Introduction
Much has been said in recent years in operating a model railroad by timetable and train order T&TO. Multiple clinics have been held at NMRA conventions, and it's seemingly touted as one of the two 'cool' ways to run your railroad, the other being CtC.
Most model railroaders have experienced YU-GO, I-GO. It involves yelling over the scenery something like, "is there anyone in the block?"
Can I come over to.... etc. It does contain a stigma of being un-authentic and 'un-cool'.
So hundreds have attended clinics extolling the virtues and explaining the eccentricities of T&TO, but do many have a complete understanding of the principles?
Long before the clinics, I had an interest in train orders hitherto called T&TO. Since I had a background in railroading, when I had an opportunity to dispatch on my friends Train order layout, I was quite exited to issue orders on his 60's era layout. He has a seperate room for dispatcher and train order operator, printed timetable, train order signals at principle stations, train registers, and all the other paraphanalia which goes along with this sub-hobby.
There is a reason that dispatchers are kept in a seperate room. It should be a soundproof one. My meets stank. Partly because I didn't know the running times and partly because it takes more time to put out an order than it does for a train to go between towns. Then it happened. Near the end of the operating session I issued a lap order to two opposing extra trains ( a very bad thing). Although it was retrievable, I had been oblivious to it's issuance and was called on it by a former TD at the session. I tried to explain that my railroad ran extras in only one direction (running trains in the other direction in sections), but it didn't hold any water. I had sent two trains on a collision course and hadn't the time to notice it.
On subsequent visits I tried as often as possible to be assigned to running trains instead.
After a good deal of thought I thought I might try and hone my skills on a local layout as train orders were becoming very popular by this time. I couldn't find anyone however using this system or interested in applying it. Were layout owners going to conventions listening intently
and rushing home to apply thier new found logic, only to become frustrated by some of the limitations I experienced? It certainly wasn't talked about openly.
Is it possible that there are two types of modellers, builders and operators? That is builders are never complete enough to run 'a full operating session', and operators are always dreaming of the perfect operating layout and never building it? This is not intended as an offence just my general observations as I firmly place myself in the second category.
On my friends layout where I got to dispatch a couple of times, I got to understand a little bit about it's history. He has two pivotal helpers whom contribute in large to the success of his railroad. One friend is a builder the other an organizer. I suspect his relationship with both go back to the beginnings of his layout as it is certainly designed for operation. I wonder if there are more builders out there that could use the help of organizers?
If you've hung in there this long I suppose you wonder when I'm going to get to the controversy of which system T&TO or YOUGO IGO is better. I'm really not going to take a position on that. My view is that there are good reasons for both systems and merging them might provide a better system.
The proposal
Take the best aspects of both systems; the organizaton and clarity of a written schedule and the flexibility of verbal authority to overide timetable schedules.
Is it too simple to work?
Timetable
Probably the easy part. List the regular trains that operate and thier approximate times on a table with station names. Irregular trains and trains of the lowest class inferior direction need not be documented.
These trains will be run as extras. Some railroads ran all trains as extras.
Train Orders
Surely there will need to be compromises to the TO system to allow verbal authority to overide. Ask any dispatcher what the main drawback of TOs were and you will likely be told the whole world had to be informed of the modification.
Ex: train 101 eng 9511 run 60 mins late A-F 30 mins late F-Z
This order had to be addressed to 101 before reaching A and in order for it to be beneficial to other trains inferior trains would have to be addressed as soon as possible. It's possible for the person who has the responsibilities of the Train Dispatcher to write this message on a piece of paper and deliver it to all trains online and all trains that will originate during 101's schedule, but that is not much better than issuing a train order without the authenticity. It might be better in this instance to issue fixed meets.
Verbal transmission
dispr: 101 eng 9511 meet 102 eng 8612 at C instead of B
101: roger 101 meet 102 at C instead of B
102: ok 101 meet 102 at C instead of B
this simple exchange saves 5 mins of paperwork X (fast clock speed)
Train Registers
Train Registers are placed at strategic locations where trains need information to determine which superior trains have arrived and left.
