Each day is divided into three periods of eight hours each, known as "tricks," and a despatcher assigned to each. The first trick is from eight a. m. until four p. m.; the second from four p. m. until twelve midnight; and the third from twelve midnight until eight a. m.
At eight o'clock in the morning, the first trick despatcher comes on duty, and his first work is to verify the train sheet and order book. The man going off duty checks off all orders issued by him that have been carried out, and his successor signs his initials to all orders yet to be obeyed. This signifies that he has read them over very carefully and thoroughly understands their purport. As soon as he has receipted for them he becomes as responsible as if he had first issued them. He glances carefully over his train sheet, assures himself that everything is correct and then assumes his duties for the day. Anything that is not clear to him must be thoroughly explained before his predecessor leaves, and he must signify that he understands everything. The value of that old time card rule, so familiar to all railroaders, "In case of doubt always take the safe side," is exemplified many times every day in the running of trains by telegraph, and the attendant orders. After a despatcher has assumed charge of the trick he is the master of the situation; he is responsible for everything, and his attentiveness, ability and judgment are the powers that keep the trains moving and on time.
When all trains are running on time, and there are no extras or specials out, the despatcher's duty is easy, and consists largely in taking and recording "O. S. reports," and "Consists." The "O. S. report" is the report sent in by the various operators as the trains arrive and depart from the several stations. A "consist" is a message sent by the conductor of a train to the division superintendent, giving the exact composition and destination of every car in his train. When trains are late, however, or many extras are running or the track washed out, the despatcher's work becomes very arduous. Orders of all kinds have to be made, engines and crews kept working together and trains moving.
Down the centre of the train sheet, which varies in size according to the length of the division, are printed the names of all the telegraph stations on the division and the distances between them. On either side of this main column are ruled smaller columns, each one of which represents a train. The number of each train is at the head of the appropriate column, and under it are the number of the engine, the names of the conductor and engineer, and the number of loads and empties in the train. All trains on the division are arranged in three classes, and each class has certain rights. Trains of the first class are always passengers; the through freight, and the combination freight and passenger trains compose the second class. All other trains, such as local freights, work trains and construction trains belong to the third class. It is an invariable rule on all railroads that trains running one way have exclusive rights over trains of their own and of inferior classes running in the opposite direction.
What is called the "double order system," is used almost exclusively on all single track roads, and if the rules and regulations governing it were strictly adhered to and carried out, accidents for which human agency is responsible, would be impossible. It consists simply in giving an order to all the trains concerned at the same time. That is to say, if the despatcher desires to make a meeting point for two trains, he will send the same order simultaneously to both of them. If a train is leaving his end of the division and he desires to make a meeting point with a train coming in, before giving his order to his conductor and engineer, he would telegraph it to a station at which the incoming train was soon to arrive, and from whence the operator would repeat it back word for word, and would give a signal signifying that his red board was turned. By this means both trains would receive the same order, and there would be no doubt about the point at which they were to meet.
To illustrate this method, let us suppose a case of two sections of No. 13 running east and one section of No. 14 running west. Both trains are of the second class, and as the east bound trains have the right of way, No. 14 must keep out of the way of the two 13's. A certain point, call it Smithville, is, according to the time card, the meeting point for these two trains. But No. 14 finds out she has a lot of work to do at Jonesboro; or a hot driving box or a draw head pulling out delays her, and thus she cannot possibly reach Smithville for No. 13. She is at Jason, and unless she can get orders to run farther on No. 13's time, she will have to tie up there and be further delayed an hour. The conductor tells the operator at Jason to ask "DS" if he can help them out any. "DS" glances over his train sheet, and finds that he cannot let them run to Smithville, because No. 13 is nearly on time; but there is a siding at Burkes, between Jason and Smithville, and he concludes to let 14 go there. So he tells the operator at Jason to "copy 3," and then he calls Smithville and tells him to "copy 5." Both the engineer and conductor get a copy of all orders pertaining to their trains, and the operators retain one for their records and for reference in case of accident. Both operators turn their red boards the first thing, and so long as the signal remains red, no train can pass the station, without first receiving an order or a clearance card. In the case supposed the order would be as follows:
"DS Despatcher's Office, 12, 8, '98
"Orders No. 31.
To C. & E. 1st and 2nd 13, SM.
To C. & E. No. 14, JN.
First and second sections No. 13, and No. 14 will meet at Burkes.