RULES.
Many books of Rules have borne evidence that the ability to construct
rules is not always commensurate with the many other gifts of successful
railroad officers. To know what is to be done and how is one thing, but
it is quite another to express the intention clearly and concisely. A
scholar might present the subject in precise and grammatical form, and
yet fail to so render it as to make it plain to practical men of limited
education; and yet, while the language must be clear to the untrained
mind, there should be no expressions that are not within the bounds of
rhetorical propriety. The evident difficulties surrounding the subject
render more conspicuous the admirable results of the work of the able
committee of the General Time Convention in the production of the
"Standard" code of train and telegraph rules contributed by that body
to the railroad service. To have produced a set of rules that should be
accepted for general adoption, in which so few deficiencies have been
pointed out, is a work worthy of the highest commendation. Under the
operation of these rules will disappear the uncertainty often appearing
in anxious inquiries by "Conductor" or "Train-Master," in the railroad
papers, as to how this rule or that order is to be understood under given
circumstances. There will be fewer occasions for trainmen to reconcile
conflicting regulations and fewer cases of "doubt," in which to "take the
safe course and run no risks."
No one, however, feels that entire perfection has been reached, in
practice or statement, or that even in the near future, additions or
changes may not be found desirable; and, as methods of operation improve,
scope will doubtless still be found for fresh talent in the production of
regulations for new combinations of circumstances as well as improvement
in those prepared by earlier hands.
The Telegraph Rules of the Time Convention, adopted October 12th, 1887,
are here given, with some discussion relating to them. In considering
these rules mention will necessarily be made of points referred to on
previous pages and which are here embodied in form for practical use.
This necessarily involves some apparent repetition. The rules are here
designated by the numbers given to them by the Time Convention Committee;
and it may be here stated that, in conformity with the method followed
in the Time Convention train rules, the term "time-table" is herein
applied to the issue governing the movements of all regular trains, while
"schedule" is used to designate that part of the time-table which applies
to any one train.
Rule 500.--Special orders directing movements varying from or
additional to the time-table will be issued by the authority and over
the signature of the Superintendent. They are not to be used for
movements that can be provided for by rule or time-table. They must
not contain information or instructions not essentially a part of
them.
They must be brief and clear, and the prescribed forms must be used
when applicable; and there must be no erasures, alterations, or
interlineations.
This rule indicates the proper function of a Telegraphic Train Order,
the authority under which it is to be given, and the essential features
of its construction, with the requirement that the prescribed forms
are to be used when applicable. While in the fixed forms provision is
made for the majority at least of the cases likely to occur, occasions
will doubtless arise when other forms or modifications of these will
be required. It is therefore important that the principles on which
these forms are to be constructed be distinctly stated. The provisions
as to how orders shall be issued and as to the use of the forms, when
applicable, and the absence of alterations, are all necessary as tending
to secure uniformity and accuracy. The following note, attached by the
Time Convention Committee, emphasizes a point hereinbefore dwelt upon as
of great importance:
[Note.--On Roads whose organization provides that any other officer
than the Superintendent shall direct train movements, the
official title of such officer may be substituted in the above
rule. The Committee considers it essential, however, that but one
person's signature should be used in directing train movements on
any dispatching division.]
Rule 501.--Each order must be given in the same words to all persons
or trains directly affected by it, so that each shall have a
duplicate of what is given to the others. Preferably an order should
include but one specified movement.
Here is determined the feature essential to the "duplicate" system, viz.,
that the order shall be "in the same words" to all concerned; and the
preference is here given to the point urged by the author, of covering
but one movement by an order.
Rule 502.--Orders will be numbered consecutively for each day as
issued, beginning with No. 1 at midnight.
The use of numbers for orders serves to identify each order and to
indicate the priority of issue.
Rule 503.--Orders must be addressed to those who are to execute them,
naming the place at which each is to receive his copy. Those for a
train must be addressed to the conductor and engineman, and also to
a person acting as pilot. A copy for each person addressed must be
supplied by the operator.
The requirement here that orders shall be addressed to those who are
to execute them might seem superfluous but for some former looseness
in this respect and the necessity for exactness in prescribing each
step in the process of issue. The address, including the place of
delivery, is necessary as indicating, in simultaneous transmission, which
operators are to receive for those respectively to whom the orders are
sent. The introduction of the Pilot here is valuable. As the one under
whose special direction the train is for the time being, he should be
directly informed of orders controlling its movements. The conductor and
engineman who are in charge of the train subject to his control, are also
necessarily advised. The relations of the Pilot to the train are much the
same as those of the pilot to a vessel of which he has control for the
time being. He is placed there because of his having special knowledge,
not possessed by the conductor and engineman, of circumstances which
necessarily affect the movement, and has entire control of the train in
this respect. He may or may not be an engineman. He may or may not run
the engine. He, however, is to say when it may or may not run, and is
the person by whose authority the movements are to be regulated with
reference to the signals and the physical features of the road and with
respect to other trains as well as the established rules. He does not
assume the duties of the conductor as to those things which are purely
local to the train, and the brakemen and fireman are properly held to be
under his orders through the conductor and engineman. The trainmen are
not, by the presence of the Pilot, relieved from the usual obligation to
protect the train and perform other duties connected with it or required
by the rules.
