FORMS OF TRAIN ORDERS.
The advantage of pre-arranged forms of train orders for the cases
ordinarily occurring has been already adverted to, and is now fully
recognized. Forms should be brief. A multitude of words is confusing.
They are not so easily read; while a short form, with a uniformly well
understood meaning, is comprehended at a glance. To know what it intends
becomes a part of the education of a railroad man. For this reason it
would be a great advance if this service could be everywhere conducted
on the same plans. Brevity also economizes time in telegraphing, which
is of great importance on a busy wire. In a conversation carried on by a
company of persons several may speak at once, or nearly so, and things go
smoothly along, but on a wire only one can speak at a time, and hence the
time each communication may occupy becomes important.
All men, however, do not quickly catch an idea when its expression is
reduced to the simplest form. This is, sometimes, because it is new, or
it may be from lack of training, or even natural dullness, or because
human nature is so constituted that men view the simplest things in
different lights. To provide against all contingencies of this kind,
and to explain to men the proper understanding as well as to settle it
authoritatively, explanatory rules are needed, with definite instructions
as to how orders are to be interpreted. These may be studied at leisure
and discussed and mutually understood by the men. The need of these rules
does not arise from any incompleteness in the forms of orders. A signal
for a given purpose is sufficient in itself, but it is necessary to state
the purpose which it is designed to serve. A word expresses a definite
thought, but we may have to turn to the dictionary to learn what that
thought is. Another and highly important service of such explanatory
rules is that they beget confidence, on the ground that all understand
alike.
It has been before urged that a separate order should be given for each
separate transaction. This, however, need not be pressed to extremes.
Circumstances may arise in which forms may be combined with advantage.
For instance, an order may be given:
_Engine 530 will run extra to Brighton, and will meet train No. 2 at
Lisbon._
This serves the purpose of an "extra" order and of a "meeting" order, and
is not in any way confusing.
Ordinarily there is little to be gained by departing from the general
rule laid down, but experience and good judgment will soon determine
where it will be proper, if the principles upon which safety may depend
are kept steadily in view.
Attempts have been made to introduce printed blanks for the several forms
of orders, with spaces for the words which vary with each case, such
words only to be telegraphed. This plan does not appear, however, to have
met with much favor. The brevity possible in forms is such that little
is saved by this method, in the amount of telegraphing. The words sent
are disconnected and unsatisfactory, and the care and attention required
in having a number of books on the operator's table from which to select
the proper form would be considerable, especially if the manifold is
used. A supposed advantage is in having explanatory rules printed on each
blank. It is better to have these printed together with all the forms for
circulation among the employés, who can then discuss and become familiar
with them and come to a uniform understanding as to their meaning.
Much variety has existed in the forms of orders in use. Prior to the
quite general adoption of the "Standard" code there were probably no two
roads on which they were in all respects alike. This lack of uniformity
was unfortunate, and some of these variations assumed serious importance
in view of the time occupied in telegraphing superfluous words. A very
few forms suffice for the most of the orders issued.
Those here considered are the forms issued with and forming a part of the
Time Convention Rules. They are the same in principle as those given in
the former edition of The Train Wire, and not greatly different in their
construction. Some have been amplified and some additions have been made.
They will be considered under the following classification:
A. For trains meeting.
B. For trains passing.
C. Reversing rights of trains.
D. Movements regulated by time.
E. For running in sections.
F. For extra trains.
G. For annulling trains.
H. For annulling an order.
I. Holding orders.
Practice may suggest additional forms or combinations of these.
In these forms trains are designated by numbers, it being understood that
those of odd numbers move in one direction and have the right of track
as against opposing trains of even numbers, and that the train rules fix
this as well as which train shall ordinarily take the siding.
It will be understood that all orders are addressed in the manner
required by the rules, including in the address the places where the
order is to be delivered, thus:
C. & E. train No. 1, Paris.
C. & E. train No. 2, Madrid.
The forms are accompanied by examples of their use, with variations for
different cases and explanatory notes or rules, all being a part of the
"Standard" rules. Following each are the author's remarks:
Form A.--Fixing Meeting-Point for Opposing Trains.
---- and ---- will meet at ----.
EXAMPLES.
_No. 1 and No. 2 will meet at Bombay._
_No. 3 and 2nd No. 4 will meet at Siam._
_No. 5 and Extra 95 will meet at Hong Kong._
_Extra 652 North and Extra 231 South will meet at Yokohama._
Trains receiving this order will, with respect to each other, run
to the designated point, and having arrived there will pass in the
manner provided by the Rules.
This order is usually given to designate a definite meeting-place at
which the trains would not meet under the operation of the time-table and
train rules. No. 2 has no right to pass the regular meeting-place if No.
1 is late, until it has arrived; and No. 2. would hence in such case be
delayed unless an order is given authorizing it to proceed.
