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The essence of railroading, making meets on single track.
EXPLANATION OF SINGLE TRACK TIMETABLE AND
TRAIN ORDER TRAIN OPERATIONS
By Jeffrey G. Hook, Chief Train Dispatcher
March 5, 2009
Revised February 1, 2010
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ACTUAL TRACK LAYOUT DRAWING
PDF File of Actual Track Layout Drawing (10-25-2009)
BASIC TRAIN OPERATIONS
A review of the actual track layout drawing will reveal the D&R is in fact a continuous circular single track railway. For operational proposes it is thought of as a point to point railway with the main yard serving simultaneously as both Deerfield station and Critchley station. Timetable direction is based on the direction of trains at this main yard. Trains leaving Deerfield compass direction west are timetable direction westward. Trains leaving Critchley compass direction east are timetable direction eastward. After a train leaves either Deerfield or Critchley its compass direction is of no consequence.
Deerfield and Critchley are considered to be terminal stations, therefore trains can only leave Deerfield westward and trains can only leave Critchley eastward. Using the same rational only eastward trains can arrive at Deerfield and only westward trains can arrive at Critchley. In the case of an eastward train arriving at Deerfield, after being recorded on the Deerfield train register and markers removed, the train no longer exists and is now an engine and consist of cars. One option is for the engine to turn on the turntable and couple up to the other end of the consist of cars, first reversing the position of any rear end cars such as a caboose or observation car. Markers are then displayed on the last car and the train assumes the identity of a westward train, either regular or extra, ready to leave Deerfield. A second option is for the engine and consist of cars to remain intact as it arrived, display markers on the last car, and again assume the identity of an eastward train, either regular or extra, ready to leave Critchley. These two options apply similarly to a westward train arriving at Critchley in which the train either changes direction and leaves Critchley eastward or remains headed in the same direction and leaves Deerfield westward.
A wye track located at Roundabout allows for a true point to point operating scheme. A westward train leaving Deerfield may terminate its westward trip at Roundabout. The direction of the engine will be reversed on the wye, the markers and the position of any rear end cars will be rearranged, and the train then operates eastward originating at Roundabout and terminating back at Deerfield. A typical round trip from Deerfield to Roundabout and back to Deerfield will cover 19.3 scale miles and take approximately 49 real time minutes to complete. The schedules of Timetable No. 36 are an example of this scheme.
There are three locations on the D&R where railway crossings at grade occur. These locations are named Old Crossing, New Crossing and Grand Crossing. They are not listed as stations in the timetable in order to reduce the length of the station list column. When a train approaches either of these crossings it regards a crossing track as if it was the track of another railway company. There is no relationship of superiority between trains approaching on any of the conflicting routes. The trains are governed instead by interlocking signals, if installed, and rules and special instructions that apply to these crossings.
Railway Standard Time is real time. One scale mile (S.M.) equals 660 actual feet. Speed is in scale miles per hour (S.M.P.H.). 660 actual feet traveled in 60 real time seconds equals 60 S.M.P.H.
TIMETABLE AND TRAIN ORDER OPERATION
TRANSPORTATION RULES AND SPECIAL INSTRUCTIONS
The Deerfield and Roundabout Railway Transportation Rules and Special Instructions were written based on the Standard Code of Operating Rules of the Association of American Railroads, originally known in 1889 as Uniform Train Rules and Rules for the Movement of Trains by Telegraphic Orders, and timetable special instructions as published in various railroad rule books and employee timetables in the author's collection. The rule books and employee timetables referenced span the period from 1853 to 1999. Some of the Standard Code rules have been modified, typical in full size practice, in order to make them applicable to operating circumstances that are specific to the D&R. Text books such as Rights of Trains by Harry W. Forman and latter by Peter Josserand, and Train Operation by William Nichols, and the practical experience obtained working with D&R operating personnel, have proved invaluable in refining the Transportation Rules and Special Instructions.
D&R Special Instructions are published as part of the Transportation Rules instead of the usual practice of publishing special instructions as part of the timetable. This is done in order to reduce the size of the timetable that must be carried by D&R operating personnel.
There is presently no double track installed on the D&R therefore Standard Code rules pertaining strictly to double track have not been included in the D&R Transportation Rules. This is similar in respect to early editions of the Standard Code in which rules for single track and rules for double track were published in separate sections.
The following are D&R definitions published as part of the Transportation Rules:
SINGLE TRACK- A main track upon which trains are operated in both directions.
DOUBLE TRACK - Two main tracks, upon one of which the current of traffic is in a specified direction, and upon the other in the opposite direction.
