Timetable and Train Order
Operation, A Primer
by Robert J. Amsler, Jr.
presented as a clinic at the NorthStar 99 NMRA
National Convention
INTRODUCTION
Timetable and Train Order Operation is a method of
keeping trains from having collisions and, at the same
time, move the trains efficiently over the system. There
are a number of people involved in this with different
duties. In addition, this is paperwork driven and
therefore a number of forms are needed. Also, everyone
involved in the system must know the rules. The last
item is of paramount importance. If even one person does
not know the rules or makes a mistake in interpreting
the rules, people could die. However, the vast majority
of trains moved under timetable and train orders during
the steam era with few accidents considering the actual
volume. Emulating this system can be both fun and
entertaining. We as modelers do not need to worry about
the drastic consequences faced by railroads under this
system. Instead we can good-naturedly rib the person who
makes a mistake.
There are two different kinds of dispatching methods.
The first attempts to separate the trains by time and
the other by distance. Timetable and Train Order is
within the former category. While this system can be
overlaid with automatic block signaling (ABS), this is
primarily a system of separating trains by time.
This material is intended as a beginning point only. A
number of items are not discussed such as the
"X" response (Rule 212). For a better
understanding I would strongly encourage you to seek
information from period sources, friends, and the
Operations Special Interest Group (OpSIG).
Please note that throughout this work, the Missouri
Pacific Lines' Operating Rules effective November 1,
1940, are used. In addition, Missouri Pacific Lines'
timetables are used to modify the Operating Rules and
serve as examples. As always, these may not be correct
for any other railroad and an accurate portrayal of any
other railroad requires the appropriate research into
the railroads operating books, timetables, and other
data. (For instance, these rules are not correct for the
B&O railroad which used a variant of these rules.)
Moreover, this is subject to correction and the most
up-to-date version can be found at www.gatewaynmra.org
on the pages for clinic materials.
INITIAL CONSIDERATIONS
I. Prototype
I would suggest looking to your prototype to determine
what method of train dispatching you would like to use.
Timetable and train order has variations based on the
prototype and in order to be accurate obtain a rulebook
from the era that you model. If you are not modeling a
prototype, use a railroad you use as a reference to
determine your other prototype practices. In this way
you may borrow the information and use the book to make
your operating sessions more authentic.
II. Era
Timetable and train order operations are also somewhat
era specific. Not too many railroads use timetable and
train order operation anymore. However, this type of
operation was still used until at least the 1970s. It
would be somewhat incongruous to model that type of
operation with SD90MACs.
III. Traffic Patterns
Timetable and train order operation was not employed on
heavily used mainlines after the invention of
centralized traffic control (CTC). Lines that receive
heavy traffic were quickly converted to CTC because this
allowed a single track to carry 70% of the traffic of a
double track main line. In addition, on single track it
greatly decreased the time a train waited at a siding
for another train to appear. The dispatcher just gave
orders for the other train to move to a new location for
a meet. It is difficult if not impossible to change the
location of a meet in T&TO operation if one of the
trains passed the last operator prior to the meet
location.
Positions Involved
Dispatcher-The most important position
involved in this intricate process is that of the
dispatcher. This person is responsible for making sure
that all trains are on schedule and then to send out
train orders to adjust the published schedule so that
the trains move across his territory as efficiently as
possible.
Operator-The operator is the next position. The
operator is responsible for receiving orders from the
dispatcher, making sure the approach signal is correctly
set, and then the operator must transfer the orders to
the conductor and engineer.
Conductor and Engineer-The conductor and
engineer are the third set of persons who are involved
in this process. The conductor and engineer both receive
a copy of the orders from the operator, make sure that
they understand the orders, and then operate the train
accordingly.
Tools of the Trade
Timetable-This device was essential. All
employees were required to have a timetable with them.
The timetable contained numerous types of important
information of immense value to the employee. There were
keys to all the different abbreviations and symbols.
This allowed the railroader to quickly determine any
abbreviations or symbols he forgot. The timetable would
list the different stations, the milepost of the
station, the station number, and a list of scheduled
trains. Usually all first class, second class and third
class regularly scheduled trains were listed. In
addition, Missouri Pacific Timetables indicated which
stations were places where crews could receive orders by
various abbreviations. D (for day) were one trick
stations; N (for night) were two trick stations; and, CS
(for continuous service) were open 24 hours a day. Bold
typeface denoted register stations. Operating employees
always carried this with them.
Operating Rulebook-This book was a hardbound
book that contained the general operating rules that
governed all operations on the railroad. If it was not
in this book, it could not be done. Violation of any
rule caught by a superior could earn the employee some
sort of punishment from a dressing down to suspension
without pay to termination of employment. This was the
bible of the railroad employee and was memorized for the
most part. The book was not always with the employee but
he was charged with knowing everything in it.
