Louisville & Nashville Railroad Historical Society

The Story of Timetable - Trainorder Operation

By J. G. Lachaussee

In timetable-train order operation, the train dispatcher was more of a “referee,” than a dictator. He caused the traffic to move safely and efficiently through his issuance of necessary train orders to alter the ebb and flow as he saw fit.

Agents and operators on line-of-road were required to work with the train dispatcher, being his “eyes and ears,” so to speak, and accepted train orders and messages from him pertaining to operation of trains, and were responsible for delivering them to the trains addressed. An integral part of stations was the “bay window,” designed so an operator sitting at his desk could observe the approach of a train in either direction.

Stations were equipped with a semaphore train order signal directly in front of the offices. This signal communicated the requirement for a train to pick up orders. Stop position was used in cases of emergency, and was accompanied by the operator flagging with a red fusee or light that could easily be seen; orders were delivered to moving trains with the semaphore displaying “19,” and if no orders were to be delivered, the signal would be pulled from “stop” to “clear” when called for. When a dispatcher placed an order at a station, the operator would set his signal to “19,” and lock it with a device known as a “telltale,” a metal flag that was inserted into the handle to remind the operator that a train order was to be delivered. If a train for which no orders were addressed preceded the one for which orders were held, the operator would hoop them a Clearance Form A stating that the “signal is out for _________.”

The “19” and “31” train orders came into existence in the 19^th Century. The numbers were telegraphic symbols which denoted the type of order that was to be issued. Over the years, those symbols were regarded as standard references to the types of train orders. Customarily, a “19” order was one which “helped” an inferior train, while a “31” was restrictive. The “19” order could be delivered via hoop to a moving train, while a “31” order had to be signed for by the crew, necessitating a stop at the train order signal.

In 1889, the General Time Convention adopted the first Standard Code, designated as Uniform Train Rules and Rules for the Movement of Trains by Telegraphic Orders. It represented the accumulated knowledge of the best operating department minds in the industry. Out of this convention developed the Association of American Railroads.

The first effort produced some rules which were not “air-tight,” meaning there were hazards which necessitated further revision. Conditions on the railroads changed; density of traffic increased; telephones were brought into use for dispatching; multiple tracks replaced single-track operation in places; and over time there were many other changes too numerous to mention. To keep pace with progress, as well as to plug loopholes in the rules where necessary, many revisions of the Standard Code have been made during the past 120 years.

The rulebook was composed of terse statements, reduced to a minimum of words. Traditionally, railroaders learned their jobs from senior employees, and had the practical application of the rules taught them by their mentors. About the only help on timetable-train order operation in the form of a textbook came originally in 1904, written by railroad men. It was called “Rights Of Trains,” by the late Harry W. Forman, assistant to the vice-president and general manager of the Western Pacific Railroad, who was among the first to recognize the need for such a book. Later revisions were made by his successor, Peter Josserand, Night Chief Train Dispatcher for Western Pacific in Sacramento, California.

So, in the latter part of the 19^th Century, “timetable-train order” operation was adopted, permitting trains to run on single track in either direction, with some semblance of safety and efficiency. The entire system was based on superiority of trains, which was conferred by the timetable in effect, and was altered as necessary by issuance of train orders. A crew and their locomotive, bearing a unique number, would be “cleared” by an operator by giving them a “Clearance Form A,” stating a train number shown in the timetable, as authorized by the train dispatcher. This crew became the train number they were cleared as and the engine number would thereafter be stated in orders to identify the train. On each sub-division, trains in the timetable were listed in either direction by their class and successively by their respective leaving times from terminals. Southward trains were odd-numbered; northward, even-numbered. “First-class” trains included passenger and fast mail trains, “second-class” trains were fast freights and locals. The operating rules provided superiority by “right, class and direction,” right being conferred by train order; class and direction by timetable.

Giving an inferior train “right” over a superior train allowed the inferior train to disregard the superior train’s schedule between the points named. Trains of the same class in one specified direction [southbound, for instance] were superior to trains in the opposite direction.

So, a southbound first-class train, No. 1, for instance, leaving Mobile and holding only a clearance form and no orders, would proceed to New Orleans, adhering to the schedule with no regard for opposing trains. All opposing trains were responsible to clear the main track before this No. 1 was due and to let it pass without delay. The flagman, positioned at or near the rear of the train, would flag behind in case No. 1 would be stopped for any length of time while occupying the main track. While moving, the crew constantly looked ahead for any sign of danger or anyone trying to flag them down.

A northbound first-class train, No. 2, for instance, leaving New Orleans with a clearance form and no orders, would proceed to Mobile, adhering to the schedule. No. 2 would be required to clear the main track on the time of opposing southbound first-class trains, but would not regard others.

Second-class trains operated in like manner, clearing the main track for superior second-class trains and all first-class trains. Of course, first-class passenger trains usually ran on time or close; second-class freight trains hardly ever maintained their timetable schedule. The schedule was a tangible part of the authority to occupy the main track, and the train dispatcher issued instructions via train orders to supersede the skeleton. In other words, there may be several trains at any given time running in opposite directions, authorized by the timetable; maybe one or two of them adhering to their schedules, and all of them running with regard to each other’s superiority.

To make matters more interesting, if it was desirable to run more than one section of a train, No. 1, for instance, they would be authorized by the train dispatcher, and would become First 1 and Second 1. Each of these trains, and any additional sections that might necessarily run, would have equal timetable authority; all would be identified by their engine numbers, and all but the last would display green signals on their locomotives, indicating a following section.

