The train receiving this order would continue with respect only to any
superior trains due after 2130 hours. The timetable would be the governing
authority for superior trains due after that, and the moving train would
prepare to take siding only when a superior train to the rear came within 20
minutes of it.
Actually, the rules specify that an inferior train must
clear by 10 minutes the time of a superior train as shown at the next
station to the rear.
However, stopping a train, opening a siding switch,
restarting the train, and then closing the main-track switch when the train
is in the clear takes some time.
Therefore, ordinarily 20 minutes is a
Registering without stopping often saves considerable time and, when it
can be done safely, produces more economical operations.
Should a train
start its run from a nonregister station, the dispatcher often advises the
conductor over the telephone what trains are overdue before he lets the
train move out on the main track.
DELIVERING ORDERS AND MESSAGES
The timetable designates which telegraph-office stations are train-order
offices, that is, those equipped with train-order signals. When approaching
these offices, trains are not stopped unless they are to receive orders
requiring the crew's signatures.
The normal position of the train-order
signal is "stop" when an operator is on duty. When a train for which the
operator holds no orders approaches within sighting distance of the signal,
he changes it for the train to proceed.
This is called "clearing the
block." After the train passes the station, the signal is restored to its
normal "stop" position.
On the other hand, when a train arrives at a
station and orders requiring the crew's signatures are held for it, the
train-order signal is kept in "stop" position. After halting the train, the
crew reports for its orders.
In addition, a Clearance Form "A", DA Form
4091-R, shown in figure 5.2, which lists by number all orders that are being
delivered, is given to the crew.
If none of the orders for the train
restrict it at that particular station, it is not stopped.
The operator attaches the clearance form and train orders
to a message loop, or hoop, as shown in the sketch, and
hands them to someone on both the engine and caboose as
they pass the station.
If, however, the orders restrict
the train at that point, the engine must stop clear of the
fouling point of the switch at which an opposing train may
enter the siding.