GENERAL REMARKS.
Rules as to Rights of Track.
The respective rights of trains are frequently spoken of in what has gone
before. Any method of dispatching must be subject to modification in some
of the details to accord with the particular rules of the road governing
train rights. A great deal of ingenuity has been expended in constructing
such rules, with a view to avoiding delay to trains under all imagined
circumstances. Trains to which the superior right of track has been
assigned have been required to wait at meeting-points twenty, thirty or
more minutes, and changing or movable rights have been connected with
this, and allowances have been made for "variation in watches." These
devices may occasionally prove useful, and rules are necessary to govern
the trains in the most of their movements, as the telegraph may sometimes
be out of order and at best cannot control the general movements of
trains as well as it can be done by rule. But where the telegraph is
managed with anything like the perfection now possible, the occasions are
few upon which it is unavailable for any long time; and whatever may
have been the seeming necessity formerly for complicated rules and time
allowances, it would seem that these may now be greatly simplified, as
has in fact been done in the "Standard" rules.
These rules provide that all trains running in one direction, specified
on the time-table, shall have absolute right of track over opposing
trains of the same class, the rule being entirely without complication by
time allowance for clearance.
This is exceedingly simple and interposes no difficulties in ascertaining
the respective rights of these trains. The precaution is observed of
requiring superior trains to stop at schedule meeting-points unless the
switches are seen to be right and the track clear, and to run cautiously,
prepared to stop at other points where a train may be met that has not
been met at a schedule meeting-point. This, however, adds no complication
to the rule.
For trains of different classes it is simply arranged that those of any
class shall clear the main track five minutes before the time of those of
a superior class.
It is not within the plan of this work to enter upon a full discussion
of the various methods of arranging train rights. It is only insisted
that the rules should be simple. This not only tends to safety in their
ordinary operation, but greatly simplifies the work of train dispatching
and removes the risks to which this work is subjected by a complicated
system of train rules. The reduction of the amount of mental effort
required of the Dispatcher, in determining what aid he shall give to
trains by special orders, reduces the risk of his making mistakes in
the preparation of these orders, and the simplicity here urged is in
the direct line of the work of the Time Convention committee in the
preparation of the "Standard" rules.
Numbering Switches.
Of those matters fixed by the train rules which directly affect the train
dispatching, few are more important than the arrangements which determine
how trains meeting shall pass each other. It is usually understood and
provided that, when trains meet, those having the right of track shall
keep the main track, with sometimes an exception to this in favor of
trains which cannot go on the siding without backing. Where this latter
provision exists it renders it unnecessary for either train to pass the
switch in the face of the other when they are to meet at a siding open
only at one end. It is sometimes, however, necessary to put a superior
train on the siding for a train that is too heavy or too long to go on,
or for some other reason. The train order must settle this, but this
usually adds to its length. The following provision has been found to
entirely meet the case:
At each siding or group of switches the main track switches are numbered
from No. 1, and the numbers, all running in the same general direction,
are painted on the switch signals with the initial letter of the station
or siding. For instance, at the London passing siding the northernmost
switch will be marked L 1, and the southernmost L 2. An order is given
requiring trains No. 1 and No. 2 to meet at London, and it is desired
to put the superior train, No. 1, going north, on the siding. The order
would then read:
_No. 1 and No. 2 will meet at London No. 2._
Train No. 2 may then run to switch No. 2 on the main track, and train
No. 1 can go no farther. It is a physical impossibility for the trains
to pass at that switch without No. 1 going on the siding, which it would
do without question under the operation of a rule requiring that _when
trains meet on orders the train shall take the siding which can do so
without backing_. This simple arrangement indicates also which siding is
to be used at a station having several. It economizes telegraphing very
much and is perfectly definite.
This plan is especially valuable when the arrangement of sidings is not
of the most simple character, or when three or more trains are to meet
or pass at the same point, at or near the same time. The simplicity with
which the placing of the trains is effected leaves nothing to be desired.
Each goes to its own place without hesitation or loss of time.
In all railroad operations we now see increased attention given to
minute details. To this is due much of the marvelous advance in every
department. This is especially evident in all mechanical appliances. It
is very apparent in the construction of the "Standard" Rules.
The suggestion here brought forward is in this direction. Instead of
directing trains to meet at a given station where there may be doubt as
to the exact point, leaving them to ascertain on arrival which switch
is to be used or which siding is clear, this plan gives in the order
the precise point and also conveys the information as to which train
will take the siding. This suggestion, made in the earlier edition of
this work, has been adopted only to a very limited extent, so far as the
author is aware. He is so fully convinced of its value that he feels
like urging its careful consideration. To fully carry out the plan,
those using the "Standard" rules would have to add the provision above
indicated requiring those trains to take the siding which can do so
without backing.
Double Track.
With more than one track the business of train dispatching is usually
little more than to keep slow trains out of the way of faster ones. The
protection of trains unexpectedly stopped from trains following, may be
effected by the "block system" in use on many of our best roads.
Single track work may be needed when one of the tracks is blocked, but
unfortunately the men engaged on double track do not become familiar
with the methods for single track, and cannot usually operate them
satisfactorily in emergencies.
The use of the opposite tracks for laying off trains is frequently
practiced, but usually under the protection of signals only. Where there
are two, three or four tracks a much more extended use of them might be
made for passing trains around each other, by the adoption of the methods
for single track train dispatching, with good results in the saving of
sidings and in keeping heavy trains moving, and it is not improbable
that expenditure for additional tracks might sometimes be postponed
for considerable periods by the proper adaptation of the telegraph.
There would seem to be here an opportunity for managers to keep down
their capital account by increasing the capacity of their tracks by the
addition of a wire. That this has not been done in many cases may have
been owing to the slow advance of the science of train dispatching in
past years, or perhaps to limited information on the part of railroad
owners and officers as to its capabilities. It is certainly true that
single track roads with siding facilities none too good are now doing an
amount of business that not many years ago would have been thought to
imperatively demand additional tracks.