Train Register-This is a book maintained at
designated stations where a crew can look to determine
what trains have passed. This book will have the signals
displayed, the time of arrival and departure of trains
and other necessary information. This information may
include the date and train number. Every railroad is
different and its books will give you the answer.
Clearance Card-This is a document that
indicated that the train crew had authority to operate.
Every train had to have this to operate. The initial
form would be authorized by the dispatcher, bear his
initials, and be countersigned by the operator.
Orders-These are instructions from the
dispatcher, delivered through the operator, to the
engineer and conductor of a train which either gives
them the authority to operate, as in the case of an
extra, or modifies the schedule which exists in the
timetable. There are two different kinds of orders. Form
19 orders are hooped up to the engineer and conductor by
the operator once the train is underway. Form 31 orders
require the train to stop and the engineer and conductor
must each sign for the order. Either set can be
delivered at the start of the run but the engineer and
conductor must still sign for the Form 31s. These orders
can be picked up at any station where a train stops or
passes so long as an operator is present.
Train Order Book-This is a book owned by the
railroad and similar to a hardbound journal type of
book. In this book the dispatcher would write each of
his orders. He would write the order as he informed the
operators of his orders. As they repeated the order he
would underline the words and initial the order. The
dispatcher would write the order number to the left, the
numbers of the trains the order concerned, and the
operators who received it. After the operators the
dispatcher would note the time the order was completed.
Under this the order was written. The dispatcher's
initials were under the order. When the order was no
longer valid, the dispatcher would indicate the order
was not valid by making some mark. This was standardized
by railroad.
Train Sheet-This is a large piece of paper that
the dispatcher uses to maintain his knowledge of where
every train is on his railroad. Not all sheets were
alike and there were differences. However, some
generalizations can be made so that a reasonable sheet
can be generated for model usage. First, all of the
stations shown on the timetable were listed down the
center. Mileage was also shown just like on the
timetable. The train sheet also listed the capacity of
the sidings and the call letters for the individual
stations. The left side of the sheet would be for one
direction and the right for the other. Along the top
were spaces to write in the train number. Under the
spaces there was room to write down relevant information
about the train such as the engine number or engine
numbers, the tonnage, conductor and enginemen, and the
time on and off duty. At the bottom time on or off duty
would again be provided. On each line the dispatcher
would mark the time the train was "OSed" by
the operator and a smaller box was provided for the
number of loads and empties. This sheet provides a
detailed look at a railroad for a given day. By looking
at the sheet a person can learn what trains were moving
across the railroad, the number of load and empties, and
where the trains performed switching. In addition, the
names of train crews were listed along with the engine
numbers.
The Clock-This is the standard clock by which
all railroad men set their clock. Everyday the railroad
would send a signal at a specific time so that all
dispatchers would set the clock to the appropriate time.
In this way all clocks on the railroad had the same
time. Each railroad man would then set his pocket watch
by this clock and then all persons would have the
correct time.
Turnover Sheet-This is a sheet provided to the
next trick dispatcher which lists all active orders, the
locations of all trains (north and south) and the
location of all helpers.
GENERAL RULES
There are three general rules that govern all trains
and are the foundation of railroad operation. From these
three rules all other rules follow and they must be
known by all involved as well as they know their own
names. These rules are different based on single or
double track. (I have used the Missouri Pacific
Operating Rule Book numbers following the organizational
format. S-single and D-double)
Superiority of Trains
1. S-71 A train is superior to another train by
right, class, or direction.
- Right is conferred by train order; class and
direction by time-table.
- Right is superior to class or direction.
- Direction is superior as between trains of the
same class
D-71 A train is superior to another
train by right or class.
- Right is conferred by train order; class by
time-table
- Right is superior to class.
2. S-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 by the
time-table are superior to trains of the same
class in the opposite direction.
D-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.
3. 73 Extra trains are inferior to regular trains.
These rules contemplate that trains running in double
track territory are using directional running. All
westbound trains will use one track and eastbound trains
will use the other. Therefore, no westbound train needs
to get out of the way of an eastbound train because the
westbound train is inferior. The train only need worry
about trains in front of it moving slower than it and
trains behind it overtaking it.
By reviewing the rules class and direction are conferred
by the timetable. First class trains are superior to all
other trains, second class trains are superior to all
third class trains and extras. On the Missouri Pacific
Lines eastbound and northbound trains are superior to
trains of the same class in the opposite direction. (The
timetable listed stations in the direction they occurred
unequivocally establishing direction by the order of the
stations in the timetable.) Therefore a second class
eastbound train is superior to a second class westbound
train.
This system worked well for all scheduled trains. When
extra trains are added, they had rules to follow in
order to stay out of the way of regular trains. However,
this could be very inconvenient for the railroad.
