No. 275
This Book is the Property of the
DOMINION ATLANTIC RAILWAY COMPANY
and is Loaned to
.______________________________________________
Name | Occupation
who, by accepting it, agrees to return it to the
proper Officer when called for.
|
Dominion Atlantic Railway
Company
.______
GENERAL, TRAIN AND INTERLOCKING RULES
Approved by Order of the
Board of Railway Commissioners for Canada
No. 7563, dated July 12th, 1909.
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INDEX.
.______
General Notice . . . . . . . . . . . . . . . . . . . . . . 4
General Rules . . . . . . . . . . . . . . . . . . . . . . 5
Definitions. . . . . . . . . . . . . . . . . . . . . . . . 7
Train Rules for Single Track . . . . . . . . . . . . . . . 10
Standard Time . . . . . . . . . . . . . . . . . . . . . . 10
Certificate of Watch Inspector . . . . . . . . . . . . . . 10
Time Tables . . . . . . . . . . . . . . . . . . . . . . . 12
Signals . . . . . . . . . . . . . . . . . . . . . . . . . 14
Visible Signals . . . . . . . . . . . . . . . . . . . . . 14
Color Signals . . . . . . . . . . . . . . . . . . . . . . 14
Hand Flag and Lamp Signals . . . . . . . . . . . . . . . . 15
Audible Signals . . . . . . . . . . . . . . . . . . . . . 16
Engine Whistle Signals . . . . . . . . . . . . . . . . . . 16
Communicating Signals. . . . . . . . . . . . . . . . . . . 18
Train Signals. . . . . . . . . . . . . . . . . . . . . . . 18
Use of Signals . . . . . . . . . . . . . . . . . . . . . . 20
Movement of Trains by Time Table and Train Order . . . . . 23
Superiority . . . . . . . . . . . . . . . . . . . . . . . 23
Rules for Train Movement . . . . . . . . . . . . . . . . . 23
Rules for use of Train Orders. . . . . . . . . . . . . . . 34
Forms of Train Orders . . . . . . . . . . . . . . . . . . 42
Train Rules for Double Track . . . . . . . . . . . . . . . 55
Standard Time . . . . . . . . . . . . . . . . . . . . . . 55
Certificate of Watch Inspector . . . . . . . . . . . . . . 55
Time Tables . . . . . . . . . . . . . . . . . . . . . . . 57
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page 2
Signals. . . . . . . . . . . . . . . . . . . . . . . . . . 59
Visible Signals . . . . . . . . . . . . . . . . . . . . . 59
Color Signals . . . . . . . . . . . . . . . . . . . . . . 59
Hand Flag and Lamp Signals . . . . . . . . . . . . . . . . 60
Audible Signals . . . . . . . . . . . . . . . . . . . . . 61
Engine Whistle Signals . . . . . . . . . . . . . . . . . . 61
Communicating Signals . . . . . . . . . . . . . . . . . . 63
Train Signals . . . . . . . . . . . . . . . . . . . . . . 63
Use of Signals . . . . . . . . . . . . . . . . . . . . . . 65
Movement of Trains by Time Table and Train Order . . . . . 68
Superiority . . . . . . . . . . . . . . . . . . . . . . . 68
Rules for Train movement . . . . . . . . . . . . . . . . . 68
Rules for use of Train Orders. . . . . . . . . . . . . . . 77
Forms of Train Orders. . . . . . . . . . . . . . . . . . . 85
Fixed Signals . . . . . . . . . . . . . . . . . . . . . . 97
Definitions . . . . . . . . . . . . . . . . . . . . . . . 97
Rules . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Automatic Block Signals. . . . . . . . . . . . . . . . . . 99
Definitions and Indications. . . . . . . . . . . . . . . . 99
Automatic Block System . . . . . . . . . . . . . . . . . 100
Rules . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Station Protection Signal . . . . . . . . . . . . . . . . 103
Rules . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Flag Stop Signals . . . . . . . . . . . . . . . . . . . . 103
Interlocking Signals. . . . . . . . . . . . . . . . . . . 104
Definitions and Indications . . . . . . . . . . . . . . . 104
Rules . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Signalmen . . . . . . . . . . . . . . . . . . . . . . . . 105
Engineers and Trainmen. . . . . . . . . . . . . . . . . . 109
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page 3
The rules herein set forth govern the railroads
operated by the Dominion Atlantic Railway Company.
They take effect April 1,1914, superseding all previous
rules and instructions inconsistent therewith.
Special instructions may be issued by proper
authority.
P. GIFKINS,
General Manager.
(Note date in original is struck out and marked "Extended to 1st June, 1914")
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page 4
GENERAL NOTICE.
._____
To enter or remain in the service is an assurance
of willingness to obey the rules.
Obedience to the rules is essential to the safety of
passengers and employees, and to the protection of
property.
The service demands the faithful, intelligent and
courteous discharge of duty.
To obtain promotion, capacity must be shown for
greater responsibility.
Employees, in accepting employment, assume its
risks.
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page 5
GENERAL RULES.
.________
A. Every employee whose duties are prescribed by
these rules, must have a copy of them accessible when
on duty.
Every employee whose duties are connected with
the movement of trains must have a copy of the
current time-table accessible when on duty.
B. Employees must be conversant with, and obey the
rules and special instructions. If in doubt as to their
meaning, they must apply to proper authority for an
explanation.
C. Employees must pass the required examinations.
D. Persons employed in any service on trains are
subject to the rules and special instructions.
E. Employees must render every assistance in their
power in carrying out the rules and special instructions.
F. Any violation of the rules or special instructions
must be reported.
G. The use of intoxicants by employees while on duty
is prohibited. Their use or the frequenting of places
where they are sold is sufficient cause for dismissal.
H. The use of tobacco by employees while on duty
in or about passenger stations, or on passenger cars,
is prohibited.
J. Employees on duty must wear the prescribed
badge and uniform and be neat in appearance.
K. Persons authorized to transact business at stations
or on trains must be orderly and avoid annoyance
to patrons.
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page 6
L. In case of danger to the Company’s property,
employees must unite to protect it.
M. Employees must always be vigilant to protect,
and must promptly report anything detrimental to
the Company’s interest.
N. When an employee leaves the service, all equipment
supplied by the Company must be returned.
The Company reserves the right to withhold from the
wages due the employee the value of such equipment
not returned.
O. Equipment, supplies and material must be
properly and economically used and cared for. Scrap
and other material of value must be turned in to the
Company.
P. Unless authorized to do so, employees must not
receive or pay out money on the Company’s account
or use the Company’s credit.
Q. All accidents involving injuries to persons, or
damage to track, structures or rolling stock, must be
reported promptly by telegraph to the proper officer,
and confirmed by mail. In cases of injury to persons,
the names and addresses of as many witnesses as
possible must be obtained.
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page 7
DEFINITIONS.
TRAIN.—An engine or more than one engine
coupled, with or without cars, displaying markers.
REGULAR TRAIN.—A train authorized by a
time-table schedule.
SECTION.—One of two or more trains running on
the same time-table schedule, displaying green signals
or for which green signals are displayed.
EXTRA TRAIN.—A train not authorized by a
time-table schedule. It may be designated as :——
“ WORK EXTRA ”—For a work train.
“ PASSENGER EXTRA ”— For an extra passenger train.
“ EXTRA ”—any other extra train.
SUPERIOR TRAIN.—A train having precedence
over another train.
TRAIN OF SUPERIOR RIGHT.—A train given
precedence by train order.
TRAIN OF SUPERIOR CLASS.—A train given
precedence by time-table.
TRAIN OF SUPERIOR DIRECTION.—A train
in the direction in which regular trains are superior to
trains of the same class in the opposite direction, as
specified in the time-table.
NOTE. — Superiority by direction is limited to single track
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TIME-TABLE.—The authority for the movement
of regular trains subject to the rules. It contains the
classified schedules of trains with special instructions
relating thereto.
TIME-TABLE SCHEDULE.—That part of a
time-table which prescribes class, direction, number
and movement for a regular train.
DIVISION.—That portion of a railway assigned
to the supervision of a General Superintendent.
DISTRICT:—That portion of a railway assigned
to the supervision of a Superintendent.
SUBDIVISION.—A part of a division so designated
on a time-table.
MAIN TRACK.—A track extending through
yards and between stations, upon which trains are
operated by time-table or train order, or the use of
which is controlled by block signals.
SINGLE TRACK.—A main track upon which
trains are operated in both directions.
DOUBLE TRACK.—Two main tracks, upon one
of which the current of traffic is in a specified direction,
and upon the other in the opposite direction.
THREE (OR MORE) TRACKS.—Three (or
more) main tracks, upon any of which the current of
traffic may be in either specified direction.
CURRENT OF TRAFFIC.—The movement of
trains on a main track, in one direction, specified by
the rules.
STATION.—A place designated on the time-table
or by a sign board by name, at which a train may stop
for traffic; or to enter or leave the main track; or from
which fixed signals are operated.
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INITIAL STATION.—A station at which a
regular train is first timed on any subdivision is an
initial station for that train.
PASSING TRACK.—A track auxiliary to the
main track for meeting or passing trains, limited to
the distance between two adjoining telegraph stations.
SIDE TRACK.—A track auxiliary to the main
track, used for purposes other than for meeting and
passing trains.
FIXED SIGNAL:—A signal of fixed location
indicating a condition affecting the movement of a
train.
YARD.—A system of tracks within limits defined
by yard limit boards, or indicated by time-table,
provided for the making up of trains, storing of cars,
and other purposes, over which movements not
authorized by time-table or by train order, may be
made, subject to prescribed signals and rules.
YARD ENGINE.—An engine assigned to yard
service and working within yard limits.
PILOT.—A person assigned to a train when the
Engineer, or Conductor or both, are not fully
acquainted with the physical characteristics, or running
rules of the road, or portion of the road, over which
the train is to be moved.
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TRAIN RULES FOR
SINGLE TRACK.
._____________
STANDARD TIME.
1. Standard Time will be telegraphed to all
points from Windsor Junction at 9.58 a.m. daily.
2. Watches that have been examined and certified
to by a designated Inspector, must be used by Train
Masters, Road Foremen of Locomotives, Locomotive
Foremen, Road Masters, Bridge and Building Masters,
Conductors, Engineers, Firemen, Motormen, Train
Baggagemen, Brakemen, Yard Masters and Yard
Foremen and such other employees as the Railway
Company may direct. The certificate in prescribed
form must be renewed and filed with the General
Manager every January and July.
(Form of Certificate.)
CERTIFICATE OF WATCH INSPECTOR.
This is to certify that on. . . . . . . . . . . . . . . .19. . . .
the watch of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
employed as. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
on the Dominion Atlantic Railway was examined by
me. It is correct and reliable and in my judgment
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page 11
will, with proper care, run within a variation of
thirty seconds per week.
Name of maker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Number of movement. . . . . . . . . . . . . . . . . . . . . . . . . . .
Open or hunting case . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Metal of case. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stem or key winding. . . . . . . . . . . . . . . . . . . . . . . . . . . .
Signed,
. . . . . . . . . . . . . . . . . . . . . . . . . . .
Inspector.
Address . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3. Watches of Conductors, Engineers and Motor-
men must be compared before starting on each trip,
with a clock designated as a Standard Clock. The
time when watches are compared must be registered
on a prescribed form.
Employees who are required to use Standard
Watches must submit them to a designated Inspector
for comparison and record during the first and the
third week of every month, or if no designated
Inspector is accessible, during any such period as soon
as possible thereafter.
They must not regulate them, or, unless they stop
owing to failure to wind, set them themselves.
If a Standard Clock is not accessible, standard
time must be obtained from Train Despatcher, or by
comparing time with a Conductor, Engineer or Motor-
man who have had access to a Standard Clock and
registered.
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page 12
TIME TABLES.
4. Each time-table, from the moment it takes-
effect, supersedes the preceding time-table. A train of
the preceding time-table which has left its initial
station, on any subdivision before the new time-table
takes effect, must retain its train orders and complete
the run by using the schedule of the train of the same
number of the new time-table, unless that train is
scheduled to leave its initial station on that subdivision
within twelve hours after the new time-table
takes effect, in which case, the train of the preceding
time-table loses both right and schedule at the moment
the new time-table takes effect, and thereafter
may proceed only by train order.
A train of the preceding time-table must not leave
its initial station on any subdivision after the hour
the new time-table takes effect.
A train of the new time-table which has not the
same number on the preceding time-table, must not
run on any subdivision until it is due to start from
its initial station on that subdivision after the new
time-table takes effect.
5. Not more than two times are given for a train
at any station; where one is given, it is, unless other-
wise indicated, the leaving time; where two, they are
the arriving and leaving time.
Unless otherwise indicated, the time applies to the
switch where an inferior train enters the siding:
where there is no siding it applies to the place from
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page 13
which fixed signals are operated; where there is
neither siding nor fixed signal, it applies to the place
where traffic is received or discharged.
Schedule meeting or passing stations are indicated
by figures in full-faced type.
Both the arriving and leaving time of a train are
in full-faced type when both are meeting or passing
times, or when one or more trains are to meet or pass
it between those times.
When trains are to be met or passed at a siding
extending between two adjoining stations, the time
at each station will be shown in full-faced type.
Where there are one or more trains to meet or
pass a train between two times, or more than one
train to meet a train at any station, attention is called
to it by small figures showing numbers of trains to be
met or to pass.
6. The following signs in the time-table indicate:
“ * ” See foot note.
“ s ” Regular stop.
