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ediscuss#jj;anderich   ,transcriber's   
note3        ,text enclosed by          
underscores is in italics 7italics74    
,a carat character is used to denote    
superscription4 ,a       single         
character following the carat is        
superscripted       7example3 #b;d74    
,multiple superscripted characters are  
enclosed by curly brackets 7example3    
#ajth74      ,,the ,,train ,,wire  ,a   
,discussion of the ,science of ,train   
,dispatching  by  ,j4 ,a4 ,,anderson2   
,with an ,introduction by ,b4 ,b4       

,adams1 ,jr4  ,second ,edition--,revised
 and ,enlarged4        ,published by    
,the ,railroad ,gazette1 #gc ,broadway1 
,new ,york4 #ahia4  ,copyrighted1 #ahia1
 b,y ,j4 ,a4 ,anderson1 ,lambertville1  
,n4 ,j4     ,,contents4                 
,,introduction                          
v    ,,preface ,,to ,,first ,,edition   
ix    ,,chapter ,i--,train ,dispatching 
#a    ,,chapter ,,ii--,the ,dispatcher  
#ag    ,,chapter ,,iii--,the ,operator  
#bc    ,,chapter ,,iv--,the ,order      
#be    ,,chapter ,v--,the ,manifold     
#cc    ,,chapter ,,vi--,the ,record     
#ce    ,,chapter ,,vii--,the            
,train-,order ,signal       #cg         
,,chapter ,,viii--,the ,transmission    
#de    ,,chapter ,,ix--,rules           
#ei    ,,chapter ,x--,forms of ,train   
,orders          #ig              ,form 
,a                        #aja          
,form ,b                        #ajd    
,form ,c                        #ajf    
,form ,d                        #aad    
,form ,e                        #aae    

,form ,f                        #aag    
,form ,g                        #aai    
,form ,h                        #abj    
,form ,j                        #abg    
,form ,k                        #abh    
,form ,l                        #acj    
,,chapter ,,xi--,general ,remarks       
#ace    ,,chapter ,,xii--,conclusion    
#adc    ,,index                         
#adg     ,,introduction4   ,in the first
 edition of this book1 issued in #ahhc1 
,mr4 ,anderson1 then ,superintendent of 
the ,belvidere ,division of the         
,pennsylvania ,railroad1 modestly       
disclaiming perfection for his work1    
ventured the prediction that the science
 of which he wrote would be greatly     
advanced as time went on4 ,in one sense 
this prediction has not been fulfilled4 
,the eight years which have passed have 
witnessed little or no change from the  
principles then laid down by the author 
of ,the ,train ,wire1 but he has the    
satisfaction of now seeing their        
widespread adoption and a consequent    

great improvement in the practice of    
this important science2 and while       
probably none at the present time know  
how to handle trains by telegraph better
 than the dispatchers of the            
,pennsylvania road did when the         
prediction referred to was made1 the    
requisite knowledge and training are now
 possessed by many more men than were   
numbered among the experts of the       
earlier period4  ,the author's disavowal
 of exhaustive treatment is proper in   
view of the fact that a complete        
treatise on the subject would include   
much relating to the operation of the   
train rules and to points of discipline2
 but it must be agreed that the first   
edition of this book was the first      
thorough and precise essay on the       
subject which had appeared1 and that it 
stated the principles of dispatching in 
substantially the form since adopted by 
the ,general ,time ,convention1 a body  
composed of the ,general ,managers and  
,superintendents of practically all the 

important roads of the country east of  
the ,missouri ,river4  ,the inception of
 this book resulted from the author's   
work1 several years earlier1 in revising
 the rules of the company under whom he 
was employed2 and in preparing his book 
he naturally took care not to trespass  
upon the prerogatives of that company2  
but it is no more than right to say that
 outside observers regard his work as   
one for which his own road and all      
others are as much indebted to him as he
 can be to any road4  ,during the       
preparation of the ,rules on ,train     
,dispatching1 formulated by the eminent 
,managers and ,superintendents composing
 the ,time ,convention ,committee1 ,mr4 
,anderson acted with that ,committee1   
and his suggestions in ,the ,train      
,wire1 with his other work in that line1
 were largely used as the basis for this
 portion of the ,time ,convention rules4
 ,the deviations in these rules from the
 lines laid down in the first issue of  
,the ,train ,wire are chiefly in the    

nature of compromises as to methods of  
practice1 made necessary to effect an   
agreement among railroad officers of    
different needs and opinions4 ,the      
,standard ,code avowedly falls short of 
perfection1 but chiefly because of this 
necessity4  ,the duplicate form of order
 is presented by ,mr4 ,anderson as a    
vital feature in the science of         
dispatching4 ,when he first wrote1 this 
form of order was in use on few roads4  
,many officers were ignorant of it1 and 
most others knew of it only in a vague  
way or looked upon it with disfavor as  
impracticable for roads doing a heavy   
business4 ,now1 the requirement that all
 trains concerned in the execution of a 
specific movement should receive the    
order in the same words1 is widely      
recognized as an axiom1 and rules based 
on this principle are fast coming into  
general use4  ,the first part of the    
book treats of general principles1 while
 the latter part takes up the rules     
which embody those principles and give  

them effect1 the ,standard ,code being  
taken as the basis of the discussion4   
,it might at first seem unnecessary1 in 
view of the wide acceptance of the      
,standard ,code1 to enter into a        
discussion of its rules1 and some of    
this discussion may appear to be        
needless repetition of matter presented 
in earlier pages2 but as there are still
 those who have not taken the most      
advanced position1 and probably many    
who1 having adopted good practice1 are  
not thoroughly familiar with the reasons
 for it1 the author has done well to    
retain this feature of his earlier work1
 in connection with the statement of    
principles4 ,these comments serve to    
point out to those not thoroughly       
acquainted with the subject the         
relations of the rules to the reasons   
for them1 and this must be useful to    
beginners in the science and to men on  
new roads4 ,for officers of experience1 
whose positions remove them from        
personal contact with the telegraph work

 and yet require that they have         
particular knowledge of it1 a book of   
this kind should be both elementary and 
full2 and all readers will find in      
examining the rules for practice that   
there is an advantage in having         
attention directed to the conformity of 
the rules with the principles before    
enunciated4  ,one of the most           
interesting and original paragraphs in  
the first edition of ,the ,train ,wire  
was that describing the scheme for      
numbering switches and using those      
numbers in train orders1 to facilitate  
the movement of trains at               
meeting-points4 ,this plan has since    
been put in use to some extent and has  
given great satisfaction2 and in        
connection with lap-sidings it has been 
found of marked benefit in handling a   
heavy traffic on a single-track road4,a 
,footnote ,a3 ,a description of the use 
of lap-sidings and numbered switches on 
the ,cleveland  ,pittsburgh ,railroad   
was published in the ,railroad ,gazette 

of ,december #bf1 #ahij4  ,the author of
 ,the ,train ,wire is no longer         
connected with the ,operating           
,department1,b and has undertaken this  
revision reluctantly1 but his interest  
in his former work is still lively1 and 
this is an enlargement as well as a     
revision2 so that both reader and author
 are to be congratulated4 ,the          
superintendents and dispatchers1 the    
operators young and old1 among the      
million railroaders of the ,united      
,states1 have a better handbook than    
ever before1 while the author can justly
 take pride in the fact that the        
individual views expressed by him in    
#ahhc are now generally accepted truth4 
,the introduction of the ,standard ,code
 on #gj1jjj miles of ,american railroads
 is one of the important steps of recent
 years in railroad operation1 resulting 
in greater security to life and         
property2 and ,the ,train ,wire should  
be credited with a liberal share of the 
honor of the reform4  ,footnote ,b3 ,he 

is ,superintendent of the ,voluntary    
,relief ,department of the ,pennsylvania
 and allied roads1 with office at       
,trenton1 ,n4 ,j4    ,b4 ,b4 ,a41 ,jr4  
,,preface ,,to ,,the ,,first ,,edition4 
,the views on train dispatching here    
offered have been arrived at during an  
experience of some twenty years1        
including a recent connection with the  
preparation of a set of rules for the   
company on whose road the writer is     
employed4 ,while his agency in the      
formation of the rules referred to      
accounts for the existence of a general 
similarity and no radical difference    
between them and the present treatment  
of the subject1 the latter is not to be 
taken as an authorized commentary upon  
those rules1 but as an expression of    
individual views for which1 with any    
additional matter or variations in      
arrangement1 the writer is alone        
responsible4  ,with his first           
experiments in train dispatching the    
writer became convinced that the method 

of issuing train orders in the same     
words to all concerned in each          
transaction afforded greater security   
than that supplied by any other form of 
order4 ,another early conviction was    
that each step in the process of        
preparing and issuing train orders      
should be carefully and minutely        
arranged for by specific rules4  ,in    
here undertaking to impress these views1
 it is also sought to set forth the     
general principles upon which rules     
should be based1 and to recommend       
methods of procedure for all ordinary   
practice4 ,the methods proposed have    
been tested by the writer1 and the most 
of them by others4 ,if they are not     
found to apply to all existing          
circumstances1 they may at least serve  
as guides in devising other plans4  ,it 
is not assumed that this consideration  
of the subject of train dispatching is  
exhaustive4 ,the theme is a fruitful one
 and of growing interest and importance4
 ,much remains to be said of what has   

already been accomplished1 and the      
future will doubtless show advances in  
this science far beyond the best        
practice of the present4    #ahhc4      
,,the ,,train ,,wire4     ,,chapter ,i4 
,,train ,,dispatching4   ,the telegraph1
 as a means of directing the movements  
of trains1 is a necessary railroad      
fixture4 ,but for its agency the moving 
of the heavy traffic of some of our     
railroads would be impossible without   
large additions to the tracks and       
consequent increase in the cost of      
construction and transportation4  ,the  
train wire is thus a promoter of both   
economy and facility of operation4      
,under the supervision which it permits1
 the products of industry are rapidly   
and cheaply exchanged between distant   
points1 while the traveler1 unimpeded by
 the slower-moving trains1 goes swiftly 
on his way4 ,steam is the noisy giant   
that shoulders the load and gets the    
praise2 but the silent man1 in some     
quiet place away from the rattle of the 

wheels1 with his finger on the key1     
controls the ponderous and complicated  
movements1 which proceed so harmoniously
 that one may almost imagine them to be 
the result of natural law4  ,although   
the value1 however1 of the telegraph as 
a railroad appliance is daily becoming  
more fully realized1 its capabilities   
for usefulness have not been developed  
to an extent commensurate with its      
importance4 ,a well-informed writer has 
justly said3 ,telegraphy as a handmaid  
of the railroad has not assumed any     
enduring form peculiarly adapted to this
 business4  ,this is still true in a    
measure1 although not to so great an    
extent as when uttered4 ,the            
circumstances must be very exceptional  
in which the aid of the telegraph will  
not be of important advantage4          
,machinery breaks1 steam fails1         
connections are late1 storms and floods 
disturb the roadway2 a thousand things  
cause delays4 ,the difficulties may not 
be great or numerous where trains are   

few1 but they increase rapidly with the 
growth of traffic1 and vexatious delays 
can only be avoided by adequate means of
 promptly controlling the movements of  
the trains4 ,hence the importance of    
securing not only the best telegraphic  
appliances1 but the best method as well 
of rendering them useful in the service 
in question4  ,in arranging a system of 
train dispatching1 its relations to     
safety and economy require that careful 
consideration be given to the principles
 on which it should be based4 ,some of  
the methods in use indicate this careful
 study and a growing sense of its       
importance is shown in the recent       
general acceptance of rules on the      
subject1 prepared with the most         
scrupulous care4  ,these rules1 as will 
be seen1 are in conformity with what was
 urged in the former edition of this    
work1 and the present intention is to   
direct attention anew to some of the    
underlying principles1 as well as to the
 practical bearing of the rules referred

 to4  ,the means of instant             
communication afforded by the           
introduction of the telegraph seemed to 
place at command a method of directing  
distant train movements with ready      
facility2 but it soon appeared that the 
use of the new implement involved risks 
which must be carefully guarded against2
 hence the various systems which have   
arisen having this in view4  ,the       
distinctive feature of the ,american    
system of train dispatching is the      
issuing of orders from a central office1
 directing train movements1             
supplementary to those provided for by  
the time-table and train rules4 ,this   
method is in general use1 and is        
recognized as better adapted to our     
circumstances than that of moving trains
 by the staff or other means from       
station to station1 as in ,european     
practice4 ,in considering the           
application of this mode of issuing     
telegraphic orders for single-track1    
some of the methods will be seen to     

apply as well to roads having more than 
one track4  ,a printed time-table1      
showing the regular times and           
meeting-places of trains1 may be        
prepared at leisure and studied by all  
trainmen1 and is full notice as to all  
regular trains on the road4 ,with rules 
added directing how the trains are to   
proceed with relation to each other1    
understood by all alike and faithfully  
observed1 collisions cannot occur4 ,if1 
however1 it becomes necessary to issue  
special orders for trains that are not  
on the time-table1 or for the forwarding
 of any1 otherwise than by the operation
 of the ordinary rules1 new precautions 
become necessary4  ,the conductor or    
engineman receiving such an order must  
know that it is given by competent      
authority4  ,it must be understood that 
others concerned have corresponding     
orders4  ,these orders should be so     
clearly expressed that they cannot be   
misunderstood1 and they should be       
forwarded and delivered under such      

safeguards as to insure their certain   
and correct reception by the proper     
persons4  ,as these orders are to be    
acted upon at once1 without opportunity 
for careful study1 their form1 and even 
the paper on which they are written1    
should be such that they may be easily  
and quickly read and comprehended4  ,it 
is now generally agreed that orders of  
this kind should be issued by a         
designated dispatcher1 acting by the    
authority and in the name of the        
superintendent4 ,for two persons to     
engage in this work at the same time for
 the same piece of road involves serious
 risk1 and to insure safety as well as  
confidence on the part of the trainmen  
this should never occur4 ,it may be     
taken as an initial principle that the  
success of a system depends largely upon
 the assurance upon the part of the     
trainmen that every source of danger has
 been carefully considered and guarded  
against1 and that the rules adopted are 
strictly adhered to4 ,if it were known1 

for instance1 that orders were issued by
 the superintendent and one of his      
assistants alternately1 as might be     
convenient at the moment1 it would      
excite distrust4 ,the author must       
confess to such feeling when1 some years
 since while on a delayed passenger     
train at a way station1 he saw the      
superintendent take a bit of paper from 
his pocket and write against the side of
 a building an order for the train to   
proceed to a certain point1 regardless  
of another designated train4 ,it came   
out all right1 but the incident did not 
inspire confidence in the telegraphic   
system of that road4 ,within the        
knowledge of the author a disastrous    
collision resulted from an oversight in 
regard to the delivery of an order where
 a skilful official undertook to assist 
a dispatcher in an emergency4 ,between  
the two an important point was omitted2 
each thought the other had attended to  
it4 ,extreme care is necessary to carry 
out exactly the methods fixed upon for  

the proper preparation and issuing of   
these messages1 and confusion is likely 
to result from interference with those  
charged with this duty4  ,in issuing a  
time-table in advance of the date upon  
which it takes effect1 means can readily
 be used for making sure that it is     
received by those who are to be governed
 by it4 ,the means are more complicated 
and subject to greater risks whereby we 
can be assured that a telegraphic train 
order reaches correctly and surely the  
hands of those for whom it is designed4 
,after preparation by the ,dispatcher it
 is transmitted in telegraphic language 
by mechanical agency to a distant point1
 there to be retranslated into plain    
,english and written out without        
mistake1 for record and delivery2 and   
all this in the shortest possible time4 
,the details of this process should be  
so arranged as to guard as far as       
possible against every risk arising     
under the several steps1 and nothing    
should be left to mere personal care    

that can be provided for by fixed       
methods of proceeding4 ,to one who is an
 expert and can see in his own case no  
occasion for extraordinary safeguards   
such precautions may not seem important2
 but a consideration of the risks       
involved1 of the many steps to be taken1
 and of the number of agents engaged in 
the process1 many of whom are often not 
greatly experienced1 must lead to the   
conclusion that a methodical following  
out of a carefully prepared mode of     
proceeding is a most valuable means of  
providing against many of the chances of
 failure4  ,two general methods or      
systems of constructing train orders are
 in use4 ,they have been distinguished  
as the single order and duplicate order 
system4 ,the latter is accurately       
described by its title4 ,the other title
 is not a strictly accurate designation1
 but sufficiently so for our purpose4   
,although the duplicate method is now   
widely recognized as the best1 the other
 is still in use4 ,for purposes of      

comparison of these methods we will take
 a telegraphic order providing for the  
meeting of two trains at a designated   
point beyond which the one has1 by train
 rules1 the superior right of track as  
respects the other4 ,the order is to    
limit the superior right1 and permit the
 inferior train to run to a point to    
which it could not otherwise go without 
trespassing on the right of the other4  
,if by any error or misunderstanding the
 superior train fails to stop at the    
proposed meeting-point1 while the other 
proceeds upon the assumption that it    
will thus stop1 the result may be a     
disastrous collision4  ,under the single
 order system1 when two opposing trains 
are to meet by special order1           
arrangements are usually first made to  
stop the superior train by a holding    
order4 ,an order is then given          
forbidding it to go beyond the          
designated point1 and then another order
 is given to the inferior train         
authorizing it to go to that point4 ,the

 holding order is addressed to an agent 
or operator whose station the superior  
train will pass1 and reads substantially
 as follows3      ,hold train ,no4 #e   
for orders4  ,the person receiving this 
is required to display a signal to stop 
the expected train if it is not already 
at the station1 and not to allow it to  
proceed until the meeting-order is duly 
forwarded and delivered4 ,this order to 
the superior train is usually addressed 
to the conductor and engineman in the   
following form1 or its equivalent3      
,you will not pass ,alton until train   
,no4 #d arrives4  ,the corresponding    
order to the conductor and engineman of 
the inferior train1 sent to some station
 to be passed by it1 will read3         
,you will run to ,alton regardless of   
train ,no4 #e4  or perhaps--      ,you  
will meet and pass train ,no4 #e at     
,alton4  ,the holding order is dispensed
 with by some1 and with some it is the  
practice to issue orders to inferior    
trains while a superior is held by a    

holding order until its movements can be
 determined on1 when it receives an     
order covering all that have been given 
to trains against it4  ,under the       
duplicate system the holding order may  
be used1 but such has not been the      
general practice1 and it would not under
 this system be used in the manner above
 described4 ,this system1 as its name   
implies1 requires that the order given  
to each train shall be a duplicate of   
that given to every other train         
concerned in the movement provided for  
in the order4 ,for the simple movement  
above described an order is addressed to
 the conductor and engineman of each of 
the two trains1 in the same words1 as   
follows3      ,trains ,no4 #d and ,no4  
#e will meet at ,alton4  ,this1 being in
 the same words to each1 may be         
transmitted over the wire to both at the
 same time4 ,this is usually done1 and  
offers one of the chief advantages of   
this form of order4 ,the trains are     
stopped by signals1 which are required  

either to be displayed when an order is 
sent1 or to stand normally in position  
to stop trains1 which are only permitted
 to pass on the signal being changed or 
on getting proper orders4  ,objection   
has been made to the duplicate form that
 it does not distinctly order a train to
 proceed farther than its schedule      
rights permit1 nor in definite terms    
direct the other not to go beyond the   
new meeting-point4 ,the objection has no
 weight1 as an order to meet can only be
 construed as authorizing each train to 
go to the station named1 and not beyond 
it until both are there2 and it is easy 
and proper to provide a rule which shall
 definitely settle the point for those  
who are unaccustomed to this form1 if it
 should be deemed necessary4  ,the fatal
 defect in the single order system is   
that the orders to the two trains1      
written separately and differently      
expressed1 are subject to the grave     
danger of inadvertently giving in one a 
meeting-place different from that given 

in the other4 ,this liability is greater
 if an interval of time occurs between  
the preparation of the two4 ,the risk is
 very much increased by the usage under 
this system of including several        
meeting-points in one order1 and becomes
 still more serious if meeting-points   
are to be made for several trains moving
 in each direction4 ,the schedule for   
these must be rapidly made up and       
written out in parts1 giving to each    
train its part1 differing in form from  
all the others4 ,there is nothing but   
the care and skill of the ,dispatcher to
 prevent the opposing orders from       
differing in some particular4 ,when we  
consider the care necessary in preparing
 a time-table1 to properly show the     
running time and meeting-places of the  
several trains1 we must see that the    
risk1 in the process described1 of      
getting something wrong1 must far       
outweigh any supposed convenience in a  
train having an order showing a         
continuous schedule of its              

meeting-points for several opposing     
trains4 ,those unacquainted with this   
work would be astonished at the extent  
to which the skill of some dispatchers  
in this direction has been developed4   
,to the uninitiated the mental          
operations would be simply bewildering1 
which are required of a brain from which
 issue for hours1 without apparent      
effort1 the instructions under which the
 trains on a busy road are moved        
expeditiously and harmoniously4 ,it is  
not to be denied that many men have     
moved traffic of huge dimensions safely 
and with entire satisfaction by the     
single order1 but this does not at all  
prove that the system possesses inherent
 principles of safety4 ,great personal  
ability and skill have1 with it1        
achieved marked success where in less   
able hands its defects would have become
 apparent2 but that some have developed 
this remarkable ability is no reason why
 we should depend upon this in a matter 
of such vital importance4 ,the          

prevalence of methods which require     
exceptional skill has doubtless         
interfered with the more extended       
usefulness of the railroad telegraph    
which would probably have resulted under
 a system more readily operated by men  
of less experience and ability4  ,men   
who have successfully worked under the  
single order method have stated that the
 mental strain is very great1 augmented 
by anxiety born of the fact that a      
single error may be fatal to property or
 life4 ,now1 a mode of constructing     
orders which may be operated with safety
 by men of moderate skill1 which        
relieves them of the mental strain1 and 
which in itself provides against the    
most serious chance of error must at    
once commend itself4 ,the duplicate     
would appear to meet these requirements2
 and that such is the case is the       
abundant testimony of those who have    
used it4  ,in preparing this order the  
,dispatcher cannot possibly give        
different meeting-points1 as there is   

but one message for both trains1 and    
when transmitted to both simultaneously 
each must get the same as the other4    
,the mental anxiety arising from the    
other method is absent in this4 ,an     
experienced ,dispatcher under the single
 system has stated that in visiting an  
office where the duplicate was used he  
was surprised that those engaged there  
appeared to have so little on their     
minds4 ,he found1 on himself adopting   
the duplicate1 that it was readily      
explained4 ,each transaction is at once 
complete4 ,on the preparation and       
transmission of the order in precisely  
the same language to both trains1 and   
with no necessary connection with any   
other transaction1 the mind is at once  
prepared to dismiss that and go on to   
the next4 ,in the transmission of two   
separate orders for the one meeting1    
there is ever the feeling that an error 
may be or may have been committed4 ,but 
where the one sentence is prepared for  
both trains and1 as is usually done1    

