph, as well as the safety of operation, depends upon the careful drill of operators in this respect and strict adherence to the requirements of therule. Repeating back at the time of receiving may be properly omitted under the direction of the Dispatcher, in case of a general order, as one annulling a train. This would be sent to all stations but not necessarily delivered at all, and therefore repeating back at once from all would unnecessarily occupy the wire. Other cases may arise where the repeating may be postponed. In repeating, however, the requirement that it be done from the manifold copy should be carefully complied with. Reading, word for word, from the copy actually to be delivered is one of the most important precautions against mistake. The succession in which offices are to repeat is prescribed, so that all shall understand it, and it is so fixed that the repeating shall be done in the order of superiority of trains addressed. As a repeated order for which the "O K" has been given and acknowledged serves to hold the train addressed, this secures the superior train at once.
The requirement that operators observe the repeating by each other is a further valuable safeguard.
The next step, that of transmitting the "O K," is now prescribed in the same methodical way and its acknowledgment provided for. Without this acknowledgment the Dispatcher could not be sure of the train being held, and it is quite important, although not directedin 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 hardlyfail to note the signification of words which they themselves read aloud.
The notes appended by the Time Convention Committee point out modifications which may be made with respect to certain points in which difference of practice prevails and which do not affect the essential features of the plan.
The author believes that the weight of sentiment is decidedly in favor of taking the signature of the engineman as well as that of the conductor for the order, unless controlling circumstances prevent.
Rule 510.—For an order preceded by the signal "31," "complete" must not be given to the order for delivery to a train of inferior right until "O K" has been given to and acknowledged by the operator who receives the order for the train of superior right. Whenever practicable, the signature of the conductor of the train of superior right must be taken to the order and "complete" given before the train of inferior right is allowed to act on it.After"O K" has been given and acknowledged, andbefore"complete" has been given, the order must be treated as a holding order for the train addressed, but must not be otherwise acted on until "complete" has been given.If the line failsbefore an office has received and acknowledged"O K" to an order preceded by the signal "31," the order at that office is of no effect, and must be there treated as if it had not been sent.
Rule 510.—For an order preceded by the signal "31," "complete" must not be given to the order for delivery to a train of inferior right until "O K" has been given to and acknowledged by the operator who receives the order for the train of superior right. Whenever practicable, the signature of the conductor of the train of superior right must be taken to the order and "complete" given before the train of inferior right is allowed to act on it.
After"O K" has been given and acknowledged, andbefore"complete" has been given, the order must be treated as a holding order for the train addressed, but must not be otherwise acted on until "complete" has been given.
If the line failsbefore an office has received and acknowledged"O K" to an order preceded by the signal "31," the order at that office is of no effect, and must be there treated as if it had not been sent.
[Note.—On roads where the signature of the engineman and pilot is desired, the words "engineman and pilot" may be added after the word "conductor" in the first paragraph of Rule 510.]
[Note.—On roads where the signature of the engineman and pilot is desired, the words "engineman and pilot" may be added after the word "conductor" in the first paragraph of Rule 510.]
Rule 510 presents a requirement of very great importance in prescribing that "complete" shall not be given for the inferior train until "O K" has been given and acknowledgedfor 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 approachingwhat this would require would be much beyond the ability of the majority of railroads. It is also true that, at least without enormous additions to the facilities, a strict requirement of this kind would interfere with the movement of trains to an extent that the patrons of the roads would never agree to. If the plan provided in the rules really involves any risk in this respect, it is one which cannot be avoided in the present state of financial ability and of the means of moving trains.
The closing paragraph of the rule provides for the contingency of the failure of telegraphic communication at a critical moment in the transmission.
An order may have been fully received by an operator, but, if the telegraph fails before he can repeat it back and be informed by the Dispatcher that it is "O K," it would not be safe to use it. Neither is it proper that it should have any effect whatever until the Dispatcher is assured, by the acknowledgment of the "O K," that it has been received. When an order has been transmitted and is altogether in the hands of the operator, there is the chance that he may have written down some important word incorrectly. Hence the requirement that he repeat it back. This, if carefully performed, assures the Dispatcher of theverbal accuracy of the message as the operator has it, and the Dispatcher admits this by the response "O K." He must now act, with reference to this train, as if it were held at the point at which it is addressed. But he cannot assume this until he is assured that "O K" has been received. This is by the required acknowledgment.