“ f ” Flag stop to receive or discharge passengers
or freight.
“ ¶ ” Stop for meals.
“ L ” Leave.
“ A ” Arrive.
“ D ” Day telegraph station.
“ N ” Night telegraph station.
“ T ” Telephone station.
“ W ” Water station.
“ C ” Coaling station.
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page 14
SIGNALS.
7. Employees whose duties may require them to
give signals, must provide themselves with the proper-
appliances, keep them in good order and ready for
immediate use.
8. Flags of the prescribed color must be used by
day, and lamps of the prescribed color by night.
9. Night signals are to be displayed from sunset.
to sunrise. When weather or other conditions obscure
day signals, night signals must be used in addition.
VISIBLE SIGNALS.
10. Color Signals.
.___________________________________
Color | Indication
(a) Red. | Stop.
(b) Green. | Proceed, and for other uses
. prescribed by the rules.
(c) Yellow. | Proceed with caution, and for
. other uses prescribed by the
. rules.
(d) Green and white | Flag stop. See Rule 28.
(e) Blue. | See Rule 26.
._________________________
11. A fusee on or near the track burning red must
not be passed until burned out. When burning yellow
it is a caution signal.
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page 15
12. Hand Flag and Lamp Signals.
(Illustrated by diagram.)
.___________________
Manner of Using | Indication
(a) Swung across the track. | Stop.
(b) Raised and lowered vertically. | Proceed.
(c) Swung vertically in a circle |
at half arm’s length across the |
track when the train is standing. | Back.
(d) Swung vertically in a circle |
at arm’s length across the track |
when the train is running. | Train has parted.
(e) Swung horizontally above the |
head when the train is standing. | Apply air brakes.
(f) Held at arm’s length above the |
head when the train is standing. | Release air brakes
.____________________________________
13. Any object waved violently by any one on
or near the track is a signal to stop.
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page 16
AUDIBLE SIGNALS.
14. Engine Whistle Signals.
Note.—The signals prescribed are illustrated by “ o " for short
sounds, "———" for longer sounds. The sound of the
whistle should be distinct, with intensity and duration proportionate
to the distance signal is to be conveyed.
.____________________________________
Sound | Indication
(a) o |Stop. Apply brakes.
(b) ——— ——— | Release brakes, or ready to
. proceed.
(c) ——— o o o | flagman go out to protect rear
. of train.
(d) ——— ——— ——— ——— | Flagman return from west or
. south.
(e) ——— ——— ——— ——— ——— | Flagman return from east or
. north.
(f) ——— ——— ——— | When running, train parted; to
. be repeated until answered by
. the signal prescribed by Rule
. 12 (d).
. | Answer to 12 (d).
(g) o o | Answer to any signal not other-
. wise provided for.
(h) o o o | When train is standing, back.
. | Answer to 12 (c) and 16 (c).
. | When train is running, answer to
. | 16 (d).
(i) o o o o | call for signals.
.________________________________
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page 17
.______________________________
Sound | Indication
(k) ——— o o | To call attention of extra trains
. and of trains of the same or
. inferior class or inferior right
. to signals displayed for a fol-
. lowing section.
(l) ——— ——— o o | Approaching public road cross-
. ings at grade and at whistle
. posts.
(m) —————— | Approaching stations, and as
. prescribed by Rule 31.
(n) o ——— | When double heading, air brakes
. have failed on leading engine
. and second engine is to take
. control of them.
. | Answer to 14 (n) ; to be given
. by second engine as soon as
. it has control of air brakes.
(0) o o ——— | Answer to 14 (k).
.___________________________________
A succession of short sounds of the whistle is an alarm
for persons or animals on the track.
15. The explosion of one torpedo is a signal to
stop; the explosion of two not more than 200 and not
less than 100 feet apart is a signal to reduce speed,
and look out for a stop signal.
Torpedoes must not be placed near stations or
public crossings, nor where persons are liable to be
injured by them.
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page 18
16. Communicating Signals.
Sound ‘ Indication
(a) Two. When train is standing, start.
(b) Two. When train is running, stop at once
(c) Three. When train is standing, back.
(d) Three. When train is running, stop at
. next station.
(e) Four. When train is standing, apply or
. release air brakes.
(f) Four. When train is running, reduce
. speed.
(g) Five. When train is standing, call in
. flagman.
(h) Five. When train is running, increase
. speed.
(i) Six. When train is running, increase
. steam heat.
(j) Seven. When train is running, release
. air brakes, or sticking brake.
TRAIN SIGNALS.
17. A headlight will be displayed to the front of
every train by night, but must be concealed when the
train turns out to meet another and has stopped clear
of main track, with switches closed, or is standing
to meet trains at the end of double track, or at
junctions,and switches properly set for the approaching
train.
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page 19
18. Yard engines will display the headlight to the
front and rear by night. When not provided with a
headlight at the rear, two white lights must be
displayed. Yard engines will not display markers.
Under conditions not requiring display of markers,
road engines without cars will display a white light
on the rear of tender by night.
(Illustrated by diagram. )
19. The following signals will be displayed, one on
each side of the rear of every train, as markers to
indicate the rear of the train; by day, green flags; by
night, green lights to the front and side and red lights
to the rear, except when the train is clear of the main
track, when green lights must be displayed to the
front, side and rear.
(Illustrated by diagram.)
Where the cupola of a caboose is provided with
indicators for designating the train, the proper
indication must be shown and must be removed as soon as
the run is completed.
20. All sections except the last will display two
green flags, and in addition, two green lights by night,
in the places provided for that purpose on the front
of the engine.
(Illustrated by diagram.)
21. Extra trains will display two white flags, and
in addition, two white lights by night, in the places
provided for that purpose on the front of the engine.
(Illustrated by diagram.)
22. When two or more engines are coupled, the
leading engine only shall, unless otherwise directed,
announce the signals as prescribed by Rule 14, and
display the signals as prescribed by Rules 20 and 21.
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page 20
23. One flag or light displayed where in Rules 19,
20 and 21 two are prescribed will indicate the same
as two; but the proper display of all train signals is
required.
24. When cars are pushed by an engine (except
when shifting or making up trains in yards) a white
light must be displayed on the front of the leading car
by night.
(Illustrated by diagram.)
25. Each car on a passenger train must be connected
with the engine by a communicating signal appliance.
26. A blue flag by day and a blue light by night,
displayed at one or both ends of an engine, car or
train, indicates that workmen are under or about it;
when thus protected, it must not be coupled to or
moved, and other cars must not be placed on the
same track so as to intercept the view of the blue
signals, without first notifying the workmen.
Workmen will display the blue signals and the
same workmen are alone authorized to remove
them.
USE OF SIGNALS.
27. A signal imperfectly displayed, or the absence
of a signal at a place where a signal is usually shown,
must be regarded as a stop signal, and the fact reported
to the proper officer.
28. A combined green and white signal is to be
used to stop a train only at the flag stations indicated
on its schedule. When it is necessary to stop a train
at a point that is not a flag station on its schedule, a
red signal must be used.
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page 21
29. When a signal (except a fixed signal) is given
to stop a train, it must, unless otherwise provided,
be acknowledged as prescribed by Rule 14 (g) or (h),
30. The engine bell must be rung when an engine
is about to move, and while moving about stations.
31. Signal 14 (l) must be sounded at least 80
rods (¼ mile) from every public road crossing at grade,
and the engine bell be kept ringing until the crossing is
passed.
Signal 14 (l) must be sounded at every whistle
post.
Signal 14 (m) must be sounded one mile from
stations, watering and fueling points, junctions, the
end of double track, drawbridges and railway crossings
at grade.
Signal 14 (k) must be sounded by a train displaying
green signals for a following section, to call attention
of extra trains or trains of the same or inferior class
or inferior right to signals displayed, and must hear
the answer 14 (o), or stop and notify them of green
signals displayed.
32. The unnecessary use of either the whistle or
the bell is prohibited. They will be used only as
prescribed by rule, or statute, or to prevent accident.
33. Watchmen stationed at public road crossings
must use green signals to prevent persons and vehicles
from crossing the track when trains are approaching.
Red signals must be used by them only when necessary
to stop trains.
34. In emergency cases when track is suddenly
found defective, any employee shall by the use of flags,
lights, torpedoes, fusees or other signals, use every
effort possible to stop trains in both directions.
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page 22
35. A yellow flag or a yellow light placed beside
the track on the same side as the Engineer of an
approaching train, indicates that the track 3,000 feet
distant is in condition for speed of but six miles an
hour unless otherwise instructed, and the speed of a
train will be controlled accordingly. A green flag or a
green light, placed beside the track, on the same side
as the Engineer of an approaching train, at a point
beyond the slow track, indicates that full speed may
be resumed.
A “ SLOW ” sign placed beside the track on the
same side as the Engineer of an approaching train,
may be used to mark a point where a slow order is in
effect.
36. A red or yellow fusee, as the case may re-
quire, will be used for protection of a train which is
not making the speed required by schedule or train
order and is liable to be overtaken by a following
train.
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page 23
MOVEMENT OF TRAINS BY
TIME-TABLE AND TRAIN ORDER
SUPERIORITY.
71. A train is superior to another train by right,
class or direction.
Right is conferred by train order; class and
direction by time-table.
Right is superior to class or direction.
Direction is superior as between trains of the
same class.
72. Trains of the first class are superior to those
of the second class; trains of the second class are
superior to those of the third class; trains of the
third class are superior to these of the fourth class.
Trains in the direction specified by the time-table
are superior to trains of the same class in the opposite
direction.
73. Extra trains are inferior to regular trains.
RULES FOR TRAIN MOVEMENT.
82. Time-table schedules, unless fulfilled, are in
effect for twelve hours after their time at each station.
Regular trains twelve hours behind either their
schedule arriving or leaving time at any station, lose
both right and schedule, and can thereafter proceed
only as authorized by train order.
83. Trains must be registered at the register
stations designated in the time-tables.
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page 24
A train must not leave its initial station on any
subdivision or a junction, or pass from double to
single track, until it has been ascertained whether all
trains due, which are superior, or of the same class,
have arrived or left.
A train must not leave its initial station on any
subdivision nor pass from double to single track
without a Terminal Clearance, unless otherwise
directed.
At bulletin stations designated in the time-table,
Conductors and Engineers must read and sign for the
bulletins posted before starting. All bulletins
affecting the movement of trains will be re-issued
the first of each month.
84. A train must not start until the proper signal
is given.
85. When a train of one schedule is on the time
of another schedule of the same class in the same
direction, it will proceed on its own schedule.
Trains of one schedule may pass trains of another
schedule of the same class, and extras may pass and
run ahead of extras.
86. An inferior train must clear the time of a
superior train in the same direction not less than five
minutes; but must clear the time of a first-class train
in the same direction ten minutes, unless it is clear
before the first-class train is due to leave the next
station in the rear where time is shown.
87. An inferior train must keep out of the way of
opposing superior trains and failing to clear the main
track by the time required by rule, must be protected
as prescribed by Rule 99.
Extra trains must clear the time of regular trains
not less than five minutes, unless otherwise provided,
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and will be governed by train orders with respect to
opposing extra trains.
88. At meeting points between trains of the same
class, the inferior train must clear the main track
before the leaving time of the superior train.
At meeting points between extra trains, the train
in the inferior time-table direction must take the
siding unless otherwise provided.
Trains must pull into the siding when practicable; if
necessary to back in, the train must first be protected
as prescribed by Rule 99, unless otherwise provided.
89. At meeting points between trains of different
classes the inferior train must take the siding and clear
the superior train at least five minutes, and must pull
into the siding when practicable. If necessary to back
in, the train must first be protected as prescribed by
Rule 99, unless otherwise provided.
90. Trains must stop at schedule meeting stations,
if the train to be met is of the same class, unless the
switch is right and the track clear.
When the expected train of the same class is not
found at the schedule meeting station, the superior
train must approach all sidings prepared to stop, until
the expected train is met.
Trains must not pass any meeting point without
knowing positively that the train or trains met are
those which had right to track over them.
The Conductor of every train except passenger
trains, must, one mile from every station at which it
is not required to stop, give proceed signal to
Engineer, who must, if he does not receive such signal,
approach the siding cautiously and stop clear of the
switch that an opposing train would use in taking the
siding.
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Conductors and Engineers of freight, mixed and
work trains will see that Brakemen be in position to
exchange signals while approaching and passing
junctions, railway-crossings, draw-bridges, points
where trains may be required to stop, and on heavy
grades, and to do whatever is required for safety
and expedition, and must exchange signals when
passing and leaving stations.
Trainmen will not be required to ride on top of
trains unless it is necessary for safety.
There must be a trainman on the last car of such
train while in motion.
The Conductor of every passenger train must,
between one and three miles from every station at
which it is to meet a train by train order
arrangement, or which is superior to it, either by
class or direction, give communicating signal 16(d)
and receive steam whistle signal 14(g) and the
Engineer will immediately make running test of brake.
Trains must stop clear of the switch used by the
train to be met in going on the siding.
91. Unless some form of block signals is used,
trains in the same direction must keep at least five
minutes apart, except in closing up at stations, but a
train must not follow a train carrying passengers or
operating a snow plow until a report is received of
its arrival at a station ahead, except that a train
may follow twenty minutes after the departure of a
train carrying passengers or operating a snow plow,
when either the station from which it is to follow or
the next station ahead is not a telegraph station, or
when communication with the Train Despatcher is
interrupted, and the wire failure is noted on the
Clearance.