If No. 2 is too late to reach the regular meeting-place before No. 1 may
leave, it must, by the rules keep out of the way of No. 1 by waiting at
some other point, but an order enables it to run with confidence, without
time clearance, to a new meeting-place. It may happen that an order will
be useful authorizing trains to meet at their regular meeting-place, when
both are behind time or when the inferior train is not much late. In any
case it avoids the necessity for allowing any time for clearance. It is
not necessary to add to the form of the order as given above, as has
been sometimes done, "and pass according to rule." The order should not
be burdened with this. The rules respecting train orders should always
provide, as above, that _trains ordered to meet at a designated point
will both run to that point, and having arrived there will pass each
other in the manner provided by the rules, unless otherwise indicated
in the order_. This settles the question, which has been raised, of the
sufficiency of this form of order, and also renders unnecessary the
expression "meet and pass." The word "pass" is best reserved for use
in connection with a train going around another moving in the same
direction, and it would seem unnecessary to direct trains meeting each
other to "pass," as they cannot proceed without passing; and the rules
should prescribe the method. This positive meeting-order is generally
deemed the safest form of order for opposing trains, as it leaves no room
for doubt or calculation in determining how the order is to be executed.
In the use of this order for trains of several sections it must be held
to apply to all the sections, unless otherwise specified, and each
section that is included in the operation of the order should be referred
to and is required by the "Standard" rules to have copies.
If the different sections are to be met at different places, separate
orders are best. In the forms contained in a book of rules which appears
to have been carefully prepared, is found the following for a train or a
section of a train which is to meet one of several sections:
"Train No. -- will meet and pass ---- sections of train No. -- as
follows: first section No. --, at ----; second section, at ----; third
section, at ----."
Some of the objections urged against the practice of including several
meeting-points in one order, under the "single order" system, apply
equally to this. The whole of this order must be transcribed for and
delivered to each section, and each conductor and engineman must
acquaint himself with the whole, while but one train is concerned with
all of it. The men of each of the sections named must carefully pick out
what belongs to them, and those of the first train must exercise great
care to avoid missing any of the points named. It will be found vastly
better and safer to give a separate order for each meeting.
Form B. Authorizing a Train to Run Ahead of or Pass Another Train Running
in the Same Direction.
(1.) ---- will pass ---- at ----.
(2.) ---- will run ahead of ----, from ---- to ----.
EXAMPLES.
(1.) _No. 1 will pass No. 3 at Khartoum._
(2.) _No. 4 will run ahead of No. 6 from Bengal to Madras._
When under this order a train is to pass another, both trains will
run according to rule to the designated point and there arrange for
the rear train to pass promptly.
Referring to Example 1, if train No. 1 is superior to No. 3, the rules
should give it the right to pass, as No. 3 must keep out of its way and
no order would be required. If No. 3 is the superior and is for any
reason running slower than No. 1 and it is desired to permit the latter
to pass, an order of this kind is needed. A regular freight train may
be in the way of a special passenger train which it is necessary should
pass the freight. The order may also be needed for two extras or for
regular trains of equal class. If the train passed is the superior, the
order does not in terms fully convey to the other all the right needed.
Having passed, it may be for some time, or at a subsequent period, within
the time of the superior train, and it hence would _by the train rules_
be required in turn to clear the track for a train which it had passed
a short time before. A fair inference is that, if allowed to pass, it
is of course to proceed ahead of the other, but if this is not clearly
understood or fixed by a rule, the form of the order should be modified
for such cases either by adding, "and will run ahead from there," or by
making it read as in Example 2 indicating the point _to_ as well as that
_from_ which the train specified is to "run ahead" of the other.
This variation is also for authorizing a train to run ahead of and in the
time of another from some point at which the other has not arrived. The
point _to_ which it shall so run is to be omitted when it is not desired
to impose such limitation.
Under this use of the order No. 6 is assumed to be late, and No. 4, an
inferior train waiting for it, is allowed to proceed in its time. No.
6 may be a first-class passenger train waiting for connections, and
No. 4 may be a local freight train which is enabled by this order to
proceed with its work; or perhaps it may be a train starting from some
way-station or junction at which the rules would require it to wait for
No. 6 to pass. No. 6 is to assume that the other may be ahead at any
point beyond that named in the order, and run accordingly. The Dispatcher
of course provides, by giving more definite orders as soon as he can
do so, that no unnecessary delay arises to the superior train from the
operation of the order.
The train rules should make it clear that _when a train is authorized to
"run ahead" of another by special order, the train following must guard
against collision with the train ahead, as during the operation of the
order their relative rights as to superiority (when any existed) are
reversed_.
An order giving a train the right to use a given number of minutes in
the time of a superior train going in the same direction, comes properly
under "time-orders."
Form C.--Giving a Train of Inferior Right the Right of Track Against
an Opposing Train of Superior Right.
---- has right of track against ---- ---- to ----.
EXAMPLES.
(1) _No. 2 has right of track against No. 1, Mecca to Mirbat._
(2) _Extra 37 has right of track against No. 3, Natal to Ratlam._
This order gives a train of inferior right the right of track against
one of superior right to a designated point.
If the trains meet at the designated point, the train of inferior
right must take the siding, unless the rules or orders otherwise
indicate.
Under this order, as illustrated by example (1), if the train of
superior right reaches the designated point before the other arrives,
it may proceed, provided it keeps clear of the schedule time of the
train of inferior right as many minutes as the inferior train was
before required by the train rules to keep clear of the superior
train.