Therefore, orders would confer right on a train making
it superior to another train to which it was inferior.
This is were the terminology arises with the word
"right." Extra trains are given
"right" over first class trains by the
dispatcher to enable the extra to operate when the
normal rules would prevent it. Therefore, an order would
issue giving the extra 1712 right over train 3. Train 3
is a passenger train and an extra would have no ability
to interfere under the normal TT&TO rules. However,
the Dispatcher has accorded right on the extra making it
superior to the first class passenger train.
Reading the rules another way, trains given right are
superior to all trains in accord with the train order
issued by the dispatcher. Trains of the first class are
superior to second and third class trains. Second is
likewise superior to third class trains. Between trains
of the same class, those headed north or east are
superior to those headed south or west. Extras fit in
wherever they could when they operated without orders.
One final note of general application, on the Missouri
Pacific Lines there were three kinds of extras: 1.)
extras (all other extras not in the second or third
group); 2.) passenger extras (these carried passengers
and were not regular trains); and, 3.) Work extras
(these were work trains.) Extras always displayed white
signals.
Movement of Trains
82 Time-table schedule, unless fulfilled, 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.
S-83 A train must not leave its initial station on
any subdivision, or a junction, or pass from on of two
or more tracks to single track, until it has been
ascertained whether all trains due, which are superior,
have arrived or left.
S-83 (a) When a train is restricted for an opposing
extra train, at a register station, the restricted train
must not leave unless the extra train can be seen or a
train order is received superseding or annulling the
restriction, or stating that the extra train has
arrived.
D-83 A train must not leave its initial station on
any subdivision, or a junction, until it has been
ascertained whether all superior trains due have left.
Rule 83 provided for many different situations not
normally found on model railroads. However, some should
be known. First, Form V must be used whenever the
Conductor & Engineer (C&E) do not check the
register. This is normal when the crew violates the
hours of service law and they are not at a train
register station. Other important parts required the
conductors only to register and check the register at
all register stops unless relieved of this by special
order. Engineers only had to check the register at the
initial stations unless they received a Form V. They
could check at intermediate stations when practicable;
if not, they must require from the conductor a register
check, showing the numbers of all superior trains and
the time of those which have arrived or left.
86 In automatic block signal territory,
unless otherwise provided, an inferior train must clear
a first class train or train of superior right in the
same direction so as to avoid giving a restrictive
indication to the following train.
Outside of automatic block signal territory,
unless otherwise provided, an inferior train must be in
the clear at the time a first class train or train of
superior right in the same direction is due to leave the
next station in the rear where time is shown; except
that if the time between stations is less than five
minutes, or the distance between stations is less than
three miles, the inferior train must be in the clear at
least five minutes in advance of time shown for superior
train at the next station in the rear.
This rule makes sure that a superior train following an
inferior train is not held up unnecessarily. Therefore
in ABS territory, the train must be so far in advance to
avoid a restrictive signal to the superior train
following. Outside of ABS territory, the inferior train
must be in the clear at the time the superior train in
the same direction is due to leave the station
immediately behind according to the timetable or train
order. If there is less than five minutes or three miles
between these stations, then the inferior train must be
in the clear five minutes before the train is at the
station immediately behind.
But what about trains coming toward you?
S-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 must by
protected as prescribed by Rule 99.
Extra trains must clear the time of opposing
regular trains not less than five minutes, unless
otherwise provided, and will be governed by train
orders with respect to opposing extra trains.
Rule 99 requires the rear brakeman and head end
brakeman to proceed from the train and carry lighted
fusees at night, flags by day, and two torpedoes for
placement on the track. This protects the train for
other trains in either direction. Also, if another train
can overtake the train, lighted fusees must be dropped
off of the rear of the train at appropriate intervals to
protect the rear of the train from collision.
S-88 At meeting points between extra
trains, the train in the inferior time-table direction
must take the siding, unless otherwise provided.
Trains must pull into the siding when
practicable; if necessary to back in, the train must
first be protected as prescribed by Rule 99.
S-89 At meeting points, the
inferior train must take the siding and clear the time
of the superior train not less than five minutes, except
at scheduled meeting points between trains of the same
class where the inferior train must clear the main track
before leaving time of the superior train.
The inferior train must pull into the siding when
practicable. If necessary to back in, it must be
protected as prescribed by Rule 99.
S-89 (a) At schedule meeting points
between trains of the same class, the superior train
must stop clear of the switch used by the train to be
met in going on siding, unless switch is properly lined
and track clear.
At train order meeting points, the train holding
the main track must stop clear of the switch used by
the train to be met in going on siding, unless the
train to be met is clear of the main track and
switch in properly lined.
At meeting and passing points, a train awaiting
the arrival of another train must, if practicable,
stop at least three hundred feet from clearance of
the facing point switch over which expected train
will pass.