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The train order signal will be used by Operators to
maintain the intervals required by this rule.
Schedule speed must not be exceeded by sections of
trains other than the first section, nor may a train
following a train carrying passengers, exceed the
schedule speed of such train unless Clearance shows
arrival at a station ahead.
92. A train must not arrive at a station in advance
of its schedule arriving time.
When only the leaving time is shown, a first-class
train must not arrive at a station more than five
minutes in advance of its schedule leaving time.
A train must not leave a station in advance of its
schedule leaving time.
93. Within yards defined by yard limit boards,
the main track may be used, keeping clear of first and
second-class trains.
The main track must not be so used within yard
limits until it is known that all sections of overdue
first and second-class trains have arrived.
All trains except first and second-class trains must,
unless otherwise directed, approach and pass through
yard limits prepared to stop, unless the main track is
seen or known to be clear.
Yellow lights must be attached to the yard limit
boards to be kept lighted from sunset to sunrise.
94. A train which overtakes another train so
disabled that it cannot proceed will pass it, if
practicable, and if necessary will assume the schedule
and take the train orders of the disabled train,
proceed to the next open telegraph office, and there
report to the proper authority. The disabled train
will assume the right or schedule and take the train
orders of the last train with which it has exchanged,
and will, when able,
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proceed to and report from the next open telegraph
office.
When a train, unable to proceed against the right
or schedule of an opposing train, is overtaken between
telegraph stations by an inferior train or a
train of the same class having right or schedule which
permits it to proceed, the delayed train may, after
proper consultation with the following train, precede
it to the next telegraph station, where it must report
to Train Despatcher. When opposing trains are met
under these circumstances. it must be fully explained
to them by the leading train that the expected train
is following.
95. Two or more sections may be run on the same
schedule.
Each section has equal time-table authority.
A train must not display signals for a following
section without train orders.
96. When signals displayed for a section are taken
down at any point before that section arrives, the
Conductor will, if there be no other provision, arrange
in writing with the Operator or if there be no Operator,
with the Switchtender, or in the absence of both, with
a Flagman left there for that purpose, to notify all
opposing inferior trains or trains of the same class
leaving such point, that the section for which signals
were displayed has not arrived.
97. Extra trains must not be run without train
orders.
98. Trains must approach the end of double
track, junctions, interlocked railway crossings at grade,
and interlocked drawbridges, prepared to stop, unless
the switches and signals are right, and the track is
clear.
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At railway crossings at grade and drawbridges not
interlocked, trains must stop and not proceed until
the proper signal has been given.
When clear signals are shown where one railway
crosses another at grade, the speed of passenger trains
must be reduced to thirty-five miles an hour and freight
trains to twenty miles an hour, until the entire train
has passed the crossing.
When clear signals are shown where a railway
crosses a drawbridge, the speed of passenger trains
must be reduced to twenty-five miles an hour and the
speed of freight. trains to fifteen miles an hour, until
the entire train has passed the drawbridge.
99. When a train stops or is delayed on the main
track under circumstances in which it may be over-
taken by another train, the Flagman must go back
immediately with stop signals, a sufficient distance
from the train to insure full protection, at least:
In day time, if there is no down grade
toward train within one mile of its rear,
and there is a clear view of its rear, of
2000 yards (40 telegraph poles) from an
approaching train:
500 yards,
10 telegraph poles
At other times and places, if there
is no down grade toward train, within
one mile of its rear:
1,200 yards,
24 telephone poles
If there is a down grade toward train, is
within one mile of its rear:
1,800 yards
36 telegraph poles
The Flagman must, after going back a sufficient
distance from the train to insure full protection, take
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up a position where there will be an unobstructed
view of him from an approaching train of, if possible,
500 yards (10 telegraph poles), first placing two
torpedoes not more than 200 or less than 100 feet
apart on the rail on the same side as the Engineer of
an approaching train, 100 yards (2 telegraph poles)
beyond such position. The Flagman must remain in
such position until recalled or relieved.
If recalled before another train arrives he must at
night, or when weather or other conditions obscure
day signals, or when snow plows or flangers may be
running, in addition to the two torpedoes, leave a
fusee burning red at the point he returns from and at
such other points on his return as may be necessary
to insure full protection.
The front of a train must be protected in the same
way when necessary by the front Brakeman, or if
there be none, by the Fireman.
Flagmen must always on the approach of a train
display stop signals, and if not already done, place
two torpedoes on the rail as before described, and
then return 100 yards (2 telegraph poles) nearer the
protected point.
Flagmen must each be equipped for day time with
a red flag and four torpedoes, and for night time and
when weather or other conditions obscure day signals,
with a red light, a white light and four torpedoes,
three red fusees, and a supply of matches.
A train should not stop between stations at a
place where the view from following trains is
obstructed.
100. When the Flagman goes out to protect the
train his place will be filled by the person designated
by the Conductor.
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101. If a train should part while in motion,
trainmen must, if possible, prevent damage to the
detached portions. The signals prescribed by Rules
12(d) and 14(f) must be given.
When for any reason an engine leaves its train or
a part of its train on the main track, every precaution
must be taken to protect the train against the returning
engine. Torpedoes must be placed in advance of
the train, and at night, or during stormy weather, a
red light must be prominently displayed on the for-
ward car. The Conductor and Engineer will be held
equally responsible for this rule.
The detached portion must not be moved or passed
until the front portion comes back.
102. When cars are pushed by an engine (except
when shifting and making up trains in yards where
there are no public highway crossings at rail level) a
Flagman must take a conspicuous position on the front
of the leading car.
Whenever in any city, town or village, cars are
passing over or along a highway at grade, not headed
by an engine moving forward, in the ordinary manner,
a man must take a conspicuous position on the fore-
most car or tender, if that is in front, to warn persons
on the highway.
No part of a car or engine may be allowed to
occupy any part of a highway for a longer period
than five minutes and a highway must not be obstruct-
ed by switching operations for more than five minutes
at a time.
Whistle posts will be placed at least 80 rods (¼
mile) from every public road crossing at grade, except
at public road crossings within the limits of towns or
cities.
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103. Messages or orders respecting the movement
of trains or the condition of track or bridges must be
in writing.
104. The target of a switch parallel with the
main track or a green light, indicates the switch is set
for the main track; the target at right angles to the
main track or a red light indicates the switch is set
for a diverging track.
Switches must be left in proper position after
having been used.
Except where Switchtenders are stationed, Conductors
are responsible for the position of the switches
used by them and their Trainmen. This will not
relieve Trainmen of responsibility for the proper
position of switches used by their train.
Main track switches must be locked and other
switches secured. After a switch is turned, the points
must be examined to know that they are in proper
position
Employees must stand on opposite side of track
and keep at least 20 feet from the stand while a train
is closely approaching, or passing over a switch.
A switch must not be left open for a following train
unless in charge of a Switchtender or a Trainman of
such train.
When a train is standing on a passing track to
meet or to be passed by a train, the Engineer and
Fireman must see that switches at the front of their
train are in proper position.
Trainmen of a train occupying the main track at
a meeting or passing point, will, when practicable,
open the switch for the expected train and protect the
switch until relieved by a Switchtender or a Trainman
of the other train.
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Derails on side tracks must be set and secured to
protect the main track.
If a switch has been run through, it must be
protected, the Section Foreman notified and the
fact reported to the proper authority by telegraph,
immediately.
105. Trains will run under the direction of their
Conductors, unless such directions conflict with these
rules, or involve any danger, in which case all persons
participating will be held responsible.
When a train is run without a Conductor, the
Engineer will perform the duties of the Conductor.
Both Conductors and Engineers are responsible
for the safety of their trains, and under conditions not
provided for by the rules, must take every precaution
for their protection.
Immediate precaution must be taken to protect
all trains against any obstruction or defect in the
track.
106. In all cases of doubt or uncertainty the safe
course must be taken, and no risks run.
107. Conductors and Brakemen must know that
the cars in their trains are in good order before
starting, and inspect them whenever they have an
opportunity to do so, particularly when entering or
leaving sidings or waiting for other trains. All cars
taken in their train at intermediate stations must be
examined with extra care.
108. A train must not be detached while in motion.
When necessary to make running switches the train
must first be stopped.
109. When stopping to take water, freight trains
of more than fifteen cars must stop not less than fifty
feet before reaching the water tank or standpipe and
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the engine must be cut off before water is taken. The
brakes must not be released on the train until the
engine is again coupled on and ready to proceed.
RULES FOR USE OF TRAIN ORDERS.
201. For movements not provided for by time-table,
train orders will be issued by authority and over
the signature of the General Manager or designated
Train Despatchers. They must contain neither
information nor instructions not essential to such
movements.
They must be brief and clear; in the prescribed
forms when applicable; and without erasure, alteration
or interlineation.
The different forms of train orders may be combined
in one, provided there is no movement in such
combination which does not directly affect the train
first named in the order.
202. Each train order must be given in the same
words to all persons or trains addressed.
203. Train orders will be numbered consecutively
each day, beginning with No. one at midnight.
204. Train orders must be addressed to those who
are to execute or observe them, naming the place at
which each is to receive his copy.
Train orders addressed to trains must be regarded
as addressed to Conductors, Engineers, and Pilots.
A copy for each person addressed must be supplied by
the Operator. Train orders addressed to Operators,
restricting the movement of trains, must be respected
by Conductors and Engineers, the same as if addressed
to them.
Conductors and Engineers must require Brakemen
and Firemen to know the contents of all train orders.
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205. Each train order must be written in full in
a book or on a printed form provided for the purpose
at the office of the Train Despatcher, and with it
recorded the names of those who have signed for the
order; the time and the signals which show when and
from what offices the order was repeated and the
responses transmitted; and the Train Despatcher’s
initials. These records must be made at once, and
never from memory or memoranda.
206. Regular trains will be designated in train
orders by their numbers and the numbers of their
engines: as “ No. 10. Eng. 715. ” or “ second No. 10.
Eng. 725. ” If the number of the engine cannot be
ascertained, the word “ Unknown ” will be used; as
“ No. 10. Eng. Unknown. ” Extra trains will be
designated by engine numbers and direction, as
“ Extra 795 East.” Other numbers and time will be
stated in words followed by the figures.
207. To transmit a train order, the signal “ 31 ”
or the signal “ 19 ” followed by the direction must be
given to each office addressed, the number of copies
being stated, if more or less than three—thus, “ 31
West copy 5 ” or “ 19 East copy 2 ”
208. A train order to be sent to two or more
offices must be transmitted simultaneously to as many
of them as practicable.
The several addresses must be in the order of
superiority of trains, and when practicable, must
include the Operator at the meeting or waiting point,
each office taking its proper address.
When not sent simultaneously to all, the order
must be sent first to the Operator at the meeting or
waiting point and then to trains in the order of their
Superiority.
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Copies of the order addressed to the Operator at
the meeting or waiting point must be delivered to all
trains affected until all have arrived from one direction.
Train orders should not be sent an unnecessarily
long time before delivery, or to points unnecessarily
distant from where they are to be executed. No orders
(except those affecting the train at that point) should
be delivered to a train at a point where it has much
work until after the work has been done.
209. Operators receiving train orders must write
them in manifold during transmission and if they can-
not at one writing make the requisite number of copies,
must trace others from one of the copies first made.
210. When a “ 31 ” train order has been
transmitted, Operators must (unless otherwise directed)
repeat it at once from the manifold copy in the succession
in which the several offices have been addressed, and
then write the time of repetition on the order. Each
Operator receiving the order should observe whether
the others repeat correctly.
The Conductor of the train addressed will read the
order aloud to the Operator and sign it. The Operator
will then send the signature, preceded by the number
of the order, to the Train Despatcher. The response
“ Complete,” and the time, with the initials of Train
Despatcher will then be given by the Train Despatcher.
After receiving this response, the Operator will write
on each copy, the word,“ Complete,” the time, and
his last name in full, and deliver a copy to each person
addressed, except Engineers. The copy for each
Engineer must be delivered to him personally by the
Conductor, who will require the order to be read aloud
for comparison, and Engineer will then sign Conductor’s
copy.
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211. When a “ 19 ” train order has been
transmitted, Operators must (unless otherwise directed)
repeat it at once from the manifold copy in the
succession in which the several offices have been
addressed. Each Operator receiving the order should
observe whether the others repeat correctly. When
the order has been repeated correctly by the Operator,
the response “ Complete,” and the time, with the
initials of the Train Despatcher will be given by the
Train Despatcher. The Operator receiving this response
will then write on each copy the word “ Complete,"
the time, and his last name in full, and personally
deliver a copy to each person addressed, without
taking his signature. But when delivery to Engineer
will take the Operator from the immediate vicinity of
his office, the Engineer’s copy will be delivered by the
Conductor.
A “ 19 ” order must not be used when by its use
the rights of a train are to be restricted.
212. A train order may, by the direction of the
Train Despatcher, be acknowledged without repeating,
by the Operator responding “ X ” (Number of train
order) to (Train) with the Operator’s initials and the
office signal. The Operator must then write on the
order his initials and the time.
213. “ Complete ” must not be given to a train
order for delivery to an inferior train until the order
has been repeated or the “ X " response sent by the
Operator who receives the order for the superior train.
“ Complete ” must not be given to an order for
delivery to a train advancing it against a train
carrying passengers, until the signature of the
Operator at the meeting or waiting station, or the
signature of the Conductor of the passenger train
has been received,
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except that when an order is sent for delivery to such
passenger train at the meeting point the signature of
both Conductor and Operator must be received, except
at the initial station of that train.