If communication absolutely fails before the completion of this process, all that he has done goes for nothing unless communication is quickly restored. It is of the utmost importance that the Dispatcher know what will or will not be done by a train to which an order has been addressed, as this knowledge guides him in giving other orders. It would not be proper, even, to assume that a train would be held by the presence of an order addressed to it unless the accuracy of the order is assured, for an error may have occurred in receiving the address and the wrong train number may have been noted. Nor will it do for a train to proceed regardless of an order addressed to it when the whole process of transmission cannot be completed, unless the rule authorizing it is made to specify the precise point in the process of transmission when this may be permitted. It is also of equal importance that, in the absence of telegraphic communication witha train, the Dispatcher can depend upon the fact that it will act in accordance with the rules, notwithstanding a partial transmission of an order intended to control its movements. Briefly, he must know whether the train retains the right to proceed or not, and under what conditions, or he cannot intelligently direct other trains with reference to it. The question how long a train should wait for communication to be restored must depend upon so many circumstances that no rule can be given. The "break" may be but momentary or it may last for hours. The train may have just time to get to a regular meeting-place, at which, if reached in time, it may have to lie for belated trains. Rules must fail here to indicate what is best to be done, and often the best judgment is no guide. Whatever is determined on may involve delay. It should never involve danger.
There is a plan in use on several prominent roads by which it is claimed that the objectionable feature in Rule 510, represented by the phrase "whenever practicable," may be eliminated. Under this plan there is added an "advance" order, issued to the superior train, directing it to stop "for orders" at a point where it is intended to deposit for it the duplicate of a meeting or other order on which an inferior train is to be permitted to proceedfrom some other point before the order is received by the superior train. By this plan the superior train is "held" before the inferior is allowed to act on the order, and thus far the risk is avoided of the superior being improperly allowed to pass the point where the duplicate order is to be placed for it. It is claimed that a considerable experience has demonstrated that this plan is feasible and secures the object in view, and that with it the rule of always first securing the superior train may be made absolute. Experience is one of the best of teachers, and few theories can be taken as proved without it, but even imperfect methods may produce good results under careful management, so that experience alone is not sufficient for determining the merits of a system.
The purpose of the plan in question, to "hold" the superior train before giving orders against it is good, and what all wish to accomplish. This idea gave rise to the "hold" order of the older methods of train dispatching and it has been suggested that under the advance-order plan there is danger of a relapse from strict adherence to the duplicate method. Careful supervision may prevent this.
If the advance order is invariably given, operators may get to depending on it rather than on their own care for stopping trains at pointswhere duplicates are deposited. This is a point to be carefully considered and on which the railroad fraternity will be by no means agreed. Two things are depended on. If one fails we have the other. Many hold that this is better than to rely on one alone. Many, again, maintain that, where the responsibility is thus divided, each party may depend on the other and both fail, while, if there is but one, his sense of responsibility is quickened and the result is better. In view of the difference of opinion on this point it may be said that if this be the only point in the consideration of the advance order it may be given a trial.
If it is to be tried, then we must see that there are no exceptions to its use. The Dispatcher must always anticipate possible contingencies long enough ahead to be able to designate in advance the points where trains are to stop for orders, and he must do this before the necessity arises of allowing the inferior train to proceed on orders which the superior trains are subsequently to receive. If he cannot thus anticipate he must still give the order to stop for orders and send it to the point to which the meeting-order is sent, both to be delivered to the superior at the same time; and in that case he must depend upon the signal at that point for stopping the train,as in the Standard rules, or always keep the inferior train from acting on the order until the orders for the other train are delivered.
Again, a train for which it is thought meeting-orders may have to be given must make a stop in order to get the advance order, and again another at the point named in it, perhaps only that it may receive an order annulling the first, if meeting-orders are found not to be needed. Frequently a duplicate order may be placed for a train and annulled before its arrival if the occasion for it has passed, but the advantage of this is lost if the advance order is used.
There are many roads on which the circumstances would not admit of thus always seeing far enough in advance the things to be done, and very many on which the business would not admit of the stops necessary, and the occurrence of a single exception would vitiate the whole and make it necessary to fall back on the provision "whenever practicable."