Rule 504.--Each order must be written in full in a book provided
for the purpose at the Superintendent's office; and with it must be
recorded the names of trainmen and others who have signed for the
order, the time and signals, showing when and from what offices the
order and responses were transmitted, and the Train Dispatcher's
initials. These records must be made at once on the original copy,
and not afterward from memory or memoranda.
The requirement here as to the record of each order in a book is usually
now fulfilled by the preservation of a manifold copy in the book in
which the blanks are bound. This, in fact, is the method contemplated,
although the rule is so drawn as to admit of other methods. The record of
the various points specified is requisite for a complete history of each
transaction.
Rule 505.--The terms "superior right" and "inferior right" in these
rules refer to the rights of trains under the Time-table and Train
Rules, and not to rights under Special Orders.
This rule is rather an authoritative statement of a logical conclusion
from the facts, but very properly gives this prominence to a point that
must be constantly borne in mind. When the rights of trains are reversed
by an order, as is usually the case, the inferior becomes for a time
the superior, and this definition emphasizes this. In this connection
it may be again noted that a very important and necessary part of the
training of those engaged in operating the railroad telegraph is the
acquisition of an intimate knowledge of the rules governing the rights
and movements of trains when acting independently of telegraphic control.
The legitimate use of the telegraph is to facilitate movement when, under
the unaided operation of the rules, there might be delay, and to give
preference, for special reasons, to trains which, under the rules are
inferior. An exact knowledge of the effect of the rules, and what may be
done by trains under their provisions, is therefore important, so that
there shall be no unnecessary use of special orders, and that those used
shall be the most appropriate to the circumstances.
Rule 506.--When an order is to be transmitted, the signal "31" (as
provided in Rule 509) or the signal "19" (as provided in Rule 511),
meaning "Train Order," will be given to each office addressed,
followed by the word "copy," and a figure indicating the number of
copies to be made, if more or less than three--thus, "31 copy 5," or
"19 copy 5."
This rule begins upon the details of transmission and is the first in
which mention is made of the special signals "31" and "19," signifying
"train order," the use of which is more fully indicated later on.
We have here the first step in the methodical plan of transmission
prescribed in these rules, preparing the operator for the reception
of the order and informing him of the number of copies for which he
must prepare his manifold sheets. As three is the number most usually
required, the omission of this number economizes telegraphing. In the
same case the word "copy" might as well be omitted.
Rule 507.--An order to be sent to two or more offices must be
transmitted simultaneously to as many as practicable. The several
addresses must be in the order of superiority of rights of trains,
and each office will take only its proper address. When not sent
simultaneously to all, the order must be sent first for the train
having the superior right of track.
[Note.--On roads which desire the operator at a meeting-point to have
copies of the order, the several addresses will be, first, the
operator at whose station the trains are to meet and next in the
order of superiority of the rights of trains.]
This rule brings us to the transmission of the order and requires that
it be simultaneous as far as possible. This is a safeguard possible only
with the duplicate system. Here also the priority of transmission to the
superior train is insisted upon. In addition to other advantages, the
systematic naming of the superior train first calls the attention of
operators to the relative superiority of trains. The principle involved
here is elsewhere recognized. The note attached by the Time Convention
Committee has reference to the arrangement which some prefer of sending a
copy of the order to the operator at the meeting-point in addition to the
copies sent to other points for delivery to the trains.
Rule 508.--Operators receiving orders must write them out in manifold
during transmission, and make the requisite number of copies at one
writing or trace others from one of the copies first made.
This rule directs the use of the manifold writing and practically
dispenses with any record book other than that in which the manifold
copies are preserved.
This is one of the most important improvements over the old methods. In
the early days of telegraphing and with some to a comparatively recent
period, each copy of an order was written separately, occupying much
time and involving great liability to error in transcribing. Now the
perfection of the manifold admits of making at one writing all the copies
usually required. If additional copies are wanted, their exactness is
assured by tracing from one of those made at the first writing. It must
be observed here that the rule does not permit an operator to take the
message down on a separate sheet and make his manifold copies afterward.
Rule 509.--When an order has been transmitted, preceded by the signal
"31," operators receiving it must (unless otherwise directed) repeat
it back at once from the manifold copy, and in the succession in
which their several offices have been addressed. Each operator
repeating must observe whether the others repeat correctly. After
the order has been repeated correctly by the operators required at
the time to repeat it, the response "O K," authorized by the Train
Dispatcher, will be sent simultaneously to as many as practicable,
naming each office. Each operator must write this on the order with
the time, and then reply "i i O K," with his office signal.
Those to whom the order is addressed, except enginemen, must then
sign their names to the copy of the order to be retained by the
operator, and he will send their signatures to the Superintendent.