214. When a train order has been repeated or
“ X ” response sent, and before “ Complete ” has been
given, the order must be treated as a holding order
for the train addressed, but must not be otherwise
acted on until “ Complete ” has been given.
If the line fail before an office has repeated an
order or has sent the “ X ” response,the order at that
office is of no effect and must be there treated as if it
had not been sent.
215. The Operator who receives and delivers a
train order must preserve the lowest copy.
216. For train orders delivered by the Train
Despatcher, the requirements as to the record and
delivery are the same as at other offices.
217. A train order to be delivered to a train at
a point not a telegraph station, or at one at which
the telegraph office is closed, must be addressed to
“ . . . . . ...at . . . . . ...care of . . . . . ...”
and forwarded and delivered by the Conductor or other
person in whose care it is addressed. When Form “ 31 ”
is used, “ Complete ” will be given upon the signature
of the person by whom the order is to be delivered,
who must be supplied with copies for the Conductor
and Engineer addressed, and a copy upon which he
shall take their signatures. This copy he must deliver
to the first Operator accessible, who must preserve it,
and at once transmit the signatures of the Conductor
and Engineer to the Train Despatcher.
Orders so delivered must be acted on as if " Complete ”
had been given in the usual way.
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When Form “ 31 ” is sent, in the manner herein
provided, to a train, the superiority of which is thereby
restricted, “ Complete ” must not be given to an
inferior train until the signatures of the Conductor
and Engineer of the superior train have been sent to
the Train Despatcher.
218. When a train is named in a train order by
its schedule number alone, all sections of that schedule
are included, and each must have copies delivered to
it. Particular sections must be specified when it is
known the schedule is, or is to be, in sections.
219. Unless otherwise directed, an Operator must
not repeat or give the “ X ” response to a train order
for a train which has been cleared or of which the
engine has passed his train-order signal until he has
obtained the signature of the Conductor and Engineer
to the order.
220. Train orders once in effect, continue so until
fulfilled, superseded or annulled. Any part of an
order specifying a particular movement may be either
superseded or annulled.
Orders held by, or issued for, or any part of an
order relating to, a regular train, become void when
such train loses both right and schedule as prescribed
by Rules 4 and 82, or is annulled.
When Conductors or Engineers change off, they
must transfer all orders affecting their trains. Each
must know that the orders transferred are correctly
understood by the other, and obtain his written receipt
therefor. Before either train proceeds, the Engineer
must read his orders to the Conductor.
221. A fixed signal must be used at each train
order office, which shall indicate “ stop ” when trains
are to be stopped for train orders. When there are
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no orders, the signal must indicate “ proceed,” except
as provided in Rule 91.
When an Operator receives the signal “ 31 ” or
“ 19 ” followed by the direction, he must immediately
display the “ stop ” signal for the direction indicated,
and then reply “ stop displayed,” adding the direction;
and until the orders have been delivered or annulled,
the signal must not be restored to “ proceed ” except
by train order.
A train stopped by a train order signal must not
proceed without a Clearance Card Form “ A ” or a
Caution Card Form “ C,” although train orders may
have been received.
Operators must have the proper appliances for
hand signaling ready for immediate use if the fixed
signal should fail to work properly. If a signal is not
displayed at a night office, trains which have not been
notified must stop and ascertain the cause, and report
the facts to the General Manager from the next open
telegraph office.
222. Operators will promptly record and report
to the Train Despatcher the time of arrival and
departure of all trains.
223. The following signs and abbreviations may
be used :—
Initials for signature of the Train Despatcher.
Such office and other signals as are arranged by
the General Manager.
X. —Train will be held until order-is complete.
Com. —for Complete.
O. S. —for Train Report.
No. — for Number.
Eng. — for Engine.
Psgr, — for Passenger.
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Frt. — for Freight.
Mins. — for Minutes.
Jct. — for Junction.
Despr. — for Despatcher.
Opr. — for Operator.
Cy. — for Copy.
S D — for “ Stop Displayed.”
B C — for Block Clear.
9 — To clear the line for train orders and for
Operators to ask for train orders.
The usual abbreviations for the names of the
months and stations.
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FORMS OF TRAIN ORDERS.
Form A—Fixing Meeting Points for Opposing
Trains.
(1) . . . . . . . . . .meet . . . . . . . . . .at . . . . . . . . . .
(2) . . . . . . . . . .meet . . . . . . . . . .at . . . . . . . . . .at. . . . . .
(and so on).
Trains receiving these orders will run with respect
to each other to the designated points and there meet
in the manner provided by the rules.
A meeting order must not be sent for delivery to
a train at the meeting point if it can be avoided.
When it cannot be avoided, the following addition to
the order will be made, and is notice to the opposing
train to approach the meeting point with care, and
under control.
“ This order to . . . . . . . . at . . . . . . . .”
EXAMPLES.
(1) No. 1 meet No. 2 at “B.”
No. 3 meet second No. 4 at “B.”
No. 5 meet Extra 95 east at “B.”
Extra 652 north meet Extra 231 south at “B.”
(2) No. 2 and second No. 4 meet No. 1 and No.3 at
“ C” and Extra 95 west at “D.”
No. 1 meet No. 2 at “B,” second No. 4 at “C,” and
Extra 95 east at “D.”
Form B — Directing a Train to pass or run
ahead of another train.
(1) . . . . . . . . pass . . . . . . . . at . . . . . . . .
(2) . . . . . . . . pass . . . . . . . . when overtaken.
(3) . . . . . . . . run ahead of . . . . . . . . to . . . . . . . . . . . .
(4) . . . . . . . . run ahead of . . . . . .until overtaken.
(5) . . . . . . . . pass . . . . . . at . . . . . . and run ahead
of . . . . . . . . . . . .to . . . . . . . .
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When an inferior train receives an order to pass
a superior train, right is conferred to run ahead of the
train passed from the designated point.
EXAMPLES.
(1) No.1 pass No. 3 at “K.”
When under this example a train is to pass another,
both trains will run according to rule to the designated
station, and there arrange for the rear train to pass
promptly.
(2) No. 6 pass No. 4 when overtaken.
Under this example, both trains will run according
to rule until the second named train is overtaken, and
then arrange for the rear train to pass promptly.
(3) Extra 594 east run ahead of No. 6, “M” to “B.”
Under this example, the second named train will
run with such caution as will prevent accident with
the first named train.
(4) Extra 95 west ran ahead of No. 3, from “B,”
until overtaken.
Under this example, the first named train will run
ahead of the second named train from the designated
station until overtaken, and then arrange for the rear
train to pass promptly.
(5) No.1 pass No. 3 at “K,” and run ahead of No. 7
" M " to " Z. "
Form C.—Giving Right to a Train Over an
Opposing Train.
. . . . . . . . . .has right over . . . . . . . . . . . . . . to . . . . . . . . .
This order gives right to the train first named over
the other train between the points named.
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If the trains meet at either of the designated points
the first named train must take the siding, unless the
order otherwise prescribes.
If the second named train before meeting, reaches
a point within or beyond the points named in the
order, the first named train must be notified of the
fact by the Conductor.
EXAMPLES.
(1) No. 1 has right over No. 2, “G ” to “ Z.”
Under (1), if the second named train reach the
station last named before the other arrives, it may
proceed, keeping clear of the opposing train as many
minutes as such train was before required to clear it
under the rules.
(2) Extra 37 east has right over No. 3, “F ” to “A.”
Under this example, the regular train must not go
beyond the point last named until the extra train has
arrived, unless directed by train order to do so.
Form E.—Time Orders.
(1) . . . . . . . . run . . . . . . . . late . . . . . . . . to . . . . . . . .
(2) . . . . . . . . run . . . . . . . . late . . . . . . . . to . . . . . and
. . . . . . . . late . . . . . . . . to . . . . . . . . etc.
(3) . . . . . . . . wait at . . . . . . . . until . . . . . . . .M. for.
(4) . . . . . . . . wait at . . . . . . . . until . . . . . . . .M.
. . . . . . . . until . . . . . . . .M.
. . . . . . . . until . . . . . . . .M.
This form may be used in connection with an extra
train created by example (3) of Form G, and the
times at each station stated in that example have the
same meaning. as schedule times in the following
examples,
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EXAMPLES.
(1) No. 1 run twenty (20) mins. late “ A ” to “G.”
(2) No. 1 run twenty (20) mins. late “A ” to “ G ”
and fifteen mtns. late “ G ” to “K,” etc.
Examples (1) and (2) make the schedule time of
the train named between the stations mentioned as
much later as stated in the order, and any other train
receiving the order is required to run with respect to
this later time, as before required to run with respect
to the time-table schedule time. The time in the order
should be such as can be easily added to the schedule
time.
(3) No. 2 wait at “H” until ten (10.00) A.M. for
No. 1.
Under this example the train first named must not
pass the designated station before the time given,
unless the other train has arrived. The train last
named may use the specified time to reach the
designated station, or any intermediate station,
clearing time of first named train as required by rule.
(4) No. 1 and No. 3 wait at:
“N ” until ten (10.00) A.M.
“ P " until ten thirty (10.30) A.M.
“ R ” until ten fifty-five (10.55) A.M., etc.
Under this example the train (or trains) named
must not pass the designated stations before the times
given.
Other trains receiving the order are required to
run with respect to the time specified at the designated
stations or any intermediate station where schedule
time is earlier than the time specified in the order, as
before required to run with respect to the schedule
time of the train (or trains) named.
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Form F.— For Sections.
(1) . . . .display signals and run as . . . . . . . . . . . . . .
to. . . . . . . .
(2) . . . . . . run as . . . . . . . . . . to . . . . . .
(3) . . . . . . display signals . . . . . .to. . . . .for . . . . . . . . . .
(6) . . . . . . is withdrawn as . . . . . . at . . . . . . . .
(7) . . . . . . instead of . . . . . . display signals and run
as . . . . . . . . . to . . . . . . . . . . .
(8) . . . . . .take down signals at . . . . . . . . . .
(9) . . . . . .and . . . . . . reverse position as . . . . . .and
. . . . . . . . . . . . . to . . . . . . . . .
The character of a train for which signals are dis-
played may be stated.
Each section affected by the order must have
copies, and must arrange green signals accordingly.
To annul a section for which green signals have
been displayed over a subdivision, or any part thereof,
when no train is to follow the green signals, Form K
must be used.
EXAMPLES.
(1) Eng. 20 display signals and run as first No. 1
" A " to " Z. "
This example is to be used when the number of the
engine for which green signals are displayed is unknown
and is to be followed by example (2), both being single
order examples.
(2) Eng. 25 run as second No. 1, “A” to “Z.”
Under this example, engine 25 will not display
green signals.
(3) No. 1 display signals “A” to “G” for Eng. 65,
or second No. 1 display signals “B” to “E” for Eng. 99.
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Under these examples engine 65 (or engine 99) will
not display green signals.
These examples may be modified as follows :
(4) Engs. 20, 25 and 99 run as first, second and third,
No. 1, “A” to “Z.”
Under this example engine 99 will not display
green signals.
For changing sections:
To add an intermediate section the following
modification of example (1) will be used:
(5) Eng. 85 display signals and run as second No. 1
“N” to “Z.” Following sections change numbers
accordingly.
Under this example, engine 85 will display green
signals and run as directed and following sections will
take the next higher number.
To drop an intermediate section, the following
example will be used:
(6) Eng. 85 is withdrawn as second No. 1 at “H.”
Following sections change numbers accordingly.
Under this example, engine 85 will drop out at “ H ”
and following sections will take the next lower number.
To substitute one engine for another on a section,
the following will be used:
(7) Eng. 18 instead of Eng. 85 display signals and
run as second No. 1 “R” to “Z.”
Under this example, engine 85 will drop out at “ R”
and engine 18 will run as directed. Following section
need not be addressed. If engine, 85 is last section,
the words “ display signals and ” will be omitted.
To discontinue the display of green signals, the
following example will be used:
(8) Second No. 1 take down signals at “D.”
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Under this example, second No. 1 will take down
green signals as directed and a following section must
not proceed beyond the station named.
To pass one section by another, the following will
be used:
(9) Engines .99 and 25 reverse positions as second
and third No. 1, “H” to “Z.”
Under this example, engine 99 will run ahead of
engine 25, “ H ” to “ Z,” exchange train orders, and, if
necessary, arrange green signals accordingly. Following
sections need not be addressed.
Form G.—Extra Trains.
(1) Eng . . . . . . run extra . . . . . . to . . . . . .
(2) Eng . . . . . . run extra . . . . . . to . . . . . . and return
. . . . . . . . . . to . . . . . . . .
(3) Eng . . . . . .run extra leaving . . . . . . on . . . . . . . .
as follows, with right over all trains :
Leave . . . . . . . . . .M.
. . . . . . . . . . .M.
. . . . . . . . . . .M.
Arrive . . . . . . . . . .M.
EXAMPLES.
(1) Eng. 99 run extra “A” to “F.”
(2) Eng. 99 run extra “A” to “F” and return to "C."
Under (2). the extra must go to “ F ” before
returning to “ C.”
(3) Eng. 77 run extra leaving “A” on Thursday
Feb. 17th, as follows, with right over all trains:
Leave “A” eleven thirty (11.30) P.M.
“C” twelve twenty-five (12.25) A.M.
“E” one forty-seven (1.47) A.M .
Arrive ”F” two twenty-two (2.22) A.M.