MAIN TRACK - A track, other than an auxiliary track, extending through yards and between stations which must not be occupied without authority or protection.
SIDING - A track auxiliary to the main track for meeting or passing trains.
The use of the phrase bi-directional operation is discouraged at the D&R and the use of the term Single Track is encouraged instead.
The current and complete D&R Transportation Rules and Special Instructions may be viewed at the following:
First page of D&R Transportation Rules and Special Instructions
TRAIN CREW BULLETIN BOARD
Image of Train Crew Bulletin Board
Museum or D&R rules require personnel to sign in on the Train Crew Register and inspect the Train Crew Bulletin Board in order to ascertain the number of the current timetable in effect, the contents of any bulletins or special instructions posted and the correct Railway Standard Time.
Note: The Train Crew Register should not be confused with a Train Register.
The following D&R rules and special instructions relate to the Train Crew Bulletin Board:
Rule 2. All Members and Visitors of the LFLSRM authorized to participate in the operation and movement of rail equipment, all personnel in train, engine and yard service, and such other personnel as may be designated, must have and use, while on duty, a reliable watch that simultaneously displays hours, minutes and seconds. When such watches are found to vary more than 20 seconds from Railway Standard Time they must be set to correct Railway Standard Time.
Rule 4. The number of the current timetable in effect shall be posted on bulletin boards by the train dispatcher.
Rule 4(A). Personnel whose duties are in any way affected by the timetable must, while on duty, have a copy of the current timetable in effect in their possession, unless the current timetable in effect has no schedules for regular trains.
Rule 83(D). Authority for regular trains to assume their schedule will be by Clearance Card Form A, Engine Assignment posted on bulletin boards or verbal authority from the train dispatcher.
Special Instruction X51. Conductors, engineers, trainmen, signalmen and other personnel concerned must examine and familiarize themselves with all bulletins and special instructions that are posted on the Train Crew Bulletin Boards at the Deerfield or Critchley engine houses before leaving on their first trip or before commencing work, failure to do so will not be excepted as excuse for neglect or violation of bulletins or special instructions.
TIMETABLE NO. 36
Timetable No. 36 lists six first class schedules. Generally at the beginning of the day one engine, car consist and crew is authorized by the train dispatcher to assume each of the six schedules. Starting as No. 113 (westward), then as No. 124 (eastward), then as No. 135 (westward), and so on. Completing the days operation as No. 168 (eastward). A timetable special instruction at the bottom of the timetable states "LOWER NUMBER TRAINS ARE SUPERIOR TO HIGHER NUMBER TRAINS OF THE SAME CLASS." The D&R Rules refer to this as superiority by timetable special instruction. Therefore No. 113 is superior to No. 124; No. 124 is superior to No. 135; No. 135 is superior to No. 146; and so on. The purpose of using this unusual means of designating superiority between trains of the same class, instead of the more common superiority by direction, is to eliminate the possibility of a late running first class train from having to clear an opposing first class schedule in which its engine, car consist and crew have been previously authorized to assume.
The following D&R rules relate to timetables:
Rule 5. Not more than two times are given for a train at any station; where one is given, it is, unless otherwise indicated, the leaving time; where two are given, they are the arriving and the leaving time.
Unless otherwise specified, the time applies at the siding switch where an inferior train clears a superior train; where there is no siding it applies to the place from which fixed signals are operated; where there is neither siding nor fixed signal, it applies to the place where traffic is received or discharged.
Schedule meeting or passing stations are indicated by figures in full-face type, with the numbers of the trains to be met, or passed, or that will pass and run ahead, in small figures, adjoining.
Both the arrival and leaving time of a train are in full-faced type when both are meeting or passing times, or when one or more trains are to meet or pass it between those times.
Rule 6. The following when adjoining the figures of the schedule indicate:
A - arrive;
s - regular stop;
f - flag stop.
Rule 82. Timetable schedules, unless fulfilled or annulled, are in effect for twelve hours after their time at each station.
Regular trains more than twelve hours behind either their schedule arriving or leaving time at any station lose both right and schedule, and can thereafter proceed only as authorized by train order.
Rule 92. A train must not leave a station in advance of its schedule leaving time.
DESIGNATION OF TRAINS
Under timetable and train order rules trains are designated as being either regular or extra as provided by the following D&R definitions:
REGULAR TRAIN - A train authorized by timetable schedule.
SCHEDULE - That part of a timetable which prescribes class, direction, number and movement for a regular train.
EXTRA TRAIN - A train authorized by train order without a timetable schedule. It may be designated as:
EXTRA - For any extra train, except a work extra;
WORK EXTRA - For an extra train authorized by Form H train order.
