Since the Stockton & Copperopolis is an 1895 railroad, the operations just had to be by timetable and train orders (TTTO). This method was common in the United States until the advent of radios starting in the 1950s. With TTTO, there is no direct communication from the dispatcher to the train crew. The only way the dispatcher can relay his intentions is through the various station operators at the towns through which the trains pass. In other words, no radios are used. A complete explanation of TTTO operation is really beyond the scope of this site but a brief explanation of the forms the S&C used can be given.

The basic document is the Employees' Timetable. It shows the class of each train, its departure and arrival times at various points on the railroad and other pertinent information. In general, trains will run using the timetable and the rules associated with it (e.g."Trains will wait until superior trains arrive at a given point").

If the dispatcher sees a need to create an extra train or modify a train's superiority, he will issue a train order to the operator at a station who will then set a train order signal to stop the train so the order can be received. On the S&C, we have one person who wears the hats of all the station operators on the railroad and has control of all train order signals. He is in direct contact with the dispatcher.

Before a train can leave the station where his run begins, he must get a Clearance Form from the operator. This will be attached to any train orders the dispatcher has issued. Both forms are reproductions of the real forms the Southern Pacific used in this time period.

Once a train crew has these documents, he is almost ready to depart. The only thing left to do is check the Train Register to see if all superior trains have already arrived.

The prototype railroads have volumes of rules manuals and procedures books explaining just what each train is supposed to do and exactly it is done. We could reproduce those manuals for the model but, frankly, nobody would take the time to read them. I have to assume that any operator knows the basics of the Standard Code and just try to explain some of the more important specifics that the S&C uses. If we have new operators, there's always someone that they can work with to bring them up to speed. Each train crew gets a timetable and, on the reverse side, there is a map of the railroad and the salient rules we need to run the road.

 

As to what is expected to be done by each train crew, that is printed on a small card which is included in the packet along with the waybills.

The last things the crew needs to know is the engine being used and its DCC decoder assignment and a caboose card. The locomotive card also has additional information such as the engine's name and its class.

The dispatcher on the Stockton & Copperopolis, of course, uses the timetable and dictates the train orders to the Operator. He also keeps track of each train's progress over the railroad so he knows where each train is and can anticipate any problems. To do this, he uses the train sheet. Another form is a condensed listing of each train, when it is to depart and from which staion and when the crew should be called.

Occasionally, the Superintendent will issue Bulletins for special trains or other conditions which would affect dispatching. These are all written on the Bulletin form.

The operator controls the train order signals at each station and copies the trains orders as the dispatcher dictates them. He will also be the one to write up a clearance for any regular or extra train. Train crews will also have to fill out tickets showing the train number, engine, number of cars, etc. This helps the dispatcher cut down on the conversation over the train line. The operator will make sure that the dispatcher gets these tickets before the train is ready to leave.

One of the standing jobs on the railroad is the Stockton Yardmaster. His job is to make up all trains which originate from Stockton and to break down any trains which terminate there. In his spare time, he switches the Stockton industries from the wharf area all the way over to the Central Pacific interchange track. He get s copy of the train lineup and also has a set of instructions which can aid in doing his job.

That's pretty much what we use on the S&C. No doubt more procedures will be added as time goes on but at least the railroad is operating now and folks are enjoying themselves.