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This order may be varied by specifying the character
of the extra and the particular trains over which
the extra shall or shall not have right. Trains over
which the extra is thus given right must clear the
time of the extra five minutes.
Form H.— Work Extra.
(1) Eng . . . . . . . work . . . . . . M. to. . . .M. between
. . . . . . . . and . . . . . . . . . .
Work extras must give way to all trains as promptly
as practicable.
Whenever extra trains are run over working limits,
they must be given a copy of the order sent to the
work extra.
Should the working order instruct a work extra to
not protect against extra trains in one or both
directions, extra trains must protect, as prescribed
by rule against the work extra; if the order indicate
that the work extra is protecting itself against other
trains, they will run expecting to find the work extra
protecting itself.
The working limits should be as short as practicable,
to be changed as the progress of the work may
require.
Conductors of work extras must report each evening
by telegraph to the Train Despatcher the time when
their trains are laid up for the night and their working
limits for the following day.
EXAMPLES.
(1) Eng. 292 work seven (7) A.M. to six (6) P.M.
between ”D” and ”E.”
Under this example the work extra must, whether
standing or moving, protect itself against extras
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within the working limits in both directions, as
prescribed by rule. The time of regular trains must be
cleared.
This may be modified by adding:
(2) Not protecting against eastbound extras.
Under this example, the work extra will protect
only against westbound extras. The time of regular
trains must be cleared.
(3) Not protecting against extras.
Under this example, protection against extras is
not required. The time of regular trains must be
cleared.
When a work extra has been instructed by order
to not protect against extra trains, and afterward, it
is desired to have it clear the track for (or protect
itself against) a designated extra after a certain hour,
an order may be given in the following form:
(4) Work extra 292 clears (or protects against) extra
76 east between “D” and “E” after two ten (2.10) P.M.
Under this example, extra 76 east must not enter
the working limits before 2.10 P.M., and will then
run expecting to find the work extra clear of the main
track (or protecting itself) as the order may require.
To enable a work extra to work upon the time of
a regular train, the following form will be used:
(5) Work extra 292 protects against No. 55 (or . . . . . .
class trains) between “D” and “E.”
Under this example, the work extra may work
upon the time of the train (or trains) mentioned in
the order, and must protect itself against such train
(or trains) as prescribed by rule. The regular train (or
trains) receiving the order will run expecting to find
the work extra protecting itself.
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When a work extra is to be given exclusive right
over all trains, the following form will be used:
(6) Work extra . . . . . . . . has right over all trains
between . . . . . . . . and . . . . . . . . M. to . . . . . . . . M.
EXAMPLE.
(6) Work extra 292 has right over all trains between
“D” and “E”, seven (7) P.M. to twelve (12) night.
This gives the work extra the exclusive right be-
tween the points designated between the times named.
A train holding an order to meet a work extra
must proceed to the designated point and there arrange
to meet without regard to any time limit held by the
work extra.
Form J. — Holding Order.
Hold . . . . . . . . . . . .
This form will be used only when necessary to
hold trains until orders can be given, or in case of
emergency.
These orders will be addressed to the Operator and
acknowledged in the usual manner, and will be delivered
to Conductors and Engineers of all trains affected.
EXAMPLES.
Hold No. 2.
Hold all (or eastbound) trains.
When a train has been so held it must not proceed
until the order to hold is annulled, or an order given
to the Operator in the form:
“ . . . . . . . .may go.”
Form K.— Annulling a Schedule or a Section.
(1) . . . . . . of . . . . ..is annulled . . . . . . to . . . . . . . .
(2) . . . . . .due to leave . . . . . . . . . . . . . . . . is annulled
. . . . . . . . . . to . . . . . . . . . .
The schedule or section annulled becomes void
between the points named and cannot be restored.
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EXAMPLES.
(1) No. one (1) of Feb. 29th is annulled “A” to “Z.”
(2) Second No. five (5) due to leave “A” Feb. 29th
is annulled “E” to “G.”
Form L.—Annulling an Order.
Order No . . . . . . . . . . is annulled.
An order which has been annulled must not be
re-issued under its original number.
EXAMPLE.
Order No. ten (10) is annulled.
If an order which is to be annulled has not been
delivered to a train, the annulling order will be ad-
dressed to the Operator, who will destroy all copies
of the order annulled but his own, and write on that:
“Annulled by Order No . . . . . . . . ."
Form M.—Annulling Part of an Order.
That part of Order No . . . . . . . . reading . . . . . . . . . . is
annulled.
EXAMPLES.
(1) That part of order No. ten (10) reading Extra
263 west pass No. one (1) at “S” is annulled.
(2) That part of order No. ten (10) reading No. 1
meet No. 2 at “S” is annulled.
Form P.—Superseding an Order or Part of
an Order.
This order will be given by adding to prescribed
forms, the words, “ instead of . . . . . .”
(1) . . . . . . meet (or pass) . . . . . . at . . . . . instead of
(2) . . . . . . has right over . . . . . . . . . . . .to . . . . . . . . . . .
instead of . . . . . . . . . . . .
(3) . . . . . . display signals for . . . . . . . . . . . .to . . . . . . .
instead of . . . . . . . . . . . . . .
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An order which has been superseded must not be
re-issued under its original number, and the original
order must not be superseded more than once.
A superseding order must not be delivered prior
to the delivery of the order which is superseded.
EXAMPLES.
(1) No. 1 meet No. 2 (or pass No. 3) at “C” instead
of "B."
(2) No. 1 has right over No. 2 “G” to “R” instead
of " X."
(3) No. 1 display signals for Eng. 85 “A” to “Z”
instead of “G.”
Form T—Line Clear Order.
Line clear to . . . . . . . . for . . . . . . . .
EXAMPLE.
Line clear to “C” for No. 3 (or extra 597 east).
This order gives the train named the right to
track over all trains from the station at which the
order is received to the station named, but it must,
when necessary, be protected as prescribed by Rule
99, and must follow trains as prescribed by Rule 91.
The order must be addressed to the train named and
also to the Operator at the station to which the line
is clear, and he must repeat it, and then hold all trains
in the opposite direction until the train named has
arrived. “ Complete ” must not be given to the
order for the train until “ Complete ” has been given
to the order for the Operator at the station to which
the line is clear. This form of order must not he used
unless authorized by the General Manager.
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Form U.—Protection Against Following
Trains.
(1) Opr . . . . . . hold all trains following . . . . . . . . . . .
(except . . . . . .) until . . . . . .M.
(2) Opr . . . . . . hold all trains following . . . . . . . . . . .
(except . . . . . .) until . . . . . . arrives at . . . . . . . . . .
This order must be addressed to the Operator at
“G ” and to the train to be protected, and the Opera-
tor will deliver copies to all trains affected; and it
gives the train to be protected right to occupy the
main track without rear flag protection until the order
is fulfilled.
EXAMPLES.
(1) Opr. “G” hold all trains following No. 64 (or
extra 301 east) (except No. 6) until ten (10) A.M.
(2) Opr. “G” hold all trains following No. 4 (or
extra 306 east) (except No. 6') until No. 4 (or extra 306
least) arrives at “F.”
Form V.—Specifying the Speed of a Train.
(1) Do not exceed . . . . ..miles per hour. . . . .to. . . .
(2) Run . . . . . .miles per hour . . . . . . . .to . . . . . . . . . . .
EXAMPLES.
(1) Do not exceed six (6) miles per hour, “A” to “B.”
This order will be used when main track is reported
unsafe for usual speed.
(2) Run forty (40) miles per hour, “A” to “B.”
Under (2) the train addressed will not run at the
speed specified unless safe to do so.
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TRAIN RULES FOR
DOUBLE TRACK.
NOTE. Double Track rules marked “ D “ differ in language
from corresponding Single Track rules, or are applicable only to
Double Track.
STANDARD TIME.
1. Standard Time will be telegraphed to all
points from Windsor junction at 9.58 a.m. daily.
2. Watches that have been examined and certified
to by a designated Inspector, must be used by Train
Masters, Road Foremen of Locomotives, Locomotive
Foremen, Roadmasters, Bridge and Building Masters,
Conductors, Engineers, Firemen, Motormen, Train
Baggagemen, Brakemen, Yard Masters and Yard
Foremen and such other employees as the Railway
Company may direct. The certificate in the prescribed
form must be renewed and filed with the General
Manager every January and July.
(Form of Certificate)
CERTIFICATE OF WATCH INSPECTOR.
This is to certify that on . . . . . . . . . . . . . . . . . .19. . . .
the watch of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Employed as . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
on the Dominion Atlantic Railway, was examined by
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me. It is correct and reliable and in my judgment
will, with proper care, run within a variation of thirty
seconds per week.
Name of maker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Number of movement . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Open or hunting case . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Metal of case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stem or key winding . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Signed,
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inspector.
Address . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3. Watches of Conductors, Engineers and Motor-
men must be compared, before starting on each trip,
with a clock designated as a Standard Clock. The
time when watches are compared must be registered
on a prescribed form.
Employees who are required to use Standard
Watches must submit them to a designated Inspector
for comparison and record during the first and third
week of every month, or, if no designated Inspector
is accessible during any such period, as soon as pos-
sible thereafter.
They must not regulate them, or, unless they stop
owing to failure to wind, set them themselves.
If a Standard Clock is not accessible, standard
time must be obtained from Train Despatcher, or by
comparing time with a Conductor, Engineer or Motor-
man who have had access to a Standard Clock and
registered.
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TIME TABLES.
4. Each time-table, from the moment it takes
effect, supersedes the preceding time-table. A train
of the preceding time-table which has left its initial
station, on any subdivision before the new time-table
takes effect, must retain its train orders and complete
the run by using the schedule of the train of the same
number of the new time-table, unless that train is
scheduled to leave its initial station on that sub-
division within twelvs hours after the new time-table
takes effect, in which ease, the train of the preceding
time-table loses both right and schedule at the mo-
ment the new time-table takes effect, and thereafter
may proceed only by train order.
A train of the preceding time-table must not leave
its initial station on any subdivision after the hour the
new time-table takes effect.
A train of the new time-table which has not the
same number on the preceding time-table, must not
run on any subdivision until it is due to start from
its initial station on that subdivision after the new
time-table takes effect.
5. Not more than two times are given for a
train at any station; where one is given, it is, unless
otherwise indicated, the leaving time; where two, they
are the arriving and leaving time.
Unless otherwise indicated, the time applies to the
switch where an inferior train enters the siding; where
there is no siding it applies to the place from which
fixed signals are operated; where there is neither siding
nor fixed signal, it applies to the place where traffic is
received or discharged.
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Schedule passing stations are indicated by figures
in full-faced type.
Both the arriving and leaving time of a train are
in full-faced type when both are passing times, or
when one or more trains are to pass it between those
times.
When trains are to be passed at a siding extending
between two adjoining stations, the time at each
station will be shown in full faced type.
Where there are one or more trains to pass a train
between two times, attention is called to it by small
figures showing numbers of trains to pass.
6. The following signs in the time-table indicate:
“ * ”—See foot note.
“ s ”—Regular stop.
“ f ” —Flag stop to receive or discharge passengers
or freight.
“ ¶ ”—Stop for meals.
“ L ”—Leave.
“ A ”—Arrive.
“ D ”—Day telegraph station.
“ N ”—Night telegraph station.
“ T ”—Telephone station.
“ W ”—Water station.
“ C ”—Coaling station.
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SIGNALS.
7. Employees whose duties may require them to
give signals, must provide themselves with the proper
appliances, keep them in good order and ready for
immediate use.
8. Flags of the prescribed color must be used by
day, and lamps of the prescribed color by night.
9. Night signals are to be displayed from sunset
to sunrise. When Weather or other conditions obscure
day signals, night signals must be used in addition.
VISIBLE SIGNALS.
10. Color Signals.
Color | Indication
(a) Red | Stop.
(b) Green. | Proceed, and for other uses pre-
scribed by the rules.
(c) Yellow. | Proceed with caution, and for
other uses prescribed by the rules.
(d) Green and white. | Flag stop. See Rule 28.
(e) Blue. | See Rule 26.
._________________________________
11. A fusee on or near the track burning red
must not be passed until burned out. When burning
yellow it is a caution signal.
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12. Hand Flag and Lamp Signals.
(Illustrated by diagram.)
Manner of Using | Indication
(a) Swung across the track. | Stop.
(b) Raised and lowered vertically. | Proceed
(c) Swung vertically in a
circle at half arm’s length.
across the track when the
train is standing. | Back.
(d) Swung vertically in a
circle at arm’s length
across the track when the
train is running. | Train has parted.
(e) Swung horizontally above
the head when the train is
standing. | Apply air brakes.
(f) Held at arm's length
above the head when the
train is standing. | Release air brakes.
.___________________________________________
13. Any object waved violently by any one on or
near the track is a signal to stop.
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AUDIBLE SIGNALS.
14. Engine Whistle Signals
Note.—The signals prescribed are illustrated by “ o ” for short
sounds, " ______ ________" for longer sounds. The sound of the whistle
should be distinct, with intensity and duration proportionate to the
distance signal is to be conveyed.
.________________________________________
Sound | Indication
(a} 0 | Stop. Apply brakes.
(b) — — | Release brakes, on ready to proceed.
(c )— o o o | Flagman go out to protect rear of train.
(d) — — — — | Flagman return from west or south.
(e) — — — — — | Flagman return from east or north.
(f)— — — | When running, train parted; to be repeated
until answered by the signal prescribed by Rule 12 (d).
. Answer to 12 (d).
