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The essence of railroading, making meets on single track. BRIEF EXPLANATION OF SINGLE TRACK ACTUAL TRACK LAYOUT DRAWING PDF File of Actual Track Layout Drawing BASIC TRAIN OPERATIONS A review of the actual track layout drawing will reveal the Deerfield and Roundabout Railway (DRRY) is in fact a continuous circular single track railway. For educational demonstration proposes it is considered a point to point railway with the main yard serving simultaneously as both Deerfield station and Critchley station. Time table direction is based on the direction of trains at this main yard. Trains leaving Deerfield compass direction west are time table direction westward. Trains leaving Critchley compass direction east are time table 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 (scheduled) or extra (not scheduled), 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 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 Time Table No. 36 are an example of this scheme. There are three locations on the DRRY 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 time table 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. TRANSPORTATION RULES The Deerfield and Roundabout Railway Transportation Rules (DRRY Rules) 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. Some of the Standard Code rules have been modified, typical in full scale practice, in order to make them applicable to operating circumstances that are specific to the DRRY. Text books such as Rights of Trains by Harry W. Forman and latter by Peter Josserand, and Train Operation by William Nichols, and practical experience obtained from working with DRRY operating personnel have proved invaluable in refining the DRRY Transportation Rules, and in addition, the DRRY Special Instructions. There is currently no double track installed on the DRRY therefore Standard Code rules pertaining strictly to double track have not been included in the DRRY 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. SPECIAL INSTRUCTIONS The Deerfield and Roundabout Railway Special Instructions (DRRY Special Instructions) have been produced following examples published in various railroad rule books and employee time tables in the author's collection. The rule books and employee time tables referenced span the period from 1853 to 1999. DRRY Special Instructions are published as a separate document instead of the usual practice of publishing special instructions as part of the time table. This is done in order to reduce the size of the time table to one page that can be laminated in clear plastic. The laminated time tables are sufficiently durable to last through many operating days and are easily carried by DRRY operating personnel. BASIC DEFINITIONS The following definitions are published as part of the DRRY Transportation Rules: MAIN TRACK - A track, other than an auxiliary track, extending through yards and between stations which must not be occupied without authority or protection. 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. 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 DRRY and the use of the term Single Track is encouraged instead. TRAIN CREW BULLETIN BOARD Image of Train Crew Bulletin Board Museum or DRRY 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 time table 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 DRRY rules and special instructions relate to the Train Crew Bulletin Board: Rule 1. The first train dispatcher for the day shall determine the time displayed by and shall set standard clocks designated as Railway Standard Time. 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 time table 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 time table must, while on duty, have a copy of the current time table in effect in their possession, unless the current time table 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 Board 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. DESIGNATION OF TRAINS Under time table and train order rules trains are designated primarily as being either regular or extra and further sub defined as provided by the following DRRY definitions. TRAIN - An engine or more than one engine coupled, with or without cars, displaying a marker or markers. REGULAR TRAIN - A train authorized by time table schedule. SECTION - One of two or more trains running on the same schedule displaying signals or for which signals are displayed. EXTRA TRAIN - A train authorized by train order without a time table 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. Portions of DRRY Rule 206 define the nomenclature to be used when referring to various trains. Rule 206 First Paragraph. In train orders and clearances, regular trains will be designated by numbers as "No. 10", and sections as "First 10"; "Second 10"; and so on, adding engine numbers in train orders if desired. Extra trains, except work extras, will be designated by engine numbers and the direction as "Extra 798 east". Work extras will be designated by engine numbers, as "Work extra 798". Rule 206 Third Paragraph. When an extra train has two or more engines coupled, the numbers of the engines will be used in train orders, thus: "Extra 284 and 308 coupled west". When helper engines or other engines are placed on the head end or rear end of an extra train over a portion of the railway, the helper engine number or numbers will not be included in the designation of the extra train. Rule 218. When a train is named in a train order by its schedule number alone, all sections of that schedule are included, and each must have copies delivered to it. TIME TABLE NO. 36 PDF File of Time Table No. 36 With Explanatory Notes Time Table 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 time table special instruction at the bottom of the time table states "LOWER NUMBER TRAINS ARE SUPERIOR TO HIGHER NUMBER TRAINS OF THE SAME CLASS." The DRRY rules refer to this as superiority by time table 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 of which its engine, car consist and crew have been previously authorized to assume. The following DRRY definitions and rules relate to time tables: TIME TABLE - The authority for the movement of regular trains subject to the rules. It contains the classified schedules of trains with special instructions relating to the movement of trains. SCHEDULE - That part of a time table which prescribes class, direction, number and movement for a regular train. STATION - A place designated in the time table by name. 