It is not easy to see how the rule could be invariably applied at junction points at which trains of superior right are to arrive from other roads or divisions, and circumstances are so various that it is difficult to determine just where such a plan could or could not be satisfactorily applied. Some say they have succeeded with it. Others pointout quite conclusively that the circumstances with them are such that it would be impracticable. Where it can be applied and used without exception and the question of divided responsibility can be satisfactorily disposed of, it is, to say the least, an experiment in the right direction, but it is to be very much feared that this plan does not yet supply the universal remedy for the difficulty involved in the phrase "whenever practicable." The multiplication of messages on a busy wire will occur to all as a serious objection, but scarcely as one that should weigh against positive considerations of safety.
Rule 511.—When an order has been transmitted, preceded by the signal "19," operators receiving it must (unless otherwise directed) repeat it back at once from the manifold copy, and in the succession in which the several offices have been addressed. Each operator repeating must observe whether the others repeat correctly. After the order has been repeated correctly, the response "complete," with the Superintendent's initials, will be given, when authorized by the Train Dispatcher. Each operator receiving this response must write on each copy the word "complete," the time, and his last name in full, and reply "i i complete" with his office signal, and will personally deliver the order to the persons addressed, without taking their signatures.
Rule 511.—When an order has been transmitted, preceded by the signal "19," operators receiving it must (unless otherwise directed) repeat it back at once from the manifold copy, and in the succession in which the several offices have been addressed. Each operator repeating must observe whether the others repeat correctly. After the order has been repeated correctly, the response "complete," with the Superintendent's initials, will be given, when authorized by the Train Dispatcher. Each operator receiving this response must write on each copy the word "complete," the time, and his last name in full, and reply "i i complete" with his office signal, and will personally deliver the order to the persons addressed, without taking their signatures.
[Note.—On roads where it is desired, the signatures of the conductors (or conductors, enginemen, and pilots) may be taken by the operator on the delivery of the order. See also note under Rule 500. The Committee has recommended two forms of train orders—the "31" order and the "19" order; leaving it discretionary with the roads to adopt one or both of these forms.]
[Note.—On roads where it is desired, the signatures of the conductors (or conductors, enginemen, and pilots) may be taken by the operator on the delivery of the order. See also note under Rule 500. The Committee has recommended two forms of train orders—the "31" order and the "19" order; leaving it discretionary with the roads to adopt one or both of these forms.]
This rule provides for the steps in transmission of the "19" order, for which signaturesof trainmen are not required, as Rule 509 does for the "31" order. The steps are the same excepting as to the "O K" and its acknowledgment and the signatures. The same general considerations apply to the steps which are identical. The absence of the requirement as to signatures renders the "O K" unnecessary, the "complete" being the Dispatcher's notice both that the order has been correctly repeated and that it may be delivered after "complete" has been acknowledged, which should be in the succession in which offices are addressed. The responsibility of delivery to the right parties is placed on the operator.
The use of this method, rather than that under which trainmen sign for the order, has been the subject of much serious thought and discussion. In either case the "danger" signal and the carefulness of the operator are the means depended on for stopping a train for which an order has been transmitted. The difference is in the mode of delivery. If signatures are taken the men must take the time to go to the office. If they are not taken the men may go to the office or the operator may go out to deliver. The train may perhaps not stop entirely. In any event the delivery is likely to be hasty and without careful inspection of the order by those who receive it. A conservative view would seem to indicate thatthere were some risk in this, and yet many experienced officers do not look upon it in that light, and on roads having heavy traffic and many fast trains this method is used with satisfactory results.
The real solution of the question may be in careful supervision, good discipline, correct habits, and strict attention to business. In these liessafety; in the opposite,danger.
It will be observed that a note of the Time Convention Committee, attached to the rule and here shown, indicates that the adoption of either form or both is discretionary with roads adopting the "Standard" rules, and that it is suggested that it may be provided that operators shall take the signatures of trainmen for "19" orders. These would be simply evidence of delivery, and the signatures would not, under this arrangement, be telegraphed to headquarters.
The question as to when it is best or proper to use the "19" order must be determined by circumstances. Taking and transmitting the signatures is intended to secure deliberate care in the delivery and certainty that the order is delivered to the right train.