transmitted to both at one sending1 the 
,dispatcher may rest secure that no     
collision can occur from any oversight  
of his in preparing the orders1 and     
superintending officers may1 if         
necessary1 commit this work to          
comparatively unskilled hands1 with the 
assurance that so long as the prescribed
 methods are adhered to the proceeding  
will be at least safe1 however great may
 be the delays arising from unskilful   
movements4  ,the power of combination   
and of quickly calculating the probable 
movements of trains and determining what
 shall be done is an entirely distinct  
matter4 ,this power is largely the      
result of experience4 ,it is essential  
to the full development of any system1  
but is exercised with much greater      
facility under the relief which the     
duplicate affords1 it has been alleged  
that this method requires more          
telegraphing than the other1 and that   
trains cannot be moved by it so         
promptly4 ,it has1 however1 been for    

many years in use on roads where only   
the most expeditious methods would      
serve2 and superintendents moving a     
heavy traffic1 who have changed from the
 single to the duplicate state that the 
amount of telegraphing is reduced       
one-third4 ,those who have grown up with
 a system may have reasonable hesitation
 as to making a change4 ,it is not easy 
to give up methods of practice in which 
one has been trained for those which are
 new2 and it may seem difficult1 perhaps
 unsafe1 to undertake to re-educate     
operators and trainmen in so critical a 
matter4 ,nevertheless1 those who have   
tried it have found these supposed      
difficulties to quickly vanish1 and have
 discovered the result to be in every   
way satisfactory1 and that this form of 
order is much to be preferred4 ,some    
officers who were with difficulty       
induced to change are now among the most
 enthusiastic supporters of the         
duplicate method4  ,in arranging for the
 issuing of train orders1 experience has

 shown that forms may be simplified and 
improved methods adopted by which the   
work is facilitated and the orders      
rendered clearer to those receiving     
them2 and disaster has taught the       
necessity for precautions not before    
thought of4 ,these points will be       
considered in detail with reference to  
the duplicate system of orders1 although
 much that follows will apply to the    
other4     ,,chapter ,,ii4  ,,the       
,,dispatcher4   ,the ,train ,dispatcher 
holds a most important position as      
respects safety of life and property4   
,he may perhaps do more than any other  
official to secure it by care or        
endanger it by lack of vigilance4 ,his  
relations to economy1 too1 are          
important4 ,as the time of engines1     
cars1 and employs1 and of the persons   
and things carried1 is of value1 delay  
avoided is money saved4  ,it cannot be  
too strongly insisted upon that the man 
who issues train orders should make it  
his especial business1 and should have  

no interference from others4 ,none but a
 very limited business will warrant the 
performance of this duty by the         
superintendent in person1 or by any one 
engaged in other work4 ,if it is such as
 to call for any approach to continuous 
attention1 persons must be specially    
assigned to it4 ,the hours of duty and  
the question of other occupation must   
depend upon the frequency and constancy 
of the demands of the work specially in 
hand4 ,upon a busy road where the trains
 are run much on orders1 safety as well 
as efficiency will be best promoted by  
excluding other occupation and anything 
which may distract the attention of the 
,train ,runner1 and under these         
circumstances a period of duty of eight 
hours is as long as can prudently be    
assigned4 ,this conveniently divides the
 twenty-four hours between three men1   
and does not overtax them4 ,with lighter
 duties a longer time may be admissible4
 ,with very heavy work1 six hours may be
 long enough4  ,the importance of       

confining the work of dispatching1 for  
the time being1 to the individual       
charged with this duty1 has already been
 referred to1 and cannot be too strongly
 urged4 ,the office where this work is  
done should be separate from others1 and
 should not be subjected to the visits  
and conversation of outsiders or of     
employs whose business does not call    
them there4 ,the ,dispatcher should be a
 proficient operator4 ,he may not       
himself transmit his orders1 but he     
should be able to read all that passes  
on the wire1 in order to have an        
intelligent understanding of what is    
going on4 ,he should be thoroughly      
acquainted with the location and length 
of the various sidings1 the grades and  
curves1 the capacity of the engines1 and
 other matters which may affect the     
movements of the trains he has in hand1 
and some experience as conductor will be
 of value4 ,he should be a man of more  
than average ability1 of good judgment1 
clear head1 and strictly temperate      

habits4 ,in many cases the chief        
,dispatcher is the right-hand man of the
 superintendent in all matters          
associated with the management of the   
trains2 and a suitable recognition of   
the importance of the position will have
 a valuable effect in elevating the     
character of this service and in        
promoting its efficiency4     ,,chapter 
,,iii4  ,,the ,,operator4   ,where the  
work of the ,dispatcher is considerable1
 he will require the aid of one or more 
operators in the work connected with the
 transmission of orders4 ,in view of the
 importance of his duties and of the    
fact that he may in turn become         
,dispatcher1 the operator should be     
selected with care4 ,he too should have 
a clear head and correct habits1 be a   
good pen-man1 an expert telegrapher and 
a sound-reader4 ,it will be his duty to 
transmit the orders1 or write them down 
as transmitted by the ,dispatcher1 and  
to follow them through the subsequent   
steps until the process1 up to delivery1

 is complete4 ,he should not be charged 
with message or clerical work where it  
may interfere with his principal duty4  
,the station operator who receives the  
orders must also have part in the       
subsequent steps1 and on him is placed  
the duty of delivery4 ,besides the      
personal and professional qualifications
 required for the other1 he should1 with
 him1 be thoroughly conversant with the 
rules and methods prescribed for this   
service1 as well as with the time-tables
 and general train rules and the        
character and designations of the       
trains4 ,a station operator may do much 
to keep business moving by advising the 
,dispatcher of arrivals1 delays1 and    
other things occurring near him1 which  
have a bearing on train movements1 but  
which the letter of his instructions may
 not require him to report4 ,one who    
does this intelligently prepares and    
recommends himself for advancement4  ,it
 is quite important that operators be   
impressed with the gravity of the work  

in hand4 ,their apprenticeship and      
training should be such as to assure    
this as far as possible1 and before     
appointment they should be thoroughly   
examined as to their qualifications in  
all respects1 and afterward constantly  
supervised by competent officials4      
,young persons readily learn to         
telegraph1 and the lowest compensation  
paid is something considerable to the   
youth just leaving home1 while the      
salaries usually paid to railroad       
operators are not such as to offer fair 
inducement to men of years and          
experience to accept or retain these    
positions4 ,hence many of our operators 
are comparatively young4 ,it is no      
disparagement to them to say that they  
have not ordinarily the steadiness of   
character and sense of responsibility   
which we expect in maturer years4       
,without these it is difficult for them 
to have a proper conception of the      
magnitude of the interests dependent on 
their attention to their duties1 and of 

the importance of exactly carrying out  
details which to them may seem almost   
trivial4 ,we have here a cogent reason  
for so systematizing this business as to
 render the working of it as nearly     
automatic or mechanical as possible1 and
 thus eliminate as far as practicable   
the risk arising from the deficiencies  
of the human agency4 ,in all systems    
worked by man this risk will be found4  
,better pay will procure better men1    
greater care and greater                
conscientiousness4 ,men laboring for a  
bare pittance and with little hope of   
advancement in the future do not usually
 cultivate these qualities to the       
highest point4 ,thus we are brought to  
one of the many points where the balance
 must be constantly sought between      
economy of expenditure and security of  
management4 ,each railroad officer must 
work it out for himself4  ,operators    
should aim at a high standard of        
qualification and attention to duty4 ,if
 the result is not greater remuneration 

in this service1 their efforts may be   
rewarded by promotion in other          
directions4 ,reliable men are always    
wanted1 and the consciousness of doing  
one's best is a source of satisfaction  
of more value than money4 ,a careful    
study of their special work will develop
 a sense of its importance1 leading to  
better attention to duties and          
preparation for advancement4 ,operators 
will therefore do well to make          
themselves masters of their business1   
rather than rest satisfied with a merely
 mechanical attention to prescribed     
methods1 without an intelligent         
apprehension of their significance4     
,telegraph offices should be carefully  
guarded against the intrusion of        
outsiders or employs off duty4          
,conversation or other interruptions may
 distract the attention at a critical   
moment and cause an operator to write an
 order incorrectly or allow a train to  
pass which he should stop4     ,,chapter
 ,,iv4  ,,the ,,order4   ,there are some

 general considerations which it is     
important to bear in mind in the        
preparation and issuing of train orders4
 ,some of these have been already       
pointed out4 ,the circumstances under   
which they are to be acted upon render  
it of the utmost importance that there  
shall be nothing in their form or matter
 to obstruct in any way a clear and     
prompt comprehension of their intent4   
,no instructions should be included that
 are not strictly running orders4       
,directions to take on or put off cars1 
or to change engines1 or general        
instructions as to the management and   
stops of a train with reference to its  
traffic1 are not properly included in   
such orders4 ,again1 the language in    
which the orders are expressed should be
 simple and unmistakable4 ,simplicity   
implies brevity4 ,superfluous words or  
ambiguous terms or expressions should be
 carefully excluded4 ,to avoid the use  
of anything of this character the       
precise form of expression should be    

determined on beforehand for all cases  
that can be anticipated1 and strictly   
adhered to4 ,this also renders the work 
of the ,dispatchers uniform1 and enables
 them to perform it with facility1      
especially if not greatly experienced2  
and the trainmen become accustomed to   
the forms1 and comprehend them at sight4
  ,there are differences of opinion     
among practical men as to the propriety 
of including more than one transaction  
in the same order4 ,some reasons have   
been before urged against this practice4
 ,as men generally favor the practice to
 which they are accustomed1 it is not   
easy to settle this question4 ,a number 
of meeting-points may be given in       
succession in one order more readily in 
the single order system than in the     
other2 and this is claimed as an        
advantage1 and as better than giving the
 same on as many different pieces of    
paper4 ,with an order1 hastily and      
perhaps poorly and closely written on   
flimsy paper1 to be read by a conductor 

in a storm or by the dim light of a     
hand-lamp1 there is a good deal of risk 
that in a long order for several        
meeting-points something may escape     
notice2 a line may be skipped and a     
meeting-point missed4 ,in the duplicate 
order the same danger would exist1 and1 
in addition to the matter affecting the 
train receiving an order1 it would get  
matter not at all affecting it4 ,thus1  
if ,a is ordered to meet ,b1 and ,b to  
meet ,c1 and both orders are included in
 one for the benefit of ,b1 the         
duplicate to ,a would include matter for
 ,c in which ,a has no concern1 and that
 to ,c would have matter for ,a which he
 does not require4 ,circumstances might 
make it of some use for ,a to know where
 ,c is to meet ,b2 but burdening the    
order with this extraneous matter will  
be found usually to be a positive       
disadvantage and to cause much more work
 in transmission than giving each       
operation singly4 ,the latter has been  
found to work entirely well in practice1

 and is theoretically the safer method4 
,the conductor or engineman holding     
several of these orders arranges them in
 their proper succession1 and each one  
as it is fulfilled is laid aside4 ,it   
may be desired to change a meeting-place
 ordered1 and1 if this is included in an
 order containing several others1 the   
change is not so readily made4 ,the     
reasons would appear to be important for
 insisting that each order should be    
ordinarily confined to a single         
transaction1 with slight exceptions1    
some of which are elsewhere adverted to4
  ,the following is a sample of         
duplicate order actually and frequently 
given in practice on one of the         
principal divisions of the ,pennsylvania
 ,railroad4 ,it is given to illustrate  
perhaps the least objectionable method  
of combining several movements in one   
order4 ,it is compact1 and is alleged to
 serve a good purpose4 ,the principal   
objections to it are those above given4 
,c4 ,t4 #bfb4                           

,pennsylvania ,railroad ,company4       
,,philadelphia ,,division4              
,telegraphic ,train ,order ,no4 #ad     
,superintendent's ,office1 ,west        
,philadelphia1 ,march #ajth #ahhh       
,to ,conductor and ,engineman       of  
#ast  #bnd ,no #f ,stby4 at #ast  #bnd  
,no #i ,,dv   #ast  #bnd ,no #g  #ast   
#bnd ,no #c ,lancr4   #ast ,no #f and   
#ast  #bnd ,no #i will meet at ,branch  
,int4   #ast ,no #f and #ast ,no #g will
 meet at ,hillsdale1   #ast ,no #f and  
#bnd ,no #g will meet at ,conewago1     
#ast ,no #f and #ast ,no #c will meet at
 ,elizabethtown4   #ast ,no #f and #bnd 
,no #c will meet at ,kuhnz4   #bnd ,no  
#f and #ast ,no #g will meet at ,branch 
,int4   #bnd ,no #f and #bnd ,no #g will
 meet at ,hillsdale4   #bnd ,no #f and  
#ast ,no #c will meet at ,conewago      
#bnd ,no #f and #bnd ,no #c will meet at
 ,elizabethtown4                        
#ca glr4   ,conductor4 ,engineman4      
,paynter                ,haffmaster #ast
 #i     ,foulon                 ,raynier

 #ast ,no #g     ,rettew                
,kelley #bnd #i     ,jacobs             
,melsky #bnd #g     ,ruth               
,smurth ,mail #ast #f     ,baldwin      
,deisem #bnd #f     ,o',donnill         
,manahan #ast #c     ,blankenbelan      
,shultz #bnd #c    ,received at #aec4   
a,m4 from ,e ,f ,dunlop ,opr41 by ,h    
,coterskey ,opr4    ,made ,concat at    
#aeh a,m4 from ,,efd ,opr41 by ,h,cot   
,opr4    ,conductor and ,engineman must 
each have a copy of this order4 ,see    
,rule #if4  ,an order must not be taken 
to allow more than it expressly         
authorizes4 ,as1 for instance1 a train  
authorized by order to run in the time  
of another is not on this account to    
assume that it may run within the time  
of any other superior train which may be
 understood to have to keep out of the  
way of the train whose right is         
curtailed4 ,each train must be governed 
in all respects by train rules with     
relation to every other train1 excepting
 as distinctly provided in the special  

orders2 and as a necessary consequence  
of this1 no train should be permitted to
 run under the authority or protection  
of an order given to another4  ,every   
provision in an order should be held to 
be in force indefinitely until fulfilled
 or annulled1 or expired by some        
limitation in the order or in the rules4
 ,in the orders delivered to those who  
are to execute them no erasures1        
alterations1 or interlineations should  
be permitted4 ,these tend to obscure the
 meaning and raise doubts as to         
accuracy4 ,the writing should be clear  
and plain1 the letters well formed and  
without flourishes4 ,orders must often  
be read in dim light or in storms1 and  
when men are hurried1 and they should   
not be required to decipher bad writing4
 ,many orders have come under the       
author's notice which were defective in 
this respect4 ,the following specimen is
 given1 omitting names that would       
indicate where it was issued4 ,the bad  
writing1 the number of points covered by

 the order1 the difficulty arising from 
these1 and the flimsy character of the  
paper must condemn the order as utterly 
unfit as a reliance for the safety of   
life and property dependent upon its    
proper execution4 ,the illustration is  
not wholly satisfactory1 for the        
reproduction of the order on smooth1    
white paper does not adequately         
represent the indistinctness arising    
from yellow paper1 thin and crumpled1 on
 which it was written1 in common with so
 many train orders4  ,illustration3     
#ifg-;,c#a  #fbd4  #fa          #ahh    
,train ,order ,no4     #bbg4bba4    ,to 
,edwards    ,two ,extra ,east ,engs #bbg
  #bba   and ,no #bd4 ,eng #bbb4 meet   
#ast   #ba ,carij ,co-ad at    #b;d #ba 
a by ,canada mitdo   ,engs #bbg  #bba4  
at    and ,no #bd at    ,engs #bbg      
#bba1 ,will ,not ,pass    before #bde   
,,pm4   ,there lookout for ,jos4        
,sullivan   handles signals4   unclear  
,corr   unclear #ab ,w#ajac   unclear   
#ag ,rue    ,endorsement    ,train      

,order ,no4                             
,superintendent4   ,time4,correct       
signature                               
,conductor4   ,correct signature        
,train ,dispatcher4                     
,conductor4    ,this ,order is          
incomplete1 and the train must not leave
 the station until   it is endorsed     
,,correct1 the exact time given and the 
initials of the   ,dispatcher affixed4  
,orders should be identified by         
consecutive numbers1 as is now usual4   
,if the regular business requires a     
large number it is better to begin with 
,no4 #a each day4 ,as a precaution      
against the engineman overlooking       
orders1 and as a means for properly     
taking care of them1 a clip should be   
provided for them on the engine1 in a   
position to be readily seen by the      
engineman while attending to his duties4
 ,this will avoid the necessity of his  
putting the orders where he may forget  
them2 and with each on a separate paper 
they may be arranged in proper          

succession and removed as executed1     
leaving always before the eye the next  
to be executed4 ,the copies of orders   
retained by operators should remain in  
the book4 ,these books and the copies   
that have been used by trainmen should  
be sent to headquarters for inspection4 
,this will serve to indicate the manner 
in which the regulations are carried    
out1 and the condition1 as to           
legibility1 etc41 in which the orders   
are issued4  ,forms of orders will be   
considered under ,forms4     ,,chapter  
,v4  ,,the ,,manifold4   ,under the     
common practice there must be prepared  
at least three copies of each train     
order received for delivery4 ,the       
conductor and engineman are each        
supplied with a copy1 and the operator  
retains one4 ,to make three several     
copies by pen and ink1 as heretofore    
practiced by some1 takes a good deal of 
time1 and there is danger that they may 
not be all alike1 and the time and risk 
are increased if more than three copies 

are required4 ,to obviate this1 the     
manifold system of writing has come into
 general use and with very great        
advantage4 ,as used by many1 however1 it
 has serious defects4 ,the tissue paper 
frequently used is very objectionable1  
especially the yellow variety4 ,messages
 written on it are quite difficult to   
read1 especially in a poor light2 it is 
easily crumpled1 rendering it still more
 indistinct2 it is difficult to handle  
in the wind1 and it is easily damaged by
 wet4 ,in the use of the manifold for   
some seventeen years the author found it
 entirely practicable to use an opaque  
white paper1 of sufficient body to be   
free from the above objections and yet  
capable of giving seven distinct copies 
with a good pencil of the hardness of   
,no4 #d ,faber4 ,this is now recognized 
as the best and is prescribed in the    
specifications connected with the ,time 
,convention rules4  ,operators should   
not be permitted to receive orders on   
separate slips and copy them on the     

manifold1 but should take the order down
 at once in the manifold-book4 ,a sheet 
of tin placed in the book enables them  
to make all the copies perfectly        
distinct4 ,of course none but sound     
operators can do this4 ,it takes but    
little more time and application to make
 a sound than a paper operator1 and the 
advantage of the former is so great in  
this as well as in other respects in    
this service that it should always be   
required4 ,operators readily become able
 to take the requisite number of copies 
in manifold without the use of          
intermediate slips1 and the risks of    
copying are thus avoided4 ,when more    
copies are wanted than are made at the  
first writing they should be traced from
 one of the original copies4 ,in the    
case of a general order1 as in annulling
 a train1 operators would usually make  
but one copy1 and others required for   
delivery should be traced from this4    
,careful supervision should be had as to
 the actual practice of operators in the

 proper use of the manifold1 and as to  
frequently changing the carbon paper to 
secure distinctness4     ,,chapter ,,vi4
  ,,the ,,record4   ,a careful record   
ought to be kept of each step in the    
issuing of an order1 as well as of its  
exact terms4 ,this record should be made
 on the original copies held by the     
,dispatcher1 and by the operator who    
receives and delivers the order4 ,the   
,dispatcher's copy should show who      
issued it1 and both should indicate what
 operators were engaged in its          
transmission1 and the time at which each
 step was taken1 as well as the proper  
address1 etc4  ,the ,dispatcher's train 
sheet should constantly show the        
movements of the several trains1 which  
should be promptly reported by the      
operators and recorded by them in the   
prescribed forms4 ,a practical          
difficulty occurs in making the         
,dispatcher's record of all the steps in
 the issuing of an order1 which it may  
be well to refer to here4 ,when the     