(g) o o | Answer to any signal not other wise provided for.
(h) o o o I When train is standing, back.
. Answer to 12 (c) and 16 (c).
. When train is running, answer
. to 16 (d).
(j) o o o o | Call for signals
.___________________________________________
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._______________________________________
Sound | Indication
._____________________________________
(k) — o o | To call attention of extra trains
. and of trains of the same or
. inferior class or inferior right
. to signals displayed for a fol-
. lowing section.
(l) — — o o | Approaching public road cross-
. ings at grade and at whistle
. posts.
(m) ———————————— | Approaching stations, and as
. prescribed by Rule 31.
(n) o — | When double heading, air brakes
. have. failed on leading engine
. and second engine is to take
. control of them.
. Answer to 14 (n); to. be given by
. second engine as soon as it has
. control of air brakes.
(o) o o — | Answer to 14 (k).
._____________________________________________
A succession of short sounds of the whistle is an alarm
for persons or animals on the track.
15. The explosion of one torpedo is a signal to
stop; the explosion of two not more than 200 and not
less than 100 feet apart is a signal to reduce speed, and
look out for a stop signal.
Torpedoes must not be placed near stations or
public crossings, nor where persons are liable to be
injured by them.
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Communicating Signals.
._________________________________
Sound | Indication
(a) Two. | When train is standing, start.
(b) Two. | When train is running, stop at
. once.
(c) Three. | When train is standing, back.
(d) Three. | When train is running, stop at
. next station.
(e) Four. | When train is standing, apply or
. release air brakes.
(f) Four. | When train is running, reduce
. speed.
(g) Five. | When train is standing, call in
. flagman.
(h) Five. | When train is running, increase
. speed.
(i) Six. | When train is running, increase
. steam heat.
(j) Seven. | When train is running, release air
. brakes, or sticking brake.
TRAIN SIGNALS.
D—17. A headlight will be displayed to the front
of every train by night, but must be concealed when
the train is standing to meet trains at the end of
double track or at junctions, and switch properly set
for the approaching train.
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18. Yard engines will display the headlight to the
front and rear by night. When not provided with a
headlight at the rear, two white lights must be dis-
played. Yard engines will not display markers.
Under conditions not requiring display of markers,
road engines without cars will display a white light
on the rear of tender by night.
(Illustrated by diagram.)
D—19. The following signals will be displayed,
one on each side of the rear of every train as markers,
to indicate rear of train; by day green flags; by night
to the front and side, green lights; by night to the
rear, if the train is running with the current of traffic,
red lights; if standing on passing track clear of main
track, green lights; if running against the current of
traffic, a green light on the inside and a red light on
the opposite side. The lights displayed to the rear
must be changed from green to red before a train
fouls the main track when leaving a passing track,
or returns to the main track with the current of
traffic.
(Illustrated by diagram.)
Where the cupola of a caboose is provided with
indicators for designating the train, the proper indi-
cation must be shown and must be removed as soon
as the run is completed.
20. All sections except the last will display two
green flags, and in addition, two green lights by
night, in the places provided for that purpose on the
front of the engine.
(Illustrated by diagram.)
21. Extra trains will display two white flags and,
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in addition, two white lights by night, in the places
provided for that purpose on the front of the engine.
(Illustrated by diagram.)
22. When two or more engines are coupled, the
leading engine only shall, unless otherwise directed,
announce the signals as prescribed by Rule D. 14, and
display the signals as prescribed by Rules 20 and 21.
23. One flag or light displayed where in Rules 19,
20 and 21 two are prescribed will indicate the same
as two; but the proper display of all train signals is
required.
24. When cars are pushed by an engine (except
when shifting or making up trains in yards) a white
light must be displayed on the front of the leading
car by night.
(Illustrated by diagram.)
25. Each car on a passenger train must be con-
nected with the engine by a communicating signal
appliance.
26. A blue flag by day and a blue light by night
displayed at one or both ends of an engine, car or
train indicates that workmen are under or about it;
when thus protected, it must not be coupled to or
moved, and other cars must not be placed on the same
track so as to intercept the view of the blue signals
without first notifying the workmen.
Workmen will display the blue signals, and the
same workmen are alone authorized to remove them.
USE OF SIGNALS.
27. A signal imperfectly displayed, or the absence
of a signal at a place where a signal is usually shown,
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must be regarded as a stop signal, and the fact reported
to the proper officer.
28. A combined green and white signal is to be
used to stop a train only at the flag stations indicated
on its schedule. When it is necessary to stop a train
at a point that is not a flag station on its schedule,
a red signal must be used.
29. When a signal (except a fixed signal) is given
to stop a train, it must, unless otherwise provided, be
acknowledged as prescribed by Rule D. 14 (g) or (h).
30. The engine bell must be rung when an engine
is about to move, and while moving about stations.
D—31. Signal D. 14 (1) must be sounded at least
80 rods (1¼ mile) from every public road crossing at
grade, and the engine bell be kept ringing until the
crossing is passed.
Signal D 14 (1) must be sounded at every whistle
post.
Signal D. 14 (m) must be sounded one mile from
stations, watering and fueling points, junctions, the
end of double track, drawbridges and railway cross-
ings at grade.
Signal D. 14 (k) must be sounded by a train dis-
playing green signals for a following section, to call
attention of trains in the same direction to signals
displayed, and must hear the answer, D. 14 (o), or
stop and notify them of green signals displayed.
32. The unnecessary use of either the whistle or
the bell is prohibited. They will be used only as pre-
scribed by rule or statute, or to prevent accident.
33. Watchmen stationed at public road crossings
must use green signals to prevent persons and vehicles
from crossing the track when trains are approaching.
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Red signals must be used by them only when necessary
to stop trains.
34. In emergency cases when track is suddenly
found defective, any employee shall by the use of flags,
lights, torpedoes, fusees, or other signals, use every
effort possible to stop trains in both directions.
35. A yellow flag or a yellow light placed beside
the track on the same side as the Engineer of an
approaching train, indicates that the track 3000 feet
distant is in condition for speed of but six miles an
hour, unless otherwise instructed, and the speed of a
train will be controlled accordingly. A green flag or
a green light, placed beside the track on the same side
as the Engineer of an approaching train, at a point
beyond the slow track, indicates that full speed may
be resumed.
A “SLOW” sign placed beside the track on the
same side as the Engineer of an approaching train,
may be used to mark a point where a slow order is in
effect.
36. A red or yellow fusee, as the case may require,
will be used for protection of a train which is not
making the speed required by schedule or train order,
and is liable to be overtaken by a following train.
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MOVEMENT OF TRAINS BY TIME
TABLE AND TRAIN ORDER.
SUPERIORITY.
D—71. A train is superior to another train by
right or class.
Right is conferred by train order; class by time-
table.
Right is superior to class.
D—72. Trains of the first class are superior to
those of the second class; trains of the second class
are superior to those of the third class; trains of the
third class are superior to those of the fourth class.
73. Extra trains are inferior to regular trains.
RULES FOR TRAIN MOVEMENT.
82. Time-table schedules, unless fulfilled, are in
effect for twelve hours after their time at each station.
Regular trains twelve hours behind either their
schedule arriving or leaving time at any station lose
both right and schedule, and can thereafter proceed
only as authorized by train order.
D—83. Trains must be registered at the register
stations designated in the time-table.
A train must not leave its initial station on any
subdivision or a junction, until it has been ascertained
whether all superior trains due have left.
A train must not leave its initial station on any
subdivision without a Terminal Clearance, unless
otherwise directed.
At bulletin stations designated in the time-table,
Conductors and Engineers must read and sign for the
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bulletins posted, before starting. All bulletins affect-
ing the movement of trains will be re-issued the first
of each month.
84. A train must not start until the proper signal
is given.
D—85. When a train of one schedule is on the
time of another schedule of the same class, it will
proceed on its own schedule.
Trains of one schedule may pass trains of another
schedule of the same class.
A section may pass and run ahead of another
section of the same schedule, first exchanging orders,
signals and numbers with the section to be passed.
Extras may pass and run ahead of extras.
D—86. An inferior train must clear the time of a
superior train not less than five minutes, but must
clear the time of a first class train ten minutes unless
it is clear before the first class train is due to leave
the next station in the rear where time is shown.
87. Omitted. (Not applicable to Double-Track.)
88. " " " " " "
89. " " " " " "
D—90. Conductors and Engineers of freight,
mixed and work trains will see that Brakemen be in
position to exchange signals while approaching and
passing junctions, railway-crossings, draw-bridges,
points where trains may be required to stop and on
heavy grades, and to do whatever is required for
safety and expedition, and must exchange signals
when passing and leaving stations.
Trainmen will not be required to ride on top of
trains unless it is necessary for safety.
There must be a trainman on the last car of such
train while in motion.
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91. Unless some form of block signals is used,
trains in the same direction must keep at least five
minutes apart, except in closing up at stations, but
a train must not follow a train carrying passengers
or operating a snow plow until a report is received of
its arrival at a station ahead, except that a train
may follow twenty minutes after the departure of a
train carrying passengers or operating a snow plow,
when either the station from which it is to follow or
the next station ahead is not a telegraph station, or
when communication with the Train Despatcher is
interrupted and the wire failure is noted on the Clear-
ance.
The train order signal will be used by Operators to
maintain the intervals required by this rule.
Schedule speed must not be exceeded by sections of
trains other than the first section, nor may a train
following a train carrying passengers exceed the
schedule speed of such train, unless Clearance shows
arrival at a station ahead.
92. A train must not arrive at a station in advance
of its schedule arriving time.
When only the leaving time is shown, a first class
train must not arrive at a station more than five
minutes in advance of its schedule leaving time.
A train must not leave a station in advance of
its schedule leaving time.
93. Within yards defined by yard limit boards,
the main track may be used, keeping clear of first and
second class trains.
The main track must not be so used within yard
limits until it is known that all sections of overdue
first and second class trains have arrived.
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All trains except first and second class trains must,
unless otherwise directed, approach and pass through
yard limits prepared to stop, unless the main track
is seen, or known, to be clear.
Yellow lights must be attached to the yard limit
boards, to be kept lighted from sunset to sunrise.
D—94. A train which overtakes a superior train,
so disabled that it cannot proceed, will pass it, if
practicable, and, if necessary, will assume the schedule
and take the train orders of the disabled train, proceed
to the next open telegraph office, and there report to
the proper authority. The disabled train will assume
the right or schedule and take the train orders of the
last train with which it has exchanged, and will,
when able, proceed to and report from the next open
telegraph office.
D—95. Two or more sections may be run on the
same schedule.
Each section has equal time-table authority.
A train must not display signals for a following
section, except as prescribed by Rule D—85, without
train orders.
96. Omitted. (Not applicable to Double Track.)
D—97. Extra trains must not be run without
train orders.
Work extras must move with the current of traffic
unless otherwise directed.
98. Trains must approach the end of double
track, junctions, interlocked railway crossings at
grade, and interlocked drawbridges, prepared to
stop, unless the switches and signals are right, and
the track is clear.
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At railway crossings at grade and drawbridges
not interlocked, trains must stop and not proceed
until the proper signal has been given.
When clear signals are shown where one railway
crosses another at grade, the speed of passenger trains
must be reduced to thirty-five miles an hour and
freight trains to twenty miles an hour, until the entire
train has passed the crossing.
When clear signals are shown where a railway
crosses a drawbridge, the speed of passenger trains
must be reduced to twenty-five miles an hour and the
speed of freight trains to fifteen miles an hour, until
the entire train has passed the drawbridge.
99. When a train stops or is delayed on the main
track under circumstances in which it may be over-
taken by another train, the Flagman must go back
immediately with stop signals, a sufficient distance
from the train to insure full protection, at least:
In day time, if there is no down
grade toward train within one mile
of its rear, and there is a clear view
of its rear of 2000 yards (40 tele-
graph poles) from an approaching
train:
. 500 yards,
. 10 telegraph
. poles
At other times and places, if
there is no down grade toward train
within one mile of its rear:
. 1,200 yards.
. 24 telegraph
. poles.
If there is a down grade toward
train, within one mile of its rear:
. 1,200 yards.
. 24 telegraph
. poles.
The Flagman must, after going back a sufficient
distance from the train to insure full protection, take
up a position where there will be an unobstructed
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view of him from an approaching train of, if possible,
500 yards (10 telegraph poles), first placing two tor-
pedoes not more than 200 or less than 100 feet apart
on the rail on the same side as the Engineer of an ap-
proaching train, 100 yards (2 telegraph poles) beyond
such position. The Flagman must remain in such
position until recalled or relieved.
If recalled before another train arrives he must at
night, or when weather or other conditions obscure
day signals, or when snow plows or flangers may be
running, in addition to the two torpedoes, leave a
fusee burning red at the point he returns from and at
such other points on his return as may be necessary
to insure full protection.
The front of a train must be protected in the same
way when necessary by the front Brakeman, or if
there be none, by the Fireman.
Flagmen must always on the approach of a train
display stop signals, and if not already done, place
two torpedoes on the rail as above described, and
then return 100 yards (2 telegraph poles) nearer the
protected point.
Flagmen must each be equipped for day time with
a red flag and four torpedoes, and for night time and
when weather or other conditions obscure day signals
with a red light, a white light and four torpedoes,
three red fusees, and a supply of matches.
A train should not stop between stations at a place
where the view from following trains is obstructed.
100. When the Flagman goes out to protect the
train, his place will be filled by the person designated
by the Conductor.
