At each siding or group of switches the main track switches are numbered from No. 1, and the numbers, all running in the same general direction, are painted on the switch signals with the initial letter of the station or siding. For instance, at the London passing siding the northernmost switch will be marked L 1, and the southernmost L 2. An order is given requiring trains No. 1 and No. 2 to meet at London, and it is desired to put the superior train, No. 1, going north, on the siding. The order would then read:
No. 1 and No. 2 will meet at London No. 2.
Train No. 2 may then run to switch No. 2 on the main track, and train No. 1 can go no farther. It is a physical impossibility for the trains to pass at that switch without No. 1 going on the siding, which it would do without question under the operation of a rule requiring that when trains meet on orders the train shall take the siding which can do so without backing. This simple arrangement indicates also which siding is to be used at a station having several. It economizes telegraphing very much and is perfectly definite.
This plan is especially valuable when the arrangement of sidings is not of the most simple character, or when three or more trains are to meet or pass at the same point, at or near the same time. The simplicity with which the placing of the trains is effected leaves nothing to be desired. Each goes to its own place without hesitation or loss of time.
In all railroad operations we now see increased attention given to minute details. To this is due much of the marvelous advance in every department. This is especially evident in all mechanical appliances. It is very apparent in the construction of the "Standard" Rules.
The suggestion here brought forward is in this direction. Instead of directing trains to meet at a given station where there may be doubt as to the exact point, leaving them to ascertain on arrival which switch is to be used or which siding is clear, this plan gives in the order the precise point and also conveys the information as to which train will take the siding. This suggestion, made in the earlier edition of this work, has been adopted only to a very limited extent, so far as the author is aware. He is so fully convinced of its value that he feels like urging its careful consideration. To fully carry out the plan, those using the "Standard" rules would have to add the provision above indicated requiring those trains to take the siding which can do so without backing.
Double Track.
With more than one track the business of train dispatching is usually little more than to keep slow trains out of the way of faster ones. The protection of trains unexpectedly stopped from trains following, may be effected by the "block system" in use on many of our best roads.
Single track work may be needed when one of the tracks is blocked, but unfortunately the men engaged on double track do not become familiar with the methods for single track, and cannot usually operate them satisfactorily in emergencies.