In preparing this order the Dispatcher cannot possibly give different meeting-points, as there is but one message for both trains, and when transmitted to both simultaneously each must get the same as the other. The mental anxiety arising from the other method is absent in this. An experienced Dispatcher under the "single" system has stated that in visiting an office where the "duplicate" was used he was surprised that those engaged there appeared to have so little on their minds. He found, on himself adopting the "duplicate," that it was readily explained. Each transaction is at once complete. On the preparation and transmission of the order in precisely the same language to both trains, and with no necessary connection with any other transaction, the mind is at once prepared to dismiss that and go on to the next. In the transmission of two separate orders for the one meeting, there is ever the feeling that an error may be or may have been committed. But where the one sentence is prepared for both trains and, as is usually done, transmitted to both at one sending, the Dispatcher may rest secure that no collision can occur from any oversight of his in preparing the orders, and superintending officers may, if necessary, commit this work to comparatively unskilled hands, with the assurance that so long as the prescribed methods are adhered to the proceeding will be at least safe, however great may be the delays arising from unskilful movements.
The power of combination and of quickly calculating the probable movements of trains and determining what shall be done is an entirely distinct matter. This power is largely the result of experience. It is essential to the full development of any system, but is exercised with much greater facility under the relief which the "duplicate" affords, it has been alleged that this method requires more telegraphing than the other, and that trains cannot be moved by it so promptly. It has, however, been for many years in use on roads where only the most expeditious methods would serve; and superintendents moving a heavy traffic, who have changed from the "single" to the "duplicate" state that the amount of telegraphing is reduced one-third. Those who have grown up with a system may have reasonable hesitation as to making a change. It is not easy to give up methods of practice in which one has been trained for those which are new; and it may seem difficult, perhaps unsafe, to undertake to re-educate operators and trainmen in so critical a matter. Nevertheless, those who have tried it have found these supposed difficulties to quickly vanish, and have discovered the result to be in every way satisfactory, and that this form of order is much to be preferred. Some officers who were with difficulty induced to change are now among the most enthusiastic supporters of the "duplicate" method.
In arranging for the issuing of train orders, experience has shown that forms may be simplified and improved methods adopted by which the work is facilitated and the orders rendered clearer to those receiving them; and disaster has taught the necessity for precautions not before thought of. These points will be considered in detail with reference to the "duplicate" system of orders, although much that follows will apply to the other.
THE DISPATCHER.
The Train Dispatcher holds a most important position as respects safety of life and property. He may perhaps do more than any other official to secure it by care or endanger it by lack of vigilance. His relations to economy, too, are important. As the time of engines, cars, and employés, and of the persons and things carried, is of value, delay avoided is money saved.
It cannot be too strongly insisted upon that the man who issues train orders should make it his especial business, and should have no interference from others. None but a very limited business will warrant the performance of this duty by the superintendent in person, or by any one engaged in other work. If it is such as to call for any approach to continuous attention, persons must be specially assigned to it. The hours of duty and the question of other occupation must depend upon the frequency and constancy of the demands of the work specially in hand. Upon a busy road where the trains are run much on orders, safety as well as efficiency will be best promoted by excluding other occupation and anything which may distract the attention of the "Train Runner," and under these circumstances a period of duty of eight hours is as long as can prudently be assigned. This conveniently divides the twenty-four hours between three men, and does not overtax them. With lighter duties a longer time may be admissible. With very heavy work, six hours may be long enough.
The importance of confining the work of dispatching, for the time being, to the individual charged with this duty, has already been referred to, and cannot be too strongly urged. The office where this work is done should be separate from others, and should not be subjected to the visits and conversation of outsiders or of employés whose business does not call them there. The Dispatcher should be a proficient operator. He may not himself transmit his orders, but he should be able to read all that passes on the wire, in order to have an intelligent understanding of what is going on. He should be thoroughly acquainted with the location and length of the various sidings, the grades and curves, the capacity of the engines, and other matters which may affect the movements of the trains he has in hand, and some experience as conductor will be of value. He should be a man of more than average ability, of good judgment, clear head, and strictly temperate habits. In many cases the chief Dispatcher is the right-hand man of the superintendent in all matters associated with the management of the trains; and a suitable recognition of the importance of the position will have a valuable effect in elevating the character of this service and in promoting its efficiency.