Hold ——.EXAMPLES.(1)Hold No. 2.(2)Hold all trains east.As any order for which "O K" has been given and acknowledged operates as a holding order for the train to which it is addressed, this form will only be used in special cases to hold trains until orders can be given or for some other emergency. The reason for holding may be added, as "for orders."This order is not to be used for holding a train while orders are given to other trains against it which are not at the same time given to it in duplicate. It must be respected by conductors and enginemen of trains thereby directed to be held as if addressed to them. Conductors, when informed of the order, must sign for it, and their signatures must be sent and "complete" obtained.When a train has been so held it must not go until the order to hold is annulled, or an order is given in the form:"——may go."This must be addressed to the person or persons to whom the order to hold was addressed, and must be delivered in the same manner.
Hold ——.
EXAMPLES.
(1)Hold No. 2.
(2)Hold all trains east.
As any order for which "O K" has been given and acknowledged operates as a holding order for the train to which it is addressed, this form will only be used in special cases to hold trains until orders can be given or for some other emergency. The reason for holding may be added, as "for orders."
This order is not to be used for holding a train while orders are given to other trains against it which are not at the same time given to it in duplicate. It must be respected by conductors and enginemen of trains thereby directed to be held as if addressed to them. Conductors, when informed of the order, must sign for it, and their signatures must be sent and "complete" obtained.
When a train has been so held it must not go until the order to hold is annulled, or an order is given in the form:
"——may go."
This must be addressed to the person or persons to whom the order to hold was addressed, and must be delivered in the same manner.
The rules and explanations under this form are so complete that comment as to the design and significance of the order is unnecessary. In view of much former practice, too much importancecannot be attached to the provision relating to what the holding order shallnotbe used for.
Form K.—Annulling a Schedule Train.
---- of —— is annulled.EXAMPLES.(1)No. 1 of Feb. 29th is annulled.(2)No. 3, due to leave Naples Saturday, Feb. 29th, is annulled.Adding "from Alaska," or "between Alaska and Halifax," when appropriate.This order takes away all rights of the train annulled and authorizes any train or person receiving it to use the track as if the train annulled were not on the time-table.If a train is annulled to a point named, its rights beyond that point remain unaffected.The Train Dispatcher may direct any operator to omit repeating back an order annulling a train, until he has occasion to deliver it.When a train has been annulled it must not be again restored under its original number by special order.
---- of —— is annulled.
EXAMPLES.
(1)No. 1 of Feb. 29th is annulled.
(2)No. 3, due to leave Naples Saturday, Feb. 29th, is annulled.
Adding "from Alaska," or "between Alaska and Halifax," when appropriate.
This order takes away all rights of the train annulled and authorizes any train or person receiving it to use the track as if the train annulled were not on the time-table.
If a train is annulled to a point named, its rights beyond that point remain unaffected.
The Train Dispatcher may direct any operator to omit repeating back an order annulling a train, until he has occasion to deliver it.
When a train has been annulled it must not be again restored under its original number by special order.
As this is a general order, which may or may not have to be delivered to trains at all telegraph stations, it is very properly provided that repeating back at once by each office need not be insisted upon.
The restoration of an annulled train under its original number would tend to confusion, and the impropriety of such action is here recognized.
When a train is annulled it naturally follows that orders previously issued to it ceaseto be of effect and the Dispatcher must see that the duplicates of such orders, held by other trains, are annulled, if from not doing so confusion or delay would arise. Ordinarily the order annulling the train would be sufficient, if sent to trains holding these orders. If a section of a train is annulled it would seem that the same general rule should apply. The "Standard" rules do not touch on this and it would be difficult to frame and operate a rule upon any other than the plan pointed out. It may be suggested that orders held by the annulled section should be transferred to the section following it, and which, by the rules, takes its place. This would be convenient in some cases and when so might be directed; but there may be no following section, and, if there is, the circumstances may have so changed since the orders were issued as to render them inapplicable. The transfer of orders without the usual precautions to ensure their correct reception is objectionable and it is best to avoid it when not absolutely necessary.