The response "complete," with the Superintendent's initials, will
then be given, when authorized by the Train Dispatcher. Each
operator receiving this response will then write on each copy the
word "complete," the time, and his last name in full; and will
then deliver a copy to each person included in the address, except
enginemen, and each must read his copy aloud to the operator. The
copy for each engineman must be delivered to him personally by ----,
and the engineman must read it aloud and understand it before acting
upon it.
[Note.--The blank in the above rule may be filled for each road to
suit its own requirements. On roads where the signature of the
engineman is desired, the words "except enginemen" and the last
sentence in the second paragraph may be omitted. See also note
under Rule No. 500.]
[Individual operator's signals may be used when desired in addition
to office signals, as here and elsewhere provided for.]
In this rule are given in detail the steps to be taken after the order
has been transmitted, this rule having special reference to the orders
for which signatures of trainmen are to be taken, known technically as
the "31" order. Much of the efficiency of the telegraph, as well as the
safety of operation, depends upon the careful drill of operators in this
respect and strict adherence to the requirements of the rule. Repeating
back at the time of receiving may be properly omitted under the direction
of the Dispatcher, in case of a general order, as one annulling a train.
This would be sent to all stations but not necessarily delivered at all,
and therefore repeating back at once from all would unnecessarily occupy
the wire. Other cases may arise where the repeating may be postponed. In
repeating, however, the requirement that it be done from the manifold
copy should be carefully complied with. Reading, word for word, from the
copy actually to be delivered is one of the most important precautions
against mistake. The succession in which offices are to repeat is
prescribed, so that all shall understand it, and it is so fixed that the
repeating shall be done in the order of superiority of trains addressed.
As a repeated order for which the "O K" has been given and acknowledged
serves to hold the train addressed, this secures the superior train at
once.
The requirement that operators observe the repeating by each other is a
further valuable safeguard.
The next step, that of transmitting the "O K," is now prescribed in
the same methodical way and its acknowledgment provided for. Without
this acknowledgment the Dispatcher could not be sure of the train being
held, and it is quite important, although not directed in the rule,
that the acknowledgment of the "O K" should be made by the different
offices in the succession in which they were addressed. This brings us
to the point where the order is fully in the hands of the operator and
becomes operative to a certain extent, as is seen in Rule 510. The train
for which an order has thus been sent may not have yet arrived. By the
rule, however, the signal is displayed to stop the train, and when it
arrives the conductor (and the engineman if required) must go to the
office and sign for the order. The signature (or signatures) must then
be telegraphed to the Dispatcher's office, and when found correct the
final response, "complete," is given, signifying that all the steps in
telegraphing have been taken that are necessary before delivery. It still
remains for the receiving operator to record the "complete" on the order,
with the time and his name, all of which are important for the completion
of a paper which involves the safety of human life. It is still, however,
possible that those who are to use this important paper may fail to
observe its full signification, and it is therefore provided, as a final
precaution, that each one who receives it shall read it aloud to the
operator, who has his own copy before him. This is better than reading
by the operator to the trainmen, as they might not listen attentively,
while they can hardly fail to note the signification of words which they
themselves read aloud.
The notes appended by the Time Convention Committee point out
modifications which may be made with respect to certain points in which
difference of practice prevails and which do not affect the essential
features of the plan.
The author believes that the weight of sentiment is decidedly in favor of
taking the signature of the engineman as well as that of the conductor
for the order, unless controlling circumstances prevent.
Rule 510.--For an order preceded by the signal "31," "complete"
must not be given to the order for delivery to a train of inferior
right until "O K" has been given to and acknowledged by the operator
who receives the order for the train of superior right. Whenever
practicable, the signature of the conductor of the train of superior
right must be taken to the order and "complete" given before the
train of inferior right is allowed to act on it.
_After_ "O K" has been given and acknowledged, and _before_
"complete" has been given, the order must be treated as a holding
order for the train addressed, but must not be otherwise acted on
until "complete" has been given.
If the line fails _before an office has received and acknowledged_
"_O K_" to an order preceded by the signal "31," the order at that
office is of no effect, and must be there treated as if it had not
been sent.
[Note.--On roads where the signature of the engineman and pilot is
desired, the words "engineman and pilot" may be added after the
word "conductor" in the first paragraph of Rule 510.]
Rule 510 presents a requirement of very great importance in prescribing
that "complete" shall not be given for the inferior train until "O K"
has been given and acknowledged for the superior. The reason for this
is apparent from the following considerations: When "complete" has
been given, the train receiving an order on which it is indorsed may
at once proceed to the execution of the order. If it has rights given
to it against a superior train, it is of the highest importance that
the latter shall be informed of this before it can proceed to a point
where the order may bring the inferior into conflict with the rights of
the other. After "O K" has been given and acknowledged for the order at
the point where the superior train is to receive it, the order "holds"
the superior train, as provided in the second paragraph, and it is only
then safe to permit the inferior train to proceed, by giving for it the
final word "complete." It would be still better if in all cases the
signatures of the men of the superior train could be taken before the
other is permitted to act on the order. The rule requires this "whenever
practicable." It is, however, often not practicable on account of the
varying and often considerable distances between telegraph stations, the
varying speed of trains, and unforeseen and unpreventable delays. It is
doubtful whether any reasonable expenditure in increasing the number of
offices would admit of absolute compliance with such a requirement, but
it is quite true that any expenditure at all approaching what this would
require would be much beyond the ability of the majority of railroads. It
is also true that, at least without enormous additions to the facilities,
a strict requirement of this kind would interfere with the movement of
trains to an extent that the patrons of the roads would never agree
to. If the plan provided in the rules really involves any risk in this
respect, it is one which cannot be avoided in the present state of
financial ability and of the means of moving trains.