If the train of superior right, before meeting, reaches a point
beyond that named in the order, the conductor must stop the other
train where it is met and inform it of his arrival.
Under example (2) the train of superior right cannot go beyond the
designated point until the extra train arrives.
When the train of inferior right has reached the designated point,
the order is fulfilled, and the train must then be governed by
time-table and train-rules or further orders.
The following modification of this form of order will be applicable
for giving a work train the right of track over all other trains in
case of a wreck or break in the track:--
EXAMPLE.
_Work Train Extra 275 has right of track over all trains between
Stockholm and Edinburgh from 7 P. M._ ----.
This gives the work train the exclusive right of the track between
the points designated.
This form is equivalent in effect to that known as the "Regardless"
order, which reads thus:
"_No. 2 will run to (Lyons) regardless of No. 1._"
The term "regardless," although having something of a reckless sound, has
been taken as exactly indicating the purport of this order, viz.: that a
train is to cease to regard certain rights of another which are conferred
by the rules, but are suspended or abrogated by this order. Here, as in
other duplicate orders, it is understood that _a new right conferred upon
one train takes away or limits a right of some other train_; and that an
order allowing a train to run regardless of another requires the latter
to keep out of the way.
It was thought best, and is certainly an improvement, to dispense with
the old designation and adopt for this order a title and phraseology
indicating its purport more specifically.
The ordinary use of this order is to advance a train to a point within
the time of one superior to it, when there may be uncertainty as to the
trains actually meeting there. The trains would usually proceed expecting
to meet, but anticipating possible new orders. If the Dispatcher thinks
he is likely to have further orders, he may find it best to add, "and ask
for further orders." This will bring the trainmen at once to the office
on arrival if the opposing train is not seen. A positive meeting-order
is to be preferred to this form when it will as well serve the purpose.
A note to this effect was proposed in the Time Convention, but it was
finally determined that this should be left to the discretion of
operating officers.
The use of this order for a train "running ahead," as proposed in the
former edition of The Train Wire, is unnecessary with the second example
under Form B.
The effect of an order in Form C is to reverse for a time or for certain
parts of the track the relations of trains as respects superiority of
right. Some have failed to perceive that, under certain circumstances,
it will be proper for a train mentioned in this order to leave the
designated point before the other has arrived.
This point is settled by the rules with the form, but it may not be
altogether clear to some that the conclusion is correct. The following
will perhaps make it clear:
Let A, B and C in the following diagram represent three stations, of
which B is the schedule meeting-point of two trains running in the
directions indicated, No. 1 being the superior train and having the right
to run on its own time beyond B if No. 2 has not arrived.
A B C
No. 1[hand] [hand]No. 2.
Both trains are due at B at the same time. If No. 1 is late before
arriving at A an order is given:
"_No. 2 has right of track against No. 1 from B to A._"
Under this order No. 2 becomes temporarily superior to No. 1, and obtains
the right to run to A on its own time without regard to the time or
rights of No. 1. On the arrival of the latter at A it may be found to
have made up so much time that it can proceed toward B and reach that
or some intermediate point before No. 2 can, on its own schedule time,
reach such point. May it do so? There is clearly nothing in the order
or in the rules to prevent. No. 1 is, for the time being, the inferior
train. It is in the position of a train having no rights against No. 2,
and must be governed by that fact. But any train inferior to No. 2 may
go from A to B or to any point if it can clear No. 2 in accordance with
the rules. It should be held as a cardinal principle in train dispatching
that _an order is not to be taken as having greater effect than is
actually expressed_. In the order in question one train is directed to
run to a point without respect to the rights of another. This annuls the
rights of the one _as respects the regular time of the other_ for the
portion of the track designated. The rights are simply reversed. No. 1
is now required to keep clear of the time of No. 2 as laid down in the
time-table, with as much clearance as the train rules required of No. 2
as respects the time of No. 1 before the order was given. It cannot be
supposed that No. 2 may possibly run ahead of time from B. This could
only be done on an order to do so duplicated to No. 1 and to any other
train affected by it.
If B is the point given in the order, no such question can arise as to
either train, as each is due at the same time. If, however, C is the
given point, it is upon the assumption that No. 2 is too late to get
farther than C without interference with No. 1. If No. 2 makes up time,
so that on reaching C it is found that it has time to go farther and
still keep clear of No. 1, as required by the rules, its schedule rights
will admit of this, and the order does not in any way interfere with them
excepting in adding to them what is supposed to be required to enable the
train to reach C.
It would appear then that when an order gives a train of inferior right
the right of track to a given point against a superior train, the train
arriving first at the designated point may go beyond it, before the other
arrives, to any point where it can clear the regular time of the opposing
train the number of minutes required. The train thus passing the given
point must run as the inferior of the two until the other is met, and
should be required, as in the rule, to clear the other by as much as the
train rules prescribe for clearance of similar trains.
As a further illustration of this question, suppose that a general order
were issued giving to a regular train the right of track against all
other trains. It is not to be supposed that this would prevent other
trains from running, excepting as they might fall into the time of the
train to which this right was given. Or the order under Form D giving all
trains the right of track against a given train, does not prevent the
designated train from running freely where it does not get in the way of
other regular trains.
