The D&RGW Narrow Gauge used the "double order" system of controlling train movements. "Double order" refers to the two different kinds of orders that could be issued by a dispatcher. The "19" order could be delivered "on the fly" to a moving train. This obviously minimized delays. The "31" order required the train to stop to receive the order(s). A definition of the train order is provided by a turn-of-the-century telegrapher's training manual:
"Special orders, direction movements of trains varying from or additional to the time table, are issued by the authority and over the signature of the Division Superintendent (On the DRG&W, orders were issued over the signature of the Chief Dispatcher). They are not issued for movements that are provided for by rule or time table. They must not contain information or instructions not essentially a part of them."(5)
Train orders were written on a small form often referred to as a "flimsie". The conductor, engineer, and rear trainman all received copies of the orders. Sometimes the engineman missed the orders or they blew away. The conductor and trainmen each with a set of orders were the last resort to stop the train by using the emergency brake if it became apparent it was proceeding without authority.
Train orders and clearances had to be transmitted to remote locations on the railroad. The telegraph and telephone were used to transmit these messages. The "train order board" was a visual signalling system that alerted trainmen to receive the orders and clearances from "open offices of communication". A designated "open office of communication" could be a permanent depot (agency) or a temporary arrangement set up inside a bunk car.
Train orders were issued by the dispatcher. Norwood explains the role of the dispatcher in running the Narrow Gauge:
"They played a big game of chess, with sidings for chessboard squares, and a lot of rolling stock and crews for the chessmen. The working tools consisted of an accurate watch, a strong Morse wire, and competent train order telegraphers. Rules specified the operator had to hand up one set to the headend (engineman), and 2 sets for the rear end, conductor and hind trainman. On the Narrow Gauge in helper engine territory, the engineman on the second, third, sometimes even fourth engine had to have copies. The dispatcher gave you a tip as to how many engines there were by (for a single engine train) sending, "CY 4 East (or West)" or "CY 5, 6 or 7 East or West). But not even that demi-god, the dispatcher knew where the additional engines would be placed in the train. You just had to stand there with the hoops in your hands and figure out where the next delivery would be made and pray to God you did not pass up the hoop with the 2 sets for the rear to a helper. This was doubly hard because the helpers ran with extinguished headlights. Wintertime and this was hell at hill jobs - what with snow falling or being driven by a cold wind."
5. "The Twentieth Century Manual of Railway Commercial and Wireless Telegraphy", by Fred L. Meyer. Rand McNally & Company Publishers, 1914.