Terminals at each end of the layout and major junctions are common locations. Minor junctions, end of two main tracks, and places where locals or helper engines turn don't necessarily need train registers.
The dispatcher can issue a verbal authority at these locations to inform
Ex: to extra 1234 at D Jct
all trains due at D Jct before 1201am have arrived and left
or
all trains due a D jct before 1201am have arrived and left except 101 eng 9511
A basic understanding of the principles of T&TO are necessary on the part of the dispatcher and operators. It's probably best to perform a dry run or rules class to deal with all the scenarios that could come up during a session. It probably wouldn't be fair to throw a visitor into the fray without buddying up with a regular operator for a while. No doubt most operators will pick up the system before the session is over.
Job Aids
Train Registers can be prewritten to have regular trains listed with minimal information required by operators working under the fast clock.
exa.
-------------------------------------------------------------
Register at D Jct Nov 13th 1973
Westward Trains
First Class Trains
1 Engine_____ Time_________ Conductor__________
Second Class Trains
101 Engine_____ Time_________ Conductor__________
103 Engine_____ Time_________ Conductor__________
Extra Trains
EXA Eng_______ Time_________ Conductor__________
Eastward Trains
First Class
2 Engine_____ Time_________ Conductor__________
Second Class
102 Engine_____ Time_________ Conductor__________
104 Engine_____ Time_________ Conductor__________
Extra Trains
EXA Engine_____ Time_________ Conductor__________
Eastward Trains are superior to opposing trains of the same class
--------------------------------------------------------------
Graphic user interface
On busy railroads users can be bombarded with information.
One of the reasons that Train orders were written instead of verbal was the consequences of an error were so large the extra prevention was provided at little expense. Scale rail risks are also minimized, but
a tool could be provided to remind users where their authority exists.
It might be something as simple as a paper timetable which is disposable after the train run. The crew can be encouraged to write changes on the timetable that affect thier train. For example if another train is annulled the user can scratch its schedule out and write annulled over it's column. If a scheduled meet is changed they can x out the scheduled meet and mark the new one. Scence has proven that people remember things better when an action is associated with it.
End of part 1
Much has been said in recent years in operating a model railroad by timetable and train order T&TO. Multiple clinics have been held at NMRA conventions, and it's seemingly touted as one of the two 'cool' ways to run your railroad, the other being CtC.
Most model railroaders have experienced YU-GO, I-GO. It involves yelling over the scenery something like, "is there anyone in the block?"
Can I come over to.... etc. It does contain a stigma of being un-authentic and 'un-cool'.
So hundreds have attended clinics extolling the virtues and explaining the eccentricities of T&TO, but do many have a complete understanding of the principles?
Long before the clinics, I had an interest in train orders hitherto called T&TO. Since I had a background in railroading, when I had an opportunity to dispatch on my friends Train order layout, I was quite exited to issue orders on his 60's era layout. He has a seperate room for dispatcher and train order operator, printed timetable, train order signals at principle stations, train registers, and all the other paraphanalia which goes along with this sub-hobby.
There is a reason that dispatchers are kept in a seperate room. It should be a soundproof one. My meets stank. Partly because I didn't know the running times and partly because it takes more time to put out an order than it does for a train to go between towns. Then it happened. Near the end of the operating session I issued a lap order to two opposing extra trains ( a very bad thing). Although it was retrievable, I had been oblivious to it's issuance and was called on it by a former TD at the session. I tried to explain that my railroad ran extras in only one direction (running trains in the other direction in sections), but it didn't hold any water. I had sent two trains on a collision course and hadn't the time to notice it.
On subsequent visits I tried as often as possible to be assigned to running trains instead.
After a good deal of thought I thought I might try and hone my skills on a local layout as train orders were becoming very popular by this time. I couldn't find anyone however using this system or interested in applying it. Were layout owners going to conventions listening intently
and rushing home to apply thier new found logic, only to become frustrated by some of the limitations I experienced? It certainly wasn't talked about openly.
Is it possible that there are two types of modellers, builders and operators? That is builders are never complete enough to run 'a full operating session', and operators are always dreaming of the perfect operating layout and never building it? This is not intended as an offence just my general observations as I firmly place myself in the second category.