,dispatcher is assisted by an operator1 
the most of the steps will be taken and 
recorded by the latter4 ,they should be 
at once recorded on the original copy of
 the order1 so as to leave nothing to be
 remembered or copied4 ,now1 if the     
,dispatcher must write the order out in 
the book before transmission1 the       
operator may have occasion to use the   
book at the same time for recording     
steps then in progress with reference to
 other orders2 and if he does not1 the  
passing of the books back and forth     
between them is inconvenient4 ,it has1  
partly on this account1 doubtless1      
become the custom with many for the     
,dispatcher himself to telegraph the    
orders without first writing them down1 
his operator taking them down as        
repeated back and writing them in the   
book of record4 ,the operator thus has  
the book all the time in his hands4 ,the
 objections to the ,dispatcher          
transmitting orders himself are         
elsewhere considered1 and it is designed

 here to point out a method by which the
 other plan can be pursued and the      
inconvenience referred to avoided4 ,the 
,dispatcher is provided with a          
manifold-book and some loose sheets     
properly headed4 ,with these1 by the    
manifold process1 he prepares two copies
 of the order1 one in his book and the  
other on a loose sheet which he hands to
 the operator for use in transmitting4  
,on this all the subsequent record is   
made by the operator1 and at the close  
of each day all the orders for that day 
are fastened together and filed away4   
,the numbers and manifold writing       
sufficiently identify the two copies if 
subsequent comparison is necessary1 each
 being in fact an original4 ,this method
 has the further advantage that the     
,dispatcher has by him all the time     
copies of orders he has issued1 for     
reference if needed4     ,,chapter      
,,vii4  ,,the ,,train-,,order ,,signal4 
,a method much used for signaling a     
train to stop for orders is to display a

 flag or light of suitable color1 after 
receiving the direction to hold the     
train4 ,this is often done by holding   
the signal in the hand or placing it on 
the platform or ground or in some fixed 
place4 ,if placed on the platform1      
without attendance1 it is liable to be  
obscured or removed by persons about the
 place4 ,if held1 in the hand of the    
agent or operator it is a poor          
arrangement for performing so important 
an office4 ,the operator is usually     
required to report that the signal is   
displayed4 ,he evidently cannot do this 
without leaving the signal unattended1  
and in fact when he is alone he must so 
leave it1 as1 after it is displayed1 he 
must return to the office to receive the
 order1 and he must also often be       
engaged in his office while expecting a 
train4 ,it will frequently occur that   
trains will pass his station after he   
has received an order for some          
subsequent train2 in which case he must 
temporarily remove the signal1 or stop a

 train which might otherwise not be     
required to stop4 ,when this plan is    
used all trains that arrive before that 
for which the order is held are actually
 stopped4 ,a serious accident occurred  
some years since from the hand-lamp     
going out as it was swung as a signal to
 stop a train for which orders had been 
received4 ,the signal failed1 and the   
train went on and collided with the     
opposing train4 ,lanterns and flags are 
the only available movable signals to be
 put in the hands of train and track    
men1 but they should not be relied upon 
where anything better can be used4 ,the 
evils attending this use of hand signals
 are so manifest that the practice is   
fast disappearing1 and the reference to 
it here may before long be only a       
reminder of what has been done4  ,a     
signal for this purpose should be       
distinctive and of the most substantial 
character4 ,a fixed signal manipulated  
from within the office is greatly to be 
preferred4 ,several such have been      

devised4 ,the signal should be such as  
to be distinctly seen at proper         
distances2 it should be as little as    
possible liable to confusion with other 
objects1 and it should be an adornment  
rather than a disfigurement to the      
landscape in which it forms a prominent 
feature4 ,the most satisfactory signal  
within the author's knowledge is the    
simple semaphore arm1 extending         
horizontally from a post and showing a  
red light to signify stop1 and inclined 
and showing a white light to signify the
 opposite1 and operated by a handle     
within the telegraph office4  ,much     
discussion has been had in the past as  
to whether a danger signal1 which this  
preeminently is1 should stand normally  
at safety or danger4 ,the earlier       
practice favored the former1 as         
indicated1 above1 the absence of a      
signal1 in the plan described1 being the
 rule4 ,in more recent years the weight 
of opinion has been that in all systems 
of danger signals the normal position1  

and that to which such signals should   
automatically move1 is that indicating  
danger4 ,so arranged1 the indicator will
 always be in a position to stop trains 
unless it is moved to another position  
to show that there are no orders for    
them4 ,it becomes a standing order to   
hold1 and1 when an order is forwarded   
for a train1 the fact of its receipt    
requires that the signal be simply left 
in its normal position and the train    
thus stopped4 ,it will be then the rule 
and the habit of trainmen to observe all
 these signals and to stop when they are
 not placed1 on their approach1 in the  
position permitting them to proceed4    
,the rules of many railroads still      
indicate a usage contrary to this4 ,the 
lamp1 flag1 or other stop signal is     
displayed only when a train is to be    
stopped for orders4 ,it appears that    
under some circumstances1 especially    
where the duties of the agent and       
operator are performed by the same      
person1 the telegraphic duties being    

comparatively small1 it is thought      
better to retain this method1 and the   
rules of the ,time ,convention were so  
framed as to provide for either1 leaving
 the choice to those concerned4 ,under  
the normal at danger plan1 when an order
 is received in advance of the arrival  
of the train for which it is designed1  
and has been properly verified and      
prepared for delivery1 it remains in the
 hands of the operator until the train  
arrives1 the signal showing stop4 ,if1  
in the mean time1 other trains pass for 
which there are no orders1 the signal   
must be placed1 as they approach1 so as 
to indicate that they may pass4 ,but    
there is then the danger that the       
operator may inadvertently allow the    
train to pass for which he has an order4
 ,this has actually occurred1 and should
 be provided against4 ,this should be   
done by requiring that1 as soon as an   
order for a train not arrived is ready  
for the signatures of the trainmen1 or  
for delivery when signatures are not    

taken1 the copies designed for them     
shall be removed from the book1 folded1 
and marked with the train number1 and   
put in a designated place and in such   
position that the signal handle cannot  
be moved without the eye and hand being 
directed to the orders4 ,this is readily
 effected by a rack to hold the orders  
placed on a small door closing by a     
spring and catch over the handle by     
which the operator moves the signal4    
,the handle cannot be moved without     
unfastening the door and so opening it  
as to bring the orders1 which are on it1
 under the eye and hand of the operator4
 ,this precaution may appear trivial1   
but while it is of great importance to  
adopt such routine that its mechanical  
performance will lead to a correct      
result1 it is equally important to      
interpose such obstacles as are         
necessary to prevent a mechanical       
inadvertence that may lead to disaster4 
,the same kind of risk exists in the use
 of block signals1 and several plans    

have been used to obviate it by suitable
 mechanical means4 ,in the other use of 
the train-order signal there is1 to a   
certain extent1 the same liability to   
this unconscious movement when it has   
been placed at danger1 and a like       
precaution is needed to guard against   
it4 ,it often happens that there are    
orders on hand for several trains4 ,a   
definite place for them prevents their  
getting mixed with each other or with   
other papers2 and removing them from the
 book avoids the necessity of leafing   
them over to find the particular order  
which men may be waiting to sign1 and   
possible mistake in getting the wrong   
order4  ,the only reason of apparent    
moment that could be assigned for       
leaving the orders in the book is that  
the trainmen may sign all the copies4   
,there does not appear to be any good   
reason for requiring their signatures on
 their own copies1 and the manifold     
writing by them would be unsatisfactory4
 ,again1 it will often happen that more 

than one train is to receive a copy of  
the order1 in which case the same       
signatures are not wanted on all the    
copies4 ,the point here urged as of     
paramount importance is that the order  
itself shall be interposed between the  
operator and the instrument by which he 
might give a signal permitting a train  
to pass improperly4 ,in this view the   
discussion of the point is pertinent to 
the subject of ,signal4 ,it may be added
 that the final indorsement of complete 
after signature on each copy takes but a
 moment1 and perhaps no longer than a   
careful writing of it over several      
copies in the manifold-book2 and as the 
men should read and compare their copies
 before the final steps1 it is difficult
 to see how they could do this properly 
if the orders remain in the book4  ,the 
train-order signal should be used for no
 other than its legitimate purpose4 ,it 
will not be inconsistent with this to   
use it for holding a train the required 
time after the passage of another train 

in the same direction4  ,upon some      
roads1 trains passing while the stop    
signal is shown receive a clearance card
 stating that orders in hand are not for
 them4 ,this is included as a part of   
the plan presented in the ,time         
,convention rules for the use of the    
signal with its normal position at      
safety4 ,it would seem to be necessary  
with this method2 and in any case where 
it can be used it is a valuable         
precaution1 the only objection being    
that it requires the stopping of fast or
 heavy trains which it might be quite   
objectionable to stop4 ,this would seem1
 however1 to be proper for any train    
stopped by the signal for time4  ,where 
the plan is adopted of keeping the      
train-order signal normally at safety it
 should still1 as in the other system1  
be so arranged that it will move        
automatically to danger if any of the   
mechanical parts fail4 ,if this is not  
done and dependence is placed on        
fastening it at danger1 the fastenings  

or some of the connections may fail and 
the signal move to safety without the   
fact being observed4 ,one important     
advantage of the other plan of using the
 signal is that it is never at safety   
excepting when held in that position by 
the operator4 ,where the usual position 
is safety it cannot be arranged for the 
operator to actually hold the signal    
while it occupies the danger position4  
,,chapter ,,viii4  ,,the ,,transmission4
   ,the transmission of orders will be  
taken to include all the steps after    
preparation by the ,dispatcher until    
final delivery4  ,these are3    #a4     
,telegraphing the order to the stations 
to which it is to be sent4    #b4       
,writing down as received4    #c4       
,repeating it back to the ,dispatcher4  
#d4 ,the response of the ,dispatcher    
indicating that it is correctly         
repeated4    #e4 ,the acknowledgment of 
this response4    #f4 ,comparing copies 
of the order with the persons to whom it
 is        addressed1 and taking their  

signatures4    #g4 ,telegraphing the    
signatures to the ,dispatcher's office4 
#h4 ,the ,dispatcher's reply1           
acknowledging the receipt of the        
signatures1        and indicating that  
the order may now be delivered4    #i4  
,the indorsement of this reply on the   
order4    #aj4 ,the delivery to the     
trainmen4  ,some ,dispatchers prefer to 
personally telegraph their orders1      
having an assistant operator to copy    
them as transmitted or as repeated1 and 
to perform the subsequent work of       
verification1 record1 etc4 ,those who   
are accustomed to transmit their own    
orders strongly contend for that        
practice4 ,those who pursue a different 
course are equally strong for theirs4   
,in arranging for those1 at least1 who  
have not become wedded to any particular
 method1 general consideration should   
govern4 ,if contests or inquiries arise 
on the wire when the ,dispatcher is     
sending1 time is occupied which he may  
very much need1 and where the amount of 

work is large it will leave the         
,dispatcher more at liberty to attend to
 his special duty if he simply prepares 
his orders and hands them to an operator
 for the subsequent steps1 and this is  
by some carefully insisted upon4  ,the  
,dispatcher's duty is not simply to     
direct each movement as the exigency    
arrives4 ,he should be constantly on the
 alert to provide as far as possible in 
advance for the arrangements necessary  
for keeping his trains moving1 and his  
mind should be free from anything that  
may interfere with this4 ,attention by  
him to the merely mechanical duties     
detracts from his usefulness and the    
benefits which the road should derive   
from the talents which are supposed to  
fit him for his position4 ,some points  
connected with this subject are referred
 to in ,chapter ,,vi4 ,whether sent     
personally by the ,dispatcher or by an  
operator from a written sheet1 the order
 should1 whenever practicable1 be       
transmitted simultaneously to all the   

offices to which it is to be sent4      
,ordinarily this will be to but two     
offices4 ,an order annulling a train may
 have to be sent to all the offices on  
the division4 ,the simultaneous         
transmission is a most valuable         
safeguard and a saving in telegraphing  
only practicable with the duplicate     
order4 ,it has been urged as an         
objection to the duplicate order that   
where agents act as operators their     
duties as agents may sometimes interfere
 with their attendance as operators when
 wanted for simultaneous transmission4  
,this furnishes no ground for objecting 
to this form of order1 as simultaneous  
transmission is not essential1 and it is
 only necessary in such case that the   
precaution be observed of sending first 
to the train of superior right4  ,on    
calling an office a special signal      
should be used to indicate that a       
train-order is to be sent4 ,the numerals
 #ca or #ai are now generally used for  
this purpose1 the former for orders to  

be signed by the trainmen before        
delivery and the latter for orders to be
 delivered without such signature4      
,after this signal the word copy should 
follow1 with a number indicating how    
many copies are to be made4 ,this maybe 
omitted when three is the number        
required1 that being the most usual4 ,if
 the system in use does not provide that
 the train-order signal shall stand     
normally in the danger position1 the    
operator who is to receive the order    
must1 at this point1 place it in that   
position and report that he has done so4
 ,he then prepares his manifold-book for
 the requisite number of copies and     
takes the order down as sent1 with the  
proper address for his station1         
immediately repeating it back word for  
word1 reading from the order as actually
 written on the paper to be delivered1  
and not from a slip to be afterward     
copied4 ,a paper operator should write  
the order in manifold before repeating4 
,some defer the repeating until the     

signatures of the trainmen are to be    
reported4 ,but it is on many accounts   
preferable to repeat and verify the     
order at once and before signatures are 
taken1 even if the trainmen are present4
 ,it assures its accuracy before they   
have read and signed it4 ,the repeating 
operators can listen to each other      
better than if they repeat at different 
times1 and the sender of the order can  
better attend to its verification while 
the original lies before him4 ,there    
will also be less detention to trains if
 the repeating is done before their     
arrival4 ,the importance of this will   
further appear from the consideration   
elsewhere of the effect of an order     
where the telegraph fails after but one 
train has received and proceeded on it4 
,the relative succession in which the   
offices are to repeat should be fixed by
 rule or usage1 to avoid doubt or       
conflict4 ,it is better that the        
repeating be done in the same succession
 as that in which the several offices   

are addressed4 ,this assures the        
repeating first by the office receiving 
for the superior train4 ,as a valuable  
precaution against error1 each should be
 required to listen while the others    
repeat4 ,an operator has been known to  
hear the name of a meeting-place        
correctly1 write it down incorrectly in 
the order and repeat it back correctly4 
,if he had looked at his copy as the    
other repeated1 he would probably have  
noticed his error4  ,in this connection 
it may be observed that too much        
importance cannot be attached to the    
cultivation of a careful habit in       
telegraphing orders4 ,a certain degree  
of rapidity in handling the key is not  
inconsistent with distinctness1 but the 
latter should never be sacrificed to    
haste and a hurried and careless style  
of telegraphing should never be         
permitted4  ,the operator in the        
,dispatcher's office should carefully   
observe each word as repeated by each1  
to make sure that all is repeated       

correctly4 ,some observe the commendable
 practice of underscoring each word as  
repeated1 thus making sure that their   
attention is not withdrawn4 ,if the     
,dispatcher transmits his orders himself
 and his copy for record is made as the 
order is repeated1 as is the practice of
 some1 his copy can hardly be said to be
 an original4 ,it may vary from what was
 sent or designed to be sent1 and his   
operator taking it down has not the     
opportunity of checking as above1 and   
may himself make a mistake in receiving 
it4 ,all offices required at the time to
 repeat an order should do so before the
 ,dispatcher replies4 ,the signal for   
this reply now generally used1 and      
adopted for the ,standard ,code1 is ,o  
,k4 ,this is given simultaneously to    
all1 naming each1 and each should       
acknowledge it4 ,it is important that   
the ,dispatcher should know that each   
has received the ,o ,k4 ,it is not      
necessary that the ,dispatcher          
personally authorize this reply4 ,it may

 be properly done by his operator who   
has watched the repeating4 ,where the   
order is not repeated back until the    
signatures are obtained and sent with   
it1 the response1 ,o ,k and sometimes   
complete is used to cover the whole1 but
 where the practice herein recommended  
is pursued1 the use of two signals is   
necessary1 ,o ,k being the first4 ,the  
time at which the order is sent and ,o  
,k given should be noted on all the     
copies1 with the initials or signals of 
the operators sending and receiving1 and
 the name or initials of the            
superintendent4 ,the order is then ready
 for signature and delivery1 and1 if the
 train for which it is designed has not 
arrived1 the train copies should be     
removed from the book1 folded and marked
 on the outside with the train number1  
and placed in the rack provided1 as     
indicated under ,the ,train-,order      
,signal4  ,practice has varied very much
 in the method of delivering orders4    
,some have simply had them authenticated

 by repeating back as above1 with       
perhaps the proviso that the trainmen   
compare their copies with that of the   
operator1 and in some cases sign for    
them4 ,the transmitting of signatures   
has not in all cases been required4     
,many rules1 especially those of early  
date1 appear to be based on the idea    
that the whole process of sending1      
verifying1 and acknowledging an order is
 to be continuous and while the train is
 at the station4 ,much that appears in  
some rules gives the impression that    
either this idea prevailed or that the  
phraseology used in connection with it  
was retained while the practice had     
changed4 ,on a busy road it would       
certainly be impracticable to carry out 
this idea1 and it is not now usually    
attempted4  ,in early days of train     
telegraphy1 when orders were not        
prepared with the precision of the      
present day1 it was the custom to add to
 the order the phrase how do you        
understand8 ,this came to be represented

 by a signal1 the most generally used   
perhaps being the numeral #ca4 ,the     
reply to this1 preceded by we understand
 we are to1 represented by #ac or other 
numeral1 was required to be written out 
by the trainmen as their understanding4 
,this was probably in most cases a      
verbatim copy of the order4 ,whether    
this was actually done by the conductor 
and engineman is doubtful4 ,some allowed
 the operator to do it4 ,with the       
definite forms of orders now used and   
well understood1 there is certainly no  
necessity for men to write out their    
understanding4 ,the manifold copies1    
authenticated by repeating back and     
compared by reading aloud1 which also   
serves to impress the order on the men1 
must certainly be better than anything  
written by or for them4 ,there would    
seem to be no reason for perpetuating a 
fiction by referring to the repeating of
 the order as the understanding or by   
the use of #ca and #ac in their original
 sense1 when the question and answer    

which they represent are no longer      
designed to be used1 and this practice  
and the expressions which arose under it
 have almost entirely given place to the
 improved methods4  ,following1 then1   
the practice here recommended and now   
generally used1 the message has been    
placed in the hands of the operator and 
its verbal accuracy assured1 and the    
train-order signal being in position to 
stop the train1 the conductor and       
engineman understand that on arrival    
they are to go to the office for orders4
 ,one of them 7or the operator7 should  
read the order aloud while each looks at
 his copy1 the object being to guard    
against a hurried reading of the order1 
to acquaint them fully with its exact   
terms1 and to impress its purport upon  
them4 ,it is to be hoped that no man    
would willfully disregard a train order1
 but there are many who would proceed   
upon a hasty examination or none at all1
 if permitted to do so1 and perhaps on a
 wrong impression as to what it directs 

to be done4  ,the order having been thus
 read and compared1 the signatures      
should be taken on the operator's copy4 
,from the many rules forbidding         
operators to sign for trainmen1 and     
conductors for enginemen1 it would seem 
probable that this is sometimes done4   
,this is a practice which no            
considerations of convenience can       
justify4 ,personal signatures should be 
insisted upon4 ,without this there is   
danger that men will hastily grab an    
order and fail to get its meaning4 ,time
 is well spent in securing their        
particular attention to it1 and their   
signatures attest that this has been    
done4  ,there is much difference of     
opinion as to whether it is important to
 take the signature of the engineman4   
,much time is often lost by taking him  
from his engine1 particularly on very   
long trains1 and some think that the    
purpose is as well served by having his 
copy delivered to him by the conductor4 
,in the latter plan there is some danger

 that the attention of the engineman may
 not be particularly called to the      
purport of the order1 and for this      
reason the author believes that the     
practice is best where both signatures  
are required4 ,the ,time ,convention    
code leaves the choice optional4  ,the  
signatures having been obtained1 the    
,dispatcher is to be advised1 by their  
transmission to him1 in connection with 
the number of the order signed for and  
the train number or designation4 ,the   
reply that all is satisfactory1         
authorized by the ,dispatcher           
personally1 is then to be given in some 
prescribed form4 ,the word complete has 
been adopted in the ,standard ,code1    
superseding correct1 which was formerly 
used4  ,the selected word should be     
written on each copy1 with the exact    
time at which it was given4 ,the order  
may then be delivered1 and the train    
order signal so placed as to allow the  
train to proceed4 ,if the ,dispatcher's 
office is also used as an office for    

delivering orders1 the same formalities 
in delivery should be observed as at way
 offices4  ,it will sometimes occur that
 an order must be sent to a disabled or 
other train away from a telegraph       
station4 ,it must1 in that case1 pass   
through additional hands1 and great care
 is necessary to guard against error4   
,the conductor or messenger who carries 
the order should be made accountable for
 its delivery in proper form1 by himself
 signing for it and getting complete4   
,the order being addressed to the       
conductor and engineman of the train in 
care of the messenger selected1 the     
latter should be furnished with an      
additional copy1 on which he is to take 
the signatures of the conductor and     
engineman1 as if they were at a         
telegraph office4 ,this copy should be  
delivered as soon as practicable to an  
operator1 who should forward the        
signatures1 completing the process4     
,although when these paragraphs were    
first written the method of transmission

 described did not correspond entirely  
with any practice that might be termed  
general1 it agreed in essential points  
with the practice upon several roads    
where most careful consideration has    
been given to the various risks in train
 dispatching and to methods for avoiding
 them4 ,the process detailed indicates  
the points to be guarded1 and furnishes 
what has proved a practicable and       
satisfactory method1 and corresponds    
with the regulations now being rapidly  
adopted on our principal roads4  ,the   
rules should determine the course to be 
pursued if the telegraph fails during   
the process of transmitting an order4   
,if this occur before its correct       
reception is assured by repeating back  
and giving and acknowledging ,o ,k for  
any office concerned1 the process is not
 sufficiently complete for the men of a 
train at such office to be allowed to   
sign for and act upon it4 ,if1          
therefore1 communication is not quickly 
restored it is perfectly safe and proper

 to provide that an operator shall      
permit a train1 in such case1 to proceed
 on its schedule rights without orders4 
,if1 on the other hand1 ,o ,k has been  
given and acknowledged1 the correct     
reception of the order is assured1 and a
 period is reached when the men of a    
train may1 and often must1 be permitted1
 on arrival1 to sign for and act on the 
order before the arrival of the other at
 the point where the order is awaiting  
it4 ,if the men of one train have thus  
proceeded1 and the other on arrival     
cannot be communicated with1 it would be
 obviously unsafe for it to proceed upon
 the order awaiting it for which        
signatures cannot be transmitted1       
because1 although the opposing train may
 be on the way to execute the order1    
this is not known to the train that is  
cut off from communication4 ,it would   
therefore be improper for it to proceed 
either in accordance with the order or  
on schedule rights4 ,it would appear1   
therefore1 that an order wholly or      

partly sent by the process detailed1 and
 for which ,o ,k cannot be given and    
acknowledged by reason of the telegraph 
failing1 should not operate to hold the 
train addressed1 but that an order for  
which ,o ,k has been given and          
acknowledged should have this effect4   
,the rule should therefore be that1     
after ,o ,k is given to an order and    
acknowledged1 the train to which the    
order is addressed shall not be         
permitted to pass until the signatures  
are transmitted and complete obtained1  
or until the train can be communicated  
with by the ,dispatcher4 ,this is based1
 of course1 upon the presumption that   
the plan is followed of assuring the    
accurate transmission for both trains1  
and that each operator has acknowledged 
the ,o ,k before complete is given to   
either4 ,the delays arising from the    
operation of this rule cannot be        
frequent1 and it is better to submit to 
these than to run the risk involved in a
 different course4  ,in the use of the  