The better way is no doubt to leave to the Dispatcher the disposition of orders issued for a train afterward annulled, whether such train be a section or otherwise. It would have been well if the "Standard" rules had made some explicit declaration on this point.
Form L.—Annulling or Superseding an Order.
Order No. —— is annulled.This will be numbered, transmitted, and signed for as other orders.If an order which is to be annulled has not been delivered to a train, the annulling order will be addressed to the operator, who will destroy all copies of the order annulled but his own, and write on that:Annulled by order No.——.An order superseding another may be given, adding, "this supersedes order No.——," or adding, "instead of——."EXAMPLE.No. 1 and No. 2 will meet at Sparta instead of at Thebes.An order which includes more than one specified movement must not be superseded.An order that has been annulled or superseded must not be again restored by Special Order under its original number.In the address of an order annulling or superseding another order, the train first named must be that to which rights were given by the order annulled or superseded, and when the order is not transmitted simultaneously to all concerned it must be sent to the point at which that train is to receive it and the required response first given, before the order is sent for other trains.
Order No. —— is annulled.
This will be numbered, transmitted, and signed for as other orders.
If an order which is to be annulled has not been delivered to a train, the annulling order will be addressed to the operator, who will destroy all copies of the order annulled but his own, and write on that:
Annulled by order No.——.
An order superseding another may be given, adding, "this supersedes order No.——," or adding, "instead of——."
EXAMPLE.
No. 1 and No. 2 will meet at Sparta instead of at Thebes.
An order which includes more than one specified movement must not be superseded.
An order that has been annulled or superseded must not be again restored by Special Order under its original number.
In the address of an order annulling or superseding another order, the train first named must be that to which rights were given by the order annulled or superseded, and when the order is not transmitted simultaneously to all concerned it must be sent to the point at which that train is to receive it and the required response first given, before the order is sent for other trains.
The annulling order is here properly made subject to all the safeguards adopted for orders directing the movements of trains, and placed by its number in the series with them. Superseding one order by another without the previous process of annulling is here provided for with the important provision that this method shall not be used for an order including more than one specified movement. It would seldom be applicable to such a case, and if it were itmight tend to confusion, so that it is better to annul the whole order and give new instructions in separate orders.
The provision that an annulled order shall not be restored under its original number is quite necessary to avoid the confusion which might arise under the opposite course. The requirement as to priority in transmission of this order is important, in view of the fact that orders reverse the rights of trains, and the reason here is the same as that which obtains in the original transmission.
The Time Convention rules prescribe the forms, etc., for the blanks on which train orders are to be written. These forms are here shown, with the specifications for the manifold-books.
Some slight changes have been made in these by roads adopting them, but in all essential features they have not been departed from, so far as the author is aware.
Standard Train Order Blank for 19 Order.
LONDON & PARIS RAILWAY COMPANY
TELEGRAPHIC TRAIN ORDER NO. —.
Superintendent's Office,March 27,1885.
FORM19
ForStationtoC. & E.ofNo. 13
FORM19
Conductor and Engineman must each have a copy of this order.
Specifications for Train Order Form and Books for Operators for 19 Orders.
Form as here shown. Blank space for order 4 inches, with no lines. The mode of filling the blanks is indicated by small type.Names of divisions and office to be varied to suit each division.Form 6¾ x 6 inches below perforated line. Book 6¾ x 7½ inches.Three hundred leaves; stitched; bound at top; paper cover on face and top; very stiff back on lower side.Paper opaque, green, sized, and of such thickness as to admit of making 7 good copies with No. 4 Faber pencil.To be used with carbon paper, 6¾ x 7 inches, and a stiff tin, same size, corners rounded.
Form as here shown. Blank space for order 4 inches, with no lines. The mode of filling the blanks is indicated by small type.
Names of divisions and office to be varied to suit each division.
Form 6¾ x 6 inches below perforated line. Book 6¾ x 7½ inches.
Three hundred leaves; stitched; bound at top; paper cover on face and top; very stiff back on lower side.
Paper opaque, green, sized, and of such thickness as to admit of making 7 good copies with No. 4 Faber pencil.
