c. Reverse movement. Getting a train around an obstruction by running
it against the current of traffic is called single-lining or reverse
movement.
The first term comes from the dispatcher's changing,
operationally speaking, a section of double track to single.
Refer to
figure 1.4 and assume that a dispatcher has an extra westbound train
disabled halfway between FV and BO.
If restricted by the current of
traffic, he would be forced to let all his westbound movements pile up
behind the disabled train.
Instead, he looks over his train sheet,
discussed in paragraph 2.5, and notes that a westbound first-class train is
at RK, and a second-class eastbound train is nearing LY.
Normal running
time would put both trains in the vicinity of the obstruction at
approximately the same time.
d. Train orders. The dispatcher must know how to make use of his train
orders to keep delay to the first-class train to a minimum.
He rings BO
tower and dictates a holding order the second-class train.
This type of
order, called a form J order, is illustrated and explained in paragraph
5.20. It may cite the second-class train by train and engine number, or it
may instruct the operator to hold all eastbound trains. The dispatcher then
rings OG, WD, and FV operators and tells them to stand by for a for D-R
order (explained in paragraph 5.27), one that allows the first-class train
to turn against the current of traffic. When they are ready, he dictates an
order for the first-class train to use the eastward track from FV to BO.
Although all three operators copy the order simultaneously, only the BO
operator is responsible for delivering it to the train crew.
The FV
operator must know the provisions of the order because the train is going to
cross over to the eastward track at his station.
Having the WD operator
copy the order is a precautionary measure. If the telephone at OG should
fail before the dispatcher finished the order, it could be delivered to the
first-class train at WD. Or if something occurred that allowed the train to
get past OG without getting the order, it could be delivered at WD. When
the reverse movement is completed, the dispatcher will annul the form J
order to the BO operator.
The transmission and delivery of all forms of
train orders are covered in chapter 5.
1.9. MULTIPLE-TRACK OPERATION
Although multiple-track systems are rare in military operations, their
principles of operation are decidedly pertinent to the teaching of train
dispatching, Logically, on three- and four-track systems, the operating
problems are further reduced.
Four tracks are ideal because they provide
high- and low-speed tracks in both directions.
Normally, the high-speed
tracks are on the outside to
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