#ai order1 to which the signatures of   
the trainmen are not taken1 the order   
becomes of effect only when complete has
 been given and acknowledged2 and until 
this is accomplished it should be       
treated as of the same effect as a #ca  
order for which ,o ,k has not been given
 and acknowledged4  ,if the practice is 
followed of delaying the repeating of   
the order until the signatures are      
obtained and sent1 then the presence of 
the order in the operator's hands should
 serve to hold either train if the      
telegraph fails1 as neither can know but
 that the other train has received the  
order and proceeded on it4 ,it must be  
seen1 however1 that there is some risk  
in depending on a train being held by   
the mere presence of an order1 the      
correct reception of which has not been 
fully acknowledged1 as the receiving    
operator may even have made an error in 
receiving the number of the train for   
which the order is designed2 and this   
offers an additional reason for         

repeating back at once on the receipt of
 the order4 ,these considerations as to 
the holding effect of an order when the 
telegraph fails1 do not1 of course1     
apply to a general order1 as one        
annulling a train1 until such order is  
specially addressed to a train4 ,it     
should be understood that operators hold
 trains a reasonable time for the       
resumption of communication broken      
during the transmission of orders4  ,it 
is important that the holding effect of 
an order not signed for should be       
clearly understood1 so that the         
,dispatcher may run trains with         
confidence against a train so held4  ,a 
careful ,dispatcher will observe that   
the inconveniences arising from a train 
being held by the incomplete            
transmission of an order will be greater
 as the distance is greater between the 
point to which the order is sent for    
delivery and the point where it is to   
take effect4     ,,chapter ,,ix4        
,,rules4   ,many books of ,rules have   

borne evidence that the ability to      
construct rules is not always           
commensurate with the many other gifts  
of successful railroad officers4 ,to    
know what is to be done and how is one  
thing1 but it is quite another to       
express the intention clearly and       
concisely4 ,a scholar might present the 
subject in precise and grammatical form1
 and yet fail to so render it as to make
 it plain to practical men of limited   
education2 and yet1 while the language  
must be clear to the untrained mind1    
there should be no expressions that are 
not within the bounds of rhetorical     
propriety4 ,the evident difficulties    
surrounding the subject render more     
conspicuous the admirable results of the
 work of the able committee of the      
,general ,time ,convention in the       
production of the ,standard code of     
train and telegraph rules contributed by
 that body to the railroad service4 ,to 
have produced a set of rules that should
 be accepted for general adoption1 in   

which so few deficiencies have been     
pointed out1 is a work worthy of the    
highest commendation4 ,under the        
operation of these rules will disappear 
the uncertainty often appearing in      
anxious inquiries by ,conductor or      
,train-,master1 in the railroad papers1 
as to how this rule or that order is to 
be understood under given circumstances4
 ,there will be fewer occasions for     
trainmen to reconcile conflicting       
regulations and fewer cases of doubt1 in
 which to take the safe course and run  
no risks4  ,no one1 however1 feels that 
entire perfection has been reached1 in  
practice or statement1 or that even in  
the near future1 additions or changes   
may not be found desirable2 and1 as     
methods of operation improve1 scope will
 doubtless still be found for fresh     
talent in the production of regulations 
for new combinations of circumstances as
 well as improvement in those prepared  
by earlier hands4  ,the ,telegraph      
,rules of the ,time ,convention1 adopted

 ,october #abth1 #ahhg1 are here given1 
with some discussion relating to them4  
,in considering these rules mention will
 necessarily be made of points referred 
to on previous pages and which are here 
embodied in form for practical use4     
,this necessarily involves some apparent
 repetition4 ,the rules are here        
designated by the numbers given to them 
by the ,time ,convention ,committee2 and
 it may be here stated that1 in         
conformity with the method followed in  
the ,time ,convention train rules1 the  
term time-table is herein applied to the
 issue governing the movements of all   
regular trains1 while schedule is used  
to designate that part of the time-table
 which applies to any one train4        
,rule #ejj4--,special orders directing  
movements varying from or     additional
 to the time-table will be issued by the
 authority and over     the signature of
 the ,superintendent4 ,they are not to  
be used for     movements that can be   
provided for by rule or time-table4     

,they must     not contain information  
or instructions not essentially a part  
of     them4      ,they must be brief   
and clear1 and the prescribed forms must
 be used     when applicable2 and there 
must be no erasures1 alterations1 or    
interlineations4  ,this rule indicates  
the proper function of a ,telegraphic   
,train ,order1 the authority under which
 it is to be given1 and the essential   
features of its construction1 with the  
requirement that the prescribed forms   
are to be used when applicable4 ,while  
in the fixed forms provision is made for
 the majority at least of the cases     
likely to occur1 occasions will         
doubtless arise when other forms or     
modifications of these will be required4
 ,it is therefore important that the    
principles on which these forms are to  
be constructed be distinctly stated4    
,the provisions as to how orders shall  
be issued and as to the use of the      
forms1 when applicable1 and the absence 
of alterations1 are all necessary as    

tending to secure uniformity and        
accuracy4 ,the following note1 attached 
by the ,time ,convention ,committee1    
emphasizes a point hereinbefore dwelt   
upon as of great importance3            
,note4--,on ,roads whose organization   
provides that any other officer     than
 the ,superintendent shall direct train 
movements1 the     official title of    
such officer may be substituted in the  
above     rule4 ,the ,committee         
considers it essential1 however1 that   
but one     person's signature should be
 used in directing train movements on   
any dispatching division4    ,rule      
#eja4--;,each order must be given in the
 same words to all persons     or trains
 directly affected by it1 so that each  
shall have a     duplicate of what is   
given to the others4 ,preferably an     
order should     include but one        
specified movement4  ,here is determined
 the feature essential to the duplicate 
system1 viz41 that the order shall be in
 the same words to all concerned2 and   

the preference is here given to the     
point urged by the author1 of covering  
but one movement by an order4    ,rule  
#ejb4--,orders will be numbered         
consecutively for each day as           
issued1 beginning with ,no4 #a at       
midnight4  ,the use of numbers for      
orders serves to identify each order and
 to indicate the priority of issue4     
,rule #ejc4--,orders must be addressed  
to those who are to execute them1       
naming the place at which each is to    
receive his copy4 ,those for a     train
 must be addressed to the conductor and 
engineman1 and also to     a person     
acting as pilot4 ,a copy for each person
 addressed must be     supplied by the  
operator4  ,the requirement here that   
orders shall be addressed to those who  
are to execute them might seem          
superfluous but for some former         
looseness in this respect and the       
necessity for exactness in prescribing  
each step in the process of issue4 ,the 
address1 including the place of         

delivery1 is necessary as indicating1 in
 simultaneous transmission1 which       
operators are to receive for those      
respectively to whom the orders are     
sent4 ,the introduction of the ,pilot   
here is valuable4 ,as the one under     
whose special direction the train is for
 the time being1 he should be directly  
informed of orders controlling its      
movements4 ,the conductor and engineman 
who are in charge of the train subject  
to his control1 are also necessarily    
advised4 ,the relations of the ,pilot to
 the train are much the same as those of
 the pilot to a vessel of which he has  
control for the time being4 ,he is      
placed there because of his having      
special knowledge1 not possessed by the 
conductor and engineman1 of             
circumstances which necessarily affect  
the movement1 and has entire control of 
the train in this respect4 ,he may or   
may not be an engineman4 ,he may or may 
not run the engine4 ,he1 however1 is to 
say when it may or may not run1 and is  

the person by whose authority the       
movements are to be regulated with      
reference to the signals and the        
physical features of the road and with  
respect to other trains as well as the  
established rules4 ,he does not assume  
the duties of the conductor as to those 
things which are purely local to the    
train1 and the brakemen and fireman are 
properly held to be under his orders    
through the conductor and engineman4    
,the trainmen are not1 by the presence  
of the ,pilot1 relieved from the usual  
obligation to protect the train and     
perform other duties connected with it  
or required by the rules4    ,rule      
#ejd4--;,each order must be written in  
full in a book provided     for the     
purpose at the ,superintendent's office2
 and with it must be     recorded the   
names of trainmen and others who have   
signed for the     order1 the time and  
signals1 showing when and from what     
offices the     order and responses were
 transmitted1 and the ,train            

,dispatcher's     initials4 ,these      
records must be made at once on the     
original copy1     and not afterward    
from memory or memoranda4  ,the         
requirement here as to the record of    
each order in a book is usually now     
fulfilled by the preservation of a      
manifold copy in the book in which the  
blanks are bound4 ,this1 in fact1 is the
 method contemplated1 although the rule 
is so drawn as to admit of other        
methods4 ,the record of the various     
points specified is requisite for a     
complete history of each transaction4   
,rule #eje4--,the terms superior right  
and inferior right in these     rules   
refer to the rights of trains under the 
,time-table and ,train     ,rules1 and  
not to rights under ,special ,orders4   
,this rule is rather an authoritative   
statement of a logical conclusion from  
the facts1 but very properly gives this 
prominence to a point that must be      
constantly borne in mind4 ,when the     
rights of trains are reversed by an     

order1 as is usually the case1 the      
inferior becomes for a time the         
superior1 and this definition emphasizes
 this4 ,in this connection it may be    
again noted that a very important and   
necessary part of the training of those 
engaged in operating the railroad       
telegraph is the acquisition of an      
intimate knowledge of the rules         
governing the rights and movements of   
trains when acting independently of     
telegraphic control4 ,the legitimate use
 of the telegraph is to facilitate      
movement when1 under the unaided        
operation of the rules1 there might be  
delay1 and to give preference1 for      
special reasons1 to trains which1 under 
the rules are inferior4 ,an exact       
knowledge of the effect of the rules1   
and what may be done by trains under    
their provisions1 is therefore          
important1 so that there shall be no    
unnecessary use of special orders1 and  
that those used shall be the most       
appropriate to the circumstances4       

,rule #ejf4--,when an order is to be    
transmitted1 the signal #ca 7as         
provided in ,rule #eji7 or the signal   
#ai 7as provided in ,rule #eaa71        
meaning ,train ,order1 will be given to 
each office addressed1     followed by  
the word copy1 and a figure indicating  
the number of     copies to be made1 if 
more or less than three--thus1 #ca copy 
#e1 or     #ai copy #e4  ,this rule     
begins upon the details of transmission 
and is the first in which mention is    
made of the special signals #ca and #ai1
 signifying train order1 the use of     
which is more fully indicated later on4 
,we have here the first step in the     
methodical plan of transmission         
prescribed in these rules1 preparing the
 operator for the reception of the order
 and informing him of the number of     
copies for which he must prepare his    
manifold sheets4 ,as three is the number
 most usually required1 the omission of 
this number economizes telegraphing4 ,in
 the same case the word copy might as   

well be omitted4    ,rule #ejg4--;,an   
order to be sent to two or more offices 
must be     transmitted simultaneously  
to as many as practicable4 ,the several 
addresses must be in the order of       
superiority of rights of trains1     and
 each office will take only its proper  
address4 ,when not sent                 
simultaneously to all1 the order must be
 sent first for the train     having the
 superior right of track4    ,note4--,on
 roads which desire the operator at a   
meeting-point to have     copies of the 
order1 the several addresses will be1   
first1 the     operator at whose station
 the trains are to meet and next in the 
order of superiority of the rights of   
trains4  ,this rule brings us to the    
transmission of the order and requires  
that it be simultaneous as far as       
possible4 ,this is a safeguard possible 
only with the duplicate system4 ,here   
also the priority of transmission to the
 superior train is insisted upon4 ,in   
addition to other advantages1 the       

systematic naming of the superior train 
first calls the attention of operators  
to the relative superiority of trains4  
,the principle involved here is         
elsewhere recognized4 ,the note attached
 by the ,time ,convention ,committee has
 reference to the arrangement which some
 prefer of sending a copy of the order  
to the operator at the meeting-point in 
addition to the copies sent to other    
points for delivery to the trains4      
,rule #ejh4--,operators receiving orders
 must write them out in manifold        
during transmission1 and make the       
requisite number of copies at one       
writing or trace others from one of the 
copies first made4  ,this rule directs  
the use of the manifold writing and     
practically dispenses with any record   
book other than that in which the       
manifold copies are preserved4  ,this is
 one of the most important improvements 
over the old methods4 ,in the early days
 of telegraphing and with some to a     
comparatively recent period1 each copy  

of an order was written separately1     
occupying much time and involving great 
liability to error in transcribing4 ,now
 the perfection of the manifold admits  
of making at one writing all the copies 
usually required4 ,if additional copies 
are wanted1 their exactness is assured  
by tracing from one of those made at the
 first writing4 ,it must be observed    
here that the rule does not permit an   
operator to take the message down on a  
separate sheet and make his manifold    
copies afterward4    ,rule #eji4--,when 
an order has been transmitted1 preceded 
by the signal     #ca1 operators        
receiving it must 7unless otherwise     
directed7 repeat     it back at once    
from the manifold copy1 and in the      
succession in     which their several   
offices have been addressed4 ,each      
operator     repeating must observe     
whether the others repeat correctly4    
,after     the order has been repeated  
correctly by the operators required at  
the time to repeat it1 the response ,o  

,k1 authorized by the ,train            
,dispatcher1 will be sent simultaneously
 to as many as practicable1     naming  
each office4 ,each operator must write  
this on the order with     the time1 and
 then reply i i ,o ,k1 with his office  
signal4      ,those to whom the order is
 addressed1 except enginemen1 must then 
sign their names to the copy of the     
order to be retained by the             
operator1 and he will send their        
signatures to the ,superintendent4      
,the response complete1 with the        
,superintendent's initials1 will        
then be given1 when authorized by the   
,train ,dispatcher4 ,each     operator  
receiving this response will then write 
on each copy the     word complete1 the 
time1 and his last name in full2 and    
will     then deliver a copy to each    
person included in the address1 except  
enginemen1 and each must read his copy  
aloud to the operator4 ,the     copy for
 each engineman must be delivered to him
 personally by ----1     and the        

engineman must read it aloud and        
understand it before acting     upon it4
    ,note4--,the blank in the above rule
 may be filled for each road to     suit
 its own requirements4 ,on roads where  
the signature of the     engineman is   
desired1 the words except enginemen and 
the last     sentence in the second     
paragraph may be omitted4 ,see also note
     under ,rule ,no4 #ejj4             
,individual operator's signals may be   
used when desired in addition     to    
office signals1 as here and elsewhere   
provided for4  ,in this rule are given  
in detail the steps to be taken after   
the order has been transmitted1 this    
rule having special reference to the    
orders for which signatures of trainmen 
are to be taken1 known technically as   
the #ca order4 ,much of the efficiency  
of the telegraph1 as well as the safety 
of operation1 depends upon the careful  
drill of operators in this respect and  
strict adherence to the requirements of 
the rule4 ,repeating back at the time of

 receiving may be properly omitted under
 the direction of the ,dispatcher1 in   
case of a general order1 as one         
annulling a train4 ,this would be sent  
to all stations but not necessarily     
delivered at all1 and therefore         
repeating back at once from all would   
unnecessarily occupy the wire4 ,other   
cases may arise where the repeating may 
be postponed4 ,in repeating1 however1   
the requirement that it be done from the
 manifold copy should be carefully      
complied with4 ,reading1 word for word1 
from the copy actually to be delivered  
is one of the most important precautions
 against mistake4 ,the succession in    
which offices are to repeat is          
prescribed1 so that all shall understand
 it1 and it is so fixed that the        
repeating shall be done in the order of 
superiority of trains addressed4 ,as a  
repeated order for which the ,o ,k has  
been given and acknowledged serves to   
hold the train addressed1 this secures  
the superior train at once4  ,the       

requirement that operators observe the  
repeating by each other is a further    
valuable safeguard4  ,the next step1    
that of transmitting the ,o ,k1 is now  
prescribed in the same methodical way   
and its acknowledgment provided for4    
,without this acknowledgment the        
,dispatcher could not be sure of the    
train being held1 and it is quite       
important1 although not directed in the 
rule1 that the acknowledgment of the ,o 
,k should be made by the different      
offices in the succession in which they 
were addressed4 ,this brings us to the  
point where the order is fully in the   
hands of the operator and becomes       
operative to a certain extent1 as is    
seen in ,rule #eaj4 ,the train for which
 an order has thus been sent may not    
have yet arrived4 ,by the rule1 however1
 the signal is displayed to stop the    
train1 and when it arrives the conductor
 7and the engineman if required7 must go
 to the office and sign for the order4  
,the signature 7or signatures7 must then

 be telegraphed to the ,dispatcher's    
office1 and when found correct the final
 response1 complete1 is given1          
signifying that all the steps in        
telegraphing have been taken that are   
necessary before delivery4 ,it still    
remains for the receiving operator to   
record the complete on the order1 with  
the time and his name1 all of which are 
important for the completion of a paper 
which involves the safety of human life4
 ,it is still1 however1 possible that   
those who are to use this important     
paper may fail to observe its full      
signification1 and it is therefore      
provided1 as a final precaution1 that   
each one who receives it shall read it  
aloud to the operator1 who has his own  
copy before him4 ,this is better than   
reading by the operator to the trainmen1
 as they might not listen attentively1  
while they can hardly fail to note the  
signification of words which they       
themselves read aloud4  ,the notes      
appended by the ,time ,convention       

,committee point out modifications which
 may be made with respect to certain    
points in which difference of practice  
prevails and which do not affect the    
essential features of the plan4  ,the   
author believes that the weight of      
sentiment is decidedly in favor of      
taking the signature of the engineman as
 well as that of the conductor for the  
order1 unless controlling circumstances 
prevent4    ,rule #eaj4--;,for an order 
preceded by the signal #ca1 complete    
must not be given to the order for      
delivery to a train of inferior         
right until ,o ,k has been given to and 
acknowledged by the operator     who    
receives the order for the train of     
superior right4 ,whenever               
practicable1 the signature of the       
conductor of the train of superior      
right must be taken to the order and    
complete given before the     train of  
inferior right is allowed to act on it4 
,after ,o ,k has been given and         
acknowledged1 and before     complete   

has been given1 the order must be       
treated as a holding     order for the  
train addressed1 but must not be        
otherwise acted on     until complete   
has been given4      ,if the line fails 
before an office has received and       
acknowledged     ,o ,k to an order      
preceded by the signal #ca1 the order at
 that     office is of no effect1 and   
must be there treated as if it had not  
been sent4    ,note4--,on roads where   
the signature of the engineman and pilot
 is     desired1 the words engineman and
 pilot may be added after the     word  
conductor in the first paragraph of     
,rule #eaj4  ,rule #eaj presents a      
requirement of very great importance in 
prescribing that complete shall not be  
given for the inferior train until ,o ,k
 has been given and acknowledged for the
 superior4 ,the reason for this is      
apparent from the following             
considerations3 ,when complete has been 
given1 the train receiving an order on  
which it is indorsed may at once proceed

 to the execution of the order4 ,if it  
has rights given to it against a        
superior train1 it is of the highest    
importance that the latter shall be     
informed of this before it can proceed  
to a point where the order may bring the
 inferior into conflict with the rights 
of the other4 ,after ,o ,k has been     
given and acknowledged for the order at 
the point where the superior train is to
 receive it1 the order holds the        
superior train1 as provided in the      
second paragraph1 and it is only then   
safe to permit the inferior train to    
proceed1 by giving for it the final word
 complete4 ,it would be still better if 
in all cases the signatures of the men  
of the superior train could be taken    
before the other is permitted to act on 
the order4 ,the rule requires this      
whenever practicable4 ,it is1 however1  
often not practicable on account of the 
varying and often considerable distances
 between telegraph stations1 the varying
 speed of trains1 and unforeseen and    

unpreventable delays4 ,it is doubtful   
whether any reasonable expenditure in   
increasing the number of offices would  
admit of absolute compliance with such a
 requirement1 but it is quite true that 
any expenditure at all approaching what 
this would require would be much beyond 
the ability of the majority of          
railroads4 ,it is also true that1 at    
least without enormous additions to the 
facilities1 a strict requirement of this
 kind would interfere with the movement 
of trains to an extent that the patrons 
of the roads would never agree to4 ,if  
the plan provided in the rules really   
involves any risk in this respect1 it is
 one which cannot be avoided in the     
present state of financial ability and  
of the means of moving trains4  ,the    
closing paragraph of the rule provides  
for the contingency of the failure of   
telegraphic communication at a critical 
moment in the transmission4  ,an order  
may have been fully received by an      
operator1 but1 if the telegraph fails   

before he can repeat it back and be     
informed by the ,dispatcher that it is  
,o ,k1 it would not be safe to use it4  
,neither is it proper that it should    
have any effect whatever until the      
,dispatcher is assured1 by the          
acknowledgment of the ,o ,k1 that it has
 been received4 ,when an order has been 
transmitted and is altogether in the    
hands of the operator1 there is the     
chance that he may have written down    
some important word incorrectly4 ,hence 
the requirement that he repeat it back4 
,this1 if carefully performed1 assures  
the ,dispatcher of the verbal accuracy  
of the message as the operator has it1  
and the ,dispatcher admits this by the  
response ,o ,k4 ,he must now act1 with  
reference to this train1 as if it were  
held at the point at which it is        
addressed4 ,but he cannot assume this   
until he is assured that ,o ,k has been 
received4 ,this is by the required      
acknowledgment4  ,if communication      
absolutely fails before the completion  

of this process1 all that he has done   
goes for nothing unless communication is
 quickly restored4 ,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 addressed1  
as this knowledge guides him in giving  
other orders4 ,it would not be proper1  
even1 to assume that a train would be   
held by the presence of an order        
addressed to it unless the accuracy of  
the order is assured1 for an error may  
have occurred in receiving the address  
and the wrong train number may have been
 noted4 ,nor will it do for a train to  
proceed regardless of an order addressed
 to it when the whole process of        
transmission cannot be completed1 unless
 the rule authorizing it is made to     
specify the precise point in the process
 of transmission when this may be       
permitted4 ,it is also of equal         
importance that1 in the absence of      
telegraphic communication with a train1 
the ,dispatcher can depend upon the fact

 that it will act in accordance with the
 rules1 notwithstanding a partial       
transmission of an order intended to    
control its movements4 ,briefly1 he must
 know whether the train retains the     
right to proceed or not1 and under what 
conditions1 or he cannot intelligently  
direct other trains with reference to   
it4 ,the question how long a train      
should wait for communication to be     
restored must depend upon so many       
circumstances that no rule can be given4
 ,the break may be but momentary or it  
may last for hours4 ,the train may have 
just time to get to a regular           
meeting-place1 at which1 if reached in  
time1 it may have to lie for belated    
trains4 ,rules must fail here to        
indicate what is best to be done1 and   
often the best judgment is no guide4    
,whatever is determined on may involve  
delay4 ,it should never involve danger4 
,there is a plan in use on several      
prominent roads by which it is claimed  
that the objectionable feature in ,rule 

