We use time table, train order authority, with a few major modifications:
1. We allow a 3rd authority: self- dispatching. With this you essentially "sign the railroad out" using the same log that a conventional dispatcher would sign out. It allows train control in days when a dispatcher really isn't warranted. A self dispatcher is only supposed to autborize themselves and up to one other entity- said second entity running in tandem with them.
2. Verbal authority is allowed in lieu of written train orders when no more than two operations are using the line at once. Therefore we rarely issue form 19's, though we have done so.
We do have a dispatcher on duty on busy days- that person usually doubles (or triples) as a trainmaster, making operational decisions as necessary, and a crew coordinator. We also have an agent at Alna Center on busy days to ensure positive communication. A typical railcar trip operates as a second section, 5 minutes behind the time table train it follows, as prescribed by the time table. We're currently on Time Table 10, but expect to issue a new one to account for changes in territory and schedules re Top of Mountain.
The original railroad also used time table/ train order authority- though it's clear that there weren't dispathers per se- the order literally came from the superintendent (Sam Sewall for most of the railroad's history). I haven't seen any surviving train orders; I suspect the authority was verbal. Section crews using hand cars and the like apparently just went for it (as was typical at the time), and we're responsible for themselves. We do have an early W&Q and a late WW&F surviving rulebook (and employee time tables for that matter).
We try to design our system for simplicity and to make allowance for a safe operation when things get more complicated. We do review and revise our rulebook every several years.
See ya
Jason