The first is reasonably certain when the trainmen are required to go to the office and sign for the order; the second is determined by the transmission of the signatures. Thosewho use the "19" order must leave both these points to the care of the operator. If operators are thoroughly drilled and under constant and careful supervision, and so fully occupied with the work as to be necessarily always on the alert, this dependence is more likely to result favorably than where discipline is slack and business dull, and especially where the operator is required to attend to other duties. Circumstances may often seem to require the delivery of an order without signatures where the contrary is the usual custom. It would be necessary in such case to use special precautions in instructing the operator, and it should scarcely be allowed without special authority from the responsible head.
Rule 512.—For an order preceded by the signal "19," "complete" must be given and acknowledged for the train of superior right before it is given for the train of inferior right.If the line failsbefore an office has received and acknowledged the"complete" to an order preceded by the signal "19," the order at that office is of no effect, and must be treated as if it had not been sent.
Rule 512.—For an order preceded by the signal "19," "complete" must be given and acknowledged for the train of superior right before it is given for the train of inferior right.
If the line failsbefore an office has received and acknowledged the"complete" to an order preceded by the signal "19," the order at that office is of no effect, and must be treated as if it had not been sent.
This rule is for the "19" order what Rule 510 is for the other, and no additional remarks are needed.
Rule 513.—The order, the "O K" and the "complete" must each, in transmitting, be preceded by "31" or "19," as the case may be, and the number of the order; thus, "31, No. 10," or "19, No. 10." In transmitting the signature of a conductor it must be preceded by "31," the number of theorder, and the train number; thus, "31, No. 10, Train No. 5." After each transmission and response the sending operator must give his office signal.
Rule 513.—The order, the "O K" and the "complete" must each, in transmitting, be preceded by "31" or "19," as the case may be, and the number of the order; thus, "31, No. 10," or "19, No. 10." In transmitting the signature of a conductor it must be preceded by "31," the number of theorder, and the train number; thus, "31, No. 10, Train No. 5." After each transmission and response the sending operator must give his office signal.
Here is prescribed the succession in which the signals, etc., shall be transmitted. For the "office signal," which the operator is required to give after each transmission and response, some substitute the personal signal of the operator, which is usually one or more letters assigned, by which the operator shall be known, and indicates at the same time the operator and the office where he is known to be on duty.
Rule 514.—The operator who receives and delivers an order must preserve the lowest copy. On this must appear the signatures of those who sign for the order, and on it he must record the time when he receives it; the responses; the time when they are received; his own name; the date; and the train number; for which places are provided in the blanks. These copies must be sent to the Superintendent.
Rule 514.—The operator who receives and delivers an order must preserve the lowest copy. On this must appear the signatures of those who sign for the order, and on it he must record the time when he receives it; the responses; the time when they are received; his own name; the date; and the train number; for which places are provided in the blanks. These copies must be sent to the Superintendent.
The subjects treated of in this rule have been sufficiently considered in former remarks.
Rule 515.—Orders used by conductors must be sent by them daily to the Superintendent.
Rule 515.—Orders used by conductors must be sent by them daily to the Superintendent.
This provision affords an opportunity of examining orders that have been used, and of ascertaining whether they have been prepared and issued in accordance with the rules.
Rule 516.—Enginemen will place their orders in the clip before them until executed.
Rule 516.—Enginemen will place their orders in the clip before them until executed.
This rule supposes that a place has been provided on each engine for placing orders conspicuouslybefore the engineman who is to execute them. This is a very important provision. If he has to put them in his box or pocket they may be rendered illegible, or forgotten or lost.
Rule 517.—For orders delivered at the Superintendent's office the requirements as to record and delivery will be the same as at other points.
Rule 517.—For orders delivered at the Superintendent's office the requirements as to record and delivery will be the same as at other points.
This requirement would seem to be so obvious that it was hardly necessary to include it in the rules, but for the fact that there has been some oversight of so manifest a precaution.
Rule 518.—Orders to persons in charge of work requiring the use of track in yards or at other points, authorizing such use when trains are late, must be delivered in the same way as to conductors of trains.
Rule 518.—Orders to persons in charge of work requiring the use of track in yards or at other points, authorizing such use when trains are late, must be delivered in the same way as to conductors of trains.
This rule recognizes the fact that the same care is necessary in giving the use of the track in the time of regular trains, whether it be to a yard crew or a train on the road. Carelessness in this respect, by men working at stations, has frequently resulted in disaster. The sacredness of the "rights" of trains should be an integral part of railway doctrine.