S-90 (a) At meeting points, the
inferior train will use the siding of assigned
direction, unless otherwise provided.
Rule 94 provides that if one train overtakes another
that is disabled, the second train can assume the
identity and schedule of the first and proceed to the
next point of communication and report this to the
Dispatcher.
Rule 95 provides that multiple sections of a train
can be run (such as 21-1 and 21-2) and the sections must
display the appropriate signals (green for the first and
following sections except the last which has no signals
displayed). The sections are run on the same schedule
and each has equal timetable authority.
Rules for Movement by Train Order
201 For movements not provided for by the time-table,
train orders will be issued by authority and over the
signature of the train dispatcher and only contain
information or instructions essential to such movements.
They must be brief and clear; in the prescribed forms
when applicable; and without erasure, alteration, or
interlineation.
Figures in train orders must not be surrounded by
brackets, circles or other characters.
202 Each train order must be given in the same words
to all employees or trains addressed.
203 Train orders, except restricted speed orders,
must be numbered consecutively each day, beginning at
midnight. (See Restricted Speed Order, Form X)
204 Train orders must be addressed to those who are
to execute them, naming the place at which each is to
receive his copy. Those for a train must be addressed to
the conductor and engineman, and also to any one who
acts as its pilot. A copy for each employee addressed
must be supplied by the operator.
Orders addressed to operators restricting the
movement of trains must be respected by conductors
and enginemen the same as if addressed to them.
Enginemen and firemen and, when practicable,
forward trainman must read train orders, check with
each other and have a definite and proper
understanding of their requirements. Conductors and,
when practicable, trainmen, must read train orders,
check with each other and have a definite and proper
understanding of their requirements.
204 (a) In addition to copies of
all train orders and clearances delivered to each
employee addressed, an extra copy will be furnished the
engineman, and a copy to the rear trainman. When a train
has more than one engine in service, two copies will be
furnished engineman on each engine.
Other rules provide that the train orders must be
written in the Train Order Book. The book will also list
the names of all who have signed for the order, the time
the order was repeated and the responses transmitted,
with the dispatcher's initials. Sections are designated
as "Second 21" not 21-2 when transmitting the
order. When transmitting orders by telegraph, time may
be stated in figures or duplicated in words. When
transmitting by telephone, the numbers of trains and
engines in the address may be pronounced and then
spelled letter by letter. All stations and numerals in
the body of an order must first be plainly pronounced
and then spelled, letter by letter. "Naught"
was used for zero.
When the train orders are transmitted, the dispatcher
must write the order and underscore it when it is
repeated back to him.
When two or more engines are coupled, the number of
each engine will be used in train orders. When more than
one engine is used on an extra train, the word
"coupled" must be added. (E.g. Extra 1721 and
1725 coupled south)
In order to transmit an order the dispatcher must
first inform the operators which form to use followed by
direction and then the number of copies. These train
orders must then be transmitted to as many operators as
possible simultaneously. When not sent simultaneously,
the order must first be sent to the superior train. The
several addresses must be in the order of the
superiority of the trains. The operators must then write
the number of copies requested using carbon paper at the
time the order is issued. The operator will write the
order and then repeat it while underlining the words as
he says them. When more than one operator is involved,
the operators must repeat it in the manner they were
addressed, that is the superiority of the trains
involved.
A form 31 order requires the signature of the
engineman and the conductor (and any others addressed).
The engineman and conductor must each read the order to
the operator. The operator will then inform the
dispatcher of their signatures and the dispatcher will
then respond "complete," and give the time and
his initials. Each operator will then write
"Com" for complete, the time, his last name,
and deliver the copies to the engineman and conductor.
Form 31 orders are delivered when restricting a train
where the office is closed or where no office exists by
another railroad employee; when giving the train passed
the station or office; when restricting a work extra or
annulling an order authorizing a work extra; and, when
temporarily discontinuing Automatic Block System.
A form 19 order is written by the operator and then
repeated. The dispatcher then says "Complete"
and the dispatcher notes the time and gives his
initials. The operator then notes "Com," the
time, the operator's last name in full, and personally
deliver a copy to all addressed.
A clearance card is issued to every train. The
operator will complete the card with the proper address
of the train and the numbers of all train orders
addressed to the train, if any. The operator will then
transmit the clearance to the dispatcher who will
respond "OK" and give his time and initials.
The operator will then mark the time and initials on the
clearance card and deliver the card to the crew with any
orders. The dispatcher must write down the number of the
orders given to the train and the time of the
"OK."
Naming a train by its schedule number includes all
sections of that train in the order. To name a specific
section of the train, the order must address that
section.
Train orders in effect continue until fulfilled,
superceded or annulled.
