Ok, weird question. You are the engineer of a passenger train( ATSF,CEI,WAB,GT,MON,EL) at Dearborn station in Chicago. It's time to leave, do you get:
A. An order (19) telling you who you will meet once you reach your home rails?
B. Just a clearance card since you are a scheduled train?
C. Nothing since you are a scheduled train, but once on your own rails would get meet orders from the first operator/train order station on your railroad?
And if you did get an order, would it be one from your own railraod or a Chicago & Western Indiana order/clearance card since you're on their rails?
Thanks, Dale.
You could be better off if you asked this question at
http://groups.yahoo.com/group/Ry-ops-industrialSIG/messages
Mark
CPD95 A. An order (19) telling you who you will meet once you reach your home rails? B. Just a clearance card since you are a scheduled train? C. Nothing since you are a scheduled train, but once on your own rails would get meet orders from the first operator/train order station on your railroad?
1. Maybe. If the dispatcher has any meets lined up, otherwise you use your schedule. If you are asking, will you recieve orders for your home road at your originating station, the answer is yes.
2. Maybe. If you have no orders then you will just recieve a clearance. If you are asking does a train operating out of a union terminal recieve a clearance, the answer is yes.
3. No.
Dave H. Painted side goes up. My website : wnbranch.com
Most large passenger terminals had employees who where qualified(passed each railroad's rules exam) to copy train orders. Usually the 'clearance' would be issued to the C&E(Engineeer & Conductor) at the initial terminal and an 'Slow orders, etc..'. will be added. Meet orders could be added at the intitial terminal, or further down the line. I would suspect that a 1st class passenger train would have scheduled meets or 2nd/3rd class trains would be clearing the 1st class trains schedule by 10 minutes. Things would really have to be unusual for for a 1st class train to get 'meet orders'.
I worked as a fireman for the CB&Q in the late 60's, and the few times I called called for a passenger run we picked up the 'clearance card' from the operator and left at the scheduled time. Since the first 20 miles was joint Milw/CB&Q trackage, we picked up both a Milw & CB&Q clearance card. The remaining 110 miles was on 'home' trackage and was basically all double track ABS. Most any train order was to run 'wrong main' around a work area.
Jim
Modeling BNSF and Milwaukee Road in SW Wisconsin
Well unless the train was a Santa Fe train, Dearborn station would be your home rails - sort of. IIRC Dearborn and the C&WI were both co-owned by all the railroads that used Dearborn except for Santa Fe (which might be why ATSF did their own switching instead of using C&WI??). So I would assume your railroad would have people there and if you needed a Form 19 re an unscheduled meet you would get it there. I remember reading a story that mentioned in the sixties that Northern Pacific had employees both at St.Paul Union Depot and at the Great Northern Station in Minneapolis, I assume it would be the same anyplace several railroads shared a depot.
Andy Sperandeo MODEL RAILROADER Magazine
wjstixSo I would assume your railroad would have people there and if you needed a Form 19 re an unscheduled meet you would get it there.
It was very common to have one operator who was qualified on several railroad's rules and would copy orders for several railroads. So the train would get a clearance/orders (if any) for the railroad they were operating on out of the station and a clearance/orders (if any) for their home road.
Thanks for the replys!!
Dale.