DESIGNATION OF SUPERIORITY BETWEEN TRAINS
Regular trains and extra trains are further designated as being superior or inferior to one another as provided by the following D&R rules:
Rule 71. A train is superior to another train by right, class, direction or timetable special instruction.
Superiority by right is conferred by train order, superiority by class, direction, or timetable special instruction is conferred by timetable.
Right is superior to class, direction or timetable special instruction.
Timetable special instruction is superior to class or direction.
Rule 72. Trains of the first class are superior to those of the second; trains of the second class are superior to those of the third; and so on.
Trains in the direction specified in the timetable are superior to trains of the same class in the opposite direction.
Rule 73. Extra trains are inferior to regular trains.
The superiority of a given train must always be considered in relation to other trains. Under the rules above a second class train is inferior to a first class train and is superior to a third class train and an extra train. Train orders may be issued that supersede the previously described superiority relationship and will be discussed latter.
MOVEMENT OF TRAINS RELATIVE TO SUPERIORITY
Regular trains and extra trains are permitted to occupy main tracks and operate in relation to one another as provided for by the following D&R rules:
Rule 81. Unless otherwise provided, a main track must not be fouled or occupied without timetable authority, train order authority or authority granted by special instruction, unless protected as prescribed by Rule 99.
Rule 83. A train must not leave its initial station, or an intermediate station where schedules originate or terminate, or a junction, or pass from double or three or more tracks to single track, until it has been ascertained whether all trains due, which are superior, have arrived or left.
Rule 86. Unless otherwise provided, an inferior train must be clear at the time a superior train in the same direction is due to leave the next station in the rear where time is shown.
Rule 87. An inferior train must keep out of the way of opposing superior trains and failing to clear the main track by the time required by rule must be protected at that time as prescribed by Rule 99.
Extra trains must clear the time of opposing regular trains not less than one minute unless otherwise provided, and will be governed by trains orders with respect to opposing extra trains.
Rule 88. At meeting points between regular trains, the inferior train must clear the main track one minute before the leaving time of the superior train.
At meeting points between extra trains, the eastward extra train must take the siding unless otherwise provided.
Trains must pull into a siding when practicable; if necessary to back in, the train must first be protected as prescribed by Rule 99, unless otherwise provided.
Rule 88(A). At meeting and passing points, when conditions and circumstances are such that delays will be avoided by the superior train taking siding, it must be done, Conductors and engineers are expected to exercise judgment and discretion in this respect, and see that extra precautions are taken to avoid collision. Application of Rule 88(A) shall supersede provisions of rules inconsistent therewith.
ADDITIONAL RULES GOVERNING MOVEMENT OF TRAINS
Rule 82. Timetable schedules, unless fulfilled or annulled, are in effect for twelve hours after their time at each station.
Regular trains more than twelve hours behind either their schedule arriving or leaving time at any station lose both right and schedule, and can thereafter proceed only as authorized by train order.
Rule 90. Trains must stop before siding switches, unless the switch is properly lined, the points are seen to fit and the track is seen to be clear.
Rule 91. Unless some form of block signals is used, trains in the same direction must keep not less than one minute apart, except when proceeding at reduced speed to close up behind a standing or slowly moving train.
Rule 92. A train must not leave a station in advance of its schedule leaving time.
Rule 97. Unless otherwise provided, extra trains must be authorized by train orders.
Special Instruction X40. Trains must stop before siding trailing point spring switches, unless the track is seen to be clear. Special Instruction X40 shall supersede provisions of Rule 90 inconsistent therewith.
PROTECTION OF TRAINS
Unless otherwise provided, on single track a train operates expecting opposing inferior trains to be clear of the main track, and on a main track on which trains operate in the same direction a train operates expecting a preceding train, regardless of whether it is inferior or superior, to be maintaining a sufficient speed to prevent being overtaken.
Under circumstances when a train can not clear the main track in order to prevent being overtaken by an opposing train or when a train fails to maintain a speed or stops and therefore may be overtaken by a following train, the train must be protected as prescribed by procedures set forth by D&R Rule 99.
Rule 99. When a train stops under circumstances in which it may be overtaken by another train, protection must be provided by a train crew member who must act as a flagman and go back immediately with flagman's signals a distance of not less than one-quarter scale mile (165 actual feet), the distance increased for descending grades and weather conditions, and until the flagman's view of an approaching train is unobstructed for not less than one-eighth scale mile (83 actual feet) beyond, and place a yellow signal consisting of a yellow flag and, in addition, a yellow light by night, on the side of the track that will be visible to and not obstruct an approaching train. After placing the yellow signal the flagman may return one-half the distance to the train. When recalled and safety to the train will permit, the flagman may return.