It is evident that this form of order differs from the "meeting" order in
this important respect, that under certain circumstances trains may meet
at some other point than that named in the order, and that it may be said
that "when either train has reached the point designated in this order,
it may proceed, if it can do so without trespassing on the schedule time
of the other." The point is further illustrated under the operation of
Form D.
It is evident that, if the inferior train is an extra, it has no schedule
time by which the superior train can be guided, and hence the latter, as
provided by the rule, cannot go beyond the designated point until the
extra has arrived.
The careful discussion of the question here involved is justified by the
fact that practical men hold different views respecting it, and many
rules determine it differently or leave it wholly or partly unsettled.
The fact that there is a considerable diversity of opinion upon so
important a point, indicates that the course to be pursued under the
circumstances should be clearly set forth in the rules. A rule should
not, however, be made to add to the effect of an order. It is usually
only needed by way of explanation or to authoritatively determine that
upon which a doubt may exist. It may occur to some that the trains
meeting at an unexpected point may not recognize each other as the trains
designated in the order. It must be presumed that conductors will observe
all trains met, and knowing what regular trains are due will know when
they have met them, and not wait elsewhere for them; and that extras are
distinguished from regular trains by proper signals.
To avoid delays, however, a provision is made that a train of superior
right reaching a point beyond that designated in the order before
meeting the other train, must notify the latter when it is met. As in
that case the train of superior right has not the right of track, it
must take the siding where it meets the train which has been given the
right of track against it. When the train of inferior right arrives at
the point designated in the order before meeting the other, the order
is fulfilled; and having no longer the right of track it must take the
siding at that point or at such other point as it may reach under the
operation of the rules in time to clear the train of superior right.
An order in Form C with time limit is objectionable, as there is danger
of overlooking the time limit. It is better to use a distinct form for
time orders.
Form D.--Giving all Regular Trains the Right of Track Over a Given Train.
All regular trains have right of track against ---- between ---- and
----.
EXAMPLE.
_All regular trains have right of track against No. 1 between Moscow
and Berlin._
This order gives to any regular train of inferior right receiving it
the right of track over the train named in the order, and the latter
must clear the schedule times of all regular trains, the same as if
it were an extra.
This form involves the same principles as the last, and might have been
included under the same general head but for the wish to give it greater
distinctness. The use of "over" in the title and the rule, instead of
"against" used elsewhere, is probably the result of oversight.
No form was presented by the Convention Committee for giving to a given
train the right of track against all regular trains. If circumstances
require, such an order can of course be given on the same plan as others
involving the same principles.
Form E.--Time Orders.
(1.) ---- will run ---- late from ---- to ----.
(2.) ---- will wait at ---- until ---- for ----.
EXAMPLES.
(1.) _No. 1 will run 20 min. late from Joppa to Mainz._
(2.) _No. 1 will wait at Muscat until 10 A. M. for No. 2._
Form (1) makes the schedule time of the train named, between the
points mentioned, as much later as the time stated in the order, and
any other train receiving the order is required to run, with respect
to this later time, the same as before required to run, with respect
to the regular schedule time. The time in the order should be such as
can be easily added to the schedule time.
Under Form (2) the train of superior right must not pass the
designated point before the time given, unless the other train has
arrived. The train of inferior right is required to run with respect
to the time specified, the same as before required to run with
respect to the regular schedule time of the train of superior right.
The character and effect of these two forms of Time Orders are
sufficiently clear from the explanatory rules. The first simply sets
back a schedule and the second is positive as to the time to which the
superior train must wait. There might have been added a form authorizing
an inferior train to use a given number of minutes of the time of a
superior train. This would have applied to any point. The effect would
have been, for the particular inferior train, the same as under Example
1 for all trains. It was probably concluded that, if a train was to run
late, all others should have the benefit, and that there would be no
particular advantage in a form for but one train. The time-limit feature
appears also in Forms G and H.
Many object to time-orders. They are certainly not as definite as a
positive meeting-order, and for this reason, and because there is
a chance of error in the calculations required, they are not to be
preferred. A time-table, however, is a "time order," and it is not
always possible to avoid directing trains to run with reference to time.
A judicious Dispatcher will discriminate as to the cases in which he
should do this. In all cases such even number of minutes or hours should
be given as will reduce to a minimum the risk of making the necessary
addition or subtraction. The risk of a time order and of all running on
time, arises largely from the possibility of trainmen not having the
correct time. The allowance of five minutes for difference in watches
does not appear to answer the purpose for which it is designed, as men
will trespass on this. The objections made to time orders appear to be
overcome as far as possible by the forms presented, and now generally
adopted, with the present excellence of time-keepers and the precautions
insisted on for preserving them in good condition.
Form F.--For Sections of Regular Trains.
---- will carry signals ---- to ---- for ----.
EXAMPLES.
_No. 1 will carry signals Astrakhan to Cabul for Eng. 85._
_2nd No. 1 will carry signals London to Dover for Eng. 90._
This may be modified as follows:
_Engines 70, 85, and 90 will run as 1st, 2d and 3d sections of No. 1
London to Dover._
For annulling a section.