D—101. If a train should part while in motion,
Trainmen must, if possible, prevent damage to the
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detached portion. The signals prescribed by Rules
12 (d) and 14 (f) must be given.
When for any reason an engine leaves its train or
a part of its train on the main track, every precaution
must be taken to protect the train against the re-
turning engine. Torpedoes must be placed in advance
of the train, and at night, or during stormy weather,
a white light must be prominently displayed on the
forward car. The Conductor and Engineer will be
held equally responsible for this rule.
The detached portion must not be moved or passed
until the front portion comes back.
The Engineer and Trainmen with the front portion
must give the train-parted signal to trains running on
the opposite track. A train receiving this signal or
being otherwise notified that a train on the opposite
track has parted, must immediately reduce speed and
proceed with caution until the separated train is
passed.
When a train is disabled so it may obstruct the
opposite track, trains on that track must be stopped.
102. When cars are pushed by an engine (except
when shifting and making up trains in yards where
there are no public highway crossings at rail level) a
Flagman must take a conspicuous position on the
front of the leading car.
Whenever in any city, town or village, cars are
passing over or along a highway at grade, not headed
by an engine moving forward, in the ordinary manner,
a man must take a conspicuous position on the fore-
most car or tender, if that is in front, to warn persons
on the highway.
No part of a car or engine may be allowed to
occupy any part of a highway for a longer period than
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five minutes, and a highway must not be obstructed
by switching operations for more than five minutes at
a time.
Whistle posts will be placed at least 80 rods (¼
mile) from every public road crossing at grade, except
at public road crossings within the limits of towns or
cities.
103. Messages or orders respecting the movement
of trains or the condition of track or bridges must be
in writing.
D—104. The target of a switch parallel with the
main track or a green light, indicates the switch is
set for the main track; the target at right angles to
the main track or a red light indicates the switch is
set for a diverging track.
Switches must be left in proper position after
having been used.
Except where Switchtenders are stationed, Con-
ductors are responsible for the position of the switches
used by them and their Trainmen. This will not
relieve Trainmen of responsibility for the proper
position of switches used by their train.
Main track switches must be locked and other
switches secured. After a switch is turned, the points
must be examined to know that they are in proper
position.
Employees must keep at least 20 feet from the
stand while a train is closely approaching or passing
over a switch.
A switch must not be left open for a following
train, unless in charge of a Switchtender or a Train-
man of such train.
When a train is standing on a passing track to be
passed by a train the Engineer and Fireman must
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see that switches at the front of their train are in
proper position.
Trainmen of a train occupying the main track at a
passing point will, when practicable, open the switch
for the expected train, and protect the switch until
relieved by a Switchtender or a Trainman of the other
train.
Derails on side tracks must be set and secured to
protect the main track.
If a switch has been run through, it must be pro-
tected, the Section Foreman notified and the fact
reported to the proper authority by telegraph, im-
mediately.
105. Trains will run under the direction of their
Conductors, unless such directions conflict with these
rules, or involve any danger, in which case all persons
participating will be held responsible.
When a train is run without a Conductor, the
Engineer will perform the duties of the Conductor.
Both Conductors and Engineers are responsible
for the safety of their trains, and, under conditions
not provided for by the rules, must take every pre-
caution for their protection.
Immediate precaution must be taken to protect all
trains against any obstruction or defect in the track.
106. In all cases of doubt or uncertainty, the safe
course must be taken and no risks run.
107. Conductors and Brakemen must know that
the cars in their train are in good order before starting,
and inspect them whenever they have an opportunity
to do so, particularly when entering or leaving sidings
or waiting for other trains. All cars taken in their
train at intermediate stations must be examined with
extra care.
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108. A train must not be detached while in
motion. When necessary to make running switches
the train must first be stopped.
109. When stopping to take water, freight trains
of more than fifteen cars must stop not less than fifty
feet before reaching the water tank or stand pipe and
the engine must be cut off before water is taken. The
brakes must not be released on the train until the
engine is again coupled on and ready to proceed.
D—151. Trains must keep to the right unless
otherwise provided.
D—152. When a train crosses over to, or obstructs
the other track, unless otherwise provided, it must
first be protected, as prescribed by Rule 99 in both
directions on that track.
D—153. Trains must use caution in passing a
train receiving or discharging passengers at a station,
and must not pass between it and the platform at
which the passengers are being received or discharged.
RULES FOR USE OF TRAIN ORDERS.
201. For movements not provided for by time-
table, train orders will be issued by authority and over
the signature of the General Manager or designated
Train Despatchers. They must contain neither in-
formation nor instructions not essential to such
movements.
They must be brief and clear, in the prescribed
forms when applicable; and without erasure, alter-
ation or interlineation.
The different forms of train orders may be com-
bined in one, provided there is no movement in such
combination which does not directly affect the train
first named in the order.
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202. Each train order must be given in the same-
words to all persons or trains addressed.
203. Train orders will be numbered consecutively
each day, beginning with No. one at midnight.
204. Train orders must be addressed to those
who are to execute or observe thorn, naming the place
at which each is to receive his copy.
Train orders addressed to trains must be regarded
as addressed to Conductors, Engineers and Pilots. A
copy for each person addressed must be supplied by
the Operator. Train orders addressed to Operators,
restricting the movement of trains must be respected
by Conductors and Engineers the same as if addressed
to them.
Conductors and Engineers must require Brakemen
and Firemen to know the contents of all train orders.
205. Each train order must be written in full in
a book or on a printed form provided for the purpose
at the office of the Train Despatcher, and with it
recorded the names of those who have signed for the
order; the time and the signals which show when and
from what offices the order was repeated, and the
responses transmitted; and the Train Dispatcher’s
initials. These records must be made at once, and
never from memory or memoranda.
206. Regular trains will be designated in train
orders by their numbers and the numbers of their
engines, as “ No. 10, Engine 715,” or “ second No. 10,
Engine 725.” If the number of the engine cannot be
ascertained, the word “ Unknown ” will be used, as
“No. 10, Engine Unknown.” Extra trains will be
designated by engine numbers and direction, as
“ Extra 795 East.” Other numbers and time will be
stated in words followed by the figures.
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207. To transmit a train order, the signal “ 31 ”
or the signal “ 19 ” followed by the direction, must be
given to each office addressed, the number of copies
being stated, if more or less than three—thus: “ 31
West copy 5,” or “ 19 East copy 2.”
D—208. A train order to be sent to two or more
offices must be transmitted simultaneously to as many
of them as practicable. The several addresses must
be in the order of superiority of trains, each office
taking its proper address. When not sent simultan-
eously to all, the order must be sent first to the
superior train.
Train orders should not be sent an unnecessarily
long time before delivery, or to points unnecessarily
distant from where they are to be executed. No
orders (except those affecting the train at that point)
should be delivered to a train at a point where it has
much work until after the work has been done.
209. Operators receiving train orders must write
them in manifold during transmission and if they
cannot at one writing make the requisite number of
copies, must trace others from one of the copies first
made.
210. When a “ 31 ” train order has been trans-
mitted, Operators must (unless otherwise directed)
repeat it at once from the manifold copy in the suc-
cession in which the several offices have been
addressed, and write the time of repetition on the
order. Each Operator receiving the order should
observe whether the others repeat correctly.
The Conductor of the train addressed will read the
order aloud to the Operator and sign it. The Oper-
ator will then send the signature preceded by the
number of the order, to the Train Despatcher. The
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response “ Complete,” and the time. with the initials
of Train Despatcher will then be given by the Train
Despatcher. After receiving this response, the Oper-
ator will write on each copy the word “ Complete,”
the time, and his last name in full, and deliver a copy
to each person addressed, except Engineers. The
copy for each Engineer must be delivered to him
personally by the Conductor, who will require the
order to be read aloud for comparison, and Engineer
will then sign Conductor’s copy.
211. When a “ 19 ” train order has been trans-
mitted, Operators must (unless otherwise directed)
repeat it at once from the manifold copy, in the suc-
cession in which the several offices have been ad-
dressed. Each Operator receiving the order should
observe whether the others repeat correctly. When
the order has been repeated correctly by the Operator,
the response “ Complete,” and the time with the
initials of the Train Despatcher will be given by the
Train Despatcher. The Operator receiving this
response will then write on each copy the word “ Com-
plete,” the time, and his last name in full, and per-
sonally deliver a copy to each person addressed,
without taking his signature. But when delivery to
Engineer will take the Operator from the immediate
vicinity of his office, the Engineer’s copy will be
delivered by the Conductor.
A “ 19 ” order must not be used when by its use
the rights of a train are to be restricted.
212. A train order may, by direction of the Train
Despatcher be acknowledged without repeating, by
the Operator responding “ X; (Number of train order) to
(Train) " with the Operator’s initials and the office
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signal. The Operator must then write on the order
his initials and the time.
D—213. “Complete” must not be given to a
train order for delivery to an inferior train until the
order has been repeated or the “ X ” response sent by
the Operator who receives the order for the superior
train.
214. When a train order has been repeated or
“ X ” response sent, and before “Complete” has been
given, the order must be treated as a holding order
for the train addressed, but must not be otherwise
acted on until “ Complete ” has been given.
If the line fail before an office has repeated an
order or has sent the “X” response, the order at that
office is of no effect and must be there treated as if
it had not been sent.
215. The Operator who receives and delivers a
train order must preserve the lowest copy.
216. For train orders delivered by the Train
Despatcher, the requirements as to the record
delivery are the same as at other offices.
217. A train order to be delivered to a train at a
point not a telegraph station, or at one at which the
telegraph offiee is closed, must be addressed to “. . . . . . .
at . . . . . . . .care of . . . . . . . .” and forwarded and de-
livered by the Conductor or other person in whose
care it is addressed. When Form “ 31 ” is used, “ Com-
plete ” will be given upon the signature of the person
by whom the order is to be delivered, who must be
supplied with copies for the Conductor and Engineer
addressed, and a copy upon which he shall take their
signatures. This copy he must deliver to the first
Operator accessible, who must preserve it, and at
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once transmit the signatures of the Conductor and
Engineer to the Train Despatcher.
Orders so delivered must be acted on as if “ Com-
plete “ has been given in the usual way.
When Form “ 31 ” is sent, in the manner herein pro-
vided, to a train, the superiority of which is thereby
restricted, “ Complete ” must not be given to an
inferior train until the signatures of the Conductor
and Engineer of the superior train have been sent to
the Train Despatcher.
218. When a train is named in a train order by
its schedule number alone, all sections of that schedule
are included, and each must have copies delivered to
it. Particular sections must be specified when it is
known the schedule is, or is to be, in sections.
219. Unless otherwise directed, an Operator must
not repeat or give the “ X ” response to a train order
for a train which has been cleared or of which the
engine has passed his train order signal until he has
obtained the signatures of the Conductor and Engineer
to the order.
220. Train orders once in effect continue so until
fulfilled, superseded or annulled. Any part of an
order specifying a particular movement may be either
superseded or annulled.
Orders held by, or issued for, or any part of an
order relating to, a regular train become void when
such train loses both right and schedule as prescribed
by Rules 4 and 82, or is annulled.
When Conductors or Engineers change off, they
must transfer all orders affecting their trains. Each
must know that the orders transferred are correctly
understood by the other, and obtain his written receipt
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therefor. Before either train proceeds, the Engineer
must read his orders to the Conductor.
221. A fixed signal must be used at each train
order office, which shall indicate “ Stop” when trains
are to be stopped for train orders. When there are no
orders, the signal must indicate “Proceed,” except as
provided in Rule 91.
When an Operator receives the signal “31,” or
“19,” followed by the direction, he must immediately
display the “ Stop ” signal for the direction indicated
and then reply “Stop displayed,” adding the direction;
and until the orders have been delivered or annulled
the signal must not be restored to “Proceed,” except
by train order.
A train stopped by a train order signal must not
proceed without Clearance Card Form “A” or
Caution Card Form “ C ” although train orders may
have been received.
Operators must have the proper appliances for
hand signalling ready for immediate use if the fixed
signal should fail to work properly. If the signal is
not displayed at a night office, trains which have not
been notified must stop and ascertain the cause, and
report the facts to the General Manager from the next
open telegraph office.
222. Operators will promptly record and report
to the Train Despatcher the time of arrival and de-
parture of all trains.
223. The following signs and abbreviations may
be used:
Initials for signature of the Train Despatcher.
Such office and other signals as are arranged by
the General Manager.
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X.—Train will be held until order is complete.
Com.—for complete.
O. S.—Train Report.
No.—for Number.
Eng.—for Engine.
Psgr.—for Passenger.
Frt.—for Freight.
Mins.—for Minutes.
Jct. —for Junction.
Despr.--for Despatcher.
Opr.—for Operator.
Cy.—for Copy.
S. D.—for “ Stop Displayed.”
B. C.—for Block Clear.
9.—To clear the line for train orders and for Oper-
ators to ask for train orders.
The usual abbreviations for the names of the
months and stations.
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FORMS OF TRAIN ORDERS.
Form A.— Fixing Meeting Points for
Opposing Trains.
Omitted— (Not applicable to Double Track.)
Form B.—Directing a Train to Pass or Run
Ahead of Another Train.
(1) . . . . . .pass . . . . . .at . . . . . .
(2) . . . . . .pass . . . . . .when overtaken.
(3) . . . . . .run ahead of . . . . . .to . . . . . .
(4) . . . . . .run ahead of . . . . . .until overtaken.
(5) . . . . . .pass . . . . . .at . . . . . . and run ahead of
. . . . . . . . . . . . . . to . . . . . . . . . . . . . .