Finally, a train must not pass the train order signal
set to stop except to take fuel, water, or to perform
station work within station limits and then must protect
itself as set forth in Rule 99. Operators at a station
must also notify the dispatcher of the passing of all
trains.
Forms of Train Orders
There are over twenty-two pages of train orders in my
Operating Rule Book. I cannot provide them all hear.
However, I will write the orders in the examples below
and you can learn the major ones from these examples. I
would again strongly encourage you to obtain a copy of
this book and use it for modeling purposes. However, I
will state that on the Missouri Pacific, train orders
were issued to the train citing the train number and
then the engine number.
EXAMPLES
For purposes of the examples set forth below, I have
taken the scheduled trains from Time Table 44 of the
Eastern Division of the Missouri Pacific Lines and I am
combining them with the rules set forth above. I have
modified the Division however for the purposes of the
examples to a single track main and I have eliminated a
number of the scheduled trains and quite a few stations.
The actual Division was quadruple tracked in areas
during the World War II era with a turntable and engine
servicing facilities for turning the helper engines that
assisted trains up Kirkwood Hill. A heavy amount of
traffic crossed this division and would be too complex
for demonstrative purposes.
Over the last year Allied troops have landed on the
beaches of Normandy and are headed toward Berlin. At the
same time U.S. troops and the U.S. Navy are swiftly
closing on Tokyo from two directions: Australia and the
Middle Pacific. You, as an engineer on the Missouri
Pacific have been pulling long hours over these past few
years moving freight for the war effort and pulling main
trains loaded with GIs headed for the war. You have put
in long hours running trains over the Eastern Division,
doing your part to end the war. The Missouri Pacific,
like many other railroads, has handled more traffic than
ever and had to rebuild and salvage what it could just
to move the freight. The load has been hard. But you
have done it all under TT&TO operation.
Imagine you are sound asleep on a cold December 1944
night in St. Louis, Missouri. You are awakened by a
telephone call. You hear the crew caller announce that
you are called for a 6:00 a.m. train. You sleepily
acknowledge the call and begin to gather your grip and
make a lunch. You are off to work again.
When you arrive at the crew area in St.
Louis you meet your fireman, conductor, head end
brakeman and rear end brakeman. At this time you discuss
the news and other items. You have some time to kill
before you actually need to report. Before the conductor
goes to get the orders you decide to look at the
timetable to see what is running.
Then, after comparing pocket watches, the conductor
goes to the operator to obtain the necessary clearance
card and any orders. The clearance card would look like
this:
This clearance card must be obtained prior to at the
beginning of a run and prior to passing any
"stop" train order signal.
The orders would look like this (with the appropriate
form number on the form (19 or 31):
Inside the block that is empty below the address to
the C&E, the operator would write in the order. In
addition, there are at least three copies of the order
issued. Two are for the C&E and the third is for the
operator. If the train is double headed, the second
engine would also get a copy. Remember that each
engineer must have a copy. The operator would need to
give three copies to the passenger train. The operator
must give one order to the conductor, engineer, and
flagman. Of course the operator will retain his own
copy.
Lets look at some of the possibilities we might have.
EXAMPLE ONE
First if the dispatcher did not issue any orders
other than the one creating our extra we would receive
the following order. The first part would be addressed
to the C&E of the engine. The number of the engine
designates the number of the extra.
C&E Eng 2203 at St Louis
Eng 2203 run extra St Louis to
Jefferson City
(Please remember how this would fit in the form
above.)
This is for a train running between St. Louis and
Jefferson City such as a military train running between
St. Louis and Los Angeles with a load of jeeps for the
Pacific Theater. This order creates the train. Without
this order, the train would not exist.
But what if the train is a local train picking up
finished products from a number of industries between
St. Louis and Jefferson City. Then the order might read:
C&E Engine 1708 at St Louis
Eng 1708 run extra St Louis to
Jefferson City and return to St Louis
This order allows the train to leave St. Louis,
perform its switching between St. Louis and Jefferson
City and to return. If the order named any other station
the extra would only have authority to operate to that
station.
Assuming that we received only the first order we
would next have to look at the register. According to
the Missouri Pacific Rulebook, the register contains
information on the number of the train, its arrival and
departure, and other relevant information. These varied
by railroad but might also show the date of arrival and
signals. Remember a train displaying green signals was
the first section and an additional section would be
following and entitled to the same superiority as the
first. It would not be appropriate to leave a station if
the second or third section of the train was not at that
station yet.
I always find it easier to look for trains from the
same direction first and from the opposite direction
next. Therefore, in this example we will look eastbound
and then westbound at the register and our timetable.