The closing paragraph of the rule provides for the contingency of
the failure of telegraphic communication at a critical moment in the
transmission.
An order may have been fully received by an operator, but, if the
telegraph fails before he can repeat it back and be informed by the
Dispatcher that it is "O K," it would not be safe to use it. Neither is
it proper that it should have any effect whatever until the Dispatcher is
assured, by the acknowledgment of the "O K," that it has been received.
When an order has been transmitted and is altogether in the hands of
the operator, there is the chance that he may have written down some
important word incorrectly. Hence the requirement that he repeat it back.
This, if carefully performed, assures the Dispatcher of the verbal
accuracy of the message as the operator has it, and the Dispatcher admits
this by the response "O K." He must now act, with reference to this
train, as if it were held at the point at which it is addressed. But he
cannot assume this until he is assured that "O K" has been received. This
is by the required acknowledgment.
If communication absolutely fails before the completion of this process,
all that he has done goes for nothing unless communication is quickly
restored. It is of the utmost importance that the Dispatcher know what
will or will not be done by a train to which an order has been addressed,
as this knowledge guides him in giving other orders. It would not be
proper, even, to assume that a train would be held by the presence of
an order addressed to it unless the accuracy of the order is assured,
for an error may have occurred in receiving the address and the wrong
train number may have been noted. Nor will it do for a train to proceed
regardless of an order addressed to it when the whole process of
transmission cannot be completed, unless the rule authorizing it is made
to specify the precise point in the process of transmission when this
may be permitted. It is also of equal importance that, in the absence of
telegraphic communication with a train, the Dispatcher can depend upon
the fact that it will act in accordance with the rules, notwithstanding
a partial transmission of an order intended to control its movements.
Briefly, he must know whether the train retains the right to proceed or
not, and under what conditions, or he cannot intelligently direct other
trains with reference to it. The question how long a train should wait
for communication to be restored must depend upon so many circumstances
that no rule can be given. The "break" may be but momentary or it
may last for hours. The train may have just time to get to a regular
meeting-place, at which, if reached in time, it may have to lie for
belated trains. Rules must fail here to indicate what is best to be done,
and often the best judgment is no guide. Whatever is determined on may
involve delay. It should never involve danger.
There is a plan in use on several prominent roads by which it is claimed
that the objectionable feature in Rule 510, represented by the phrase
"whenever practicable," may be eliminated. Under this plan there is
added an "advance" order, issued to the superior train, directing it
to stop "for orders" at a point where it is intended to deposit for it
the duplicate of a meeting or other order on which an inferior train is
to be permitted to proceed from some other point before the order is
received by the superior train. By this plan the superior train is "held"
before the inferior is allowed to act on the order, and thus far the risk
is avoided of the superior being improperly allowed to pass the point
where the duplicate order is to be placed for it. It is claimed that a
considerable experience has demonstrated that this plan is feasible and
secures the object in view, and that with it the rule of always first
securing the superior train may be made absolute. Experience is one of
the best of teachers, and few theories can be taken as proved without
it, but even imperfect methods may produce good results under careful
management, so that experience alone is not sufficient for determining
the merits of a system.
The purpose of the plan in question, to "hold" the superior train before
giving orders against it is good, and what all wish to accomplish.
This idea gave rise to the "hold" order of the older methods of train
dispatching and it has been suggested that under the advance-order plan
there is danger of a relapse from strict adherence to the duplicate
method. Careful supervision may prevent this.
If the advance order is invariably given, operators may get to depending
on it rather than on their own care for stopping trains at points where
duplicates are deposited. This is a point to be carefully considered and
on which the railroad fraternity will be by no means agreed. Two things
are depended on. If one fails we have the other. Many hold that this is
better than to rely on one alone. Many, again, maintain that, where the
responsibility is thus divided, each party may depend on the other and
both fail, while, if there is but one, his sense of responsibility is
quickened and the result is better. In view of the difference of opinion
on this point it may be said that if this be the only point in the
consideration of the advance order it may be given a trial.
If it is to be tried, then we must see that there are no exceptions to
its use. The Dispatcher must always anticipate possible contingencies
long enough ahead to be able to designate in advance the points where
trains are to stop for orders, and he must do this before the necessity
arises of allowing the inferior train to proceed on orders which the
superior trains are subsequently to receive. If he cannot thus anticipate
he must still give the order to stop for orders and send it to the point
to which the meeting-order is sent, both to be delivered to the superior
at the same time; and in that case he must depend upon the signal at that
point for stopping the train, as in the Standard rules, or always keep
the inferior train from acting on the order until the orders for the
other train are delivered.