#eaj1 represented by the phrase whenever
 practicable1 may be eliminated4 ,under 
this plan there is added an advance     
order1 issued to the superior train1    
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 train4 ,by this plan   
the superior train is held before the   
inferior is allowed to act on the order1
 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 it4 ,it is claimed 
that a considerable experience has      
demonstrated that this plan is feasible 
and secures the object in view1 and that
 with it the rule of always first       
securing the superior train may be made 
absolute4 ,experience is one of the best
 of teachers1 and few theories can be   
taken as proved without it1 but even    

imperfect methods may produce good      
results under careful management1 so    
that experience alone is not sufficient 
for determining the merits of a system4 
,the purpose of the plan in question1 to
 hold the superior train before giving  
orders against it is good1 and what all 
wish to accomplish4 ,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       
method4 ,careful supervision may prevent
 this4  ,if the advance order is        
invariably given1 operators may get to  
depending on it rather than on their own
 care for stopping trains at points     
where duplicates are deposited4 ,this is
 a point to be carefully considered and 
on which the railroad fraternity will be
 by no means agreed4 ,two things are    
depended on4 ,if one fails we have the  
other4 ,many hold that this is better   
than to rely on one alone4 ,many1 again1

 maintain that1 where the responsibility
 is thus divided1 each party may depend 
on the other and both fail1 while1 if   
there is but one1 his sense of          
responsibility is quickened and the     
result is better4 ,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 trial4  
,if it is to be tried1 then we must see 
that there are no exceptions to its use4
 ,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
 orders1 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 receive4 ,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 
sent1 both to be delivered to the       

superior at the same time2 and in that  
case he must depend upon the signal at  
that point for stopping the train1 as in
 the ,standard rules1 or always keep the
 inferior train from acting on the order
 until the orders for the other train   
are delivered4  ,again1 a train for     
which it is thought meeting-orders may  
have to be given must make a stop in    
order to get the advance order1 and     
again another at the point named in it1 
perhaps only that it may receive an     
order annulling the first1 if           
meeting-orders are found not to be      
needed4 ,frequently a duplicate order   
may be placed for a train and annulled  
before its arrival if the occasion for  
it has passed1 but the advantage of this
 is lost if the advance order is used4  
,there are many roads on which the      
circumstances would not admit of thus   
always seeing far enough in advance the 
things to be done1 and very many on     
which the business would not admit of   
the stops necessary1 and the occurrence 

of a single exception would vitiate the 
whole and make it necessary to fall back
 on the provision whenever practicable4 
,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      
divisions1 and circumstances are so     
various that it is difficult to         
determine just where such a plan could  
or could not be satisfactorily applied4 
,some say they have succeeded with it4  
,others point out quite conclusively    
that the circumstances with them are    
such that it would be impracticable4    
,where it can be applied and used       
without exception and the question of   
divided responsibility can be           
satisfactorily disposed of1 it is1 to   
say the least1 an experiment in the     
right direction1 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 practicable4 ,the              

multiplication of messages on a busy    
wire will occur to all as a serious     
objection1 but scarcely as one that     
should weigh against positive           
considerations of safety4    ,rule      
#eaa4--,when an order has been          
transmitted1 preceded by the     signal 
#ai1 operators receiving it must 7unless
 otherwise directed7     repeat it back 
at once from the manifold copy1 and in  
the succession     in which the several 
offices have been addressed4 ,each      
operator     repeating must observe     
whether the others repeat correctly4    
,after     the order has been repeated  
correctly1 the response complete1 with  
the ,superintendent's initials1 will be 
given1 when authorized by the     ,train
 ,dispatcher4 ,each operator receiving  
this response must write on     each    
copy the word complete1 the time1 and   
his last name in full1     and reply i i
 complete with his office signal1 and   
will personally     deliver the order to
 the persons addressed1 without taking  

their     signatures4    ,note4--,on    
roads where it is desired1 the          
signatures of the     conductors 7or    
conductors1 enginemen1 and pilots7 may  
be taken     by the operator on the     
delivery of the order4 ,see also note   
under ,rule #ejj4 ,the ,committee has   
recommended two forms of     train      
orders--the #ca order and the #ai order2
 leaving it     discretionary with the  
roads to adopt one or both of these     
forms4  ,this rule provides for the     
steps in transmission of the #ai order1 
for which signatures of trainmen are not
 required1 as ,rule #eji does for the   
#ca order4 ,the steps are the same      
excepting as to the ,o ,k and its       
acknowledgment and the signatures4 ,the 
same general considerations apply to the
 steps which are identical4 ,the absence
 of the requirement as to signatures    
renders the ,o ,k unnecessary1 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 acknowledged1   
which should be in the succession in    
which offices are addressed4 ,the       
responsibility of delivery to the right 
parties is placed on the operator4  ,the
 use of this method1 rather than that   
under which trainmen sign for the order1
 has been the subject of much serious   
thought and discussion4 ,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 transmitted4 ,the difference is
 in the mode of delivery4 ,if signatures
 are taken the men must take the time to
 go to the office4 ,if they are not     
taken the men may go to the office or   
the operator may go out to deliver4 ,the
 train may perhaps not stop entirely4   
,in any event the delivery is likely to 
be hasty and without careful inspection 
of the order by those who receive it4 ,a
 conservative view would seem to        
indicate that there were some risk in   
this1 and yet many experienced officers 

do not look upon it in that light1 and  
on roads having heavy traffic and many  
fast trains this method is used with    
satisfactory results4  ,the real        
solution of the question may be in      
careful supervision1 good discipline1   
correct habits1 and strict attention to 
business4 ,in these lies safety2 in the 
opposite1 danger4  ,it will be observed 
that a note of the ,time ,convention    
,committee1 attached to the rule and    
here shown1 indicates that the adoption 
of either form or both is discretionary 
with roads adopting the ,standard rules1
 and that it is suggested that it may be
 provided that operators shall take the 
signatures of trainmen for #ai orders4  
,these would be simply evidence of      
delivery1 and the signatures would not1 
under this arrangement1 be telegraphed  
to headquarters4  ,the question as to   
when it is best or proper to use the #ai
 order must be determined by            
circumstances4 ,taking and transmitting 
the signatures is intended to secure    

deliberate care in the delivery and     
certainty that the order is delivered to
 the right train4  ,the first is        
reasonably certain when the trainmen are
 required to go to the office and sign  
for the order2 the second is determined 
by the transmission of the signatures4  
,those who use the #ai order must leave 
both these points to the care of the    
operator4 ,if operators are thoroughly  
drilled and under constant and careful  
supervision1 and so fully occupied with 
the work as to be necessarily always on 
the alert1 this dependence is more      
likely to result favorably than where   
discipline is slack and business dull1  
and especially where the operator is    
required to attend to other duties4     
,circumstances may often seem to require
 the delivery of an order without       
signatures where the contrary is the    
usual custom4 ,it would be necessary in 
such case to use special precautions in 
instructing the operator1 and it should 
scarcely be allowed without special     

authority from the responsible head4    
,rule #eab4--;,for an order preceded by 
the signal #ai1 complete must     be    
given and acknowledged for the train of 
superior right before it     is given   
for the train of inferior right4        
,if the line fails before an office has 
received and acknowledged     the       
complete to an order preceded by the    
signal #ai1 the order     at that office
 is of no effect1 and must be treated as
 if it had not     been sent4  ,this    
rule is for the #ai order what ,rule    
#eaj is for the other1 and no additional
 remarks are needed4    ,rule           
#eac4--,the order1 the ,o ,k and the    
complete must each1 in     transmitting1
 be preceded by #ca or #ai1 as the case 
may be1 and     the number of the order2
 thus1 #ca1 ,no4 #aj1 or #ai1 ,no4 #aj4 
,in     transmitting the signature of a 
conductor it must be preceded by        
#ca1 the number of the order1 and the   
train number2 thus1 #ca1 ,no4     #aj1  
,train ,no4 #e4 ,after each transmission

 and response the sending     operator  
must give his office signal4  ,here is  
prescribed the succession in which the  
signals1 etc41 shall be transmitted4    
,for the office signal1 which the       
operator is required to give after each 
transmission and response1 some         
substitute the personal signal of the   
operator1 which is usually one or more  
letters assigned1 by which the operator 
shall be known1 and indicates at the    
same time the operator and the office   
where he is known to be on duty4        
,rule #ead4--,the operator who receives 
and delivers an order must     preserve 
the lowest copy4 ,on this must appear   
the signatures of those     who sign for
 the order1 and on it he must record the
 time when he     receives it2 the      
responses2 the time when they are       
received2 his own     name2 the date2   
and the train number2 for which places  
are provided     in the blanks4 ,these  
copies must be sent to the              
,superintendent4  ,the subjects treated 

of in this rule have been sufficiently  
considered in former remarks4    ,rule  
#eae4--,orders used by conductors must  
be sent by them daily to     the        
,superintendent4  ,this provision       
affords an opportunity of examining     
orders that have been used1 and of      
ascertaining whether they have been     
prepared and issued in accordance with  
the rules4    ,rule #eaf4--;,enginemen  
will place their orders in the clip     
before them     until executed4  ,this  
rule supposes that a place has been     
provided on each engine for placing     
orders conspicuously before the         
engineman who is to execute them4 ,this 
is a very important provision4 ,if he   
has to put them in his box or pocket    
they may be rendered illegible1 or      
forgotten or lost4    ,rule #eag4--;,for
 orders delivered at the                
,superintendent's office the            
requirements as to record and delivery  
will be the same as at other     points4
  ,this requirement would seem to be so 

obvious that it was hardly necessary to 
include it in the rules1 but for the    
fact that there has been some oversight 
of so manifest a precaution4    ,rule   
#eah4--,orders to persons in charge of  
work requiring the use of     track in  
yards or at other points1 authorizing   
such use when trains     are late1 must 
be delivered in the same way as to      
conductors of     trains4  ,this rule   
recognizes the fact that the same care  
is necessary in giving the use of the   
track in the time of regular trains1    
whether it be to a yard crew or a train 
on the road4 ,carelessness in this      
respect1 by men working at stations1 has
 frequently resulted in disaster4 ,the  
sacredness of the rights of trains      
should be an integral part of railway   
doctrine4    ,rule #eai4--;,an order to 
be delivered to a train at a point not a
     telegraph station1 or while the    
office is closed1 must be addressed to  
,c4 and ,e41 ,no4 ---- 7at ----71 care  
of ----1 and forwarded     and delivered

 by the conductor or other person in    
whose care it is     addressed4         
,complete will be given upon the        
signature of the person     by whom the 
order is to be delivered1 who must be   
supplied with     copies for the        
conductor and engineman addressed1 and a
 copy upon     which he shall take their
 signatures4 ,this copy he must deliver 
to     the first operator accessible1   
who must preserve it1 and at once       
advise the ,train ,dispatcher of its    
having been received4      ,orders so   
delivered to a train must be compared by
 those receiving     them with the copy 
held by the person delivering1 and acted
 on as if     complete had been given in
 the ordinary way4      ,orders must not
 be sent in the manner herein provided  
to trains the     rights of which are   
thereby restricted4  ,the subject of    
delivery of orders at points away from  
telegraph stations has already been     
considered4 ,the method of doing this is
 here determined4  ,safety in carrying  

this out must depend largely on the     
carefulness of the person selected to   
deliver the order4    ,rule #ebj4--,when
 a train is named in an order1 all its  
sections are     included1 unless       
particular sections are specified2 and  
each section     included must have     
copies addressed and delivered to it4   
,this rule is based on the fact that all
 sections of a train are substantially  
one train1 so far as schedule rights are
 concerned4 ,this is definitely fixed by
 the ,standard train rules4 ,this rule  
provides that each section included in  
the operation of an order must have     
copies4 ,instances might be cited where 
this would seem unnecessary4  ,a delayed
 train may be ordered to meet a superior
 train at some point short of the       
meeting-point4 ,without any order each  
section of the superior train would have
 a right to go to the designated point1 
and it may be supposed that1 if the     
first section is held by the order at   
that point for the inferior1 the other  

sections cannot go by until the inferior
 is out of the way4 ,while this may be  
true1 circumstances may arise even in   
this case that would render it important
 that each section should know of the   
movement4 ,the difficulty of specifying 
in a rule the cases in which the        
provision might be omitted probably led 
to making the rule absolute4 ,it is     
pointed out1 however1 by practical men  
that serious and needless delays may    
often arise from strict adherence to the
 rule1 and that in certain cases there  
can be no danger from giving the order  
to the leading section only4 ,it is     
quite possible that the rule may admit  
of some amendment in this respect4      
,rule #eba4--,meeting-orders must not be
 sent for delivery to trains at     the 
meeting-point if it can be avoided4     
,when it cannot be avoided1     special 
precautions must be taken by the ,train 
,dispatchers and     operators to insure
 safety4      ,there should be1 if      
possible1 at least one telegraph office 

between     those at which opposing     
trains receive meeting-orders4          
,orders should not be sent an           
unnecessarily long time before delivery1
     or to points unnecessarily distant 
from where they are to be     executed4 
,no orders 7except those affecting the  
train at that point7     should be      
delivered to a freight train at a       
station where it has much     work1     
until after the work is done4  ,here it 
is wisely provided that trains shall1 if
 possible1 be advised of their place of 
meeting before reaching it4 ,it is      
scarcely necessary to point out the     
obvious reasons for this1 arising from  
the possibility of a train1 on arrival1 
passing the switch where the meeting is 
intended to be4 ,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 order4 ,the third paragraph is to   
guard against men forgetting orders     
delivered to them1 through lapse of time
 or preoccupation in their work1 and    
also against the necessity of changing  
orders issued long in advance of the    
time at which they are expected to be   
used1 when a new set of circumstances   
may have arisen4    ,rule #ebb4--;,a    
train1 or any section of a train1 must  
be governed     strictly by the terms of
 orders addressed to it1 and must not   
assume     rights not conferred by such 
orders4 ,in all other respects it must  
be     governed by the train rules and  
time-table4  ,to some disciplinarians   
the provisions of this rule would seem  
to be unnecessary4 ,to say that a thing 
means what it says and no more would    
seem to be superfluous1 and yet the     
vital importance of the point1 and the  
fact that it has been often disregarded1
 warrant this enforcement of it4 ,a case
 in point came not long since to the    
author's knowledge4 ,a rule in the book 

of a certain road required that all     
trains must slow up at meeting-points   
with trains of any class4 ,the rule was 
intended to apply to schedule           
meeting-points1 and was so generally    
understood1 notwithstanding the         
indefiniteness of the designation4 ,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-point4 ,the inferior train not  
arriving by the time stated1 the        
superior train went on and passed the   
schedule meeting-point without          
slackening speed1 as required by the    
rule4 ,the inferior train was there and 
not quite out of the way1 and a         
collision occurred4 ,the conductor and  
engineman of the superior train claimed 
that the order to meet had done away    
with the schedule meeting-point1 and    
therefore the rule did not apply1       
whereas the order was provisional1 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  
other4 ,the inferior1 being unable to   
reach the given point by the time       
stated1 ran on its rights and stopped at
 the schedule meeting-point1 respecting 
which the order had made no mention4    
,it is to be remarked that while the    
indefiniteness of the rule may have been
 partly chargeable with the wrong view  
taken by the trainmen1 a strict         
construction would make it applicable to
 every point that became a              
meeting-point1 whether under the        
operation of the rules or of special    
orders4 ,a rule capable of these        
different constructions is fatally      
defective4    ,rule #ebc4--,orders once 
in effect continue so until fulfilled1  
superseded1 or annulled4 ,orders held by
 or issued for a regular train     which
 has lost its rights1 as provided by    
,rule #ajg1 are annulled1 and     other 

trains will be governed accordingly4    
,the first provision in this rule is    
also one that would seem scarcely       
necessary1 but for the importance of    
emphasizing this point4 ,future         
experience and training may render it   
needless to include so simple a         
statement in these rules4  ,train ,rule 
#ajg1 referred to in the second         
sentence1 provides that a regular train 
#ab hours behind time loses all its     
rights1 and is practically annulled4    
,the expiration of orders1 with the     
expiration1 under the rules1 of the     
entire rights of a train which has      
received them1 is a necessary           
consequence1 although to some it might  
not be sufficiently clear without this  
authoritative statement4  ,the statement
 that1 under these circumstances1 orders
 are annulled1 leaves the mind in doubt 
as to whether they are simply annulled  
by the state of facts or by the process 
provided for annulling orders4 ,in the  
publication of these rules as adopted by

 the ,pennsylvania ,railroad ,company   
this doubt is removed by modifying the  
language to read1 ,orders held by or    
issued for a regular train are to be    
considered as annulled when the train   
has lost its rights1 as provided by     
,rule ,no4 #ajg1 and other trains will  
be governed accordingly4  ,the          
,chesapeake  ,ohio road adds to ,train  
,rule #ajg 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 proceed4
 ,this seems a good provision1 as such  
train has no right to proceed even as an
 extra1 and under many circumstances the
 ,dispatcher would have difficulty in   
getting control of a train without this 
help4 ,the discussion of this belongs1  
however1 more properly with the         
consideration of train rules4    ,rule  
#ebd 7,a7--,a fixed signal must be used 
at each train-order office1     which   
shall display red at all times when     
there is an operator on     duty1 except

 when changed to white to allow a train 
to pass after     getting orders1 or for
 which there are no orders4      ,when  
red is displayed all trains must come to
 a full stop1 and not     proceed as    
long as red is displayed4 ,the signal   
must be returned to     red as soon as a
 train has passed4 ,it must only be     
fastened at white     when no operator  
is on duty4 ,this signal must also      
display red to     hold trains running  
in the same direction the required time 
apart4     ,operators must be prepared  
with other signals to use promptly if   
the fixed signal should fail to work    
properly4 ,if a signal is not           
displayed at a night office1 trains     
which have not been previously          
notified must stop and inquire the      
cause1 and report the facts to the      
superintendent from the next open       
telegraph office4    ,when a semaphore  
is used1 the arm means red when         
horizontal and white   when in an       
inclined position4    ,rule #ebd        

7,b7--,a fixed signal must be used at   
each train-order office1     which shall
 display red when trains are to be      
stopped for orders4     ,when there are 
no orders the signal must display white4
      ,when an operator receives the    
signal #ca or #ai1 he must              
immediately display red1 and then reply 
red displayed4 ,the     signal must not 
be changed to white until the object for
 which red is     displayed is          
accomplished4      ,while red is        
displayed all trains must come to a full
 stop1 and     any train thus stopped   
must not proceed without receiving an   
order     addressed to such train1 or a 
clearance card on a specified form1     
stating1 over the operator's signature1 
that he has no orders for     it4       
,operators must be prepared with other  
signals to use promptly if     the fixed
 signal should fail to work properly4   
,if a signal is not     displayed at a  
night office1 trains which have not been
 previously     notified must stop and  

inquire the cause1 and report the facts 
to the     superintendent from the next 
open telegraph office4      ,when a     
semaphore is used1 the arm means red    
when horizontal and white     when in an
 inclined position4  ,rules #ebd7;,a7   
and #ebd7;,b7 refer to the character and
 operation of the train-order signal1   
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      
discretionary1 according to the         
circumstances of traffic4  ,both        
recognize the value of the fixed signal1
 instead of hand signals1 and its       
necessity for the proper carrying out of
 the rules4 ,the difference between the 
two forms of the rule is that the former
 provides that the signal shall stand   
constantly at danger1 excepting when    
changed to another position to permit a 
train to pass1 while with the latter the
 normal position is at safety1 the other
 to be shown only when an order is to be

 sent4  ,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 white4 ,the 
operator in this case moves the signal  
and this is an indication that there are
 no orders for that train1 although     
there may be for others4  ,the presence 
of an order in the hands of an operator 
does not1 under this method1 require    
that all trains passing shall stop4     
,under the other plan the signal at red 
indicates that the operator has orders  
in his hands1 and no train can be       
allowed to pass by the simple moving of 
the signal1 but each1 on arrival1 must  
stop and get orders1 or a clearance card
 stating that there are no orders for   
it4  ,some considerations respecting    
these two methods have already been     
advanced1 and they need not be repeated 
here4 ,there does not seem to be any    
substantial reason why the practice of  
permitting a train to pass1 by the      

movement of the signal1 might not be    
used in connection with the plan of     
normal at safety as well as with the    
other1 and the author is under the      
impression that this is done on some    
roads4  ,the rule wisely requires a     
provision of other signals for prompt   
use in case the fixed signal fails to   
work4 ,the machinery may break or the   
lights go out2 and to see that this     
precaution is observed is an important  
duty of the officer having direct       
supervision of these matters4 ,the      
non-display of a usual night signal is  
recognized as a reason for inquiry and  
caution4    ,rule #ebe4--,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     
moving4 ,they will record the time      
of arrival of trains and report it when 
so directed4  ,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 record4 
,suitable blanks must be provided for   
these records4    ,rule #ebf4--,regular 
trains will be designated in orders by  
their     schedule numbers1 as ,no4 #aj 
or #bnd ,no4 #aj1 adding engine numbers 
if desired2 extra trains by engine      
numbers1 as ,extra #gih2 and all        
other numbers by figures4 ,the direction
 of the movement of extras     will be  
added when necessary1 as ,east or ,west4
 ,time will be     stated in figures    
only4    ,note4--,in case any roads     
desire to state time in words as well as
       figures1 the ,committee sees no  
objection to their doing so4    ,rule   
#ebg4--,the following signs and         
abbreviations may be used3              
,initials for ,superintendent's         
signature4      ,such office and other  
signals as are arranged by the          
,superintendent4      ,c  ,e--for       
,conductor and ,engineman4      ,o      
,k--as provided in these rules4         

,min--for ,minutes4      ,junc--for     
,junction4      ,frt--for ,freight4     
,no--for ,number4      ,eng--for        
,engine4      ,sec--for ,section4       
,opr--for ,operator4      #i--to clear  
the line for ,train ,orders1 and for    
,operators to ask for       ,train      
,orders4      #ca or #ai--;for ,train   
,order1 as provided in the rules4       
,the usual abbreviations for the names  
of the months and stations4  ,rules #ebf
 and #ebg prescribe the mode of         
designating trains and the use of       
figures1 signs1 and abbreviations1 with 
option as to figures1 in a note under   
,rule #ebf4 ,uniformity in these matters
 is important for clearness of          
understanding and economy and expedition
 in telegraphing4  ,it is a question how
 far abbreviations may properly be used 
in train telegraphing4 ,they certainly  
should be admitted only when they can be
 shown not to interfere with a safe     
understanding of orders4 ,initials for  
the signatures of ,superintendent or    