To be used with carbon paper, 6¾ x 7 inches, and a stiff tin, same size, corners rounded.
Standard Train Order Blank for 31 Order.
LONDON & PARIS RAILWAY COMPANY
TELEGRAPHIC TRAIN ORDER NO.10
Superintendent's Office,March 27, 1885.
FORM31
ForStationtoC. & E.ofNo. 13
FORM31
Conductor and Engineman must each have a copy of this order.
Specifications for Train Order Form and Books for Operators for 31 Orders.
Form as here shown. Blank space for order 4 inches, with no lines. The mode of filling the blanks is indicated by small type.Names of divisions and office to be varied to suit each division.Form 6¾ x 9¼ inches below perforated line. Book 6¾ x 10½ inches.Three hundred leaves; stitched; bound at top; paper cover on face and top; very stiff back on lower side.Paper opaque, white, sized, and of such thickness as to admit of making 7 good copies with No. 4 Faber pencil.To be used with carbon paper, 6¾ x 9 inches, and a stiff tin, same size, corners rounded.
Form as here shown. Blank space for order 4 inches, with no lines. The mode of filling the blanks is indicated by small type.
Names of divisions and office to be varied to suit each division.
Form 6¾ x 9¼ inches below perforated line. Book 6¾ x 10½ inches.
Three hundred leaves; stitched; bound at top; paper cover on face and top; very stiff back on lower side.
Paper opaque, white, sized, and of such thickness as to admit of making 7 good copies with No. 4 Faber pencil.
To be used with carbon paper, 6¾ x 9 inches, and a stiff tin, same size, corners rounded.
The following is the clearance card proposed in connection with the "Standard" rules to be used when the train order signal is operated on the plan of Rule 524(B):
LONDON & PARIS RAILWAY COMPANY
CLEARANCE CARD
Conductor and Engineman No.12
I have no orders for your train. Signal is out for No.16.2
John Jones,Operator.
This does not interfere with or countermand any orders you may have received.
Conductor MUST SEE that the number of HIS TRAIN is entered in the above form correctly.
Conductor and Engineman must each have a copy.
CHAPTER XI.
GENERAL REMARKS.
Rules as to Rights of Track.
The respective rights of trains are frequently spoken of in what has gone before. Any method of dispatching must be subject to modification in some of the details to accord with the particular rules of the road governing train rights. A great deal of ingenuity has been expended in constructing such rules, with a view to avoiding delay to trains under all imagined circumstances. Trains to which the superior right of track has been assigned have been required to wait at meeting-points twenty, thirty or more minutes, and changing or movable rights have been connected with this, and allowances have been made for "variation in watches." These devices may occasionally prove useful, and rules are necessary to govern the trains in the most of their movements, as the telegraph may sometimes be out of order and at best cannot control the general movements of trains as well as it can be done by rule. But where the telegraph is managed with anything like the perfection now possible, the occasions are few upon which itis unavailable for any long time; and whatever may have been the seeming necessity formerly for complicated rules and time allowances, it would seem that these may now be greatly simplified, as has in fact been done in the "Standard" rules.
These rules provide that all trains running in one direction, specified on the time-table, shall have absolute right of track over opposing trains of the same class, the rule being entirely without complication by time allowance for clearance.
This is exceedingly simple and interposes no difficulties in ascertaining the respective rights of these trains. The precaution is observed of requiring superior trains to stop at schedule meeting-points unless the switches are seen to be right and the track clear, and to run cautiously, prepared to stop at other points where a train may be met that has not been met at a schedule meeting-point. This, however, adds no complication to the rule.
For trains of different classes it is simply arranged that those of any class shall clear the main track five minutes before the time of those of a superior class.
It is not within the plan of this work to enter upon a full discussion of the various methods of arranging train rights. It is only insisted that the rules should be simple. This not onlytends to safety in their ordinary operation, but greatly simplifies the work of train dispatching and removes the risks to which this work is subjected by a complicated system of train rules. The reduction of the amount of mental effort required of the Dispatcher, in determining what aid he shall give to trains by special orders, reduces the risk of his making mistakes in the preparation of these orders, and the simplicity here urged is in the direct line of the work of the Time Convention committee in the preparation of the "Standard" rules.