Rule 519.—An order to be delivered to a train at a point not a telegraph station, or while the office is closed, must be addressed to"C. and E.,No.—— (at——),care of——," and forwarded and delivered by the conductor or other person in whose care it is addressed. "Complete" will be given upon the signature of the person by whom the order is to bedelivered, who must be supplied with copies for the conductor and engineman addressed, and a copy upon which he shall take their signatures. This copy he must deliver to the first operator accessible, who must preserve it, and at once advise the Train Dispatcher of its having been received.Orders so delivered to a train must be compared by those receiving them with the copy held by the person delivering, and acted on as if "complete" had been given in the ordinary way.Orders must not be sent in the manner herein provided to trains the rights of which are thereby restricted.
Rule 519.—An order to be delivered to a train at a point not a telegraph station, or while the office is closed, must be addressed to
"C. and E.,No.—— (at——),care of——," and forwarded and delivered by the conductor or other person in whose care it is addressed. "Complete" will be given upon the signature of the person by whom the order is to bedelivered, who must be supplied with copies for the conductor and engineman addressed, and a copy upon which he shall take their signatures. This copy he must deliver to the first operator accessible, who must preserve it, and at once advise the Train Dispatcher of its having been received.
Orders so delivered to a train must be compared by those receiving them with the copy held by the person delivering, and acted on as if "complete" had been given in the ordinary way.
Orders must not be sent in the manner herein provided to trains the rights of which are thereby restricted.
The subject of delivery of orders at points away from telegraph stations has already been considered. The method of doing this is here determined.
Safety in carrying this out must depend largely on the carefulness of the person selected to deliver the order.
Rule 520.—When a train is named in an order, all its sections are included, unless particular sections are specified; and each section included must have copies addressed and delivered to it.
Rule 520.—When a train is named in an order, all its sections are included, unless particular sections are specified; and each section included must have copies addressed and delivered to it.
This rule is based on the fact that all sections of a train are substantially one train, so far as schedule rights are concerned. This is definitely fixed by the "Standard" train rules. This rule provides that each section included in the operation of an order must have copies. Instances might be cited where this would seem unnecessary.
A delayed train may be ordered to meet a superior train at some point short of the meeting-point. Without any order each sectionof the superior train would have a right to go to the designated point, and it may be supposed that, if the first section is held by the order at that point for the inferior, the other sections cannot go by until the inferior is out of the way. While this may be true, circumstances may arise even in this case that would render it important that each section should know of the movement. The difficulty of specifying in a rule the cases in which the provision might be omitted probably led to making the rule absolute. It is pointed out, however, by practical men that serious and needless delays may often arise from strict adherence to the rule, and that in certain cases there can be no danger from giving the order to the leading section only. It is quite possible that the rule may admit of some amendment in this respect.
Rule 521.—Meeting-orders must not be sent for delivery to trains at the meeting-point if it can be avoided. When it cannot be avoided, special precautions must be taken by the Train Dispatchers and operators to insure safety.There should be, if possible, at least one telegraph office between those at which opposing trains receive meeting-orders.Orders should not be sent an unnecessarily long time before delivery, or to points unnecessarily distant from where they are to be executed. No orders (except those affecting the train at that point) should be delivered to a freight train at a station where it has much work, until after the work is done.
Rule 521.—Meeting-orders must not be sent for delivery to trains at the meeting-point if it can be avoided. When it cannot be avoided, special precautions must be taken by the Train Dispatchers and operators to insure safety.
There should be, if possible, at least one telegraph office between those at which opposing trains receive meeting-orders.
Orders should not be sent an unnecessarily long time before delivery, or to points unnecessarily distant from where they are to be executed. No orders (except those affecting the train at that point) should be delivered to a freight train at a station where it has much work, until after the work is done.
Here it is wisely provided that trains shall, if possible, be advised of their place of meetingbefore reaching it. It is scarcely necessary to point out the obvious reasons for this, arising from the possibility of a train, on arrival, passing the switch where the meeting is intended to be. The first and second paragraphs both suggest the advantage of being able to communicate with a train in the event of a desire to change an order or of an error having been found to have occurred on the part of a train or in the preparation or transmission of an order. The third paragraph is to guard against men forgetting orders delivered to them, through lapse of time or preoccupation in their work, and also against the necessity of changing orders issued long in advance of the time at which they are expected to be used, when a new set of circumstances may have arisen.
