endahl at 13:55 [pause] and No. 81 out of Coykendahl at 13:56.” Dispatcher: “Thank you.”
And so it goes down the hill, the crew of Extra 4104 East diligently reporting their progress to the dispatcher who enters their “On Sheet” times on his trainsheet, watches out for the need to restrict them or set up meets with op- posing extras that they are not aware of. If not restricted, the crew of Extra 4104 East will go about their switching work and use their judgment as to whether they can make it to sidings to keep the main clear of superior trains who have right to track. They will make it into Nelson at 19:15, about 12 hours (a bit more than two “real” hours) after starting out at Grand Forks. Other than the help from the dispatcher restricting No. 81 at Coyk- endahl they have been on their own to make the decisions they need to get their work done within the rules. I hope this article has helped you get a feel for how timetable and train order operation can be retrofitted into an ex- isting layout and the fun and challenges of such operations, especially in moun- tainous terrain similar to the chal- lenges faced by the operators of the Co- lumbia & Western Railway. If you’d like to see the C&W in action using my TT&TO system, then be sure to check out my new Youtube video. You can find it at:
http://youtu.be/8iDfgaJEhaA.
Extra 4104 East is seen crossing a trestle just east of Coykendahl (right) and fulfilling their meet order with No. 81, their west- bound counterpart, at Coykendahl (below).
RAILROAD MODEL CRAFTSMAN
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