,dispatcher and operators may be used1  
but they would hardly be admissible for 
the signatures of trainmen4 ,the latter 
may very properly be addressed as ,c4   
and ,e4 ,the ,o ,k for all right is an  
established signal1 not requiring a     
dictionary to interpret it4  ,min for   
minute1 junc for junction1 exp for      
express1 frt for freight1 eng for       
engine1 ,no for number1 ,k for o'clock1 
sec for section1 opr for operator1      
cannot mislead4  ,for inquiries and     
replies respecting the work1 many codes 
have been constructed wherein each is   
represented by a number or a word1 and  
the telegraphing thus abbreviated4  ,it 
will probably never be settled to the   
satisfaction of everybody whether       
numbers should be represented in figures
 or written out in full4 ,the opinion of
 practical men has been lately growing  
more favorable to figures1 although some
 adhere rigidly to writing out numbers  
in words4 ,the ,standard rules favor    
figures4 ,much depends of course on the 

training of the operators4 ,figures are 
unmistakable if properly made1 while a  
long number written out in full may be  
so poorly written as to confuse the     
reader4 ,where a single figure occurs in
 describing a section of a train as     
#bnd1 #crd1 etc41 it is easy to take the
 one for the other1 both in telegraphing
 and in the written figures1 and it is  
wise to write these out4 ,the numbers of
 trains and of engines are not so liable
 to be confused with others in their    
immediate neighborhood1 and it would    
appear to be entirely proper to use     
figures to represent them4  ,the        
designation of trains is usually by     
numbers4 ,this is more definite and more
 brief than by any other time-table     
title1 as local freight1 ,chicago       
express1 etc4 ,an extra train is        
probably best described by the engine   
name or number1 as there is usually     
nothing else about a train so definite  
as this4 ,some add the names of         
conductors and enginemen4 ,where there  

is any danger of one train being        
mistaken for another1 the engine number 
should be used1 and care taken against  
mistakes arising from change of engines4
     ,,chapter ,x4  ,,forms ,,of ,,train
 ,,orders4   ,the advantage of          
pre-arranged forms of train orders for  
the cases ordinarily occurring has been 
already adverted to1 and is now fully   
recognized4 ,forms should be brief4 ,a  
multitude of words is confusing4 ,they  
are not so easily read2 while a short   
form1 with a uniformly well understood  
meaning1 is comprehended at a glance4   
,to know what it intends becomes a part 
of the education of a railroad man4 ,for
 this reason it would be a great advance
 if this service could be everywhere    
conducted on the same plans4 ,brevity   
also economizes time in telegraphing1   
which is of great importance on a busy  
wire4 ,in a conversation carried on by a
 company of persons several may speak at
 once1 or nearly so1 and things go      
smoothly along1 but on a wire only one  

can speak at a time1 and hence the time 
each communication may occupy becomes   
important4  ,all men1 however1 do not   
quickly catch an idea when its          
expression is reduced to the simplest   
form4 ,this is1 sometimes1 because it is
 new1 or it may be from lack of         
training1 or even natural dullness1 or  
because human nature is so constituted  
that men view the simplest things in    
different lights4 ,to provide against   
all contingencies of this kind1 and to  
explain to men the proper understanding 
as well as to settle it authoritatively1
 explanatory rules are needed1 with     
definite instructions as to how orders  
are to be interpreted4 ,these may be    
studied at leisure and discussed and    
mutually understood by the men4 ,the    
need of these rules does not arise from 
any incompleteness in the forms of      
orders4 ,a signal for a given purpose is
 sufficient in itself1 but it is        
necessary to state the purpose which it 
is designed to serve4 ,a word expresses 

a definite thought1 but we may have to  
turn to the dictionary to learn what    
that thought is4 ,another and highly    
important service of such explanatory   
rules is that they beget confidence1 on 
the ground that all understand alike4   
,it has been before urged that a        
separate order should be given for each 
separate transaction4 ,this1 however1   
need not be pressed to extremes4        
,circumstances may arise in which forms 
may be combined with advantage4 ,for    
instance1 an order may be given3        
,engine #ecj will run extra to          
,brighton1 and will meet train ,no4 #b  
at       ,lisbon4  ,this serves the     
purpose of an extra order and of a      
meeting order1 and is not in any way    
confusing4  ,ordinarily there is little 
to be gained by departing from the      
general rule laid down1 but experience  
and good judgment will soon determine   
where it will be proper1 if the         
principles upon which safety may depend 
are kept steadily in view4  ,attempts   

have been made to introduce printed     
blanks for the several forms of orders1 
with spaces for the words which vary    
with each case1 such words only to be   
telegraphed4 ,this plan does not appear1
 however1 to have met with much favor4  
,the brevity possible in forms is such  
that little is saved by this method1 in 
the amount of telegraphing4 ,the words  
sent are disconnected and               
unsatisfactory1 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
 considerable1 especially if the        
manifold is used4 ,a supposed advantage 
is in having explanatory rules printed  
on each blank4 ,it is better to have    
these printed together with all the     
forms for circulation among the employs1
 who can then discuss and become        
familiar with them and come to a uniform
 understanding as to their meaning4     
,much variety has existed in the forms  
of orders in use4 ,prior to the quite   

general adoption of the ,standard code  
there were probably no two roads on     
which they were in all respects alike4  
,this lack of uniformity was            
unfortunate1 and some of these          
variations assumed serious importance in
 view of the time occupied in           
telegraphing superfluous words4 ,a very 
few forms suffice for the most of the   
orders issued4  ,those here considered  
are the forms issued with and forming a 
part of the ,time ,convention ,rules4   
,they are the same in principle as those
 given in the former edition of ,the    
,train ,wire1 and not greatly different 
in their construction4 ,some have been  
amplified and some additions have been  
made4  ,they will be considered under   
the following classification3    ,a4    
,for trains meeting4   ,b4 ,for trains  
passing4   ,c4 ,reversing rights of     
trains4   ,d4 ,movements regulated by   
time4   ,e4 ,for running in sections4   
,f4 ,for extra trains4   ,g4 ,for       
annulling trains4   ,h4 ,for annulling  

an order4   ,i4 ,holding orders4        
,practice may suggest additional forms  
or combinations of these4  ,in these    
forms trains are designated by numbers1 
it being understood that those of odd   
numbers move in one direction and have  
the right of track as against opposing  
trains of even numbers1 and that the    
train rules fix this as well as which   
train shall ordinarily take the siding4 
,it will be understood that all orders  
are addressed in the manner required by 
the rules1 including in the address the 
places where the order is to be         
delivered1 thus3      ,c4  ,e4 train    
,no4 #a1 ,paris4      ,c4  ,e4 train    
,no4 #b1 ,madrid4  ,the forms are       
accompanied by examples of their use1   
with variations for different cases and 
explanatory notes or rules1 all being a 
part of the ,standard rules4 ,following 
each are the author's remarks3   ,form  
,a4--,fixing ,meeting-,point for        
,opposing ,trains4      ---- and ----   
will meet at ----4    ,,examples4       

,no4 #a and ,no4 #b will meet at        
,bombay4      ,no4 #c and #bnd ,no4 #d  
will meet at ,siam4      ,no4 #e and    
,extra #ie will meet at ,hong ,kong4    
,extra #feb ,north and ,extra #bca      
,south will meet at ,yokohama4          
,trains receiving this order will1 with 
respect to each other1 run   to the     
designated point1 and having arrived    
there will pass in the   manner provided
 by the ,rules4  ,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 rules4 ,no4 #b has 
no right to pass the regular            
meeting-place if ,no4 #a is late1 until 
it has arrived2 and ,no4 #b4 would hence
 in such case be delayed unless an order
 is given authorizing it to proceed4    
,if ,no4 #b is too late to reach the    
regular meeting-place before ,no4 #a may
 leave1 it must1 by the rules keep out  
of the way of ,no4 #a by waiting at some
 other point1 but an order enables it to

 run with confidence1 without time      
clearance1 to a new meeting-place4 ,it  
may happen that an order will be useful 
authorizing trains to meet at their     
regular meeting-place1 when both are    
behind time or when the inferior train  
is not much late4 ,in any case it avoids
 the necessity for allowing any time for
 clearance4 ,it is not necessary to add 
to the form of the order as given above1
 as has been sometimes done1 and pass   
according to rule4 ,the order should not
 be burdened with this4 ,the rules      
respecting train orders should always   
provide1 as above1 that trains ordered  
to meet at a designated point will both 
run to that point1 and having arrived   
there will pass each other in the manner
 provided by the rules1 unless otherwise
 indicated in the order4 ,this settles  
the question1 which has been raised1 of 
the sufficiency of this form of order1  
and also renders unnecessary the        
expression meet and pass4 ,the word pass
 is best reserved for use in connection 

with a train going around another moving
 in the same direction1 and it would    
seem unnecessary to direct trains       
meeting each other to pass1 as they     
cannot proceed without passing2 and the 
rules should prescribe the method4 ,this
 positive meeting-order is generally    
deemed the safest form of order for     
opposing trains1 as it leaves no room   
for doubt or calculation in determining 
how the order is to be executed4 ,in the
 use of this order for trains of several
 sections it must be held to apply to   
all the sections1 unless otherwise      
specified1 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 copies4    
,if the different sections are to be met
 at different places1 separate orders   
are best4 ,in the forms contained in a  
book of rules which appears to have been
 carefully prepared1 is found the       
following for a train or a section of a 
train which is to meet one of several   

sections3  ,train ,no4 -- will meet and 
pass ---- sections of train ,no4 -- as  
follows3 first section ,no4 --1 at ----2
 second section1 at ----2 third section1
 at ----4  ,some of the objections urged
 against the practice of including      
several meeting-points in one order1    
under the single order system1 apply    
equally to this4 ,the whole of this     
order must be transcribed for and       
delivered to each section1 and each     
conductor and engineman must acquaint   
himself with the whole1 while but one   
train is concerned with all of it4 ,the 
men of each of the sections named must  
carefully pick out what belongs to them1
 and those of the first train must      
exercise great care to avoid missing any
 of the points named4 ,it will be found 
vastly better and safer to give a       
separate order for each meeting4   ,form
 ,b4 ,authorizing a ,train to ,run      
,ahead of or ,pass ,another ,train      
,running in the ,same ,direction4       
7#a47 ---- will pass ---- at ----4      

7#b47 ---- will run ahead of ----1 from 
---- to ----4     ,,examples4      7#a47
 ,no4 #a will pass ,no4 #c at ,khartoum4
      7#b47 ,no4 #d will run ahead of   
,no4 #f from ,bengal to ,madras4        
,when under this order a train is to    
pass another1 both trains will   run    
according to rule to the designated     
point and there arrange for   the rear  
train to pass promptly4  ,referring to  
,example #a1 if train ,no4 #a is        
superior to ,no4 #c1 the rules should   
give it the right to pass1 as ,no4 #c   
must keep out of its way and no order   
would be required4 ,if ,no4 #c is the   
superior and is for any reason running  
slower than ,no4 #a and it is desired to
 permit the latter to pass1 an order of 
this kind is needed4 ,a regular freight 
train may be in the way of a special    
passenger train which it is necessary   
should pass the freight4 ,the order may 
also be needed for two extras or for    
regular trains of equal class4 ,if the  
train passed is the superior1 the order 

does not in terms fully convey to the   
other all the right needed4 ,having     
passed1 it may be for some time1 or at a
 subsequent period1 within the time of  
the superior train1 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 before4 ,a fair 
inference is that1 if allowed to pass1  
it is of course to proceed ahead of the 
other1 but if this is not clearly       
understood or fixed by a rule1 the form 
of the order should be modified for such
 cases either by adding1 and will run   
ahead from there1 or by making it read  
as in ,example #b indicating the point  
to as well as that from which the train 
specified is to run ahead of the other4 
,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 arrived4 ,the point to    
which it shall so run is to be omitted  
when it is not desired to impose such   
limitation4  ,under this use of the     

order ,no4 #f is assumed to be late1 and
 ,no4 #d1 an inferior train waiting for 
it1 is allowed to proceed in its time4  
,no4 #f may be a first-class passenger  
train waiting for connections1 and ,no4 
#d may be a local freight train which is
 enabled by this order to proceed with  
its work2 or perhaps it may be a train  
starting from some way-station or       
junction at which the rules would       
require it to wait for ,no4 #f to pass4 
,no4 #f is to assume that the other may 
be ahead at any point beyond that named 
in the order1 and run accordingly4 ,the 
,dispatcher of course provides1 by      
giving more definite orders as soon as  
he can do so1 that no unnecessary delay 
arises to the superior train from the   
operation of the order4  ,the train     
rules should make it clear that when a  
train is authorized to run ahead of     
another by special order1 the train     
following must guard against collision  
with the train ahead1 as during the     
operation of the order their relative   

rights as to superiority 7when any      
existed7 are reversed4  ,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 direction1 comes
 properly under time-orders4   ,form    
,c4--,giving a ,train of ,inferior      
,right the ,right of ,track ,against an 
,opposing ,train of ,superior ,right4   
---- has right of track against ----    
---- to ----4     ,,examples4      7#a7 
,no4 #b has right of track against ,no4 
#a1 ,mecca to ,mirbat4      7#b7 ,extra 
#cg has right of track against ,no4 #c1 
,natal to ,ratlam4    ,this order gives 
a train of inferior right the right of  
track against   one of superior right to
 a designated point4    ,if the trains  
meet at the designated point1 the train 
of inferior   right must take the       
siding1 unless the rules or orders      
otherwise   indicate4    ,under this    
order1 as illustrated by example 7#a71  
if the train of   superior right reaches
 the designated point before the other  

arrives1   it may proceed1 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   train4    ,if   
the train of superior right1 before     
meeting1 reaches a point   beyond that  
named in the order1 the conductor must  
stop the other   train where it is met  
and inform it of his arrival4    ,under 
example 7#b7 the train of superior right
 cannot go beyond the   designated point
 until the extra train arrives4    ,when
 the train of inferior right has reached
 the designated point1   the order is   
fulfilled1 and the train must then be   
governed by   time-table and train-rules
 or further orders4    ,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   
track3--     ,,example4      ,work      
,train ,extra #bge has right of track   

over all trains between       ,stockholm
 and ,edinburgh from #g ,p4 ,m4 ----4   
,this gives the work train the exclusive
 right of the track between   the points
 designated4  ,this form is equivalent  
in effect to that known as the          
,regardless order1 which reads thus3    
,no4 #b will run to 7,lyons7 regardless 
of ,no4 #a4  ,the term regardless1      
although having something of a reckless 
sound1 has been taken as exactly        
indicating the purport of this order1   
viz43 that a train is to cease to regard
 certain rights of another which are    
conferred by the rules1 but are         
suspended or abrogated by this order4   
,here1 as in other duplicate orders1 it 
is understood that a new right conferred
 upon one train takes away or limits a  
right of some other train2 and that an  
order allowing a train to run regardless
 of another requires the latter to keep 
out of the way4  ,it was thought best1  
and is certainly an improvement1 to     
dispense with the old designation and   

adopt for this order a title and        
phraseology indicating its purport more 
specifically4  ,the ordinary use of this
 order is to advance a train to a point 
within the time of one superior to it1  
when there may be uncertainty as to the 
trains actually meeting there4 ,the     
trains would usually proceed expecting  
to meet1 but anticipating possible new  
orders4 ,if the ,dispatcher thinks he is
 likely to have further orders1 he may  
find it best to add1 and ask for further
 orders4 ,this will bring the trainmen  
at once to the office on arrival if the 
opposing train is not seen4 ,a positive 
meeting-order is to be preferred to this
 form when it will as well serve the    
purpose4 ,a note to this effect was     
proposed in the ,time ,convention1 but  
it was finally determined that this     
should be left to the discretion of     
operating officers4  ,the use of this   
order for a train running ahead1 as     
proposed in the former edition of ,the  
,train ,wire1 is unnecessary with the   

second example under ,form ,b4  ,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 right4 ,some    
have failed to perceive that1 under     
certain circumstances1 it will be proper
 for a train mentioned in this order to 
leave the designated point before the   
other has arrived4  ,this point is      
settled by the rules with the form1 but 
it may not be altogether clear to some  
that the conclusion is correct4 ,the    
following will perhaps make it clear3   
,let ,a1 ,b and ,c in the following     
diagram represent three stations1 of    
which ,b is the schedule meeting-point  
of two trains running in the directions 
indicated1 ,no4 #a being the superior   
train and having the right to run on its
 own time beyond ,b if ,no4 #b has not  
arrived4    ,a      ,b      ,c    ,no4  
#a;hand      hand,no4 #b4  ,both trains 
are due at ,b at the same time4 ,if ,no4
 #a is late before arriving at ,a an    

order is given3    ,no4 #b has right of 
track against ,no4 #a from ,b to ,a4    
,under this order ,no4 #b becomes       
temporarily superior to ,no4 #a1 and    
obtains the right to run to ,a on its   
own time without regard to the time or  
rights of ,no4 #a4 ,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 ,no4 #b can1 
on its own schedule time1 reach such    
point4 ,may it do so8 ,there is clearly 
nothing in the order or in the rules to 
prevent4 ,no4 #a is1 for the time being1
 the inferior train4 ,it is in the      
position of a train having no rights    
against ,no4 #b1 and must be governed by
 that fact4 ,but any train inferior to  
,no4 #b may go from ,a to ,b or to any  
point if it can clear ,no4 #b in        
accordance with the rules4 ,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 expressed4 ,in the order in    
question one train is directed to run to
 a point without respect to the rights  
of another4 ,this annuls the rights of  
the one as respects the regular time of 
the other for the portion of the track  
designated4 ,the rights are simply      
reversed4 ,no4 #a is now required to    
keep clear of the time of ,no4 #b as    
laid down in the time-table1 with as    
much clearance as the train rules       
required of ,no4 #b as respects the time
 of ,no4 #a before the order was given4 
,it cannot be supposed that ,no4 #b may 
possibly run ahead of time from ,b4     
,this could only be done on an order to 
do so duplicated to ,no4 #a and to any  
other train affected by it4  ,if ,b is  
the point given in the order1 no such   
question can arise as to either train1  
as each is due at the same time4 ,if1   
however1 ,c is the given point1 it is   
upon the assumption that ,no4 #b is too 
late to get farther than ,c without     
interference with ,no4 #a4 ,if ,no4 #b  

makes up time1 so that on reaching ,c it
 is found that it has time to go farther
 and still keep clear of ,no4 #a1 as    
required by the rules1 its schedule     
rights will admit of this1 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 ,c4  ,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 train1   
the train arriving first at the         
designated point may go beyond it1      
before the other arrives1 to any point  
where it can clear the regular time of  
the opposing train the number of minutes
 required4 ,the train thus passing the  
given point must run as the inferior of 
the two until the other is met1 and     
should be required1 as in the rule1 to  
clear the other by as much as the train 
rules prescribe for clearance of similar
 trains4  ,as a further illustration of 
this question1 suppose that a general   

order were issued giving to a regular   
train the right of track against all    
other trains4 ,it is not to be supposed 
that this would prevent other trains    
from running1 excepting as they might   
fall into the time of the train to which
 this right was given4 ,or the order    
under ,form ,d giving all trains the    
right of track against a given train1   
does not prevent the designated train   
from running freely where it does not   
get in the way of other regular trains4 
,it is evident that this form of order  
differs from the meeting order in this  
important respect1 that under certain   
circumstances trains may meet at some   
other point than that named in the      
order1 and that it may be said that when
 either train has reached the point     
designated in this order1 it may        
proceed1 if it can do so without        
trespassing on the schedule time of the 
other4 ,the point is further illustrated
 under the operation of ,form ,d4  ,it  
is evident that1 if the inferior train  

is an extra1 it has no schedule time by 
which the superior train can be guided1 
and hence the latter1 as provided by the
 rule1 cannot go beyond the designated  
point until the extra has arrived4  ,the
 careful discussion of the question here
 involved is justified by the fact that 
practical men hold different views      
respecting it1 and many rules determine 
it differently or leave it wholly or    
partly unsettled4 ,the fact that there  
is a considerable diversity of opinion  
upon so important a point1 indicates    
that the course to be pursued under the 
circumstances should be clearly set     
forth in the rules4 ,a rule should not1 
however1 be made to add to the effect of
 an order4 ,it is usually only needed by
 way of explanation or to               
authoritatively determine that upon     
which a doubt may exist4 ,it may occur  
to some that the trains meeting at an   
unexpected point may not recognize each 
other as the trains designated in the   
order4 ,it must be presumed that        

conductors will observe all trains met1 
and knowing what regular trains are due 
will know when they have met them1 and  
not wait elsewhere for them2 and that   
extras are distinguished from regular   
trains by proper signals4  ,to avoid    
delays1 however1 a provision is made    
that a train of superior right reaching 
a point beyond that designated in the   
order before meeting the other train1   
must notify the latter when it is met4  
,as in that case the train of superior  
right has not the right of track1 it    
must take the siding where it meets the 
train which has been given the right of 
track against it4 ,when the train of    
inferior right arrives at the point     
designated in the order before meeting  
the other1 the order is fulfilled2 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 right4  ,an 
order in ,form ,c with time limit is    

objectionable1 as there is danger of    
overlooking the time limit4 ,it is      
better to use a distinct form for time  
orders4   ,form ,d4--,giving all        
,regular ,trains the ,right of ,track   
,over a ,given ,train4      ,all regular
 trains have right of track against ----
 between ---- and     ----4             
,,example4      ,all regular trains have
 right of track against ,no4 #a between 
,moscow       and ,berlin4    ,this     
order gives to any regular train of     
inferior right receiving it   the right 
of track over the train named in the    
order1 and the latter   must clear the  
schedule times of all regular trains1   
the same as if   it were an extra4      
,this form involves the same principles 
as the last1 and might have been        
included under the same general head but
 for the wish to give it greater        
distinctness4 ,the use of over in the   
title and the rule1 instead of against  
used elsewhere1 is probably the result  
of oversight4  ,no form was presented by

 the ,convention ,committee for giving  
to a given train the right of track     
against all regular trains4 ,if         
circumstances require1 such an order can
 of course be given on the same plan as 
others involving the same principles4   
,form ,e4--,time ,orders4      7#a47    
---- will run ---- late from ---- to    
----4      7#b47 ---- will wait at ---- 
until ---- for ----4   ,,examples4      
7#a47 ,no4 #a will run #bj min4 late    
from ,joppa to ,mainz4      7#b47 ,no4  
#a will wait at ,muscat until #aj ,a4   
,m4 for ,no4 #b4    ,form 7#a7 makes the
 schedule time of the train named1      
between the   points mentioned1 as much 
later as the time stated in the order1  
and   any other train receiving the     
order is required to run1 with respect  
to this later time1 the same as before  
required to run1 with respect   to the  
regular schedule time4 ,the time in the 
order should be such as   can be easily 
added to the schedule time4    ,under   
,form 7#b7 the train of superior right  