Numbering Switches.
Of those matters fixed by the train rules which directly affect the train dispatching, few are more important than the arrangements which determine how trains meeting shall pass each other. It is usually understood and provided that, when trains meet, those having the right of track shall keep the main track, with sometimes an exception to this in favor of trains which cannot go on the siding without backing. Where this latter provision exists it renders it unnecessary for either train to pass the switch in the face of the other when they are to meet at a siding open only at one end. It is sometimes, however, necessary to put a superior train on the siding for a train that is too heavy or too long to go on, or for some other reason. The train order must settle this,but this usually adds to its length. The following provision has been found to entirely meet the case:
At each siding or group of switches the main track switches are numbered from No. 1, and the numbers, all running in the same general direction, are painted on the switch signals with the initial letter of the station or siding. For instance, at the London passing siding the northernmost switch will be marked L 1, and the southernmost L 2. An order is given requiring trains No. 1 and No. 2 to meet at London, and it is desired to put the superior train, No. 1, going north, on the siding. The order would then read:
No. 1 and No. 2 will meet at London No. 2.
Train No. 2 may then run to switch No. 2 on the main track, and train No. 1 can go no farther. It is a physical impossibility for the trains to pass at that switch without No. 1 going on the siding, which it would do without question under the operation of a rule requiring thatwhen trains meet on orders the train shall take the siding which can do so without backing. This simple arrangement indicates also which siding is to be used at a station having several. It economizes telegraphing very much and is perfectly definite.
This plan is especially valuable when the arrangement of sidings is not of the most simple character, or when three or more trains are to meet or pass at the same point, at or near the same time. The simplicity with which the placing of the trains is effected leaves nothing to be desired. Each goes to its own place without hesitation or loss of time.
In all railroad operations we now see increased attention given to minute details. To this is due much of the marvelous advance in every department. This is especially evident in all mechanical appliances. It is very apparent in the construction of the "Standard" Rules.
The suggestion here brought forward is in this direction. Instead of directing trains to meet at a given station where there may be doubt as to the exact point, leaving them to ascertain on arrival which switch is to be used or which siding is clear, this plan gives in the order the precise point and also conveys the information as to which train will take the siding. This suggestion, made in the earlier edition of this work, has been adopted only to a very limited extent, so far as the author is aware. He is so fully convinced of its value that he feels like urging its careful consideration. To fully carry out the plan, those using the "Standard" rules would have to add theprovision above indicated requiring those trains to take the siding which can do so without backing.
Double Track.
With more than one track the business of train dispatching is usually little more than to keep slow trains out of the way of faster ones. The protection of trains unexpectedly stopped from trains following, may be effected by the "block system" in use on many of our best roads.
Single track work may be needed when one of the tracks is blocked, but unfortunately the men engaged on double track do not become familiar with the methods for single track, and cannot usually operate them satisfactorily in emergencies.
The use of the opposite tracks for laying off trains is frequently practiced, but usually under the protection of signals only. Where there are two, three or four tracks a much more extended use of them might be made for passing trains around each other, by the adoption of the methods for single track train dispatching, with good results in the saving of sidings and in keeping heavy trains moving, and it is not improbable that expenditure for additional tracks might sometimes be postponed for considerable periods by the proper adaptation of the telegraph. There wouldseem to be here an opportunity for managers to keep down their capital account by increasing the capacity of their tracks by the addition of a wire. That this has not been done in many cases may have been owing to the slow advance of the science of train dispatching in past years, or perhaps to limited information on the part of railroad owners and officers as to its capabilities. It is certainly true that single track roads with siding facilities none too good are now doing an amount of business that not many years ago would have been thought to imperatively demand additional tracks.
CHAPTER XII.
CONCLUSION.
Telegraphic train dispatching came with the telegraph. The first attempts were very crude. As late as the year 1865, on one of our most important railroads, the plan was for any conductor to telegraph from a station where he might be, to the conductor of an opposing train at the next station, stating when he would leave, and where he would meet the other. When the two came to an understanding they went ahead.