_Eng. 85 is annulled as second section of No. 1 from Dover._
If there are other sections following add:
_Following sections will change numbers accordingly._
The character of train for which signals are carried may be stated.
Each section affected by the order must have copies, and must arrange
signals accordingly.
When two or more trains are run on the same schedule or time-table
time, with the same schedule rights, each carrying signals for that
following it, each several train is referred to as a "section." Upon
some roads these sections following the first train are called extra
trains. This method is not recognized under the "standard" rules, the
term "extra" being applied only to trains not run by schedule. It is of
great importance that the rights of a second or other following section
be clearly understood, both by trainmen and those engaged in the issue
of telegraphic orders. The general practice is now probably such as
to leave but little misapprehension on this point, whatever may have
been the case in the past, when with some the rule was to "follow the
flag" wherever it might go, instead of as now treating each section, in
ascertaining its rights, as though it were running alone on the schedule.
When a regular train is to carry signals to denote that a second section
is to follow on the same schedule, the author is of the opinion that a
train order to this effect should be given in a definite form.
Rule 110 of the "Standard" rules appears to authorize the practice that
prevails with some, under which the signals for freight trains running in
sections are ordered on by the yard dispatcher or station agent. If the
train Dispatcher is duly advised, there does not seem to be any serious
objection to this, although there are reasons to be urged in favor of all
orders affecting the movement of trains being issued from the central
office. Certainly it would not be wise to delegate this authority as
respects passenger trains, and this the "Standard" rules recognize.
The forms given for sections make the order to carry signals equivalent
to an order to run as a section of a regular train. The order annulling
a section implies that signals will be removed as the circumstances may
require.
Form G.--For Arranging a Schedule for a Special Train.
(1.) Eng. ---- will run as special ---- train, leaving ---- on ----
on the following schedule, and will have the right of track over all
trains:
Leave ----.
----.
Arrive ----.
EXAMPLE.
(1.) _Eng. 77 will run as special passenger train, leaving Turin on
Thursday, Feb. 17th, on the following schedule, and will have the
right of track over all trains_:
_Leave Turin 11.30 P. M._
_Pekin 12.25 A. M._
_Canton 1.47 A. M._
_Arrive Rome 2.22 A. M._
Example (1) may be varied by specifying particular trains over which
the special shall or shall not have right of track, and any train
over which the special train is thus given the right of track must
clear its time as many minutes as such train is required to clear the
schedule time of a first-class train.
(2.) Eng. ---- will run as special ---- train, leaving ---- on
---- with the rights of a ---- class train ----, on the following
schedule, which is a supplement to time-table No. ----:
Leave ----.
----.
Arrive ----.
EXAMPLE.
(2.) _Eng. 75 will run as special passenger train, leaving Geneva,
Thursday, Feb. 17th, with the rights of a first-class train east, on
the following schedule, which is a supplement to time-table No. 10_:
_Leave Geneva 10.00 A. M._
_Pekin 10.30 A. M., passing No. 12._
_Canton 11.00 A. M., meeting No. 7._
_Arrive Athens 11.30 A. M._
Example (2) creates a regular train and the specified meeting and passing
points are to be regarded as if designated in the same manner as on
the time-table. Such trains will be governed by all rules which affect
regular trains.
Forms for arranging schedules were not suggested in the former edition
of The Train Wire, and their use has not been very general. They appear
to be adapted to some special circumstances and wants, but in the
adoption of the "Standard" rules some roads have omitted a portion of the
provisions under Form G.
No particular remarks need be made respecting these forms, excepting
perhaps that we have here an introduction of the time feature and that
any risk from this is enhanced by the considerable number of "times" to
be sent by telegraph and observed by trainmen.
Form H.--Extra Trains.
---- will run extra from ---- to ----.
EXAMPLE.
(_a._) _Eng. 99 will run extra from Berber to Gaza._
A train receiving an order to run extra is not required to guard
against opposing extras, unless directed by order to do so, but must
keep clear of all regular trains, as required by rule.
A "work train" is an extra, for which the above form will be used for
a direct run in one direction. The authority to occupy a specified
portion of the track, as an extra while working, will be given in the
following form:
(_b._) _Eng. 292 will work as an extra from 7 A. M. until 6 P. M.
between Berne and Turin._
The working limits should be as short as practicable, to be changed
as the progress of the work may require. The above may be combined,
thus:
(_c._) _Eng. 292 will run extra from Berne to Turin and work as an
extra from 7 A. M. until 6 P. M. between Turin and Rome._
When an order has been given to "work" between designated points, no
other extra must be authorized to run over that part of the track
without provision for passing the work train.
When it is anticipated that a work train may be where it cannot be
reached for meeting or passing orders, it may be directed to report
for orders at a given time and place, or an order may be given that
it shall clear the track for a designated extra in the following form:
(_d._) _Work train 292 will keep clear of Extra 223, south, between
Antwerp and Brussels after 2.10 P. M._
In this case, extra 223 must not pass either of the points named
before 2.10 P. M., at which time the work train must be out of the
way between those points.