On my friends layout where I got to dispatch a couple of times, I got to understand a little bit about it's history. He has two pivotal helpers whom contribute in large to the success of his railroad. One friend is a builder the other an organizer. I suspect his relationship with both go back to the beginnings of his layout as it is certainly designed for operation. I wonder if there are more builders out there that could use the help of organizers?
If you've hung in there this long I suppose you wonder when I'm going to get to the controversy of which system T&TO or YOUGO IGO is better. I'm really not going to take a position on that. My view is that there are good reasons for both systems and merging them might provide a better system.
The proposal
Take the best aspects of both systems; the organizaton and clarity of a written schedule and the flexibility of verbal authority to overide timetable schedules.
Is it too simple to work?
Timetable
Probably the easy part. List the regular trains that operate and thier approximate times on a table with station names. Irregular trains and trains of the lowest class inferior direction need not be documented.
These trains will be run as extras. Some railroads ran all trains as extras.
Train Orders
Surely there will need to be compromises to the TO system to allow verbal authority to overide. Ask any dispatcher what the main drawback of TOs were and you will likely be told the whole world had to be informed of the modification.
Ex: train 101 eng 9511 run 60 mins late A-F 30 mins late F-Z
This order had to be addressed to 101 before reaching A and in order for it to be beneficial to other trains inferior trains would have to be addressed as soon as possible. It's possible for the person who has the responsibilities of the Train Dispatcher to write this message on a piece of paper and deliver it to all trains online and all trains that will originate during 101's schedule, but that is not much better than issuing a train order without the authenticity. It might be better in this instance to issue fixed meets.
Verbal transmission
dispr: 101 eng 9511 meet 102 eng 8612 at C instead of B
101: roger 101 meet 102 at C instead of B
102: ok 101 meet 102 at C instead of B
this simple exchange saves 5 mins of paperwork X (fast clock speed)
Train Registers
Train Registers are placed at strategic locations where trains need information to determine which superior trains have arrived and left.
Terminals at each end of the layout and major junctions are common locations. Minor junctions, end of two main tracks, and places where locals or helper engines turn don't necessarily need train registers.
The dispatcher can issue a verbal authority at these locations to inform
Ex: to extra 1234 at D Jct
all trains due at D Jct before 1201am have arrived and left
or
all trains due a D jct before 1201am have arrived and left except 101 eng 9511
A basic understanding of the principles of T&TO are necessary on the part of the dispatcher and operators. It's probably best to perform a dry run or rules class to deal with all the scenarios that could come up during a session. It probably wouldn't be fair to throw a visitor into the fray without buddying up with a regular operator for a while. No doubt most operators will pick up the system before the session is over.
Job Aids
Train Registers can be prewritten to have regular trains listed with minimal information required by operators working under the fast clock.
exa.
-------------------------------------------------------------
Register at D Jct Nov 13th 1973
Westward Trains
First Class Trains
1 Engine_____ Time_________ Conductor__________
Second Class Trains
101 Engine_____ Time_________ Conductor__________
103 Engine_____ Time_________ Conductor__________
Extra Trains
EXA Eng_______ Time_________ Conductor__________
Eastward Trains
First Class
2 Engine_____ Time_________ Conductor__________
Second Class
102 Engine_____ Time_________ Conductor__________
104 Engine_____ Time_________ Conductor__________
Extra Trains
EXA Engine_____ Time_________ Conductor__________
Eastward Trains are superior to opposing trains of the same class
--------------------------------------------------------------
Graphic user interface
On busy railroads users can be bombarded with information.
One of the reasons that Train orders were written instead of verbal was the consequences of an error were so large the extra prevention was provided at little expense. Scale rail risks are also minimized, but
a tool could be provided to remind users where their authority exists.
It might be something as simple as a paper timetable which is disposable after the train run. The crew can be encouraged to write changes on the timetable that affect thier train. For example if another train is annulled the user can scratch its schedule out and write annulled over it's column. If a scheduled meet is changed they can x out the scheduled meet and mark the new one. Scence has proven that people remember things better when an action is associated with it.
End of part 1