It is now about 6:15 a.m. Looking at the register we
see that only train 71 and local 91 have left and no
trains have arrived from the east in the last twelve
hours. Neither train 71 nor local 91 were displaying
markers. We do not need to worry about any extras
because if a conflict existed with our schedule, the
dispatcher would issue an order for a meet or allow us
to overtake the extra. Returning to the timetable we see
that train 77 and train 91 are the only trains which
should have left from St. Louis. All appropriate
westbound trains are accounted for after our review. But
what about eastbound trains? Well it is 6:15 a.m. and
train 68 has not arrived. It is superior because it is a
second class train. Therefore we must wait for its
arrival. How long must a train wait? A train must wait
twelve hours for the schedule to expire and the train to
lose its superiority. This morning it arrives five
minutes late at 6:20 a.m. It displays green flags. Can
we go? NO! The green flags indicate a second section if
following (and maybe more depending on the flags on each
following section.) We must wait. The second section
arrives at 6:40 a.m. Can we go? NO! Train 70, another
second class train has not arrived. We need to wait for
it. It arrives at 6:50 a.m. displaying no signals and we
review the timetable and see that train 14 is due at
6:55 a.m. This train arrives at 7:00 a.m. and it also is
not displaying any signals. Can we go? Yes. The next
westbound train is set to leave at 9:00 a.m. and no
other eastbound train is due until 1:30 p.m.
For purposes of these examples, assume it takes our
extra the same time to cross the sub-division as it does
for train 71 between stations.
EXAMPLE TWO
Now that we know all opposing trains have arrived and
no westbound trains are due to leave, we can proceed,
but how far? According to the rules, we must clear
trains in the same direction either at the time it is
due to leave the station behind or, if less than tree
miles between stations or five minutes, we must be in
the clear five minutes before the time shown on the
timetable for the superior train at the station behind
us. What about eastbound trains? We must clear eastbound
trains by five minutes. It is now 7:10 a.m. and we can
get to Kirkwood by 7:50 a.m. No train is due to leave
St. Louis until 9:00 a.m. and no eastbound train is due
at Kirkwood until 12:40 p.m. We can leave and get to
Kirkwood in time.
EXAMPLE THREE
Assuming that the train is a train loaded with new
Sherman tanks and headed straight to California, we need
to proceed as quickly as possible to Jefferson City
where we can turn the train over to a crew. Where is the
next station stop? When will we arrive in Jefferson
City? Assume it will take 35 minutes to make it to
Pacific.
The Answer: We can make it to Pacific by 8:25 a.m.
Train 15 is following on our heels but is still not due
to be at the last station until 9:26 a.m. The first
opposing train is 90 and it will reach Pacific at 11:00
a.m. Therefore we can make it to Pacific by 8:25 a.m.
without any problems.
We can make it to Washington by 8:50 a.m. This is
over one hour before train 15 is due at the station
behind us and forty-five minutes before train 90 is due
at Washington.
We can make it to Jefferson City by 10:37 a.m. This
is seventeen minutes before train 15 is due at
Washington. No problem with that train. However, train
90 will be somewhere between Jefferson City and
Washington. Therefore, we cannot proceed past
Washington.
We wait at Washington for train 90. Train 90 arrives
right on schedule at 9:35 a.m. Can we leave? Train 90
was showing no signals. The train following, 15, will
arrive at Washington at 10:20 a.m. That is less than an
hour from now. This train cannot make it to Jefferson
City and get in the clear by 10:20 a.m. It will take one
hour and forty-seven minutes to make it Jefferson City.
Therefore we need to sit in the hole at Washington until
Train 15 passes us.
EXAMPLE FOUR
Where do we stay? The rules provide that the inferior
train must take the siding. We must then run to
Washington and drop the head end brakeman to throw the
turnout and proceed into the siding and allow both
trains 90 and 15 pass.
EXAMPLE FIVE
When can we proceed? Assuming all trains are running
on schedule, train 90 will pass at 9:35 a.m. and train
15 will pass at 10:20 a.m. It is now 10:20 a.m. and it
will take us one hour and forty-seven minutes to get to
Jefferson City. What is the next train behind us? Train
61 is the next train following. It would make it to
Washington by 3:40 p.m. We would reach Jefferson City by
12:07 p.m. Therefore we would be in the clear before
long before it reached Washington. What about opposing
trains? The next opposing train is due at Jefferson City
at 1:00 p.m. We would clear that train by fifty-three
minutes. Therefore we can now run all the way to
Jefferson City, give the engine to the hostler and go to
beans. In addition, after eight hours, we can take
another run back to St. Louis, provided we are called.
EXAMPLE SIX
Assume we are back at St. Louis. This time we are
issued more than one order. We receive the original
order:
C&E Engine 2203 at St Louis
Engine 2203 West run extra St Louis to
Jefferson City.
We also receive a second order:
Extra 2203 West meet No 90 Eng 124 at
Kirkwood
Extra 2203 West hold main track at Kirkwood.