When the engineer is acting as the flagman, after placing the yellow signal and safety to the train will permit, the engineer may return to the engine.
The front of the train must be protected in the same way when necessary.
When a train is moving under circumstances in which it may be overtaken by another train, protection must be provided by a train crew member who must act as a flagman and take such action as may be necessary to insure full protection. When the view of an approaching train is obscured, yellow signals consisting of a yellow flag and, in addition, a yellow light by night, must be placed at proper intervals on the side of the track that will be visible to and not obstruct an approaching train.
When flags cannot be plainly seen, lanterns or lights must be used. Conductors and engineers are responsible for the protection of their trains.
Flagman's signals must not be placed between parallel tracks, unless it can not be avoided.
The placement of flagman's signals must be such that provides for the maximum straight sighting distance of the signal as viewed from an approaching train.
An engineer seeing a yellow flag or yellow light near the side of the track will at once bring their train under control and then for a distance of one-half scale mile (330 actual feet) beyond the yellow signal will proceed at reduced speed. Failing to find a flagman or obstructions within the distance of one-half scale mile (330 actual feet) they will assume that track is clear and resume usual speed.
The engineer or conductor of a train upon passing a yellow signal placed on the side of the track their train is operating on will retrieve the yellow signal.
When a flagman is sent ahead to protect the movement of a train, extra precautions must be taken to see that a sufficient distance is maintained between the flagman and the train to insure safety.
When a train has been flagged, the flagman, if present, must inform the engineer why the train has been flagged and the engineer must be governed by conditions.
When a flagman is sent out with instructions affecting the authority of a train, such instructions must be in writing if circumstances will permit.
When a flagman is sent to a station on a train with instructions affecting the authority of a train, the flagman will ride on the head end of the train, and the engineer must stop and let the flagman off at the first switch.
YARD LIMITS AND RELIEF OF PROTECTION
When it is necessary for a train to perform switching work at a station or other locations an advantage can be had by relieving the train of requirements to provide protection against other trains. Thus allowing the maximum number of train crew members to assist in handling the switching of the train instead of performing duties required to provide protection.
The concept of defined yard limits and the rules governing the movement and protection of trains operating within yard limits are set forth by D&R Rule 93 and Special Instruction X1.
Rule 93. Yard limits will be indicated by track side signs or track markers or designated by special instructions. Within yard limits the main track may be occupied, clearing first class trains when due to leave the last station where time is shown. Protection against second and third class trains, and extra trains and engines is not required.
In case of failure to clear the time of first class trains, protection must be provided as prescribed by Rule 99.
Second and third class trains, and extra trains and engines must move at a low speed on main tracks within yard limits prepared to stop within one-half the range of vision short of train, engine, car, stop signal, derail, obstruction or switch not properly lined.
All trains and engines must move at a low speed on yard tracks, sidings, wye tracks, spur tracks and other tracks not designated as main tracks prepared to stop within one-half the range of vision short of train, engine, car, stop signal, derail, obstruction or switch not properly lined.
Special Instruction X1. At Deerfield, Roundabout and Critchley all trains and engines must move at a low speed on main tracks within yard limits prepared to stop within one-half the range of vision short of train, engine, car, stop signal, derail, obstruction or switch not properly lined, and main tracks within yard limits may be occupied without providing protection. Special Instruction X1 shall supersede provisions of Rule 93 inconsistent therewith.
It is of utmost importance that the engineer and all train crew members maintain an absolute understanding of whether their train is operating within or outside of yard limits and see to it that rules governing the protection and movement of their train are strictly obeyed.
Train orders may also be issued that relieve the requirements for protection of a train. This is illustrated by various examples of train order Form H. See the complete D&R Transportation Rules and Special Instructions.
D&R Transportation Rules, Track Side Signs and Track Markers
TRAIN ORDERS
Although extensive rules pertaining to the movement of trains by train orders are in effect on the D&R, their use is diminished due to the impracticality of using train order operators to deliver written train orders at stations due to the short running time intervals between stations. Use of cellular telephones or other two way radio equipment is used to a limited extent to permit the train dispatcher to issue train orders directly to train crews. This is resorted to when necessary in order to advance an inferior train against a late running superior train.
Once a train crew leaves either Deerfield or Critchley there is generally no communication with the train dispatcher. Operations under these circumstances might best be described as being between points of communication. If a train becomes disabled or delayed, D&R train crews must be fully familiar with the rules and principles for movement under flag protection and the exchange of train identities in an effort to keep trains moving.