Rule 522.—A train, or any section of a train, must be governed strictly by the terms of orders addressed to it, and must not assume rights not conferred by such orders. In all other respects it must be governed by the train rules and time-table.
Rule 522.—A train, or any section of a train, must be governed strictly by the terms of orders addressed to it, and must not assume rights not conferred by such orders. In all other respects it must be governed by the train rules and time-table.
To some disciplinarians the provisions of this rule would seem to be unnecessary. To say that a thing means what it says and no more would seem to be superfluous, and yet the vital importance of the point, and the fact that it has been often disregarded, warrant this enforcement of it. A case in point came not long since to the author's knowledge. A rule inthe book of a certain road required that "all trains must slow up at meeting-points with trains of any class." The rule was intended to apply to schedule meeting-points, and was so generally understood, notwithstanding the indefiniteness of the designation. An order was given requiring a superior train to wait until a time stated for the arrival of an inferior train at a point reached by the superior train before its arrival at the schedule meeting-point. The inferior train not arriving by the time stated, the superior train went on and passed the schedule meeting-point without slackening speed, as required by the rule. The inferior train was there and not quite out of the way, and a collision occurred. The conductor and engineman of the superior train claimed that the order to meet had done away with the schedule meeting-point, and therefore the rule did not apply, whereas the order was provisional, and was completely fulfilled when the inferior train failed to arrive and the superior train went on past the point named in the order without meeting the other. The inferior, being unable to reach the given point by the time stated, ran on its rights and stopped at the schedule meeting-point, respecting which the order had made no mention.
It is to be remarked that while the indefiniteness of the rule may have been partly chargeablewith the wrong view taken by the trainmen, a strict construction would make it applicable to every point that became a "meeting-point," whether under the operation of the rules or of special orders. A rule capable of these different constructions is fatally defective.
Rule 523.—Orders once in effect continue so until fulfilled, superseded, or annulled. Orders held by or issued for a regular train which has lost its rights, as provided by Rule 107, are annulled, and other trains will be governed accordingly.
Rule 523.—Orders once in effect continue so until fulfilled, superseded, or annulled. Orders held by or issued for a regular train which has lost its rights, as provided by Rule 107, are annulled, and other trains will be governed accordingly.
The first provision in this rule is also one that would seem scarcely necessary, but for the importance of emphasizing this point. Future experience and training may render it needless to include so simple a statement in these rules.
Train Rule 107, referred to in the second sentence, provides that a regular train 12 hours behind time loses all its rights, and is practically annulled.
The expiration of orders, with the expiration, under the rules, of the entire rights of a train which has received them, is a necessary consequence, although to some it might not be sufficiently clear without this authoritative statement.
The statement that, under these circumstances, orders "are annulled," leaves the mind in doubt as to whether they are simplyannulled by the state of facts or by the process provided for annulling orders. In the publication of these rules as adopted by the Pennsylvania Railroad Company this doubt is removed by modifying the language to read, "Orders held by or issued for a regular train are to be considered as annulled when the train has lost its rights, as provided by Rule No. 107, and other trains will be governed accordingly."
The Chesapeake & Ohio road adds to Train Rule 107 a provision that a train having the right of track may take to a telegraph station a train that under this rule has lost the right to proceed. This seems a good provision, as such train has no right to proceed even as an extra, and under many circumstances the Dispatcher would have difficulty in getting control of a train without this help. The discussion of this belongs, however, more properly with the consideration of train rules.
Rule 524(A)—A fixed signal must be used at each train-order office, which shall display red at all times when there is an operator on duty, except when changed to white to allow a train to pass after getting orders, or for which there are no orders.When red is displayed all trains must come to a full stop, and not proceed as long as red is displayed. The signal must be returned to red as soon as a train has passed. It must only be fastened at white when no operator is on duty. This signal must also display red to hold trains running in the same direction the required time apart. Operators must be prepared with other signals to use promptly if the fixed signalshould fail to work properly. If a signal is not displayed at a night office, trains which have not been previously notified must stop and inquire the cause, and report the facts to the superintendent from the next open telegraph office.When a semaphore is used, the arm means red when horizontal and white when in an inclined position.