When the movement of an extra train over the working limits cannot be
anticipated by these or other orders to the work train, an order must
be given to such extra, to protect itself against the work train, in
the following form:
(_e._) _Extra 76 will protect itself against work train extra 95
between Lyons and Paris._
This may be added to the order to run extra.
A work train when met or overtaken by an extra must allow it to pass
without unnecessary detention.
When the conditions are such that it may be considered desirable to
require that work trains shall at all times protect themselves while
on working limits, this may be done under the following arrangements.
To example (_b_) add the following words:
(_f._) _protecting itself against all trains_.
A train receiving this order must, whether standing or moving,
protect itself within the working limits (and in both directions on
single track) against all trains, in the manner provided in Rule 99.
When an extra receives orders to run over working limits it must
be advised that the work train is within those limits by adding to
example (_a_) the words:
(_g._) _Eng. 202 is working as an extra between Berne and Turin._
A train receiving this order must run expecting to find the work
train within the limits named.
Under Form H it has been undertaken to cover the whole subject of orders
for extra trains, excepting for cases which come naturally under other
forms, as when an extra is ordered to meet another train.
The term "wild" has been quite extensively used for these trains, and
history should preserve the fact that on some roads, when a train was
ordered to run extra, it was directed to "wildcat."
An order for a train to run extra is very simple. The train is accurately
designated by the number or name of its engine, and the order reading as
in example (_a_) is the foundation for those which follow.
This is of course not a duplicate order. But one train is concerned, and
there is no other train to be notified until it becomes necessary to
forward the extra by meeting or other orders. In those it is described as
an extra and treated as any other train, but in the meantime it must keep
out of the way of all regular trains, and the Dispatcher must keep it in
hand and especially guard against having more than one extra on the same
part of the track at the same time. Here is an element of danger where
the necessities require frequent extra trains. Whenever practicable,
trains should be run on a regular schedule, but it will often happen that
there is no regular train upon which signals may be carried for a train
that must be run, and it must go as an extra.
A precaution which has been found valuable is for the Dispatcher to have
before him a large blackboard on which he shall place conspicuously the
number of each extra ordered. The habit, soon acquired, of looking at
this whenever an extra is ordered, has proved a sufficient safeguard
where this plan has been used.
There is a class of extras which cannot be dispensed with, and the
management of which gives rise to serious difficulty. These are the
material or "work" trains. These trains must work upon the track away
from stations, often with a large force of men, and delays to their
operations cause expense as well as hindrance to work. At the same time
they must not be permitted to interfere with the passage of regular
trains, nor of others more than can be avoided. The solving of this
problem has been attempted in various ways. Some allow the "work train"
to occupy the track by right, except that it must keep out of the way of
regular trains. Some permit it to work under flag "until freight trains
come in sight." To get it out of the way for any but regular trains, the
want must be anticipated, and an order given while it is within reach
for the work train to report for orders at a designated hour and place.
This plan does not give as complete control of the movements of the work
train as is desirable.
A plan which has commended itself during long use, and is presented in
the foregoing rules, is as follows: The work train, previous to starting
out for the day, receives an order to run extra to the part of road
where its work lies. At the same time, and, if convenient, in the same
order, it is authorized to work upon the part of the track desired,
between two contiguous telegraph stations, a specified time being added,
if convenient, at which the train will have to go to one of the offices
limiting the working ground, for further instructions, if it is foreseen
that it may be wanted about that time for this purpose. Confining the
working limits between two contiguous telegraph stations leaves the
smallest practicable part of the track beyond complete control. This
practically makes a section of the track for the time being a "yard,"
through which extras cannot pass without looking for yard engines, as is
usually provided where yard rules include a portion of the main track.
The rules provide two methods for operating "work train" on the section
assigned, a note by the Time Convention committee indicating that either
or both may be adopted, according to circumstances. One of these requires
the train to protect itself against all trains; the other allows it
to work without protection, and requires extras to look out for it and
protect themselves against it, after receiving notice as to where it
is working. Under the first plan the work train is required to keep
signals out at all times for its protection, and in running to either
limit of its working ground to fully protect itself against any extra
which might come. It is of course required to keep clear of all regular
trains, and when running to or from its working ground is provided
with such meeting-orders as may be required. Under this plan, if the
Dispatcher finds it necessary to send an extra over the working grounds,
he informs it in the order that the work train is there (_g_). This
furnishes a precaution in addition to the signals of the work train, and
the proceeding is entirely safe. It can be no less so than the practice
of working under flag in the time of a delayed regular freight train
until it appears in sight, and this plan seems to afford an entirely
practicable method for working these trains with the least interference
with their work and with other trains, and with entire safety.
Under the plan by which the work train is under no requirement to use
any precautions to protect itself on working ground, if another extra
is to pass over that ground there is only the notice to such extra
of the presence of the work train, and the necessity of protecting
against it. This may be sufficient with a clear view, but there are many
circumstances where the double precaution would seem to be best, as the
requirement that signals shall be kept a given distance ahead of a moving
train is scarcely likely to be fully complied with. The plan in which the
work train is required to protect itself is not to be viewed as a case of
divided responsibility, in which each party may depend on the other. The
requirement for the work train is absolute. An extra getting a notice as
to where the work train is employed is not required to protect itself.