The early orders, in the attempt to render them more secure, were often obscured by accumulated cautions as to how to run, and by general directions. To undertake now to give the historical facts of those early days would require more research than the author has been able to give, and might involve controversy into which he does not care to enter. It appears likely that methods nearly like the present "single order" were the earliest tried, and these seem to have been more widely used than the "duplicate." The latter was at least not long behind the other. It was originated and carefully worked up in severalindependent quarters, and from these it has been adopted by others. The author has never used any other method. Adopting it in 1863, it was in use for some years before he was aware that others were in the same path, who may have commenced at a still earlier date.
The closing paragraph of the first edition of this work was as follows:
"This method is growing in favor, and one object of the author will have been attained if this discussion shall aid in promoting its general adoption."
In preparing this second edition the fact has constantly appeared that the former words of recommendation related to points which are now realized facts on a majority of our railroads and that the method then urged has now reached the then desired position of "general adoption."
The author cannot take leave of his subject without a special word to railroad managers. No "system" has yet been devised, or ever will be, that will work itself. Rules cannot be given to men with the expectation that they will take them up, master their principles and operate them satisfactorily, especially in so important a matter as that under discussion, without careful instruction and intelligent supervision on the part of those who,from their official position, are responsible for the results. A superintendent who is not himself particularly informed respecting the rules and methods of his telegraph department, the character and capabilities of the men employed, and the manner in which their duties are performed, cannot expect to secure the advantages which the telegraph is capable of giving. Perhaps the first public intimation that anything is wrong may be a series of so-called "accidents" on his line. Investigation points to the carelessness of some operator or dispatcher as the cause. Deeper probing would perhaps discover that such carelessness was the natural consequence of lack of constant and painstaking supervision. Besides securing for such particular supervision a competent and trustworthy person whose special business it should be, the superintendent can never get away from the necessity of constantly impressing upon such official the responsibilities of his position, discussing with him the details of the work, and seeing, at least occasionally, with his own eyes, how it is performed.
The telegraph may be viewed as holding to the railroad a relation analogous to that of the nervous system to the body. From the center of authority and intelligence it carries information and instructions to every member. Itkeeps in motion the whole body, which, without this, would be in a measure lifeless. Its ceaseless and healthful activity is all-important; and as failure of the nervous energy is to the human frame, so to the railroad is a falling off in the vital force operating through the train wire. A tonic is needed and perhaps a change of doctors.
The author's duties for some time have not brought him into direct connection with the operation of trains, and he will probably never again be engaged in this department of railroad work.
His interest in it, however, is unabated, and his desire that the methods he has endeavored to set forth shall meet with enlarged usefulness, until better shall be found, has led him to this second effort to present what has been his study during the most of his business life, and now leads him to urge upon those now actively engaged in this work that the "price" of success, as of "liberty," is "eternal vigilance."
INDEX.
