In this rule are given in detail the steps to be taken after the order has been transmitted, this rule having special reference to the orders for which signatures of trainmen are to be taken, known technically as the "31" order. Much of the efficiency of the telegraph, as well as the safety of operation, depends upon the careful drill of operators in this respect and strict adherence to the requirements of the rule. Repeating back at the time of receiving may be properly omitted under the direction of the Dispatcher, in case of a general order, as one annulling a train. This would be sent to all stations but not necessarily delivered at all, and therefore repeating back at once from all would unnecessarily occupy the wire. Other cases may arise where the repeating may be postponed. In repeating, however, the requirement that it be done from the manifold copy should be carefully complied with. Reading, word for word, from the copy actually to be delivered is one of the most important precautions against mistake. The succession in which offices are to repeat is prescribed, so that all shall understand it, and it is so fixed that the repeating shall be done in the order of superiority of trains addressed. As a repeated order for which the "O K" has been given and acknowledged serves to hold the train addressed, this secures the superior train at once.
The requirement that operators observe the repeating by each other is a further valuable safeguard.
The next step, that of transmitting the "O K," is now prescribed in the same methodical way and its acknowledgment provided for. Without this acknowledgment the Dispatcher could not be sure of the train being held, and it is quite important, although not directed in the rule, that the acknowledgment of the "O K" should be made by the different offices in the succession in which they were addressed. This brings us to the point where the order is fully in the hands of the operator and becomes operative to a certain extent, as is seen in Rule 510. The train for which an order has thus been sent may not have yet arrived. By the rule, however, the signal is displayed to stop the train, and when it arrives the conductor (and the engineman if required) must go to the office and sign for the order. The signature (or signatures) must then be telegraphed to the Dispatcher's office, and when found correct the final response, "complete," is given, signifying that all the steps in telegraphing have been taken that are necessary before delivery. It still remains for the receiving operator to record the "complete" on the order, with the time and his name, all of which are important for the completion of a paper which involves the safety of human life. It is still, however, possible that those who are to use this important paper may fail to observe its full signification, and it is therefore provided, as a final precaution, that each one who receives it shall read it aloud to the operator, who has his own copy before him. This is better than reading by the operator to the trainmen, as they might not listen attentively, while they can hardly fail to note the signification of words which they themselves read aloud.
The notes appended by the Time Convention Committee point out modifications which may be made with respect to certain points in which difference of practice prevails and which do not affect the essential features of the plan.
The author believes that the weight of sentiment is decidedly in favor of taking the signature of the engineman as well as that of the conductor for the order, unless controlling circumstances prevent.
Rule 510.—For an order preceded by the signal "31," "complete" must not be given to the order for delivery to a train of inferior right until "O K" has been given to and acknowledged by the operator who receives the order for the train of superior right. Whenever practicable, the signature of the conductor of the train of superior right must be taken to the order and "complete" given before the train of inferior right is allowed to act on it.
After "O K" has been given and acknowledged, and before "complete" has been given, the order must be treated as a holding order for the train addressed, but must not be otherwise acted on until "complete" has been given.
If the line fails before an office has received and acknowledged "O K" to an order preceded by the signal "31," the order at that office is of no effect, and must be there treated as if it had not been sent.
[Note.—On roads where the signature of the engineman and pilot is desired, the words "engineman and pilot" may be added after the word "conductor" in the first paragraph of Rule 510.]
Rule 510 presents a requirement of very great importance in prescribing that "complete" shall not be given for the inferior train until "O K" has been given and acknowledged for the superior. The reason for this is apparent from the following considerations: When "complete" has been given, the train receiving an order on which it is indorsed may at once proceed to the execution of the order. If it has rights given to it against a superior train, it is of the highest importance that the latter shall be informed of this before it can proceed to a point where the order may bring the inferior into conflict with the rights of the other. After "O K" has been given and acknowledged for the order at the point where the superior train is to receive it, the order "holds" the superior train, as provided in the second paragraph, and it is only then safe to permit the inferior train to proceed, by giving for it the final word "complete." It would be still better if in all cases the signatures of the men of the superior train could be taken before the other is permitted to act on the order. The rule requires this "whenever practicable." It is, however, often not practicable on account of the varying and often considerable distances between telegraph stations, the varying speed of trains, and unforeseen and unpreventable delays. It is doubtful whether any reasonable expenditure in increasing the number of offices would admit of absolute compliance with such a requirement, but it is quite true that any expenditure at all approaching what this would require would be much beyond the ability of the majority of railroads. It is also true that, at least without enormous additions to the facilities, a strict requirement of this kind would interfere with the movement of trains to an extent that the patrons of the roads would never agree to. If the plan provided in the rules really involves any risk in this respect, it is one which cannot be avoided in the present state of financial ability and of the means of moving trains.