TRAIN ORDER NO. 8
GIF file of Train Order No. 8 for delivery at Roundabout
If a sufficient number of engines and crews are available, several of the first class schedules of Timetable No. 36 may be run in sections. Train Order No. 8 is a Form F train order that the train dispatcher may issue directly to a train crew at Roundabout either in writing or by radio.
TRAIN ORDER NO. 9
GIF file of Train Order No. 9 for delivery at Roundabout
To add more interest to the operation, Train Order No. 9 may be issued in addition to Train Order No. 8. If First 146 is running on time, a quick thinking train crew of an inferior train that meets First 146 and receives this order will generally have sufficient running time to clear Second 146 at the next station in advance of the inferior train. The conductor of First 146 is supplied with a sufficient number of copies of this train order for delivery to the C&E of trains met or passed.
TYPICAL TRAIN REGISTER
GIF file of typical filled out Roundabout westward arriving train register
Train registers are located at Deerfield, Roundabout and Critchley. The train registers are used by train crews in order to comply with Rule 83. Standard code timetable and train order rules require both arriving and departing trains to register. In order to reduce the amount of paper work that train crews must fill out, D&R special instructions require only arriving trains to register at designated register stations. Although there are reasons for departing trains to register, an explanation of which is beyond the scope of this article, of utmost importance is a means for ascertaining if an opposing superior train has arrived, and this is satisfied by having only arriving trains register.
Rule 83. A train must not leave its initial station, or an intermediate station where schedules originate or terminate, or a junction, or pass from double or three or more tracks to single track, until it has been ascertained whether all trains due, which are superior, have arrived or left.
Special Instruction X6. Deerfield is a register station and only eastward trains arriving shall register.
Special Instruction X7. Critchley is a register station and only westward trains arriving shall register.
Special Instruction X8. Roundabout is a register station and only westward trains arriving and terminating at Roundabout shall register.
Special Instruction X10. At a register station at which only arriving trains are required to register, provisions of Rule 83 that require ascertaining whether superior trains leaving that are due have left shall not apply, and extra precautions must be taken by sections to prevent a following section from leaving before a leading section.
TIMETABLE NO. 30
An alternative to operating regular (scheduled) trains is to operate only extra trains. Timetable No. 30 lists no schedules for regular trains, therefore when it is posted as being in effect all trains must operate as extras as provided by the following:
Definition: EXTRA TRAIN - A train authorized by train order without a timetable schedule. It may be designated as:
EXTRA - For any extra train, except a work extra;
WORK EXTRA - For an extra train authorized by Form H train order.
Rule 87. An inferior train must keep out of the way of opposing superior trains and failing to clear the main track by the time required by rule must be protected at that time as prescribed by Rule 99.
Extra trains must clear the time of opposing regular trains not less than one minute unless otherwise provided, and will be governed by train orders with respect to opposing extra trains.
Rule 97. Unless otherwise provided, extra trains must be authorized by train orders.
Train operation under Timetable No. 30 requires the train dispatcher to issue train orders that provide for opposing extra trains to meet or keep clear of one another, and train orders that authorize engines to run extra between designated points. Use of cellular telephones or other two way radio equipment is used to permit the train dispatcher to issue train orders directly to train crews.
TYPICAL BULLETIN SPECIAL INSTRUCTION
PDF file of Bulletin Special Instruction 07-22B-2007
Bulletin special instruction 07-22B-2007 is generally issued each day Timetable No. 36 is in effect. The use of this bulletin special instruction is made possible by the circular nature of the D&R actual track layout. Generally four engines with either passenger, freight or mixed consists of cars may operate as extra trains. During the course of the day the extras move in relation to one another as directed by the bulletin special instruction and must keep clear of regular trains authorized by the timetable, either opposing or in the same direction, as provided for by the rules.
REFERENCES
Railroad Operation and Railway Signaling, 1953 edition by E. J. Phillips Jr.;
Rights of Trains, 1925 edition by H. W. Forman;
Rights of Trains, 1945 and 1957 editions by P. Josserand;
Train Operation, 1920 edition by W. Nichols;
Train Rules and Train Dispatching, 1904 by H. A. Dalby;
Numerous railroad company rule books and timetables, and other text books, dating from 1853 to the present from the author's collection.
ACKNOWLEDGMENTS
The author wishes to thank all current and former Deerfield and Roundabout Railway operating personnel, and especially Edward "Bud" Buker the original owner and builder of the Deerfield and Roundabout Railway, for their contributions, participation and cooperation that has made it possible to successfully put into practice the principles of single track timetable and train order operation.