must not pass the   designated point    
before the time given1 unless the other 
train has   arrived4 ,the train of      
inferior right is required to run with  
respect   to the time specified1 the    
same as before required to run with     
respect to the regular schedule time of 
the train of superior right4  ,the      
character and effect of these two forms 
of ,time ,orders are sufficiently clear 
from the explanatory rules4 ,the first  
simply sets back a schedule and the     
second is positive as to the time to    
which the superior train must wait4     
,there might have been added a form     
authorizing an inferior train to use a  
given number of minutes of the time of a
 superior train4 ,this would have       
applied to any point4 ,the effect would 
have been1 for the particular inferior  
train1 the same as under ,example #a for
 all trains4 ,it was probably concluded 
that1 if a train was to run late1 all   
others should have the benefit1 and that
 there would be no particular advantage 

in a form for but one train4 ,the       
time-limit feature appears also in      
,forms ,g and ,h4  ,many object to      
time-orders4 ,they are certainly not as 
definite as a positive meeting-order1   
and for this reason1 and because there  
is a chance of error in the calculations
 required1 they are not to be preferred4
 ,a time-table1 however1 is a time      
order1 and it is not always possible to 
avoid directing trains to run with      
reference to time4 ,a judicious         
,dispatcher will discriminate as to the 
cases in which he should do this4 ,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 subtraction4 ,the 
risk of a time order and of all running 
on time1 arises largely from the        
possibility of trainmen not having the  
correct time4 ,the allowance of five    
minutes for difference in watches does  
not appear to answer the purpose for    
which it is designed1 as men will       

trespass on this4 ,the objections made  
to time orders appear to be overcome as 
far as possible by the forms presented1 
and now generally adopted1 with the     
present excellence of time-keepers and  
the precautions insisted on for         
preserving them in good condition4      
,form ,f4--,for ,sections of ,regular   
,trains4      ---- will carry signals   
---- to ---- for ----4   ,,examples4    
,no4 #a will carry signals ,astrakhan to
 ,cabul for ,eng4 #he4      #bnd ,no4 #a
 will carry signals ,london to ,dover   
for ,eng4 #ij4    ,this may be modified 
as follows3      ,engines #gj1 #he1 and 
#ij will run as #ast1 #b;d and #c;d     
sections of ,no4 #a       ,london to    
,dover4    ,for annulling a section4    
,eng4 #he is annulled as second section 
of ,no4 #a from ,dover4    ,if there are
 other sections following add3          
,following sections will change numbers 
accordingly4    ,the character of train 
for which signals are carried may be    
stated4   ,each section affected by the 

order must have copies1 and must arrange
   signals accordingly4  ,when two or   
more trains are run on the same schedule
 or time-table time1 with the same      
schedule rights1 each carrying signals  
for that following it1 each several     
train is referred to as a section4 ,upon
 some roads these sections following the
 first train are called extra trains4   
,this method is not recognized under the
 standard rules1 the term extra being   
applied only to trains not run by       
schedule4 ,it is of great importance    
that the rights of a second or other    
following section be clearly understood1
 both by trainmen and those engaged in  
the issue of telegraphic orders4 ,the   
general practice is now probably such as
 to leave but little misapprehension on 
this point1 whatever may have been the  
case in the past1 when with some the    
rule was to follow the flag wherever it 
might go1 instead of as now treating    
each section1 in ascertaining its       
rights1 as though it were running alone 

on the schedule4 ,when a regular train  
is to carry signals to denote that a    
second section is to follow on the same 
schedule1 the author is of the opinion  
that a train order to this effect should
 be given in a definite form4  ,rule    
#aaj of the ,standard rules appears to  
authorize the practice that prevails    
with some1 under which the signals for  
freight trains running in sections are  
ordered on by the yard dispatcher or    
station agent4 ,if the train ,dispatcher
 is duly advised1 there does not seem to
 be any serious objection to this1      
although there are reasons to be urged  
in favor of all orders affecting the    
movement of trains being issued from the
 central office4 ,certainly it would not
 be wise to delegate this authority as  
respects passenger trains1 and this the 
,standard rules recognize4  ,the forms  
given for sections make the order to    
carry signals equivalent to an order to 
run as a section of a regular train4    
,the order annulling a section implies  

that signals will be removed as the     
circumstances may require4   ,form      
,g4--,for ,arranging a ,schedule for a  
,special ,train4    7#a47 ,eng4 ----    
will run as special ---- train1 leaving 
---- on ----   on the following         
schedule1 and will have the right of    
track over all   trains3    ,leave      
----4          ----4   ,arrive ----4    
,,example4      7#a47 ,eng4 #gg will run
 as special passenger train1 leaving    
,turin on       ,thursday1 ,feb4 #agth1 
on the following schedule1 and will have
 the       right of track over all      
trains3       ,leave  ,turin #aa4cj ,p4 
,m4             ,pekin #ab4be ,a4 ,m4   
,canton  #a4dg ,a4 ,m4      ,arrive     
,rome  #b4bb ,a4 ,m4    ,example 7#a7   
may be varied by specifying particular  
trains over which   the special shall or
 shall not have right of track1 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 train4   
7#b47 ,eng4 ---- will run as special    
---- train1 leaving ---- on       ----  
with the rights of a ---- class train   
----1 on the following       schedule1  
which is a supplement to time-table ,no4
 ----3        ,leave  ----4             
----4       ,arrive ----4   ,,example4  
7#b47 ,eng4 #ge will run as special     
passenger train1 leaving ,geneva1       
,thursday1 ,feb4 #agth1 with the rights 
of a first-class train east1 on         
the following schedule1 which is a      
supplement to time-table ,no4 #aj3      
,leave  ,geneva #aj4jj ,a4 ,m4          
,pekin #aj4cj ,a4 ,m41 passing ,no4 #ab4
             ,canton #aa4jj ,a4 ,m41    
meeting ,no4 #g4      ,arrive ,athens   
#aa4cj ,a4 ,m4  ,example 7#b7 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-table4 ,such trains will be    
governed by all rules which affect      
regular trains4  ,forms for arranging   

schedules were not suggested in the     
former edition of ,the ,train ,wire1 and
 their use has not been very general4   
,they appear to be adapted to some      
special circumstances and wants1 but in 
the adoption of the ,standard rules some
 roads have omitted a portion of the    
provisions under ,form ,g4  ,no         
particular remarks need be made         
respecting these forms1 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       
trainmen4   ,form ,h4--,extra ,trains4  
---- will run extra from ---- to ----4  
,,example4      7a47 ,eng4 #ii will run 
extra from ,berber to ,gaza4    ,a train
 receiving an order to run extra is not 
required to guard   against opposing    
extras1 unless directed by order to do  
so1 but must   keep clear of all regular
 trains1 as required by rule4    ,a work
 train is an extra1 for which the above 

form will be used for   a direct run in 
one direction4 ,the authority to occupy 
a specified   portion of the track1 as  
an extra while working1 will be given in
 the   following form3      7b47 ,eng4  
#bib will work as an extra from #g ,a4  
,m4 until #f ,p4 ,m4       between      
,berne and ,turin4    ,the working      
limits should be as short as            
practicable1 to be changed   as the     
progress of the work may require4 ,the  
above may be combined1   thus3      7c47
 ,eng4 #bib will run extra from ,berne  
to ,turin and work as an       extra    
from #g ,a4 ,m4 until #f ,p4 ,m4 between
 ,turin and ,rome4    ,when an order has
 been given to work between designated  
points1 no   other extra must be        
authorized to run over that part of the 
track   without provision for passing   
the work train4    ,when it is          
anticipated that a work train may be    
where it cannot be   reached for meeting
 or passing orders1 it may be directed  
to report   for orders at a given time  

and place1 or an order may be given that
   it shall clear the track for a       
designated extra in the following form3 
7d47 ,work train #bib will keep clear of
 ,extra #bbc1 south1 between            
,antwerp and ,brussels after #b4aj ,p4  
,m4    ,in this case1 extra #bbc must   
not pass either of the points named     
before #b4aj ,p4 ,m41 at which time the 
work train must be out of the   way     
between those points4    ,when the      
movement of an extra train over the     
working limits cannot be   anticipated  
by these or other orders to the work    
train1 an order must   be given to such 
extra1 to protect itself against the    
work train1 in   the following form3    
7e47 ,extra #gf will protect itself     
against work train extra #ie            
between ,lyons and ,paris4    ,this may 
be added to the order to run extra4     
,a work train when met or overtaken by  
an extra must allow it to pass   without
 unnecessary detention4    ,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 limits1   
this may be done under the following    
arrangements4   ,to example 7b7 add the 
following words3      7f47 protecting   
itself against all trains4    ,a train  
receiving this order must1 whether      
standing or moving1   protect itself    
within the working limits 7and in both  
directions on   single track7 against   
all trains1 in the manner provided in   
,rule #ii4    ,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 7a7 the words3      7g47 ,eng4  
#bjb is working as an extra between     
,berne and ,turin4    ,a train receiving
 this order must run expecting to find  
the work   train within the limits      
named4  ,under ,form ,h it has been     
undertaken to cover the whole subject of
 orders for extra trains1 excepting for 
cases which come naturally under other  

forms1 as when an extra is ordered to   
meet another train4  ,the term wild has 
been quite extensively used for these   
trains1 and history should preserve the 
fact that on some roads1 when a train   
was ordered to run extra1 it was        
directed to wildcat4  ,an order for a   
train to run extra is very simple4 ,the 
train is accurately designated by the   
number or name of its engine1 and the   
order reading as in example 7a7 is the  
foundation for those which follow4      
,this is of course not a duplicate      
order4 ,but one train is concerned1 and 
there is no other train to be notified  
until it becomes necessary to forward   
the extra by meeting or other orders4   
,in those it is described as an extra   
and treated as any other train1 but in  
the meantime it must keep out of the way
 of all regular trains1 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 time4 ,here is an     

element of danger where the necessities 
require frequent extra trains4 ,whenever
 practicable1 trains should be run on a 
regular schedule1 but it will often     
happen that there is no regular train   
upon which signals may be carried for a 
train that must be run1 and it must go  
as an extra4  ,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  
ordered4 ,the habit1 soon acquired1 of  
looking at this whenever an extra is    
ordered1 has proved a sufficient        
safeguard where this plan has been used4
  ,there is a class of extras which     
cannot be dispensed with1 and the       
management of which gives rise to       
serious difficulty4 ,these are the      
material or work trains4 ,these trains  
must work upon the track away from      
stations1 often with a large force of   
men1 and delays to their operations     
cause expense as well as hindrance to   

work4 ,at the same time they must not be
 permitted to interfere with the passage
 of regular trains1 nor of others more  
than can be avoided4 ,the solving of    
this problem has been attempted in      
various ways4 ,some allow the work train
 to occupy the track by right1 except   
that it must keep out of the way of     
regular trains4 ,some permit it to work 
under flag until freight trains come in 
sight4 ,to get it out of the way for any
 but regular trains1 the want must be   
anticipated1 and an order given while it
 is within reach for the work train to  
report for orders at a designated hour  
and place4 ,this plan does not give as  
complete control of the movements of the
 work train as is desirable4  ,a plan   
which has commended itself during long  
use1 and is presented in the foregoing  
rules1 is as follows3 ,the work train1  
previous to starting out for the day1   
receives an order to run extra to the   
part of road where its work lies4 ,at   
the same time1 and1 if convenient1 in   

the same order1 it is authorized to work
 upon the part of the track desired1    
between two contiguous telegraph        
stations1 a specified time being added1 
if convenient1 at which the train will  
have to go to one of the offices        
limiting the working ground1 for further
 instructions1 if it is foreseen that it
 may be wanted about that time for this 
purpose4 ,confining the working limits  
between two contiguous telegraph        
stations leaves the smallest practicable
 part of the track beyond complete      
control4 ,this practically makes a      
section of the track for the time being 
a yard1 through which extras cannot pass
 without looking for yard engines1 as is
 usually provided where yard rules      
include a portion of the main track4    
,the rules provide two methods for      
operating work train on the section     
assigned1 a note by the ,time           
,convention committee indicating that   
either or both may be adopted1 according
 to circumstances4 ,one of these        

requires the train to protect itself    
against all trains2 the other allows it 
to work without protection1 and requires
 extras to look out for it and protect  
themselves against it1 after receiving  
notice as to where it is working4 ,under
 the first plan the work train is       
required to keep signals out at all     
times for its protection1 and in running
 to either limit of its working ground  
to fully protect itself against any     
extra which might come4 ,it is of course
 required to keep clear of all regular  
trains1 and when running to or from its 
working ground is provided with such    
meeting-orders as may be required4      
,under this plan1 if the ,dispatcher    
finds it necessary to send an extra over
 the working grounds1 he informs it in  
the order that the work train is there  
7g74 ,this furnishes a precaution in    
addition to the signals of the work     
train1 and the proceeding is entirely   
safe4 ,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 sight1 and this plan
 seems to afford an entirely practicable
 method for working these trains with   
the least interference with their work  
and with other trains1 and with entire  
safety4  ,under the plan by which the   
work train is under no requirement to   
use any precautions to protect itself on
 working ground1 if another extra is to 
pass over that ground there is only the 
notice to such extra of the presence of 
the work train1 and the necessity of    
protecting against it4 ,this may be     
sufficient with a clear view1 but there 
are many circumstances where the double 
precaution would seem to be best1 as the
 requirement that signals shall be kept 
a given distance ahead of a moving train
 is scarcely likely to be fully complied
 with4 ,the plan in which the work train
 is required to protect itself is not to
 be viewed as a case of divided         
responsibility1 in which each party may 
depend on the other4 ,the requirement   

for the work train is absolute4 ,an     
extra getting a notice as to where the  
work train is employed is not required  
to protect itself4 ,such notice would   
lead to keeping the train under greater 
control and looking for the signals of  
the work train1 and whether the rule is 
that the work train shall protect itself
 or not it would be best to give such   
notice1 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      
employed4  ,as to which of the methods  
provided by the rule shall be used1 this
 must depend somewhat upon              
circumstances4 ,where the passing of an 
extra train is very infrequent1 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 it1 and it   
would be better under such circumstances
 to require extras to protect when      
orders cannot be given4 ,when extras are

 so frequent that the loss of time in   
protecting themselves would be very     
serious1 it would be better to put the  
duty on the work train4 ,there would be 
the advantage then of the daily habit on
 the part of those attending to this    
duty4   ,form ,j4--,holding ,order4     
,hold ----4   ,,examples4      7#a7     
,hold ,no4 #b4      7#b7 ,hold all      
trains east4    ,as any order for which 
,o ,k has been given and acknowledged   
operates   as a holding order for the   
train to which it is addressed1 this    
form   will only be used in special     
cases to hold trains until orders can   
be given or for some other emergency4   
,the reason for holding may be   added1 
as for orders4    ,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 duplicate4 ,it must be         
respected by conductors and enginemen   
of trains thereby directed to be held as
 if addressed to them4   ,conductors1   

when informed of the order1 must sign   
for it1 and their   signatures must be  
sent and complete obtained4    ,when a  
train has been so held it must not go   
until the order to hold   is annulled1  
or an order is given in the form3       
---- may go4    ,this must be addressed 
to the person or persons to whom the    
order to   hold was addressed1 and must 
be delivered in the same manner4  ,the  
rules and explanations under this form  
are so complete that comment as to the  
design and significance of the order is 
unnecessary4 ,in view of much former    
practice1 too much importance cannot be 
attached to the provision relating to   
what the holding order shall not be used
 for4   ,form ,k4--,annulling a         
,schedule ,train4      ---- of ---- is  
annulled4   ,,examples4      7#a7 ,no4  
#a of ,feb4 #bith is annulled4      7#b7
 ,no4 #c1 due to leave ,naples          
,saturday1 ,feb4 #bith1 is annulled4    
,adding from ,alaska1 or between ,alaska
 and ,halifax1 when   appropriate4      

,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-table4    ,if a train is
 annulled to a point named1 its rights  
beyond that point   remain unaffected4  
,the ,train ,dispatcher may direct any  
operator to omit repeating back   an    
order annulling a train1 until he has   
occasion to deliver it4    ,when a train
 has been annulled it must not be again 
restored under   its original number by 
special order4  ,as this is a general   
order1 which may or may not have to be  
delivered to trains at all telegraph    
stations1 it is very properly provided  
that repeating back at once by each     
office need not be insisted upon4  ,the 
restoration of an annulled train under  
its original number would tend to       
confusion1 and the impropriety of such  
action is here recognized4  ,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 orders1 held by other trains1  
are annulled1 if from not doing so      
confusion or delay would arise4         
,ordinarily the order annulling the     
train would be sufficient1 if sent to   
trains holding these orders4 ,if a      
section of a train is annulled it would 
seem that the same general rule should  
apply4 ,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 out4 ,it may be   
suggested that orders held by the       
annulled section should be transferred  
to the section following it1 and which1 
by the rules1 takes its place4 ,this    
would be convenient in some cases and   
when so might be directed2 but there may
 be no following section1 and1 if there 
is1 the circumstances may have so       
changed since the orders were issued as 
to render them inapplicable4 ,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    
necessary4  ,the better way is no doubt 
to leave to the ,dispatcher the         
disposition of orders issued for a train
 afterward annulled1 whether such train 
be a section or otherwise4 ,it would    
have been well if the ,standard rules   
had made some explicit declaration on   
this point4   ,form ,l4--,annulling or  
,superseding an ,order4    ,order ,no4  
---- is annulled4    ,this will be      
numbered1 transmitted1 and signed for as
 other orders4    ,if an order which is 
to be annulled has not been delivered to
 a   train1 the annulling order will be 
addressed to the operator1 who   will   
destroy all copies of the order annulled
 but his own1 and write   on that3      
,annulled by order ,no4 ----4    ,an    
order superseding another may be given1 
adding1 this supersedes   order ,no4    
----1 or adding1 instead of ----4       
,,example4    ,no4 #a and ,no4 #b will  

meet at ,sparta instead of at ,thebes4  
,an order which includes more than one  
specified movement must not be          
superseded4    ,an order that has been  
annulled or superseded must not be again
   restored by ,special ,order under its
 original number4    ,in the address of 
an order annulling or superseding       
another order1   the train first named  
must be that to which rights were given 
by the   order annulled or superseded1  
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 given1   before the order
 is sent for other trains4  ,the        
annulling order is here properly made   
subject to all the safeguards adopted   
for orders directing the movements of   
trains1 and placed by its number in the 
series with them4 ,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       
movement4 ,it would seldom be applicable
 to such a case1 and if it were it might
 tend to confusion1 so that it is better
 to annul the whole order and give new  
instructions in separate orders4  ,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 course4 ,the requirement as to 
priority in transmission of this order  
is important1 in view of the fact that  
orders reverse the rights of trains1 and
 the reason here is the same as that    
which obtains in the original           
transmission4  ,the ,time ,convention   
rules prescribe the forms1 etc41 for the
 blanks on which train orders are to be 
written4 ,these forms are here shown1   
with the specifications for the         
manifold-books4  ,some slight changes   
have been made in these by roads        
adopting them1 but in all essential     

features they have not been departed    
from1 so far as the author is aware4    
,standard ,train ,order ,blank for #ai  
,order4                                 
----------------------------------------
-------------------------               
,,bound ,,here4                         
,,perforated ,,line4                    
----------------------------------------
-------------------------               
,,london  ,,paris ,,railway ,,company   
,,telegraphic ,,train ,,order ,no4 --4  
,superintendent's ,office1              
,march #bg1 #ahhe4                      
------------------------                
------------------------   ,,form       
,for ,station to ,c4  ,e4 of ,no4 #ac4  
,,form   #ai                            
#ai    ----                             
----                                    
,conductor and ,engineman must each have
 a copy of this order4                  
----------------------------------------
-------------------------   ,rec'd #b3ae
 ,p4 ,m4 ,made ,complete at #b3af ,p4   

,m4              ,rec'd by ,jones ,op'r4
                                        
----------------------------------------
-------------------------               
,specifications for ,train ,order ,form 
and ,books for ,operators for #ai       
,orders4    ,form as here shown4 ,blank 
space for order #d inches1 with no      
lines4   ,the mode of filling the blanks
 is indicated by small type4    ,names  
of divisions and office to be varied to 
suit each division4    ,form #f-c_/d x  
#f inches below perforated line4 ,book  
#f-c_/d x #g-a_/b   inches4    ,three   
hundred leaves2 stitched2 bound at top2 
paper cover on face and   top2 very     
stiff back on lower side4    ,paper     
opaque1 green1 sized1 and of such       
thickness as to admit of   making #g    
good copies with ,no4 #d ,faber pencil4 
,to be used with carbon paper1 #f-c_/d x
 #g inches1 and a stiff tin1 same       
size1 corners rounded4   ,standard      
,train ,order ,blank for #ca ,order4    
----------------------------------------

-------------------                     
,,bound ,,here4                         
,,perforated ,,line4                    
----------------------------------------
-------------------                     
,,london  ,,paris ,,railway ,,company   
,,telegraphic ,,train ,,order ,,no4 #aj 
----                                    
,superintendent's ,office1              
,march #bg1 #ahhe4                      
----------------------------------------
-----------------   ,,form              
,,form        ,for ,station to ,c4  ,e4 
of  ,no4 #ac                 #ca        
#ca    ----                             
----                                    
,conductor and ,engineman must each have
 a copy of            this order4       
,time received #b3ae ,a4 ,m4  ,o4 ,k4   
given at #b3ae ,a4 ,m4      ,conductor4 
,engineman4 ,train4  ,made4    ,at      
,received by                            
----------------------------------------
--------------     ,jones4     ,brown4  
#ac  ,complete4 #b3bj  ,dennison4       

----------------------------------------
--------------                          
----------                              
--------------------------------        
7,omit this                             
----------column                        
where--------------------------------   
engineman is                            
----------not                           
required--------------------------------
              to sign47                 
----------                              
--------------------------------        
----------                              
--------------------------------        
----------                              
--------------------------------        
----------------------------------------
--------------   ,specifications for    
,train ,order ,form and ,books for      
,operators for #ca ,orders4    ,form as 
here shown4 ,blank space for order #d   
inches1 with no lines4   ,the mode of   
filling the blanks is indicated by small
 type4    ,names of divisions and office

 to be varied to suit each division4    
,form #f-c_/d x #i-a_/d inches below    
perforated line4 ,book #f-c_/d x        
#aj-a_/b   inches4    ,three hundred    
leaves2 stitched2 bound at top2 paper   
cover on face and   top2 very stiff back
 on lower side4    ,paper opaque1 white1
 sized1 and of such thickness as to     
admit of   making #g good copies with   
,no4 #d ,faber pencil4    ,to be used   
with carbon paper1 #f-c_/d x #i inches1 
and a stiff tin1 same   size1 corners   
rounded4  ,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 #ebd7;,b73            
----------------------------------------
--------------------                    
,,london  ,,paris ,,railway ,,company   
,,clearance ,,card4                     
,dover1      #i3ae ,a4 ,m4              
,march #be1        #ahh   #g4           
----------------------------------------
--------    ------    ,conductor and    