How would this have worked? First, the dispatcher
would call the operator in Jefferson City and then the
operator in St. Louis. Once both are on the telephone,
the dispatcher would issue the order. The second order
would be given first. Why? Because we must arrange the
protection first. Then the order to run engine 2203 as
an extra would exist.
Suppose train 90 was late leaving Jefferson City and
the tanks were on a time shipment to meet a transport
for an invasion. Then the dispatcher might change the
superiority of the trains. In that case he would issue
an order to two operators at the same time and issue the
order restricting the superior train first. The superior
train must be restricted first because the inferior
train needs protection from the superior train more than
it needs authority to proceed. After all, the
restriction on the superior train avoids an accident and
authority to proceed sets the accident in motion if the
restriction has not issued. This problem assumes that
train 90 still has not left Jefferson City and that
Extra 2203 West is between Kirkwood and Pacific.
In this case the dispatcher might issue orders as
follows:
The dispatcher will ring up the operator at Pacific
and Jefferson City at the same time.
DS: DS to Jefferson
City, 19 West Copy three
Operator at Jefferson
City: SD West at Jefferson City
DS: DS to Pacific,
19 East Copy three
Operator at Pacific:
SD East at Pacific
DS: Order No 1 Dec
14 1944
At Jefferson City to C&E No 90 Eng
124 at Pacific to C&E Extra 2203 West
Extra 2203 West has right over No 90
Eng 124 Pacific to Jefferson City RJA
Each operator, in the order addressed, will now read
back the order. Each time the operator says a word both
the operator and dispatcher will underline the word. The
operator not addressed will listen for any mistakes.
Therefore, the dispatcher should have two underline
marks under each word for the two times the order was
read back to him, once by each of the operators.
DS: Order No 1 Made
complete at 8 10 am
Another item to note, on the Missouri Pacific, time
was not allowed in stating a time in a train order. Rule
206.
Now the order is complete and the operators will go
and hoop the orders to the crews. One to each engine,
one to each conductor, and one copy for each operator.
There is also a copy in the order book maintained by the
dispatcher.
In this scenario, Extra 2203 West now has right over
No. 90. No. 90 is still at Jefferson City and knows it
cannot depart because Extra 2203 West has not signed the
register. Moreover, the order is effective until it is
annulled, superseded or fulfilled. There is no
expiration at the end of twelve hours as there is for a
scheduled train. Now both trains know of the other and
No. 90 will wait until the extra appears.
EXAMPLE SEVEN
What if train 14 was just a little late. If train 14
was running just late enough for our train to get out of
St. Louis and safely to Kirkwood or Pacific, then the
dispatcher could issue a wait order requiring us to wait
a given time at each destination for No. 14 and then
proceed if it did not arrive. Train 14 would also
receive the order and be aware that it needed to make a
specific station by a specific time or clear the rail
for our extra.
This is how the order would read.
Extra 2203 West has right over No 14
Eng 6612 St Louis to Washington and wait at Kirkwood
until 7 01 am and Pacific until 8 01 am
Under this scenario the extra could leave St. Louis
before No. 14 reached St. Louis and could run to
Kirkwood. At Kirkwood, the train would wait until 7:01
a.m. for No. 14 to arrive, and if it did not he could
then run to the next station and wait until 8:01 a.m. If
No.14 did not arrive, the extra could proceed to
Washington. No. 14 would receive a copy of the order and
this assumes the train is between Jefferson City and
Washington and approaching Washington. Note that at
Washington Extra 2203 would lose its superiority and
would have to wait for No. 14 no matter how long it took
to get to Washington.
Also this order deprives Extra 2203 West of its
superiority once it approaches the first switch for the
siding at Washington. The extra must go and sit in the
hole. If the order had read that Extra 2203 West had
right over No 14 Eng 6612 St Louis and at Washington,
then Extra 2203 West would hold the main and No. 14
would be required to go in the siding.
EXAMPLE EIGHT
How would the crew of Extra 2203 know that the train
they saw was actually No. 14? Well, it is a passenger
train and no others are due by for quite some time.
Second, it was not displaying any signals such as green
or white. Finally, it was operating on No. 14's
schedule. It must be No. 14. If there is absolutely any
confusion, the crew can go and check with the operator
and dispatcher.
EXAMPLE NINE
Let's go back to the first situation we used. We are
called again at 6:00 a.m. to pull this extra from St.
