The times. [volume] (Richmond, Va.) 1890-1903, 1895-10-27

orders. when they would be held by
the red signal OF the operator AT the meet
ing point. Each OF these operators copies
the order at the same time. Then each
reports. and the others respectively. lis
ten 10 see II all report alike. III the or
der f. repeated correctly. the dispatcher
(Nho has copied ~ i'm his order-book-al-
ways on hand)-- responds ~ M add-
INK the time and the chief dlspatchers
initials. whereupon each operator signs
his name on the manifold paper, ana
also over the line, which latter the DIS
hatcher enters in his book The order is
then i'm shape for delivery. the conduc-
tory. when the trains arrive sign their
names. which are transmitted over the
wire to the dispatcher. whereupon he re-
spends complete" adding the time ana
the chiefs initials.
IHR TIME ORDER.
when the operator tears of two copies
OF tho order taken I'm triplicate, gives one
to engineer and one TO conductor, takes
in his red signal. ana the train Is al
lowed to proceed. II from any cause,
for example. failure Of one OF the trains
10 make proper specd-the dispatcher de-
sires 10 change the meeting point, he has
TO 20 through the same routine.
Positive meeting orders between trains
OF a different class are prohibited on most
roads. and In such cases. the "ume order
IS used. By "time-order' is meant an or
der given n train to run so much late
between designated points. and the trains
receiving this order simply ada the extra
amount of time given 10 the 'Schedulc
time of the train running late ana 90 as
fer as they can on their annltohal time,
but must turn out at that station beyond
which they could surely count on gong
within the specified limitation. Extra
trains" are those not designated on the
timetable at all, and which cannot move
at all without orders from the dispatcher,
and must keen out Of the way OF All
schedule trains unless special orders 20 the
contrary are received from the dispatch
err A very wise precaution IS IN general
vogue now. which IS TO require the as
hatcher 10 get the signature OF the rul-
ing train before completing the order
10 the inferior right train This re-
moves the possibility Of accident from the
failure Of the operator to hold the ruling
train for tho order, for If the inferior
right does not. there Is cross "a col
lsiOn But if the superior right tram Sc
cures the order, and the operator should
let the inferior right train 60, the latter
would be aooiding the former on time
fable figures. and would be safe on the
side track when the train now late, is
due az that station. II in this case the
meeting point was at non-telegraph
station II would not do any damage but
there would be a tie out one tram
waiting for the other al an "Order meet
ing polnt." and the other laid OUT at
a schedule meeting point. or else some
point II had made on SCHEDULE, avoid
ing tho other trains figures Sometimes
I'm figuring passing points for trains OF
tho same class. Il is deemed desirable not
10 figure With respect 10 tho least net
delay. but 10 give one OF the trains an
the show. This Is frequently the case
Z 10
make a connection. In such case, the
dispatcher simply gives the preferred
train an order to wait at such ana
such a point for the opposing train. The
latter must decide for itself whether 1t
can make tho time. How, II thinking IL
can. II starts and fails? IN that case II
must protect itself with head-naes. III
the wire goes down at any time IL cannot
result I'm damage. for the reason That the
operator holding orders for trains can
not deliver them, and the trains are held
by them. These are "tie outs. but no
damage further than delays. These fai'
ures frequently prevent the dispatcher
from advancing" trains OF inferior rights
and such trains are I'm consequence, laid
out" indefnitely-or until the belaied rul-
ing trains arrive.
ANXIETY or MIND.
But Is not this very taxing on the dis
patcher? Undeniably so. He is figuring
and sending orders all the time. and this
entails a large expenditure OF nervous
force. His nerves are high strung His
work requires eXactness, vigilance ana
Quickness Of perception. In addition 10
the train-order work proper, he has 10
handle messages regarding the equipment
Of the train. the number OF passengers
&c. put out notice Of any defects re-
ported in track watch out for the con-
nectiOn, and keep the connecting lines
advised and in general TO exercise criii-
cal oversight over the entire division
while he is on duty Dispatching di-
visions range i'm length from 100 10 200
miles, according TO the number Of trains
handled. The average is probably 100 or
lG0 miles. There are generally three dis
patchors TO each dispatchng division or
district, and they generally relieve one
another at midnight o'clock in the
morning. and o'clock IN the afternoon.
Each dispatching force has a "chief'
who has the general oversight Of his
force. and also of the operators along
the line. The train-order signals at each
station are worked by means of cords
that come down through the office cell
ing 10 within reach OF the operators hand,
as he sits at his instrument
Very few mistakes are made by dis
patchers BE IT said TO the credit of the
profession that il is very rare that a Sc
also true that when we consider the i'm
mense number of trains run, there are
comparatively few accidents attributable
to the negligence or incapacity Of employ
ees. Men are not perfect, and II is unrea-
sonable TO expect the railway compa-
MES. after the exercise OF all diligence in
the premises, to run a monopoly of those
persons approxmating nearest TO pcrfec-
ton. Occasionally we read Of a railroad
wreck in which lives are lost. and due
to the mistake OF some employee Some
times such employee is very harshly crit
icised for a lapse OF memory. perhaps,
when his critic. that very day. made more
serious blunders. only the consequences
were not so calamitous.
Trains are frequently run in several
sections. that is TO say there are several
distinct trains OF the same number"
second. and thus on. and all but the last
section carrying on the front Of the en-
CINE green flags by day and green lights
by night which denotes that there is
another train following Of the same rights
as the one carrying such signals. A train
Of inferior right met by a train carry
ing signals, must remain on the side
track until the next section arrives and
II this section has signals also. then wait
tin such signals arc represented
To DE certain that the trains OF infe-
rior right DO not fail 10 observe these
signals, the code Of signals" provides
that all engines carrying them shall wills
tie designated signal wherever a train
10 moi or rsu s-ee1 and eurh train must rrfv.