When conditions were so that a train was to be operated and there was no schedule on which it could be run, the dispatcher created an “Extra” train. Such trains were identified by their engine number and direction of travel, such as “Extra 1501 South, or Extra 1538 North,” and were created with a running order, “Eng 1501 run Extra Point A to Point B.” Extra trains had no authority, only that conferred by train order at the discretion of the train dispatcher. Once created, if the crew was cleared only with their Form A and “running” order, they could occupy the main track only when not on the time of any regularly-scheduled train. In addition, such train would display white signals to signify an Extra.

Another form of Extra train was the “Work Extra.” This train, like the Extras in either direction, had no authority except that conferred by train order by the dispatcher. The “work train,” traditionally accompanied track or signal workers, hauled equipment, track ballast, employees, cranes and such, and were required to move in either direction in order to get the job done. This special type train was issued a train order to create it, for instance, “Eng 1501 Works Extra 7 30 Seven Thirty AM until 7 30 Seven Thirty PM Between Orange Grove and Ocean Springs. The dispatcher could amend this by stating, as they usually did, “protecting against second class trains, not protecting against Extra trains.” This order would be issued additionally to Second Class and Inferior Trains on the sub-division. The Work Train would then be authorized to occupy the main track between the times and points shown; clear the time of first-class trains, flag against second-class trains [which ran erratically] and would not protect against Extra trains. Customarily, Work Trains were assigned three trainmen besides the conductor, and two of these men would be stationed at a safe flagging distance north and south of the work in progress and be ready to flag any second-class freight trains that may show.

A further consideration is that a timetable schedule is valid for 12 hours. In other words, for instance, if an inferior train is in a siding to meet a superior train and the schedule for which they are in clear of main track becomes 12 hours late, that schedule may be regarded as dead and the inferior train may proceed.

Train orders were in effect until fulfilled, superseded or annulled. The forms, or wording, could be found in the operating rulebook, as well as an explanation of how the train[s] involved would be governed.

It should be noted that much of this type of operation existed in an era when the telegraph, and later the telephone were used on sub-divisions, and there was an ample number of Agents and operators on line-of-road to facilitate it. Radio had not come into general use; communication between moving trains was by whistle and hand signals.

The foregoing only touches on timetable-train order operation, and is meant for an introduction only. It would take volumes to explain the intricacies of operating trains in this manner.

Dr. James B. Calvert, who has researched accidents occurring within timetable-train order territory, has authored a number of web pages. These are well-written, and while they do not relate exclusively to L&N, I recommend them for consideration for anyone wishing to expand this study: http://mysite.du.edu/~jcalvert/railway/trainord.htm for train order accidents; http://mysite.du.edu/~jcalvert/railway/railhom.htm#ops for history, signaling; engineering.

L&N Form 188, used by train dispatchers to write train orders, lineups, messages and transfers.

Latter-day L&N forms: 1/Clearance Form A, 2/”19” Order [1933, carbons inserted]; 3/”19” Order [1952, with/without carbons]; and 4/”31” Order [without/with carbons].

The indispensable railway-approved pocket watch. The railroad was run on a minute basis, and it was essential to have a watch that kept nearly perfect time.

These are train order “tins,” which were inserted between the copies to be made and the balance of the pad of sheets, for a hard writing surface. The two on the left were for the older [7” x 8¼”] pads; the ones on the right for the newer [7” x 9½”] pads.

Wooden writing staff with brass sleeve on left is what’s left of old company-issued train order stylus that had an agate point. Later issue [center] had glass point which was inserted into a common penstaff, while the one on right has a pen point that was dipped into an inkwell for use on trainsheets and train order books.

L&N Kreole, Miss., station, on March 26, 1960. Upper-quadrant, three-position semaphores became standard on this district after World War I. This train order signal was removed with installation of Centralized Traffic Control on the NO&M Sub-Division. J. G. Lachaussee photo

Agent-Operator Robert L. Williams, Saint Elmo, Ala., hoops a message to the crew of Train No. 43 on September 25, 1962. Installation of CTC encompassed his station in 1960, and the train order signal was removed. Thereafter, crews’ receipt of necessary messages was taken via Clearance Form A, hooped by the operator using a yellow flag as a signal. Flag was dropped on ground after use and may be seen behind him. Williams’ father and brother were Agent-Operators on the NO&M. J. G. Lachaussee photo

Increased traffic during World War II placed such a strain on the L&N’s main lines that dispatching districts were split for the duration. Here, dispatcher Charles G. Coburn works second trick on the NO&M Sub-Division between Sibert and Ocean Springs; across his desk out of view is dispatcher George A. Merriwether, who is working the Ocean Springs to New Orleans segment. Coburn is writing an order in his train order book while transmitting it to operators on the road; on giving the Chief Train Dispatcher’s initials, the recipients will immediately repeat the order to him and if correct, he will give a “complete” time. When this occurs, the order is in effect; it must be delivered and complied with. The trainsheet is spread upon his desktop; transfer and bulletin train order books are at the far left corner. Company-approved pocket watch is in its holder; the dispatcher must compare time with the standard clock on the wall before taking over. Inkwell beside it will be dipped into many times during a shift. Triangular-shaped box on bottom right is a telegraph resonator in which the sounder is mounted. Western Electric 60-System telephone apparatus is in use here; the horn transmitter is plugged into a jackbox attached to the side of the desk; the ringing key is the tall case behind the inkwell, with nine offices’ code keys within easy reach. A loudspeaker is attached to the folding gate on the left side. L&NRR Photo, J. G. Lachaussee Collection