Rule 524(A)—A fixed signal must be used at each train-order office, which shall display red at all times when there is an operator on duty, except when changed to white to allow a train to pass after getting orders, or for which there are no orders.
When red is displayed all trains must come to a full stop, and not proceed as long as red is displayed. The signal must be returned to red as soon as a train has passed. It must only be fastened at white when no operator is on duty. This signal must also display red to hold trains running in the same direction the required time apart. Operators must be prepared with other signals to use promptly if the fixed signalshould fail to work properly. If a signal is not displayed at a night office, trains which have not been previously notified must stop and inquire the cause, and report the facts to the superintendent from the next open telegraph office.
When a semaphore is used, the arm means red when horizontal and white when in an inclined position.
Rule 524(B)—A fixed signal must be used at each train-order office, which shall display red when trains are to be stopped for orders. When there are no orders the signal must display white.When an operator receives the signal "31" or "19," he mustimmediatelydisplay red, andthenreply "red displayed." The signal must not be changed to white until the object for which red is displayed is accomplished.While red is displayed all trains must come to a full stop, and any train thus stopped must not proceed without receiving an order addressed to such train, or a clearance card on a specified form, stating, over the operator's signature, that he has no orders for it. Operators must be prepared with other signals to use promptly if the fixed signal should fail to work properly. If a signal is not displayed at a night office, trains which have not been previously notified must stop and inquire the cause, and report the facts to the superintendent from the next open telegraph office.When a semaphore is used, the arm means red when horizontal and white when in an inclined position.
Rule 524(B)—A fixed signal must be used at each train-order office, which shall display red when trains are to be stopped for orders. When there are no orders the signal must display white.
When an operator receives the signal "31" or "19," he mustimmediatelydisplay red, andthenreply "red displayed." The signal must not be changed to white until the object for which red is displayed is accomplished.
While red is displayed all trains must come to a full stop, and any train thus stopped must not proceed without receiving an order addressed to such train, or a clearance card on a specified form, stating, over the operator's signature, that he has no orders for it. Operators must be prepared with other signals to use promptly if the fixed signal should fail to work properly. If a signal is not displayed at a night office, trains which have not been previously notified must stop and inquire the cause, and report the facts to the superintendent from the next open telegraph office.
When a semaphore is used, the arm means red when horizontal and white when in an inclined position.
Rules 524(A) and 524(B) refer to the character and operation of the train-order signal, and in the original report of the committee they are accompanied by a note indicating that the adoption of either or both forms of the rule is to be discretionary, according to the circumstances of traffic.
Both recognize the value of the "fixed" signal, instead of hand signals, and its necessity for the proper carrying out of the rules.The difference between the two forms of the rule is that the former provides that the signal shall stand constantly at "danger," excepting when changed to another position to permit a train to pass, while with the latter the normal position is at "safety," the other to be shown only when an order is to be sent.
Under the first plan a train approaching a station must stop unless the signal is seen to have been changed from its normal position of "danger" to that of "safety"—from red to white. The operator in this case moves the signal and this is an indication that there are no orders for that train, although there may be for others.
The presence of an order in the hands of an operator does not, under this method, require that all trains passing shall stop. Under the other plan the signal at red indicates that the operator has orders in his hands, and no train can be allowed to pass by the simple moving of the signal, but each, on arrival, must stop and get orders, or a "clearance card" stating that there are no orders for it.
Some considerations respecting these two methods have already been advanced, and they need not be repeated here. There does not seem to be any substantial reason why the practice of permitting a train to pass, by themovement of the signal, might not be used in connection with the plan of "normal at safety" as well as with the other, and the author is under the impression that this is done on some roads.
The rule wisely requires a provision of other signals for prompt use in case the fixed signal fails to work. The machinery may break or the lights go out; and to see that this precaution is observed is an important duty of the officer having direct supervision of these matters. The non-display of a usual night signal is recognized as a reason for inquiry and caution.
Rule 525.—Operators will promptly record and report to the Superintendent the time of the departure of all trains and the direction in which extra trains are moving. They will record the time of arrival of trains and report it when so directed.
Rule 525.—Operators will promptly record and report to the Superintendent the time of the departure of all trains and the direction in which extra trains are moving. They will record the time of arrival of trains and report it when so directed.
The records and reports here required are important as a means of information for the Dispatcher and as a check on operators and trains as well as a part of the permanent record. Suitable blanks must be provided for these records.