Again, a train for which it is thought meeting-orders may have to be
given must make a stop in order to get the advance order, and again
another at the point named in it, perhaps only that it may receive an
order annulling the first, if meeting-orders are found not to be needed.
Frequently a duplicate order may be placed for a train and annulled
before its arrival if the occasion for it has passed, but the advantage
of this is lost if the advance order is used.
There are many roads on which the circumstances would not admit of thus
always seeing far enough in advance the things to be done, and very many
on which the business would not admit of the stops necessary, and the
occurrence of a single exception would vitiate the whole and make it
necessary to fall back on the provision "whenever practicable."
It is not easy to see how the rule could be invariably applied at
junction points at which trains of superior right are to arrive from
other roads or divisions, and circumstances are so various that it is
difficult to determine just where such a plan could or could not be
satisfactorily applied. Some say they have succeeded with it. Others
point out quite conclusively that the circumstances with them are
such that it would be impracticable. Where it can be applied and used
without exception and the question of divided responsibility can be
satisfactorily disposed of, it is, to say the least, an experiment in the
right direction, but it is to be very much feared that this plan does not
yet supply the universal remedy for the difficulty involved in the phrase
"whenever practicable." The multiplication of messages on a busy wire
will occur to all as a serious objection, but scarcely as one that should
weigh against positive considerations of safety.
Rule 511.--When an order has been transmitted, preceded by the
signal "19," operators receiving it must (unless otherwise directed)
repeat it back at once from the manifold copy, and in the succession
in which the several offices have been addressed. Each operator
repeating must observe whether the others repeat correctly. After
the order has been repeated correctly, the response "complete," with
the Superintendent's initials, will be given, when authorized by the
Train Dispatcher. Each operator receiving this response must write on
each copy the word "complete," the time, and his last name in full,
and reply "i i complete" with his office signal, and will personally
deliver the order to the persons addressed, without taking their
signatures.
[Note.--On roads where it is desired, the signatures of the
conductors (or conductors, enginemen, and pilots) may be taken
by the operator on the delivery of the order. See also note
under Rule 500. The Committee has recommended two forms of
train orders--the "31" order and the "19" order; leaving it
discretionary with the roads to adopt one or both of these forms.]
This rule provides for the steps in transmission of the "19" order, for
which signatures of trainmen are not required, as Rule 509 does for
the "31" order. The steps are the same excepting as to the "O K" and
its acknowledgment and the signatures. The same general considerations
apply to the steps which are identical. The absence of the requirement
as to signatures renders the "O K" unnecessary, the "complete" being
the Dispatcher's notice both that the order has been correctly repeated
and that it may be delivered after "complete" has been acknowledged,
which should be in the succession in which offices are addressed. The
responsibility of delivery to the right parties is placed on the operator.
The use of this method, rather than that under which trainmen sign for
the order, has been the subject of much serious thought and discussion.
In either case the "danger" signal and the carefulness of the operator
are the means depended on for stopping a train for which an order
has been transmitted. The difference is in the mode of delivery. If
signatures are taken the men must take the time to go to the office. If
they are not taken the men may go to the office or the operator may go
out to deliver. The train may perhaps not stop entirely. In any event
the delivery is likely to be hasty and without careful inspection of the
order by those who receive it. A conservative view would seem to indicate
that there were some risk in this, and yet many experienced officers do
not look upon it in that light, and on roads having heavy traffic and
many fast trains this method is used with satisfactory results.
The real solution of the question may be in careful supervision, good
discipline, correct habits, and strict attention to business. In these
lies _safety_; in the opposite, _danger_.
It will be observed that a note of the Time Convention Committee,
attached to the rule and here shown, indicates that the adoption of
either form or both is discretionary with roads adopting the "Standard"
rules, and that it is suggested that it may be provided that operators
shall take the signatures of trainmen for "19" orders. These would be
simply evidence of delivery, and the signatures would not, under this
arrangement, be telegraphed to headquarters.
The question as to when it is best or proper to use the "19" order must
be determined by circumstances. Taking and transmitting the signatures is
intended to secure deliberate care in the delivery and certainty that the
order is delivered to the right train.
The first is reasonably certain when the trainmen are required to go
to the office and sign for the order; the second is determined by the
transmission of the signatures. Those who use the "19" order must
leave both these points to the care of the operator. If operators are
thoroughly drilled and under constant and careful supervision, and so
fully occupied with the work as to be necessarily always on the alert,
this dependence is more likely to result favorably than where discipline
is slack and business dull, and especially where the operator is required
to attend to other duties. Circumstances may often seem to require the
delivery of an order without signatures where the contrary is the usual
custom. It would be necessary in such case to use special precautions
in instructing the operator, and it should scarcely be allowed without
special authority from the responsible head.
Rule 512.--For an order preceded by the signal "19," "complete" must
be given and acknowledged for the train of superior right before it
is given for the train of inferior right.
If the line fails _before an office has received and acknowledged
the "complete"_ to an order preceded by the signal "19," the order
at that office is of no effect, and must be treated as if it had not
been sent.