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; Rule 82. Time table 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 SUPERIORITY BETWEEN TRAINS Regular trains and extra trains are designated as being superior or inferior to one another as provided by the following DRRY rules: Rule 71. A train is superior to another train by right, class, direction or time table special instruction. Superiority by right is conferred by train order, superiority by class, direction, or time table special instruction is conferred by time table. Right is superior to class, direction or time table special instruction. Time table 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 time table 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. Given 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. AUTHORITY TO OCCUPY MAIN TRACK Rule 81. A main track must not be fouled or occupied without authority granted by rule or by special instruction, time table authority, or train order authority, unless protected as prescribed by Rule 99. MOVEMENT OF TRAINS RELATIVE TO SUPERIORITY Regular trains and extra trains must operate in relation to one another as provided for by the following DRRY rules: 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 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. 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. Links to Diagrammatic Slide Shows of Advancing Time Table Authority Trains in the Same Direction Examples ADDITIONAL RULES AND SPECIAL INSTRUCTIONS GOVERNING MOVEMENT OF TRAINS Rule 82. Time table 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. Special Instruction X40. Trains must stop before siding trailing point spring switches, unless the track is seen to be clear. Position of the switch points when trailing through is of no consequence. 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. Rule 95. When authorized by the train dispatcher, two or more sections may be run on the same schedule. Each section has equal time table authority. See Rules 15(g), 15(k) and 20. Rule 20. All sections except the last must display two green flags and, in addition, two green lights by night, in the places provided for that purpose on the front of the engine. See Rules 15(g) and 15(k). Rule 15. The whistle must be sounded where required by rule or law. When two or more engines are coupled together, the leading engine only will sound the whistle signals. The intensity and duration of the sounding of whistle signals shall be regulated taking into consideration the distance and urgency for which the signal is to be conveyed. The whistle signals prescribed are illustrated by "o" for short sounds; "-" for longer sounds. (g) o o Answer to 15(k) or any signal not otherwise provided for. (k) - o o To call attention of engine and train crews to signals displayed for a following section. If not answered by a train, the train displaying signals must stop and notify them. TRAIN REGISTER Image of filled out Roundabout westward arriving train register Train registers are located at Deerfield, Roundabout and Critchley. A train register is used by train crews in order to comply with Rule 83. Standard code time table 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, DRRY 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 regular trains arriving shall register. Special Instruction X7. Critchley is a register station and only westward regular trains arriving shall register. Special Instruction X8. Roundabout is a register station and only westward regular 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. 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 are operating 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 DRRY 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 DRRY 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, Lake Forest, 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. Second and third class trains, and extra trains and engines must avoid delay to first class trains. It is of utmost importance that the conductor, 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 DRRY Transportation Rules. DRRY 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 DRRY, their use is intentionally diminished in order to reduce the reliance on a train dispatcher for controlling the movement of trains. 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, DRRY 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 authority is designated as superior to other forms of authority by the following: Rule 71. A train is superior to another train by right, class, direction or time table special instruction. Superiority by right is conferred by train order, superiority by class, direction, or time table special instruction is conferred by time table. Right is superior to class, direction or time table special instruction. Time table special instruction is superior to class or direction. The traditional method of transmitting train orders to train order operators at stations for subsequent delivery by the train order operators of written train orders to train crews is somewhat impractical at the DRRY due to the short running time intervals between stations. Under circumstances at the DRRY when issuing a train order would be an advantage, as in the case of advancing an inferior train against the time table authority of a late running regular superior train, the 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 similar to