,engineman ,no4  #ab                    
------                                ,i
 have no orders for your train4 ,signal 
is out for ,no4 #af4                    
-------                                 
,john ,jones1                           
-------------------------------------   
,operator4                              
,this does not interfere with or        
countermand any orders       you may    
have received4                          
,conductor ,,must ,,see that the number 
of ,,his ,,train              is entered
 in the above form correctly4           
,conductor and ,engineman must each have
 a copy4                                
----------------------------------------
--------------------     ,,chapter ,,xi4
  ,,general ,,remarks4  ,rules as to    
,rights of ,track4   ,the respective    
rights of trains are frequently spoken  
of in what has gone before4 ,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 rights4 ,a great   
deal of ingenuity has been expended in  
constructing such rules1 with a view to 
avoiding delay to trains under all      
imagined circumstances4 ,trains to which
 the superior right of track has been   
assigned have been required to wait at  
meeting-points twenty1 thirty or more   
minutes1 and changing or movable rights 
have been connected with this1 and      
allowances have been made for variation 
in watches4 ,these devices may          
occasionally prove useful1 and rules are
 necessary to govern the trains in the  
most of their movements1 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 rule4 ,but where the telegraph 
is managed with anything like the       
perfection now possible1 the occasions  
are few upon which it is unavailable for
 any long time2 and whatever may have   
been the seeming necessity formerly for 
complicated rules and time allowances1  

it would seem that these may now be     
greatly simplified1 as has in fact been 
done in the ,standard rules4  ,these    
rules provide that all trains running in
 one direction1 specified on the        
time-table1 shall have absolute right of
 track over opposing trains of the same 
class1 the rule being entirely without  
complication by time allowance for      
clearance4  ,this is exceedingly simple 
and interposes no difficulties in       
ascertaining the respective rights of   
these trains4 ,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 clear1 and to run cautiously1 
prepared to stop at other points where a
 train may be met that has not been met 
at a schedule meeting-point4 ,this1     
however1 adds no complication to the    
rule4  ,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 class4  ,it is not within the  
plan of this work to enter upon a full  
discussion of the various methods of    
arranging train rights4 ,it is only     
insisted that the rules should be       
simple4 ,this not only tends to safety  
in their ordinary operation1 but greatly
 simplifies the work of train           
dispatching and removes the risks to    
which this work is subjected by a       
complicated system of train rules4 ,the 
reduction of the amount of mental effort
 required of the ,dispatcher1 in        
determining what aid he shall give to   
trains by special orders1 reduces the   
risk of his making mistakes in the      
preparation of these orders1 and the    
simplicity here urged is in the direct  
line of the work of the ,time           
,convention committee in the preparation
 of the ,standard rules4   ,numbering   
,switches4  ,of those matters fixed by  
the train rules which directly affect   
the train dispatching1 few are more     
important than the arrangements which   

determine how trains meeting shall pass 
each other4 ,it is usually understood   
and provided that1 when trains meet1    
those having the right of track shall   
keep the main track1 with sometimes an  
exception to this in favor of trains    
which cannot go on the siding without   
backing4 ,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 end4 ,it is
 sometimes1 however1 necessary to put a 
superior train on the siding for a train
 that is too heavy or too long to go on1
 or for some other reason4 ,the train   
order must settle this1 but this usually
 adds to its length4 ,the following     
provision has been found to entirely    
meet the case3  ,at each siding or group
 of switches the main track switches are
 numbered from ,no4 #a1 and the numbers1
 all running in the same general        
direction1 are painted on the switch    
signals with the initial letter of the  

station or siding4 ,for instance1 at the
 ,london passing siding the northernmost
 switch will be marked ,l #a1 and the   
southernmost ,l #b4 ,an order is given  
requiring trains ,no4 #a and ,no4 #b to 
meet at ,london1 and it is desired to   
put the superior train1 ,no4 #a1 going  
north1 on the siding4 ,the order would  
then read3  ,no4 #a and ,no4 #b will    
meet at ,london ,no4 #b4  ,train ,no4 #b
 may then run to switch ,no4 #b on the  
main track1 and train ,no4 #a can go no 
farther4 ,it is a physical impossibility
 for the trains to pass at that switch  
without ,no4 #a going on the siding1    
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 backing4 ,this simple           
arrangement indicates also which siding 
is to be used at a station having       
several4 ,it economizes telegraphing    
very much and is perfectly definite4    
,this plan is especially valuable when  

the arrangement of sidings is not of the
 most simple character1 or when three or
 more trains are to meet or pass at the 
same point1 at or near the same time4   
,the simplicity with which the placing  
of the trains is effected leaves nothing
 to be desired4 ,each goes to its own   
place without hesitation or loss of     
time4  ,in all railroad operations we   
now see increased attention given to    
minute details4 ,to this is due much of 
the marvelous advance in every          
department4 ,this is especially evident 
in all mechanical appliances4 ,it is    
very apparent in the construction of the
 ,standard ,rules4  ,the suggestion here
 brought forward is in this direction4  
,instead of directing trains to meet at 
a given station where there may be doubt
 as to the exact point1 leaving them to 
ascertain on arrival which switch is to 
be used or which siding is clear1 this  
plan gives in the order the precise     
point and also conveys the information  
as to which train will take the siding4 

,this suggestion1 made in the earlier   
edition of this work1 has been adopted  
only to a very limited extent1 so far as
 the author is aware4 ,he is so fully   
convinced of its value that he feels    
like urging its careful consideration4  
,to fully carry out the plan1 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 backing4 
,double ,track4  ,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 ones4  
,the protection of trains unexpectedly  
stopped from trains following1 may be   
effected by the block system in use on  
many of our best roads4  ,single track  
work may be needed when one of the      
tracks is blocked1 but unfortunately the
 men engaged on double track do not     
become familiar with the methods for    
single track1 and cannot usually operate
 them satisfactorily in emergencies4    

,the use of the opposite tracks for     
laying off trains is frequently         
practiced1 but usually under the        
protection of signals only4 ,where there
 are two1 three or four tracks a much   
more extended use of them might be made 
for passing trains around each other1 by
 the adoption of the methods for single 
track train dispatching1 with good      
results in the saving of sidings and in 
keeping heavy trains moving1 and it is  
not improbable that expenditure for     
additional tracks might sometimes be    
postponed for considerable periods by   
the proper adaptation of the telegraph4 
,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 wire4 ,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 years1 or perhaps  
to limited information on the part of   
railroad owners and officers as to its  

capabilities4 ,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 tracks4  
,,chapter ,,xii4  ,,conclusion4         
,telegraphic train dispatching came with
 the telegraph4 ,the first attempts were
 very crude4 ,as late as the year #ahfe1
 on one of our most important railroads1
 the plan was for any conductor to      
telegraph from a station where he might 
be1 to the conductor of an opposing     
train at the next station1 stating when 
he would leave1 and where he would meet 
the other4 ,when the two came to an     
understanding they went ahead4  ,the    
early orders1 in the attempt to render  
them more secure1 were often obscured by
 accumulated cautions as to how to run1 
and by general directions4 ,to undertake
 now to give the historical facts of    
those early days would require more     
research than the author has been able  

to give1 and might involve controversy  
into which he does not care to enter4   
,it appears likely that methods nearly  
like the present single order were the  
earliest tried1 and these seem to have  
been more widely used than the          
duplicate4 ,the latter was at least not 
long behind the other4 ,it was          
originated and carefully worked up in   
several independent quarters1 and from  
these it has been adopted by others4    
,the author has never used any other    
method4 ,adopting it in #ahfc1 it was in
 use for some years before he was aware 
that others were in the same path1 who  
may have commenced at a still earlier   
date4  ,the closing paragraph of the    
first edition of this work was as       
follows3  ,this method is growing in    
favor1 and one object of the author will
 have been attained if this discussion  
shall aid in promoting its general      
adoption4  ,in preparing this second    
edition the fact has constantly appeared
 that the former words of recommendation

 related to points which are now        
realized facts on a majority of our     
railroads and that the method then urged
 has now reached the then desired       
position of general adoption4  ,the     
author cannot take leave of his subject 
without a special word to railroad      
managers4 ,no system has yet been       
devised1 or ever will be1 that will work
 itself4 ,rules cannot be given to men  
with the expectation that they will take
 them up1 master their principles and   
operate them satisfactorily1 especially 
in so important a matter as that under  
discussion1 without careful instruction 
and intelligent supervision on the part 
of those who1 from their official       
position1 are responsible for the       
results4 ,a superintendent who is not   
himself particularly informed respecting
 the rules and methods of his telegraph 
department1 the character and           
capabilities of the men employed1 and   
the manner in which their duties are    
performed1 cannot expect to secure the  

advantages which the telegraph is       
capable of giving4 ,perhaps the first   
public intimation that anything is wrong
 may be a series of so-called accidents 
on his line4 ,investigation points to   
the carelessness of some operator or    
dispatcher as the cause4 ,deeper probing
 would perhaps discover that such       
carelessness was the natural consequence
 of lack of constant and painstaking    
supervision4 ,besides securing for such 
particular supervision a competent and  
trustworthy person whose special        
business it should be1 the              
superintendent can never get away from  
the necessity of constantly impressing  
upon such official the responsibilities 
of his position1 discussing with him the
 details of the work1 and seeing1 at    
least occasionally1 with his own eyes1  
how it is performed4  ,the telegraph may
 be viewed as holding to the railroad a 
relation analogous to that of the       
nervous system to the body4 ,from the   
center of authority and intelligence it 

carries information and instructions to 
every member4 ,it keeps in motion the   
whole body1 which1 without this1 would  
be in a measure lifeless4 ,its ceaseless
 and healthful activity is              
all-important2 and as failure of the    
nervous energy is to the human frame1 so
 to the railroad is a falling off in the
 vital force operating through the train
 wire4 ,a tonic is needed and perhaps a 
change of doctors4  ,the author's duties
 for some time have not brought him into
 direct connection with the operation of
 trains1 and he will probably never     
again be engaged in this department of  
railroad work4  ,his interest in it1    
however1 is unabated1 and his desire    
that the methods he has endeavored to   
set forth shall meet with enlarged      
usefulness1 until better shall be found1
 has led him to this second effort to   
present what has been his study during  
the most of his business life1 and now  
leads him to urge upon those now        
actively engaged in this work that the  

price of success1 as of liberty1 is     
eternal vigilance4     ,,index4         
,abbreviations                          
#id   ,accidents resulting from lack of 
supervision                        #ade 
,acknowledgment of ,o ,k1 ,effect of    
#fi                       ,succession of
                                   #fi  
,acknowledging ,complete                
#gi   ,acknowledging ,,ok               
#ej   ,addressing ,orders               
#fb   ,addresses of ,orders1 in order of
 ,superiority                           
#ff   ,advance ,order                   
#ge   ,annulling an ,order              
#aij                    before train    
arrives                                 
#gh   ,annulling a ,train               
#abh    ,blackboard1 showing ,extras    
#abc   ,blank for #ai order             
#acb           #ca order                
#acc    ,clearance card1 form           
#acd                 ,use of            
#db   ,clip1 on engine                  
#ca1 #hc   ,collision1 ,following train 

guard against                           
#ajf   ,combining ,forms                
#ih   ,complete1 first to ,superior     
train                                   
#hb              given by ,dispatcher   
#ed1 #fh              write on ,order   
#gj              acknowledgement of     
#gi              when given             
#gj1 #ga1 #gi   ,conclusion             
#adc   ,copies of ,orders1 ,how ,keep   
#ca1 #hc    ,delivering ,orders at      
,superintendent's ,office               
#hd                   ,methods of       
#ea                   without signatures
                                   #hj  
,direction of ,trains1 affecting rights 
#ajj1 #acf   ,disabled ,train1 ,orders  
to                                      
#ed   ,dispatcher1 ,the                 
#ag              ,orders ,should be     
,issued by                              
#e              transmitting ,orders    
#ce1 #de   ,double ,track               
#adj   ,duplicate ,order1 described     
#i                  ,safe in ,unskilled 

,hands                               #ac
   ,duplicate1 ,orders in               
#hb    ,enginemen1 ,signatures of       
#ec1 #fh1 #ga   ,expiration of ,orders  
#hi   ,explanatory ,rules1 needed       
#ih   ,extra ,trains                    
#abj    ,figures1 ,use of               
#ic1 #id   ,fixed ,methods1 best        
#f   ,fixed ,signal                     
#ch1 #ij   ,form ,a1 ,fixing ,meeting   
points                                  
#aja   ,form ,b1 ,train running ahead   
#ajd   ,form ,c1 ,reversing ,rights     
#ajf   ,form ,d1 ,right to all regular  
trains over given train                 
#aad   ,form ,e1 ,time ,orders          
#aae   ,form ,f1 for ,sections          
#aag   ,form ,g1 ,arranging ,schedule   
#aai   ,form ,h1 ,extra ,trains         
#abj   ,form ,j1 ,holding ,order        
#abg   ,form ,k1 ,annulling a ,train    
#abh   ,form ,l1 ,annulling an ,order   
#acj   ,forms of ,orders                
#ig                 ,classification of  
#ajj    ,general ,remarks               

#ace    ,holding effect of ,order not   
signed for                              
#eg   ,holding ,order                   
#abg   ,holding train after ,o ,k is    
acknowledged                            
#eg               by signals for time   
#db               when telegraph fails  
#eg    ,inferior ,right1 defined        
#fd   ,initials1 ,use of                
#id   ,instructions1 ,not include in    
,orders                                 
#be    ,language of ,orders1 simple     
#be    ,manifold1 ,the                  
#cc            ,orders to be written in 
#fg   ,meeting ,order1 ,use and         
,advantage of                           
#ajb   ,meeting ,point1 ,copy of ,order 
for ,operator at                        
#ff                ,orders not          
,delivered at                           
#hf   ,numbering ,orders                
#ca1 #fb   ,numbering ,switches         
vii1 #acg   ,numbers for ,trains        
#ic    ,o ,k sent and acknowledged      
#fh1 #fj   ,operator1 ,the              

#ba   ,order1 ,the1 holds train after ,o
 ,k is acknowledged                     
#ga         interposed to prevent       
,improper signal                        
#db         ,one movement in            
#fb   ,orders1 remove from book         
#dj1 #da1 #ea          functions1 etc4  
#fa          held by ,annulled train    
#abh          how long in force         
#bi1 #hi          including more than   
one transaction                         
#bf1 #ajc          in duplicate         
#fb          limited to express terms   
#bi          no erasures1 etc           
#bi          not send too long in       
advance                                 
#hf          not to meeting point for   
delivery                                
#hf          sent to superintendent     
daily                                   
#hc          to trains away from        
telegraph stations                      
#hd          to be strictly construed   
#hg1 #aaj          who issue            
#fa    ,paper for orders                

#cj1 #cc   ,passing1 in same direction  
#ajd   ,passing point in ,form ,c1      
,leaving1 before opposite train arrives 
#aji   ,pilot1 relations to train       
#fc         to have orders              
#fb   ,position of signal1 ,normal      
#ci   ,precautions in issuing orders    
#d   ,printed forms for orders          
#ii    ,reading ,order aloud            
#ec1 #fh1 #gj   ,record1 ,the           
#ce          of ,orders                 
#fd   ,regardless ,order1 superseded    
#ajg   ,repeating ,orders               
#dh1 #fg1 #fj1 #gi   ,responsibility1   
divided                                 
#gg   ,reversing rights                 
#ajf   ,rights reversed by ,orders      
#fe   ,rights1 ,rules respecting        
#ace   ,rules                           
#fj        construe strictly            
#hg   ,rules of ,time ,convention1 when 
adopted                                 
#fj   ,rule #ejj                        
#fa       #eja                          
#fb       #ejb                          

#fb       #ejc                          
#fb       #ejd                          
#fd       #eje                          
#fd       #ejf                          
#fe       #ejg                          
#ff       #ejh                          
#hg       #eji                          
#hg       #eaj                          
#ga       #eaa                          
#gi       #eab                          
#hb       #eac                          
#hb       #ead                          
#hc       #eae                          
#hc       #eaf                          
#hc       #eag                          
#hd       #eah                          
#hd       #eai                          
#hd       #ebj                          
#he       #eba                          
#hf       #bb                           
#hg       #ebc                          
#hj       #ebd ,a                       
#ij       #ebd ,b                       
#ia       #ebe                          
#ic       #ebf                          

#ic       #ebg                          
#id   ,running ,ahead                   
#ajd    ,schedule1 meaning of           
#fa   ,schedule time1 made later        
#aae   ,sections1 included in ,order    
#he            ,meeting order for       
#ajc            ,order for              
#aag            ordered by yard         
dispatcher                              
#aah            ,rights of              
#aag   ,semaphore1 for signal           
#ch   ,signal1 ,the ,train ,order       
#cg          ,fixed1 for train orders   
#ij   ,signals1 #ca and #ai             
#fe          for emergencies            
#ij1 #ia1 #ic          not shown at     
night                                   
#ia1 #ic          ,operator's           
#hc          meaning train order        
#dg   ,signatures1 of ,enginemen        
#ec1 #fh1 #ga              for#aiorder1 
not taken                               
#gi              for orders1 how taken  
and transmitted              #ec1 #fh1  
#gj              for ,superior ,train   

before complete for ,inferior           
#ga              ,object of             
#ha              transmission of        
#ed              with #ai order         
#ha   ,signs and ,abbreviations         
#id   ,simultaneous ,transmission       
#dg1 #ff   ,single ,order1 described    
#h               fatal defect           
#aj   ,sound ,operators1 best           
#cd   ,special ,train1 ,schedule for    
#aai   ,specimen ,orders                
#bh1 #cj   ,succession1 in repeating    
,order                                  
#di1 #fg              in acknowledging  
,,ok                                    
#fi   ,superiority1 ,addresses in ,order
 of                                     
#ff   ,superior ,right1 defined         
#fd   ,superseding an ,order            
#acj   ,supervision1 necessary          
#add               of ,operators        
#hb   ,system1 ,american                
#c   ,systems1 two in ,use              
#g    ,telegraphing1 ,careful habit in  
#di   ,telegraph1 failing               

#ee             effect on order         
#eg1 #ga1 #gc1 #hb             relation 
to railroad                             
#ade   ,time ,limit in ,form ,c1        
objectionable                           
#aad       of ,train1 ,record and report
                                        
#ic   ,time ,orders                     
#aae   ,time ,table1 ,meaning of        
#fa   ,tracks1 ,orders for use of1 in   
yards                                   
#hd   ,train ,dispatching               
#a   ,train of ,superior right1 when    
take siding                             
#aac   ,train ,order ,blanks            
#acb1 #acc   ,train ,orders1 ,forms of  
#ig   ,train ,order ,signal1 ,normal    
position of                             
#ib   ,train ,rule #ajg1 how affects    
,orders                                 
#hi   ,train ,rules1 ,knowledge of      
#fe   ,train ,sheet                     
#ce   ,trains1 all regular1 right over  
given train                             
#aad          away from telegraph       

station1 ,orders for                    
#hd          designated by ,numbers     
#fh          ,report time of            
#ic          to be governed strictly by 
,orders                              #hg
   ,transmission1 ,the                  
#de                ,first ,steps in     
#fe                incomplete1 how act  
#ee                ,process after       
#fg1 #gi                simultaneous    
#dg1 #ff    ,understanding1 ,use of     
#ea    ,whenever practicable1 in ,rule  
#eaj                                    
#gb   ,wild ,trains                     
#abb   ,wildcat order                   
#abb   ,work ,train                     
#abj1 #abc            ,working limits   
for                                     
#abd            given right of track    
#ajg    ,yards1 ,use of track in        
#hd       ,,william ,p4 ,,hall4 ,pres4  
,a4 ,w4 ,,hall1 ,gen4 ,man4     ,w4 ,s4 
,,gilmore1 ,treas4                   ,s4
 ,,marsh ,,young4 ,gen4 ,agt4           
,illustration3 ,the ,hall ,signal       

,company1                      ,,sole   
,,manufacturers ,,and ,,owners ,,of     
,several ,forms and ,systems of         
,thoroughly                             
,tested ,automatic ,railroad            
,signals of ,proven and                 
,guaranteed ,reliability4               
----------                  ,,for       
,,which ,,the ,,following ,,claims ,,are
 ,,made3      #ast4 ,that they are the  
,,only ,,reliable ,,automatic ,,railroad
 ,,signals in          the market4      
#b;d4  ,that they are the only          
,automatic ,signals that can he         
successfully operated on ,,all ,,classes
 of roadbed4      #c;d4  ,that they are 
the only ,automatic ,signals that       
,,invariably          ,,signal ,,danger 
,,when ,,struck ,,by ,,lightning4       
#dth4 ,that they are cheaper to erect   
and maintain than any other             
signals that have given even            
approximately satisfactory              
service4      #eth4 ,that they have     
caused fewer unnecessary stops in       

proportion to          the number of    
operations than any ,automatic ,signals 
in use at          the present time4    
#fth4 ,that they can be operated on     
either the ,permissive or ,absolute     
,block ,system4      #gth4 ,that they   
fully guard against the most common     
classes of          railroad accidents4 
----------           ,we are prepared to
 fully substantiate the above claims    
to any railroad official desiring such  
information4                            
----------                              
,,the ,,hall ,,signal ,,company1        
#ej ,,broadway1 ,,new ,,york4           
,,western ,,office1 - #cdj ,,the        
,,rookery1 ,,chicago4                   
,the ,e4 ,s4 ,greeley  ,co41            
#e and #g ,dey ,street1 ,new ,york1     
,,manufacturers ,,and ,,importers ,,of  
,,and ,,dealers ,,in                    
,illustration3 ,improved                
,,victor ,,key1                         
#b4ej4                            ,the  
latest and best4                        

,send for ,circular4                    
,telegraph and ,telephone ,supplies1    
,railway ,signals1               ,fire  
,alarms                                 
,,and                                   
,,electrical ,,bells1 ,etc41            
,,and ,,all ,,kinds ,,of                
,,electrical ,,materials                
,,and ,,experimenters' ,,supplies4      
----------                 ,standard    
,electrical ,measurement ,apparatus1    
,,medical and other ,,batteries1        
,,blasting ,,machines1 ,etc4            
99      99      99      99      99      
99     ,transcriber's note3             
,hyphenation was not standardized4      
,transcriptions for the two reproduced  
forms which show handwritten orders are 
provided4 ,as the author testifies1 they
 are not very legible and the worse     
parts are marked unclear4 ,one form has 
two symbols of a hand pointing which are
 displayed as hand4