This rule is for the "19" order what Rule 510 is for the other, and no
additional remarks are needed.
Rule 513.--The order, the "O K" and the "complete" must each, in
transmitting, be preceded by "31" or "19," as the case may be, and
the number of the order; thus, "31, No. 10," or "19, No. 10." In
transmitting the signature of a conductor it must be preceded by
"31," the number of the order, and the train number; thus, "31, No.
10, Train No. 5." After each transmission and response the sending
operator must give his office signal.
Here is prescribed the succession in which the signals, etc., shall be
transmitted. For the "office signal," which the operator is required to
give after each transmission and response, some substitute the personal
signal of the operator, which is usually one or more letters assigned,
by which the operator shall be known, and indicates at the same time the
operator and the office where he is known to be on duty.
Rule 514.--The operator who receives and delivers an order must
preserve the lowest copy. On this must appear the signatures of those
who sign for the order, and on it he must record the time when he
receives it; the responses; the time when they are received; his own
name; the date; and the train number; for which places are provided
in the blanks. These copies must be sent to the Superintendent.
The subjects treated of in this rule have been sufficiently considered in
former remarks.
Rule 515.--Orders used by conductors must be sent by them daily to
the Superintendent.
This provision affords an opportunity of examining orders that have been
used, and of ascertaining whether they have been prepared and issued in
accordance with the rules.
Rule 516.--Enginemen will place their orders in the clip before them
until executed.
This rule supposes that a place has been provided on each engine for
placing orders conspicuously before the engineman who is to execute
them. This is a very important provision. If he has to put them in his
box or pocket they may be rendered illegible, or forgotten or lost.
Rule 517.--For orders delivered at the Superintendent's office the
requirements as to record and delivery will be the same as at other
points.
This requirement would seem to be so obvious that it was hardly necessary
to include it in the rules, but for the fact that there has been some
oversight of so manifest a precaution.
Rule 518.--Orders to persons in charge of work requiring the use of
track in yards or at other points, authorizing such use when trains
are late, must be delivered in the same way as to conductors of
trains.
This rule recognizes the fact that the same care is necessary in giving
the use of the track in the time of regular trains, whether it be to a
yard crew or a train on the road. Carelessness in this respect, by men
working at stations, has frequently resulted in disaster. The sacredness
of the "rights" of trains should be an integral part of railway doctrine.
Rule 519.--An order to be delivered to a train at a point not a
telegraph station, or while the office is closed, must be addressed to
"_C. and E._, _No._ ---- (_at_ ----), _care of_ ----," and forwarded
and delivered by the conductor or other person in whose care it is
addressed. "Complete" will be given upon the signature of the person
by whom the order is to be delivered, who must be supplied with
copies for the conductor and engineman addressed, and a copy upon
which he shall take their signatures. This copy he must deliver to
the first operator accessible, who must preserve it, and at once
advise the Train Dispatcher of its having been received.
Orders so delivered to a train must be compared by those receiving
them with the copy held by the person delivering, and acted on as if
"complete" had been given in the ordinary way.
Orders must not be sent in the manner herein provided to trains the
rights of which are thereby restricted.
The subject of delivery of orders at points away from telegraph stations
has already been considered. The method of doing this is here determined.
Safety in carrying this out must depend largely on the carefulness of the
person selected to deliver the order.
Rule 520.--When a train is named in an order, all its sections are
included, unless particular sections are specified; and each section
included must have copies addressed and delivered to it.
This rule is based on the fact that all sections of a train are
substantially one train, so far as schedule rights are concerned. This
is definitely fixed by the "Standard" train rules. This rule provides
that each section included in the operation of an order must have copies.
Instances might be cited where this would seem unnecessary.
A delayed train may be ordered to meet a superior train at some point
short of the meeting-point. Without any order each section of the
superior train would have a right to go to the designated point, and
it may be supposed that, if the first section is held by the order at
that point for the inferior, the other sections cannot go by until the
inferior is out of the way. While this may be true, circumstances may
arise even in this case that would render it important that each section
should know of the movement. The difficulty of specifying in a rule the
cases in which the provision might be omitted probably led to making the
rule absolute. It is pointed out, however, by practical men that serious
and needless delays may often arise from strict adherence to the rule,
and that in certain cases there can be no danger from giving the order to
the leading section only. It is quite possible that the rule may admit of
some amendment in this respect.
Rule 521.--Meeting-orders must not be sent for delivery to trains at
the meeting-point if it can be avoided. When it cannot be avoided,
special precautions must be taken by the Train Dispatchers and
operators to insure safety.
There should be, if possible, at least one telegraph office between
those at which opposing trains receive meeting-orders.
Orders should not be sent an unnecessarily long time before delivery,
or to points unnecessarily distant from where they are to be
executed. No orders (except those affecting the train at that point)
should be delivered to a freight train at a station where it has much
work, until after the work is done.