the the final years, circa 2000, of time table and train order operation on the Northern Indiana Commuter Transportation District and Chicago, South Shore and South Bend Railroad where the train dispatcher routinely issued train orders directly to train crews by two way radio. Train order Form J-1 is a special form of train order that was used by the NICTD and CSS&SB RR that is indicative of transmission of train orders from the train dispatcher directly to train crews, thus it has been included in the DRRY Transportation Rules. Train Order Form J-1. CALL ORDER No 2 call for orders at Chester When a train has been so ordered, it must not leave the station named or the point named until a train order or Clearance Card Form A has been received. When a train receives a Form J-1 Train Order (Call Order) at a point other than a signaled siding, the train must not proceed beyond the entering switch or other specific named location until a train order or clearance is received. Students of time table and train order principles may recognize that the Form J-1 Call Order in effect allows the train dispatcher to display a "virtual" train order signal at stop at any desired point on the railway. TRAIN ORDER NO. 8 Image of Train Order No. 8 for delivery at Roundabout If warranted by sufficient passenger traffic, several of the first class schedules of Time Table 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 Image of Train Order No. 9 for delivery at Roundabout 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 BULLETIN SPECIAL INSTRUCTION PDF file of Bulletin Special Instruction 09-12A-2009 Bulletin special instruction 09-12A-2010 is generally issued each day Time Table No. 36 is in effect. The intent of this bulletin special instruction is to reduce the duties required of the train dispatcher and is made possible by the circular nature of the DRRY 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 time table, either opposing or in the same direction, as provided for by the rules. TIME TABLE NO. 30 An alternative to operating regular (scheduled) trains is to operate only extra trains. Time Table 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 time table 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 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 97. Unless otherwise provided, extra trains must be authorized by train orders. Train operation under Time Table 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 two way radio equipment is used to permit the train dispatcher to issue train orders directly to train crews. Operation under Time Table No. 30 dramatically increases the duty load of the train dispatcher, depending on the number of extra trains in operation, as all train movements must be provided for by train orders. EXAMPLE OF TIME TABLE PUBLISHED PRIOR TO THE STANDARD CODE OF 1889 PDF File of New York and Erie Railroad, Time Table No. 22, Delaware Division, May 30, 1853 Note the following in the NY&E RR Time Table No. 22: 1. First class trains identified only by name and direction. This scheme being the origin of what will later be known as "named trains" when referring to trains of high priority operated by a railway company. Notable passenger train examples include the Twentieth Century Limited of the New York Central, the Broadway Limited of the Pennsylvania Railroad, the Erie Limited of the Erie Railroad, the Pan-American of the Louisville & Nashville, the Crescent Limited of the Southern Railway, the Panama Limited of the Illinois Central, the Super Chief of the Atchison, Topeka and Santa Fe, the Golden State Limited of the Chicago, Rock Island & Pacific and Southern Pacific, the California Zephyr of the Chicago, Burlington & Quincy and Denver & Rio Grande Western and Western Pacific, the Hiawatha series of the Chicago, Milwaukee, St. Paul & Pacific, the 400 of the Chicago & North Western, the Empire Builder of the Great Northern, the North Coast Limited of the Northern Pacific, the Canadian of the Canadian Pacific, the Super Continental of the Canadian National, etc. etc. 2. Second class freight trains identified by number, even numbers for "trains moving east" and odd numbers for "trains moving west." In latter years train numbers will be assigned to all schedules of a time table including the formerly named only first class trains. 3. Special instructions included with the time table that provide additional information pertaining to the general operation of trains or to the operation of a specific train. REFERENCES The Train Wire, A Discussion of the Science of Train Dispatching, 1891 edition by J. A. Anderson; ACKNOWLEDGMENTS The author wishes to thank the following: 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 time table and train order operation. Carlisle Schade and the original operating officers of the Wabash Frisco and Pacific Association for their pioneering efforts in the operation of the Wabash Frisco and Pacific Railroad (original Schade Fairacres Estate, Brown Road location) by Standard Code time table and train order rules. PDF file of Wabash Frisco and Pacific Association Time Table No. 3, September 16, 1945. Note the following in the WF&PA Time Table No. 3: 1. Page 3, General Instructions, First paragraph. 2. Page 3, Special Instructions, Second paragraph. TIME TABLE AND TRAIN ORDER MEMORIES The author recalls many days spent in the first half of the first decade of the 21st Century, nearly 115 years after the General Time Convention, listening via radio receiver to the CSS&SB RR train dispatcher issue train orders to eastward train crews stopped at the Gary, Indiana eastward train order signal displaying stop. The train order issued was usually a Form V, Check of Trains, the body of the train order transmitted stated as "All superior trains due at Emerson E-M-E-R-S-O-N at or before x.xx pm have arrived or left signed D-J-Z." Emerson station being the end of double track just east of Gary when headed eastward from Chicago toward South Bend. |