TRAIN ORDERS

Train Orders were usually filled out by station operators along the affected trains route.  Some railroads used a Form 31 for specific purposes as well as the more customary Form 19.  They were then conveyed to both the conductor and engineer of each affected train.  Train orders trumped timetable-specified instructions and were very carefully worded so as to avoid collisions or other serious consequences.  This common system known as “Timetable and Train Order Operation” started in 1851 and lasted for more than 100 years (with refinements).  For our purposes, the conductor/engineer of each train will be required to act, in a modified manner, as an operator along with running the train.

The Form 19 (Train Order) were typically a very thin light green paper form (known as a “flimsy”)  They were written on by a blunt writing implement with carbon paper between multiple copies.  A hard surface (usually metal) was placed under the last copy so the agent could press down hard enough to render all copies legible.    Once filled out, the train order is read back to the dispatcher, who underlines each word in his log book as it is repeated back to him.  This ensures accuracy in transmission of the order.

Often orders are issued to two or more operators in different locations in order that each train affected by the order is issued a copy.  Form 19 can then be given to the conductors (and engineers) of each affected trains.  After receiving the train order(s), dictated by the dispatcher, the station operator changes the train order signal from its normal “GREEN” to “YELLOW” as the signal to the oncoming train to be ready to receive a new order.  The  Form 19, along with a Clearance Form was then “hooped” up to the moving train as it passes the station.   We will not be using “hoops” to deliver train orders for our model railroad operating sessions, nor will be setting train order signals to alert engineers to slow or stop for orders.  As far as I know, none of us has installed working train order signals (yet!).

Another term related to train orders is “Forms of Train Orders”.  This does not refer to different form numbers, but rather to a standardized manner in which different types of train orders were written.  If only they had called them “Styles of Train Orders” it would not sound so confusing.  We may need to refer to Jim B. before we start issuing these train orders.  One rule with train orders is no punctuation.  An example of one form of train orders is the “G” order.  The “G” form of train order is issued by the dispatcher to authorize running of an extra train.  (Some railroads ran/run all or most freight trains as extras.  This would add much increases complexity for us starting out, but, could be very interesting as we gain experience.)

Another, similar form, known as Form 31 was used by most American railroads.  This form could not be “hooped” up to moving trains.  The train’s conductor was required to stop the train and take the train order directly from the station operator and usually to sign for it.  This was indicated on the train order signal by changing it from its normal “GREEN” to “RED”.   We will not be using Form 31 for model train operations as we neither have station operators at each station, nor do we have enough aisle space to be wandering around to obtain this piece of paper in person.

 (Scroll down below Form 19 for more on this subject)

Whether we use radios, telephones, or the dispatcher shouts out the train order, the conductor and/or engineer will fill out the Form 19.  An alternative would be for the dispatcher to fill it out (not prototypical) and pass it along to the affected train conductor/engineer team (or individual).  The dispatcher can keep a log of train orders, much like railroad dispatchers did if a lot of train orders are issued.

Some railroads ran all of their freight trains as extras, rather than by schedule.  For our purposes as model railroad operators, this adds a substantial amount of complexity and should be avoided until such time as our we become proficient at moving trains without confusion or mishap.

Train orders can be used when necessary for smooth operation when unforeseen events occur (e.g. bathroom breaks, cookie breaks or excessive jibber-jabber)