Here it is wisely provided that trains shall, if possible, be advised of
their place of meeting before reaching it. It is scarcely necessary to
point out the obvious reasons for this, arising from the possibility of
a train, on arrival, passing the switch where the meeting is intended to
be. The first and second paragraphs both suggest the advantage of being
able to communicate with a train in the event of a desire to change an
order or of an error having been found to have occurred on the part of
a train or in the preparation or transmission of an order. The third
paragraph is to guard against men forgetting orders delivered to them,
through lapse of time or preoccupation in their work, and also against
the necessity of changing orders issued long in advance of the time at
which they are expected to be used, when a new set of circumstances may
have arisen.
Rule 522.--A train, or any section of a train, must be governed
strictly by the terms of orders addressed to it, and must not assume
rights not conferred by such orders. In all other respects it must be
governed by the train rules and time-table.
To some disciplinarians the provisions of this rule would seem to be
unnecessary. To say that a thing means what it says and no more would
seem to be superfluous, and yet the vital importance of the point, and
the fact that it has been often disregarded, warrant this enforcement
of it. A case in point came not long since to the author's knowledge. A
rule in the book of a certain road required that "all trains must slow
up at meeting-points with trains of any class." The rule was intended
to apply to schedule meeting-points, and was so generally understood,
notwithstanding the indefiniteness of the designation. An order was given
requiring a superior train to wait until a time stated for the arrival
of an inferior train at a point reached by the superior train before its
arrival at the schedule meeting-point. The inferior train not arriving
by the time stated, the superior train went on and passed the schedule
meeting-point without slackening speed, as required by the rule. The
inferior train was there and not quite out of the way, and a collision
occurred. The conductor and engineman of the superior train claimed that
the order to meet had done away with the schedule meeting-point, and
therefore the rule did not apply, whereas the order was provisional, and
was completely fulfilled when the inferior train failed to arrive and the
superior train went on past the point named in the order without meeting
the other. The inferior, being unable to reach the given point by the
time stated, ran on its rights and stopped at the schedule meeting-point,
respecting which the order had made no mention.
It is to be remarked that while the indefiniteness of the rule may have
been partly chargeable with the wrong view taken by the trainmen, a
strict construction would make it applicable to every point that became a
"meeting-point," whether under the operation of the rules or of special
orders. A rule capable of these different constructions is fatally
defective.
Rule 523.--Orders once in effect continue so until fulfilled,
superseded, or annulled. Orders held by or issued for a regular train
which has lost its rights, as provided by Rule 107, are annulled, and
other trains will be governed accordingly.
The first provision in this rule is also one that would seem scarcely
necessary, but for the importance of emphasizing this point. Future
experience and training may render it needless to include so simple a
statement in these rules.
Train Rule 107, referred to in the second sentence, provides that
a regular train 12 hours behind time loses all its rights, and is
practically annulled.
The expiration of orders, with the expiration, under the rules, of
the entire rights of a train which has received them, is a necessary
consequence, although to some it might not be sufficiently clear without
this authoritative statement.
The statement that, under these circumstances, orders "are annulled,"
leaves the mind in doubt as to whether they are simply annulled by
the state of facts or by the process provided for annulling orders. In
the publication of these rules as adopted by the Pennsylvania Railroad
Company this doubt is removed by modifying the language to read, "Orders
held by or issued for a regular train are to be considered as annulled
when the train has lost its rights, as provided by Rule No. 107, and
other trains will be governed accordingly."
The Chesapeake & Ohio road adds to Train Rule 107 a provision that a
train having the right of track may take to a telegraph station a train
that under this rule has lost the right to proceed. This seems a good
provision, as such train has no right to proceed even as an extra, and
under many circumstances the Dispatcher would have difficulty in getting
control of a train without this help. The discussion of this belongs,
however, more properly with the consideration of train rules.
Rule 524 (A)--A fixed signal must be used at each train-order office,
which shall display red at all times when there is an operator on
duty, except when changed to white to allow a train to pass after
getting orders, or for which there are no orders.
When red is displayed all trains must come to a full stop, and not
proceed as long as red is displayed. The signal must be returned to
red as soon as a train has passed. It must only be fastened at white
when no operator is on duty. This signal must also display red to
hold trains running in the same direction the required time apart.
Operators must be prepared with other signals to use promptly if
the fixed signal should fail to work properly. If a signal is not
displayed at a night office, trains which have not been previously
notified must stop and inquire the cause, and report the facts to the
superintendent from the next open telegraph office.
When a semaphore is used, the arm means red when horizontal and white
when in an inclined position.
Rule 524 (B)--A fixed signal must be used at each train-order office,
which shall display red when trains are to be stopped for orders.
When there are no orders the signal must display white.
When an operator receives the signal "31" or "19," he must
_immediately_ display red, and _then_ reply "red displayed." The
signal must not be changed to white until the object for which red is
displayed is accomplished.
While red is displayed all trains must come to a full stop, and
any train thus stopped must not proceed without receiving an order
addressed to such train, or a clearance card on a specified form,
stating, over the operator's signature, that he has no orders for
it. Operators must be prepared with other signals to use promptly if
the fixed signal should fail to work properly. If a signal is not
displayed at a night office, trains which have not been previously
notified must stop and inquire the cause, and report the facts to the
superintendent from the next open telegraph office.