Louis to Jefferson City. This time we receive the
following orders with our clearance card:
C&E Eng 2203 at St Louis
Eng 2203 run extra St Louis to
Jefferson City
No. 70 due to leave Jefferson City Dec
14 1944 is annulled Jefferson City to St Louis
What can we do now? We are ready to leave and it is
6:15 a.m. Can we make it to Kirkwood? NO! First, look to
the trains in the same direction. Assuming it takes
forty minutes for a freight train to make it to Kirkwood
the time would be 6:55 a.m. Any train leaving St. Louis
for Jefferson City before 6:55 a.m.? Nope, next train
due out from St. Louis to the west is No. 15 and it is
not leaving until 9:00 a.m. Now the problem arises.
Train 14 is due at Kirkwood at 6:15 a.m. We could not
clear it by five minutes because it is 6:15 a.m. now and
we will not make Kirkwood until 6:55 a.m. Lets change
No. 14's schedule for the sake of this example and say
that it is running one hour later. Can we go to Kirkwood
now? Yes. Remember that no train is due behind us
heading west until 9:00 a.m. (No. 15) The next train due
at Kirkwood is No. 14 but it is not due until 7:15 a.m.
We will arrive at Kirkwood at 6:55 a.m. and with the
extra five minutes we need according to the rules the
time is 7:00 a.m. We have fifteen minutes to spare.
Orders can also be annulled. The form is:
Order No 5 is annulled
Simple.
EXAMPLE TEN
What about superseding an order? What if one of our
trains has a mechanical failure in one the new fangled
diesel-electric engines?
Lets set it up this way. You are running an extra,
which is performing local work. It is 7:00 p.m. and you
are working a number of industries at Kirkwood and then
you need to head west to Pacific. No. 72 is running late
from Jefferson City with those new FTs. Your original
orders are:
Extra 1714 West meet No 72 Eng 586 and
Eng 587 coupled at Kirkwood
C&E Eng 1714 at St Louis
Eng 1714 run extra St Louis to
Jefferson City
These orders tell Extra 1714 to meet No. 72 at
Kirkwood. Please note the first order was given to
create the protection for Extra 1714 because it was
going to be on tracks that the timetable gave to No. 72.
Now you are at Kirkwood, its 7:00 p.m., and the train
is tied up. You have finished your job and need to go to
Pacific to switch the industries there. Looking at the
timetable you see the next train due by is at 7:05 p.m.
Sure enough you begin to hear it around the bend. It
soon passes and all is quite. It is now 7:15 p.m.
Anything else going west? Next train going west is No.
71 and it is not due until 8:10 p.m. You think you can
get to Pacific in fifty minutes. Can you be clear of No.
71? Yes. You will be in Pacific by 8:05 p.m., five
minutes before No. 71 is due at Kirkwood. What about
opposing trains? You cannot go. Your orders are to meet
No. 72 at Kirkwood. You begin to wonder how the FTs are
doing? You walk over with the conductor to talk to the
operator at Kirkwood.
The operator tells you he has heard that No. 72 is
really getting behind. The operator calls the dispatcher
and he issues new orders:
Extra 1714 West meet No 72 Eng 586 and
587 coupled at Pacific instead of Kirkwood
That does it and you are off. The track is yours to
Pacific.
EXAMPLE ELEVEN
What if there are two extras on the track? How will
the dispatcher handle this? First, assume that there is
an extra running from St. Louis to Jefferson City and
another running from Jefferson City to St. Louis. The
order granting protection must be given first.
C&E Eng 1324 at Jefferson City
Eng 1324 run extra Jefferson City to
St Louis
Extra 1712 West meet Extra 1324 East
at Pacific
C&E Eng 1712 at St Louis
Eng 1712 run extra St Louis to
Jefferson City
But there are other ways.
C&E Eng 1324 at Jefferson City
Eng 1324 run extra Jefferson City to
St Louis
C&E Eng 1712
Eng 1712 run extra run extra Jefferson
City to St Louis and meet Extra 1324 East at Pacific
or
After Extra 1324 East arrives at St.
Louis, Eng 1712 run extra Jefferson City to St Louis
or
C&E Eng 1712 at St Louis
Eng 1712 run extra St Louis to
Jefferson City
Extra 1712 has right over Extra 1324
East St Louis to Jefferson City Eng 1324 run extra
Jefferson City to St Louis
C&E Eng 1324 at Jefferson City
Eng 1324 run extra Jefferson City to
St. Louis
CONCLUSION
These are the basics of TT&TO Operation. There is
much more to know such as passenger extras and work
extras. But this should get you on the right track.
Reviewing these examples will keep you up on this type
of operation. In addition, get a rulebook from your
favorite railroad. This will tell you how it was
different from what I have set forth above. Not all
railroads were alike I can assure you.
I hope this has whetted your appetite for more. I
would encourage you to obtain all the relevant materials
so you can model this operation if you want. In
addition, join the OpSIG, Box 872 Arlington Heights, IL
60006. Dues are $15.00 per year. There is also a link
from the NMRA homepage at www.nmra.org.
You can find some generic forms from RailGroup.
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