Such notice would lead to keeping the train under greater control and
looking for the signals of the work train, and whether the rule is that
the work train shall protect itself or not it would be best to give such
notice, as this would enable extras to run with confidence and without
protection against the work train on parts of the road where it was not
employed.
As to which of the methods provided by the rule shall be used, this must
depend somewhat upon circumstances. Where the passing of an extra train
is very infrequent, the constant putting out of signals by the work train
would seem to those charged with the duty so unnecessary that they would
be likely to neglect it, and it would be better under such circumstances
to require extras to protect when orders cannot be given. When extras
are so frequent that the loss of time in protecting themselves would
be very serious, it would be better to put the duty on the work train.
There would be the advantage then of the daily habit on the part of those
attending to this duty.
Form J.--Holding Order.
Hold ----.
EXAMPLES.
(1) _Hold No. 2._
(2) _Hold all trains east._
As any order for which "O K" has been given and acknowledged operates
as a holding order for the train to which it is addressed, this form
will only be used in special cases to hold trains until orders can
be given or for some other emergency. The reason for holding may be
added, as "for orders."
This order is not to be used for holding a train while orders are
given to other trains against it which are not at the same time given
to it in duplicate. It must be respected by conductors and enginemen
of trains thereby directed to be held as if addressed to them.
Conductors, when informed of the order, must sign for it, and their
signatures must be sent and "complete" obtained.
When a train has been so held it must not go until the order to hold
is annulled, or an order is given in the form:
"---- _may go_."
This must be addressed to the person or persons to whom the order to
hold was addressed, and must be delivered in the same manner.
The rules and explanations under this form are so complete that comment
as to the design and significance of the order is unnecessary. In view
of much former practice, too much importance cannot be attached to the
provision relating to what the holding order shall _not_ be used for.
Form K.--Annulling a Schedule Train.
---- of ---- is annulled.
EXAMPLES.
(1) _No. 1 of Feb. 29th is annulled._
(2) _No. 3, due to leave Naples Saturday, Feb. 29th, is annulled._
Adding "_from Alaska_," or "_between Alaska and Halifax_," when
appropriate.
This order takes away all rights of the train annulled and authorizes
any train or person receiving it to use the track as if the train
annulled were not on the time-table.
If a train is annulled to a point named, its rights beyond that point
remain unaffected.
The Train Dispatcher may direct any operator to omit repeating back
an order annulling a train, until he has occasion to deliver it.
When a train has been annulled it must not be again restored under
its original number by special order.
As this is a general order, which may or may not have to be delivered
to trains at all telegraph stations, it is very properly provided that
repeating back at once by each office need not be insisted upon.
The restoration of an annulled train under its original number would tend
to confusion, and the impropriety of such action is here recognized.
When a train is annulled it naturally follows that orders previously
issued to it cease to be of effect and the Dispatcher must see that
the duplicates of such orders, held by other trains, are annulled, if
from not doing so confusion or delay would arise. Ordinarily the order
annulling the train would be sufficient, if sent to trains holding these
orders. If a section of a train is annulled it would seem that the same
general rule should apply. The "Standard" rules do not touch on this and
it would be difficult to frame and operate a rule upon any other than the
plan pointed out. It may be suggested that orders held by the annulled
section should be transferred to the section following it, and which, by
the rules, takes its place. This would be convenient in some cases and
when so might be directed; but there may be no following section, and,
if there is, the circumstances may have so changed since the orders were
issued as to render them inapplicable. The transfer of orders without the
usual precautions to ensure their correct reception is objectionable and
it is best to avoid it when not absolutely necessary.
The better way is no doubt to leave to the Dispatcher the disposition of
orders issued for a train afterward annulled, whether such train be a
section or otherwise. It would have been well if the "Standard" rules had
made some explicit declaration on this point.
Form L.--Annulling or Superseding an Order.
Order No. ---- is annulled.
This will be numbered, transmitted, and signed for as other orders.
If an order which is to be annulled has not been delivered to a
train, the annulling order will be addressed to the operator, who
will destroy all copies of the order annulled but his own, and write
on that:
_Annulled by order No._ ----.
An order superseding another may be given, adding, "_this supersedes
order No._ ----," or adding, "_instead of_ ----."
EXAMPLE.
_No. 1 and No. 2 will meet at Sparta instead of at Thebes._
An order which includes more than one specified movement must not be
superseded.
An order that has been annulled or superseded must not be again
restored by Special Order under its original number.
In the address of an order annulling or superseding another order,
the train first named must be that to which rights were given by the
order annulled or superseded, and when the order is not transmitted
simultaneously to all concerned it must be sent to the point at which
that train is to receive it and the required response first given,
before the order is sent for other trains.
The annulling order is here properly made subject to all the safeguards
adopted for orders directing the movements of trains, and placed by its
number in the series with them. Superseding one order by another without
the previous process of annulling is here provided for with the important
provision that this method shall not be used for an order including more
than one specified movement. It would seldom be applicable to such a
case, and if it were it might tend to confusion, so that it is better to
annul the whole order and give new instructions in separate orders.