When a semaphore is used, the arm means red when horizontal and white
when in an inclined position.
Rules 524(A) and 524(B) refer to the character and operation of the
train-order signal, and in the original report of the committee they are
accompanied by a note indicating that the adoption of either or both
forms of the rule is to be discretionary, according to the circumstances
of traffic.
Both recognize the value of the "fixed" signal, instead of hand signals,
and its necessity for the proper carrying out of the rules. The
difference between the two forms of the rule is that the former provides
that the signal shall stand constantly at "danger," excepting when
changed to another position to permit a train to pass, while with the
latter the normal position is at "safety," the other to be shown only
when an order is to be sent.
Under the first plan a train approaching a station must stop unless the
signal is seen to have been changed from its normal position of "danger"
to that of "safety"--from red to white. The operator in this case moves
the signal and this is an indication that there are no orders for that
train, although there may be for others.
The presence of an order in the hands of an operator does not, under this
method, require that all trains passing shall stop. Under the other plan
the signal at red indicates that the operator has orders in his hands,
and no train can be allowed to pass by the simple moving of the signal,
but each, on arrival, must stop and get orders, or a "clearance card"
stating that there are no orders for it.
Some considerations respecting these two methods have already been
advanced, and they need not be repeated here. There does not seem to be
any substantial reason why the practice of permitting a train to pass,
by the movement of the signal, might not be used in connection with the
plan of "normal at safety" as well as with the other, and the author is
under the impression that this is done on some roads.
The rule wisely requires a provision of other signals for prompt use
in case the fixed signal fails to work. The machinery may break or
the lights go out; and to see that this precaution is observed is an
important duty of the officer having direct supervision of these matters.
The non-display of a usual night signal is recognized as a reason for
inquiry and caution.
Rule 525.--Operators will promptly record and report to the
Superintendent the time of the departure of all trains and the
direction in which extra trains are moving. They will record the time
of arrival of trains and report it when so directed.
The records and reports here required are important as a means of
information for the Dispatcher and as a check on operators and trains as
well as a part of the permanent record. Suitable blanks must be provided
for these records.
Rule 526.--Regular trains will be designated in orders by their
schedule numbers, as "No. 10" or "2nd No. 10," adding engine numbers
if desired; extra trains by engine numbers, as "Extra 798"; and all
other numbers by figures. The direction of the movement of extras
will be added when necessary, as "East" or "West." Time will be
stated in figures only.
[Note.--In case any roads desire to state time in words as well as
figures, the Committee sees no objection to their doing so.]
Rule 527.--The following signs and abbreviations may be used:
Initials for Superintendent's signature.
Such office and other signals as are arranged by the Superintendent.
C & E--for Conductor and Engineman.
O K--as provided in these rules.
Min--for Minutes.
Junc--for Junction.
Frt--for Freight.
No--for Number.
Eng--for Engine.
Sec--for Section.
Opr--for Operator.
9--to clear the line for Train Orders, and for Operators to ask for
Train Orders.
31 or 19--for Train Order, as provided in the rules.
The usual abbreviations for the names of the months and stations.
Rules 526 and 527 prescribe the mode of designating trains and the use of
figures, signs, and abbreviations, with option as to figures, in a note
under Rule 526. Uniformity in these matters is important for clearness of
understanding and economy and expedition in telegraphing.
It is a question how far abbreviations may properly be used in train
telegraphing. They certainly should be admitted only when they can be
shown not to interfere with a safe understanding of orders. Initials for
the signatures of Superintendent or Dispatcher and operators may be used,
but they would hardly be admissible for the signatures of trainmen. The
latter may very properly be addressed as "C. and E." The "O K" for "all
right" is an established signal, not requiring a dictionary to interpret
it.
Min for minute, junc for junction, exp for express, frt for freight,
eng for engine, No for number, K for o'clock, sec for section, opr for
operator, cannot mislead.
For inquiries and replies respecting the work, many codes have been
constructed wherein each is represented by a number or a word, and the
telegraphing thus abbreviated.
It will probably never be settled to the satisfaction of everybody
whether numbers should be represented in figures or written out in full.
The opinion of practical men has been lately growing more favorable to
figures, although some adhere rigidly to writing out numbers in words.
The "Standard" rules favor figures. Much depends of course on the
training of the operators. Figures are unmistakable if properly made,
while a long number written out in full may be so poorly written as to
confuse the reader. Where a single figure occurs in describing a section
of a train as 2nd, 3rd, etc., it is easy to take the one for the other,
both in telegraphing and in the written figures, and it is wise to write
these out. The numbers of trains and of engines are not so liable to
be confused with others in their immediate neighborhood, and it would
appear to be entirely proper to use figures to represent them.
The designation of trains is usually by numbers. This is more definite
and more brief than by any other time-table title, as "local freight,"
"Chicago express," etc. An extra train is probably best described by the
engine name or number, as there is usually nothing else about a train so
definite as this. Some add the names of conductors and enginemen. Where
there is any danger of one train being mistaken for another, the engine
number should be used, and care taken against mistakes arising from
change of engines.