[A][B][C][D][E][F][G][H][I][L][M][N][O][P][R][S][T][U][W][Y]
Abbreviations94"Accidents" resulting from lack of supervision145Acknowledgment of O K, Effect of69" " " Succession of69Acknowledging "Complete"79Acknowledging OK50Addressing Orders62Addresses of Orders, in order of Superiority66"Advance" Order75Annulling an Order130" " before train arrives78Annulling a Train128Blackboard, showing Extras123Blank for "19" order132" " "31" order133Clearance card, form134" " Use of42Clip, on engine31,83Collision, Following train guard against106Combining Forms98"Complete," first to Superior train82" given by Dispatcher54,68" write on Order70" acknowledgement of79" when given70,71,79Conclusion143Copies of Orders, How Keep31,83Delivering Orders at Superintendent's Office84" " Methods of51" " without signatures80Direction of Trains, affecting rights100,136Disabled Train, Orders to54Dispatcher, The17" Orders Should be Issued by5" transmitting Orders35,45Double Track140Duplicate Order, described9" " Safe in Unskilled Hands13Duplicate, Orders in82Enginemen, Signatures of53,68,71Expiration of Orders89Explanatory Rules, needed98Extra Trains120Figures, Use of93,94Fixed Methods, best6Fixed Signal38,90Form A, Fixing Meeting points101Form B, Train running ahead104Form C, Reversing Rights106Form D, Right to all regular trains over given train114Form E, Time Orders115Form F, for Sections117Form G, Arranging Schedule119Form H, Extra Trains120Form J, Holding Order127Form K, Annulling a Train128Form L, Annulling an Order130Forms of Orders97" " Classification of100General Remarks135Holding effect of Order not signed for57Holding Order127Holding train after O K is acknowledged57" " by signals for time42" " when telegraph fails57Inferior Right, defined64Initials, Use of94Instructions, Not include in Orders25Language of Orders, simple25Manifold, The33" Orders to be written in67Meeting Order, Use and Advantage of102Meeting Point, Copy of Order for Operator at66" " Orders not Delivered at86Numbering Orders31,62Numbering Switchesvii,137Numbers for Trains93O K sent and acknowledged68,60Operator, The21Order, The, holds train after O K is acknowledged71" interposed to prevent Improper signal42" One movement in62Orders, remove from book40,41,51" functions, etc.61" held by Annulled train128" how long in force29,89" including more than one transaction26,103" in duplicate62" limited to express terms29" no erasures, etc29" not send too long in advance86" not to meeting point for delivery86" sent to superintendent daily83" to trains away from telegraph stations84" to be strictly construed87,110" who issue61Paper for orders30,33Passing, in same direction104Passing point in Form C, Leaving, before opposite train arrives109Pilot, relations to train63" to have orders62Position of signal, Normal39Precautions in issuing orders4Printed forms for orders99Reading Order aloud53,68,70Record, The35" of Orders64Regardless Order, superseded107Repeating Orders48,67,60,79Responsibility, divided77Reversing rights106Rights reversed by Orders65Rights, Rules respecting135Rules60" construe strictly87Rules of Time Convention, when adopted60Rule 50061" 50162" 50262" 50362" 50464" 50564" 50665" 50766" 50887" 50987" 51071" 51179" 51282" 51382" 51483" 51583" 51683" 51784" 51884" 51984" 52085" 52186" 52287" 52380" 524 A90" 524 B91" 52593" 52693" 52794Running Ahead104Schedule, meaning of61Schedule time, made later115Sections, included in Order85" Meeting order for103" Order for117" ordered by yard dispatcher118" Rights of117Semaphore, for signal38Signal, The Train Order37" Fixed, for train orders90Signals, "31" and "19"65" for emergencies90,91,93" not shown at night91,93" Operator's83" meaning "train order"47Signatures, of Enginemen53,68,71" for"19"order, not taken79" for orders, how taken and transmitted53,68,70" for Superior Train before "complete" for Inferior71" Object of81" transmission of54" with "19" order81Signs and Abbreviations94Simultaneous Transmission47,66Single Order, described8" " fatal defect10Sound Operators, best34Special Train, Schedule for119Specimen Orders28,30Succession, in repeating Order49,67" in acknowledging "OK"69Superiority, Addresses in Order of66Superior Right, defined64Superseding an Order130Supervision, necessary144" of Operators82System, American3Systems, two in Use7Telegraphing, Careful habit in49Telegraph, failing55" " effect on order57,71,73,82" relation to railroad145Time Limit in Form C, objectionable114" of Train, Record and report93Time Orders115Time Table, Meaning of61Tracks, Orders for use of, in yards84Train Dispatching1Train of Superior right, when take siding113Train Order Blanks132,133Train Orders, Forms of97Train Order Signal, Normal position of92Train Rule 107, how affects Orders89Train Rules, Knowledge of65Train Sheet35Trains, all regular, right over given train114" away from telegraph station, Orders for84" designated by Numbers68" Report time of93" to be governed strictly by Orders87Transmission, The45" First Steps in65" incomplete, how act55" Process after67,79" simultaneous47,66"Understanding," Use of51Whenever practicable," in Rule 51072Wild Trains122"Wildcat" order122Work Train120,123" " Working limits for124" " given right of track107Yards, Use of track in84