A plan which has commended itself during long use, and is presented in the foregoing rules, is as follows: The work train, previous to starting out for the day, receives an order to run extra to the part of road where its work lies. At the same time, and, if convenient, in the same order, it is authorized to work upon the part of the track desired, between two contiguous telegraph stations, a specified time being added, if convenient, at which the train will have to go to one of the offices limiting the working ground, for further instructions, if it is foreseen that it may be wanted about that time for this purpose. Confining the working limits between two contiguous telegraph stations leaves the smallest practicable part of the track beyond complete control. This practically makes a section of the track for the time being a "yard," through which extras cannot pass without looking for yard engines, as is usually provided where yard rules include a portion of the main track.
The rules provide two methods for operating "work train" on the section assigned, a note by the Time Convention committee indicating that either or both may be adopted, according to circumstances. One of these requires the train to protect itself against all trains; the other allows it to work without protection, and requires extras to look out for it and protect themselves against it, after receiving notice as to where it is working. Under the first plan the work train is required to keep signals out at all times for its protection, and in running to either limit of its working ground to fully protect itself against any extra which might come. It is of course required to keep clear of all regular trains, and when running to or from its working ground is provided with such meeting-orders as may be required. Under this plan, if the Dispatcher finds it necessary to send an extra over the working grounds, he informs it in the order that the work train is there (g). This furnishes a precaution in addition to the signals of the work train, and the proceeding is entirely safe. It can be no less so than the practice of working under flag in the time of a delayed regular freight train until it appears in sight, and this plan seems to afford an entirely practicable method for working these trains with the least interference with their work and with other trains, and with entire safety.
Under the plan by which the work train is under no requirement to use any precautions to protect itself on working ground, if another extra is to pass over that ground there is only the notice to such extra of the presence of the work train, and the necessity of protecting against it. This may be sufficient with a clear view, but there are many circumstances where the double precaution would seem to be best, as the requirement that signals shall be kept a given distance ahead of a moving train is scarcely likely to be fully complied with. The plan in which the work train is required to protect itself is not to be viewed as a case of divided responsibility, in which each party may depend on the other. The requirement for the work train is absolute. An extra getting a notice as to where the work train is employed is not required to protect itself. Such notice would lead to keeping the train under greater control and looking for the signals of the work train, and whether the rule is that the work train shall protect itself or not it would be best to give such notice, as this would enable extras to run with confidence and without protection against the work train on parts of the road where it was not employed.
As to which of the methods provided by the rule shall be used, this must depend somewhat upon circumstances. Where the passing of an extra train is very infrequent, the constant putting out of signals by the work train would seem to those charged with the duty so unnecessary that they would be likely to neglect it, and it would be better under such circumstances to require extras to protect when orders cannot be given. When extras are so frequent that the loss of time in protecting themselves would be very serious, it would be better to put the duty on the work train. There would be the advantage then of the daily habit on the part of those attending to this duty.
[Form J.]—Holding Order.
Hold ——.
EXAMPLES.
(1) Hold No. 2.
(2) Hold all trains east.
As any order for which "O K" has been given and acknowledged operates as a holding order for the train to which it is addressed, this form will only be used in special cases to hold trains until orders can be given or for some other emergency. The reason for holding may be added, as "for orders."