Changes were in the air to improve train order delivery at way stations. The shape of the hoop went first to be replaced by a "Y" shape. The clip was now at the base of the Y but instead of holding the orders it held the string bearing the orders in place. The string was arranged in grooves in the tips of the Y. The ends of about 24 inches of stout cord were joined by a fisherman's knot.
The bight of each end was secured in a slip knot over the other so the the knots could slip away from each other. The orders were placed in this separation and the knots pulled toward each other to secure the bundle of orders. The recipient stuck his arm through the Y; the string came away from the clip and hung on his arm. The hoop (now a Y) stayed in the operators hand.
On territory where the big engines operated mechanical deliverers were devised and installed. A very stout post or upright was set at the safe distance from the engine. Brackets were attached to this post to hold the "Y" device's round "leg". The top one held orders for the head end; the lower for the rear end.
A rule change did away with helper engines having to have copies of orders- except on the Narrow Gauge. There were valid reasons the change could not be made there especially on Marshall Pass and Cumbres Pass. On both of these there were changes of status of use and dispatch of engines upon reaching the summit in order to comply with labor agreements. Basically, to comply with the "First In - First Out Rule". In effect - the engineman who manned the pull to the summit was first out at Alamosa and had to be so on arrival at Chama, Gunnison, Sargents, Montrose, Durango. Or one engine would turn back from the summit to where it originated, or be run thru light.
Standard Gauge Dispatchers sent to Alamosa as relief were simply lost. The advent of the mudhens, Sport Models, 480's and 490's posed more questions.