Front matter (continued 2)

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.

CHAPTER X.

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. 1No. 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 19 For Station to C. & E. of No. 13 FORM 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 6¾ x 6 inches below perforated line. Book 6¾ x 7½ inches.

Three hundred leaves; stitched; bound at top; paper cover on face and top; very stiff back on lower side.

Paper opaque, green, sized, and of such thickness as to admit of making 7 good copies with No. 4 Faber pencil.

To be used with carbon paper, 6¾ x 7 inches, and a stiff tin, same size, corners rounded.

Standard Train Order Blank for 31 Order.

BOUND HERE. PERFORATED LINE.

LONDON & PARIS RAILWAY COMPANY TELEGRAPHIC TRAIN ORDER NO. 10 Superintendent's Office,March 27, 1885.

FORM 31 For Station to C. & E. of No. 13 FORM 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 6¾ x 9¼ inches below perforated line. Book 6¾ x 10½ inches.

Three hundred leaves; stitched; bound at top; paper cover on face and top; very stiff back on lower side.

Paper opaque, white, sized, and of such thickness as to admit of making 7 good copies with No. 4 Faber pencil.

To be used with carbon paper, 6¾ x 9 inches, and a stiff tin, same size, corners rounded.

The following is the clearance card proposed in connection with the "Standard" rules to be used when the train order signal is operated on the plan of Rule 524(B):

BOUND HERE. PERFORATED LINE.

LONDON & PARIS RAILWAY COMPANY CLEARANCE CARD

Dover, 9:15 A. M. March 25, 1888 7.

Conductor and Engineman No. 12 I have no orders for your train. Signal is out for No. 16.2 John Jones, Operator. This does not interfere with or countermand any orders you may have received. Conductor MUST SEE that the number of HIS TRAIN is entered in the above form correctly. Conductor and Engineman must each have a copy.

CHAPTER XI.

GENERAL REMARKS.

Rules as to Rights of Track.

The respective rights of trains are frequently spoken of in what has gone before. Any method of dispatching must be subject to modification in some of the details to accord with the particular rules of the road governing train rights. A great deal of ingenuity has been expended in constructing such rules, with a view to avoiding delay to trains under all imagined circumstances. Trains to which the superior right of track has been assigned have been required to wait at meeting-points twenty, thirty or more minutes, and changing or movable rights have been connected with this, and allowances have been made for "variation in watches." These devices may occasionally prove useful, and rules are necessary to govern the trains in the most of their movements, as the telegraph may sometimes be out of order and at best cannot control the general movements of trains as well as it can be done by rule. But where the telegraph is managed with anything like the perfection now possible, the occasions are few upon which 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.