The provision that an annulled order shall not be restored under its
original number is quite necessary to avoid the confusion which might
arise under the opposite course. The requirement as to priority in
transmission of this order is important, in view of the fact that orders
reverse the rights of trains, and the reason here is the same as that
which obtains in the original transmission.
The Time Convention rules prescribe the forms, etc., for the blanks on
which train orders are to be written. These forms are here shown, with
the specifications for the manifold-books.
Some slight changes have been made in these by roads adopting them, but
in all essential features they have not been departed from, so far as the
author is aware.
Standard Train Order Blank for 19 Order.
+-----------------------------------------------------------------+
| BOUND HERE. |
| |
| |
| PERFORATED LINE. |
+-----------------------------------------------------------------+
| LONDON & PARIS RAILWAY COMPANY |
| |
| TELEGRAPHIC TRAIN ORDER No. --. |
| |
| _Superintendent's Office_, March 27, 1885. |
+----+-------------------- --------------------+----+
|FORM| _For_ Station _to_ C. & E. _of_ No. 13. |FORM|
|19 | | 19 |
+----+ +----+
| |
| |
| |
| |
|Conductor and Engineman must each have a copy of this order. |
+-----------------------------------------------------------------+
|_Rec'd_ 2:15 P. _M._ _Made_ Complete _at_ 2:16 P. _M._ |
|_Rec'd by_ Jones _Op'r_. |
+-----------------------------------------------------------------+
Specifications for Train Order Form and Books for Operators for 19 Orders.
Form as here shown. Blank space for order 4 inches, with no lines.
The mode of filling the blanks is indicated by small type.
Names of divisions and office to be varied to suit each division.
Form 6-3/4 x 6 inches below perforated line. Book 6-3/4 x 7-1/2
inches.
Three hundred leaves; stitched; bound at top; paper cover on face and
top; very stiff back on lower side.
Paper opaque, green, sized, and of such thickness as to admit of
making 7 good copies with No. 4 Faber pencil.
To be used with carbon paper, 6-3/4 x 7 inches, and a stiff tin, same
size, corners rounded.
Standard Train Order Blank for 31 Order.
+-----------------------------------------------------------+
| BOUND HERE. |
| |
| PERFORATED LINE. |
+-----------------------------------------------------------+
| LONDON & PARIS RAILWAY COMPANY |
| |
| TELEGRAPHIC TRAIN ORDER NO. 10 |
| ---- |
| _Superintendent's Office_, March 27, 1885. |
+----+-------------------------------------------------+----+
|FORM| |FORM|
| | _For_ Station _to_ C. & E. _of_ No. 13 | |
| 31 | | 31 |
+----+ +----+
| |
| Conductor and Engineman must each have a copy of |
|this order. |
+===========================================================+
|_Time received_ 2:15 A. _M._ O. K. _given at_ 2:15 A. _M._|
+==========+============+======+=========+======+===========+
|Conductor.| Engineman. |Train.| Made. | At |Received by|
+----------+------------+------+---------+------+-----------+
| Jones. | Brown. | 13 |Complete.| 2:20 | Dennison. |
+----------+------------+------+---------+------+-----------+
| | | | | | |
+----------+ +------+---------+------+-----------+
| | (Omit this | | | | |
+----------+column where+------+---------+------+-----------+
| |engineman is| | | | |
+----------+not required+------+---------+------+-----------+
| | to sign.) | | | | |
+----------+ +------+---------+------+-----------+
| | | | | | |
+----------+ +------+---------+------+-----------+
| | | | | | |
+----------+ +------+---------+------+-----------+
| | | | | | |
+----------+------------+------+---------+------+-----------+
Specifications for Train Order Form and Books for Operators for 31 Orders.
Form as here shown. Blank space for order 4 inches, with no lines.
The mode of filling the blanks is indicated by small type.
Names of divisions and office to be varied to suit each division.
Form 6-3/4 x 9-1/4 inches below perforated line. Book 6-3/4 x 10-1/2
inches.
Three hundred leaves; stitched; bound at top; paper cover on face and
top; very stiff back on lower side.
Paper opaque, white, sized, and of such thickness as to admit of
making 7 good copies with No. 4 Faber pencil.
To be used with carbon paper, 6-3/4 x 9 inches, and a stiff tin, same
size, corners rounded.
The following is the clearance card proposed in connection with the
"Standard" rules to be used when the train order signal is operated on
the plan of Rule 524(B):
+------------------------------------------------------------+
| LONDON & PARIS RAILWAY COMPANY |
| CLEARANCE CARD. |
| |
| Dover, 9:15 A. M. March 25, 188 7. |
| ------------------------------------------------ ------ |
|Conductor and Engineman No. 12 |
| ------ |
| I have no orders for your train. Signal is out for No. 16.|
| -------|
| |
| John Jones, |
| ------------------------------------- |
| Operator. |
| |
| This does not interfere with or countermand any orders |
| you may have received. |
| Conductor MUST SEE that the number of HIS TRAIN |
| is entered in the above form correctly. |
| Conductor and Engineman must each have a copy. |
+------------------------------------------------------------+