When an inferior train receives an order to pass a
superior train, right is conferred to run ahead of the
train passed from the designated point.
EXAMPLES.
(1) No. 1 pass No. 3 at “K.”
When under this example a train is to pass another,
both trains will run according to rule to the desig-
nated station and there arrange for the rear train
to pass promptly.
(2) No. 6 pass No. 4 when overtaken.
Under this example, both trains will run according
to rule until the second named train is overtaken and
then arrange for the rear train to pass promptly.
(3) Extra 594 east run ahead of No. 6, “M” to “B.”
Under this example, the second named train will
run with such caution as will prevent accident with
the first named train.
(4) Extra 95 west run ahead of No. 3, from “B”
until overtaken.
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Under this example the first named train will run
ahead of the second named train from the designated
station until overtaken and then arrange for the rear
train to pass promptly.
(5) No. 1 pass No. 3 at “K” and run ahead No. 7
“M” to “Z.”
Form C.
Omitted.—(Not applicable to Double Track.)
D—Form E.—Time Orders.
(1) . . . . . . run . . . . . . . .late . . . . . . . . to . . . . . . . .
(2) . . . . . . run . . . . . . . .late . . . . . . . . to . . . . . . . . and
. . . . . . . . . . . late . . . . . . . . to . . . . . . . . etc.
(3) Omitted.—(Not applicable to Double Track.)
(4) . . . . . . wait at . . . . . . . . until . . . . . . . . M.
. . . . . . . . . until . . . . . . . . M.
. . . . . . . . . until . . . . . . . . M.
This form may be used in connection with an
extra train created by example (3) of Form G, and
the times at each station stated in that example have
the same meaning as schedule times in the following
examples.
EXAMPLES
(1) No. 1 run twenty (20) mins. late “A” to “G.”
(2) No. 1 run twenty (20) mins. late “A” to “G”
and fifteen (15) mins. late “G” to “K,” etc.
Examples (1) and (2) make the schedule time of
the train named between the stations mentioned, as
much later as stated in the order, and any other train
receiving the order is required to run with respect to
this later time, as before required to run with respect
to the time-table schedule time. The time in the
order should be such as can be easily added to the
schedule time.
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(4) No. 1 and No. 4 wait at:
“N” until ten (10.00) A.M.
“P” until ten thirty (10.30) A.M.
"R" until ten fifty-five (10.55) A.M., etc.
Under this example. the train (or trains) named
must not pass the designated stations before the times
given.
Other trains receiving the order are required to
run with respect to the time specified at the desig-
nated stations or any intermediate station where
schedule time is earlier than the time specified in the
order, as before required to run with respect to the
schedule time of the train (or trains) named.
D-Form F.—For Sections.
(1) . . . . . . . . display signals and run as . . . . . . . . . .
. . . . . . . . to . . . . . . . .
(2) . . . . . . . . run as . . . . . . . . . . . . to . . . . . . . .
(3) . . . . . . . .display signals . . . . . . . . . . to . . . . . . . . . for
(6) . . . . . . . . is withdrawn as . . . . . . . . at . . . . . . . .
(7) . . . . . . . . instead of . . . . . . . . . .display signals and
run as . . . . . . . . . . . . to . . . . . . . .
(8) . . . . . . . . take down signals at . . . . . . . .
The character of a train for which signals are
displayed may be stated.
Each section affected by the order must have
copies, and must arrange green signals accordingly.
To annul a section for which green signals have
been displayed over a sub-division or any part thereof,
when no train is to follow the green signals, Form K
must be used.
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EXAMPLES.
(1) Eng. 20 display signals and ran as first No. “A”
to “Z.”
This example is to be used when the number of
engine for which green signals are displayed is un-
known and is to be followed by example (2), both
being single order examples.
(2) Eng. 25 run as second No. 1 “A” to “Z.”
Under this example, engine 25 will not display
green signals.
(3) No. 1 display signals “A” to “G” for Eng. 65,
or, second No. 1 display signals “B” to “E” for Eng. 99.
Under these examples, engine 65 (or engine 99)
will not display green signals.
These examples may be modified as follows:
(4) Engs. 90, 25 and 99 run as first, second and third
No.1 “A” to “Z.”
Under this example, engine 99 will not display
green signals.
For changing sections:
To add an intermediate section the following
modification of example (1) will be used.
(5) Eng. 85 display signals and ran as second No. 1
“N” to “Z .” Following sections change number
accordingly.
Under this example, engine 85 will display green
signals and run as directed and following sections will
take the next higher number.
To drop an intermediate section, the following
example will be used:
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(6) Eng. 85 is withdrawn as second No.1 at “H.”
Following sections change numbers accordingly.
Under this example, engine 85 will drop out at “H ”
and following sections will take the next lower number.
To substitute one engine for another on a. section,
the following will be used:
(7) Eng. 18 instead of Eng. 85 display signals and
ran as second No. 1 “R” to “Z.”
Under this example, engine 85 will drop out at
“ R ” and engine 18 will run as directed. Following
sections need not be addressed.
If engine 85 is last section, the words “ display
signals and ” will be omitted.
To discontinue the display of green signals, the
following example will be used:
(8) Second No. 1 lake down signals at “D.”
Under this example, second No. 1 will take down
green signals as directed and a following section
must not proceed beyond the stations named.
Form G.—Extra Trains.
(1) Eng . . . . . . . . run extra. . . . . . . . . to . . . . . . . . . . . . .
(2) Eng . . . . . . . . run extra. . . . . . . . . to . . . . . . . . . . and
return to . . . . . . . . . . . .
(3) Eng . . . . . . . . run extra. leaving . . . . . . . . . . . . on
. . . . . . . . as follows with right over all trains:
Leave . . . . . . . . . . . . . . . . . . . . . . .M
. . . . . . . . . . . . . . . . . . . . . . .M.
. . . . . . . . . . . . . . . . . . . . . . .M.
Arrive . . . . . . . . . . . . . . . . . . . . . . M.
EXAMPLES.
(1) Eng. 99 run extra “A” to “F.”
(2) Eng. 99 run extra “A” to “F” and return to “C.”
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Under (2) the extra must go to “ F ” before re-
turning to “ U.”
(3) Eng. 77 run extra leaving “A” on Thursday,
Feb. 17th, as follows, with right over all trains
Leave “A” eleven thirty (11.30) P.M.
“C” twelve twenty-five (12.25) A.M.
“E” one forty-seven (1.47) A.M.
“F” two twenty-two (2.22) A.M.
This order may be varied by specifying the char-
acter of the extra and the particular trains over which
the extra shall or shall not have right. Trains over
which the extra is thus given right, must clear the
time of the extra five minutes.
D-Form H.—Work Extra.
(1) Eng . . . . . . . . Work on . . . . . . . . track . . . . . .
to . . . . . . . . M between . . . . . . . .and . . . . . . . .
Work extras must give way to all trains as
promptly as practicable.
Whenever extra trains are run over working limits
they must be given a copy of the order sent to the
work extra.
When it is desired to move a train against the
current of traffic over the working limits, provision
must be made for the protection of such movement.
The working limits should be as short as prac-
ticable; to be changed as the progress of the work
may require.
Conductors of work extras must report each
evening by telegraph to the Train Despatcher, the
time when their trains are laid up for the night and
their working limits for the following day.
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EXAMPLES.
(1) Eng. 292 work on eastbound track (or both tracks)
seven (7) A.M. to six (6) P.M., between “D” and “E.”
Under this example, the work extra must, whether
standing or moving, protect itself within the working
limits against extras moving with the current of
traffic on the track (or tracks) named, as prescribed
by rule. The time of regular trains must be cleared.
This may be modified by adding:
(3) Not protecting against extras.
Under this example, protection against extras is
not required. The time of regular trains must be
cleared.
To enable a work extra to work upon the time of
a regular train, the following form will be used:
(5) Work extra 292 protects against No. 55 (or . . . . . .
class trains) between “D” and “E.”
Under this example, the work extra may work
upon the time of the train (or trains) mentioned in the
order, and must protect itself against such train (or
trains) as prescribed by rule. The regular train (or
trains) receiving the order will run expecting to find
the Work extra protecting itself.
When a work extra is to be given exclusive right
over all trains, the following form will be used:
(6) Work extra . . . . . . . . has right over all trains
on . . . . . . . . track between . . . . . .and . . . . . . . .M to . .M.
EXAMPLE.
(6) Work extra 292 has right over all trains on east-
bound (and westbound) track, between “D” and “E”
seven (7) P.M. to twelve (12) night.
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This gives the work extra the exclusive right to
the track (or tracks) mentioned between the points
designated between the times named.
Form J.—Holding Order.
Hold . . . . . . . . . . . . . . . . . . . .
This form will be used only when necessary to hold
trains until orders can be given, or in case of emer-
gency.
These orders will be addressed to the Operator and
acknowledged in the usual manner, and will be de-
livered to Conductors and Engineers of all trains
affected.
EXAMPLES.
Hold No. 2.
Hold all (or eastbound) trains.
When a train has been so held it must not proceed
until the order to hold is annulled, or an order given
to the Operator in the form:
“ . . . . . . . . ..may go.”
Form K.—Annulling a Schedule or a Section.
(1) . . . . . . . .of . . . . . . . .is annulled . . . . . . . . to . . . . .
(2) . . . . . . . .due to leave . . . . . . . .is annulled . . . . . .
to . . . . . . . . . . . .
The schedule or section annulled becomes void
between the points named and cannot be restored.
EXAMPLES.
(1) No. one (1) of Feb. 29th is annulled “A” to “Z.”
(2) Second No. five (5) due to leave “A” Feb. 9th is
annulled “E” to “G.”
Form L.—Annulling an Order.
Order No . . . . . . . . . . . . . .is annulled.
An order which has been annulled must not be
re-issued under its original number.
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EXAMPLE.
Order No. ten (10) is annulled.
If an order which is to be annulled has not been
delivered to a train, the annulling order will be
addressed to the Operator, who will destroy all copies
of the order annulled, but his own, and write on that,
Annulled by Order No . . . . . . . . . . .
D-Form M.-—-Annulling Part or an Order.
That part of Order No . . . . . . . .reading . . . . . . . . . .
is annulled.
EXAMPLE.
That part of Order No. ten (10), reading extra 263
west pass No. 1 at “S,” is annulled.
D-Form P.—Superseding an Order or Part of
an Order.
This order will be given by adding to prescribed
forms, the words “instead of . . . . . . . . . . . .”
(1) . . . . . . . . . .pass . . . . . .at . . . . . .“ instead of. .”
(2) Omitted. (Not applicable to Double Track.)
(3) . . . . . . display signals for . . . . . . . . . .to . . . . . . . .
instead of . . . . . . . .
An order which has been superseded must not be
re-issued under its original number and the original
order must not be superseded more than once.
A superseding order must not be delivered prior to
the delivery of the order which is superseded.
EXAMPLES.
(1) No. 1 pass No. 3 at “O” instead of “B.”
(2) Omitted. (Not applicable to Double Track.)
(3) No. 1 display signals for Eng. 85 “A” to “Z”
instead of “G.”
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D-Form R.—Providing for a Movement
Against the Current of Traffic.
. . . . . . . . . .has right over opposing trains on. . . . . .
track . . . . . . . . . .to . . . . . . . . . .
A train must not be moved against the current of
traffic until the track on which it is to run has been
cleared of opposing trains.
EXAMPLE.
(1) No. 1 has right over opposing trains on No. 2
(or eastbound) track “C” to “F.”
Under this order the designated train must use
the track specified between the stations named, and
has right over opposing trains on that track between
those stations. Opposing train must not leave the
station last named until the designated train arrives.
An inferior train between the stations named
moving with the current of traffic in the same direc-
tion as the designated train must receive a copy of
the order, and may then proceed on its schedule, or
right.
This order may be modified as follows:
(2) After . . . . . . . .arrives at . . . . . . . . . . . .has right
over opposing trains on . . . . . . . .track . . . . . .to . . . . . .
EXAMPLE.
(2) After No. 4 arrives at “C,” No. 1 has right over
opposing trains on No. 2 (or eastbound) track “C” to
“F”
Under (2), the train to be moved against the cur-
rent of traffic must not leave the first named station
until the arrival of the first named train.
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D-Form S.—Providing for the Use of a Section
of Double Track as Single Track.
. . . . . . . .track will be used as single track between
. . . . . . . . . .and. . . . . . . . . .
(Adding, if desired) . . . . . . M to . . . . . . . . . .M.
Under this order, all trains must use the track
specified between the stations named, and will be
governed by rules for single track.
Trains running against the current of traffic on
the track named must be clear of the track at the
expiration of the time named, or protected as pre-
scribed by rule.
EXAMPLE.
No. 1 (or westbound) track will be used as single track
between “F” and “G.”
(Adding, if desired) one (1) P.M. to three (3) P.M.
Form T—Line Clear Order.
Omitted. (Not applicable to Double Track.)
Form U. — Protection Against Following
Trains.
(1) Opr . . . . . .hold all trains following . . . . . . . . . .
(except . . . . . .) until . . . . . . . .M.
(2) Opr . . . . . .hold all trains following . . . . . . . . . .
(except . . . . . . . . . .) until . . . . . . . . . .arrives at . . . . . .
This order must be addressed to the Operator at
“ G ” and to the train to be protected, and the
Operator will deliver copies to all trains affected; and
it gives the train to be protected, right to occupy the
main track without rear flag protection, until the
order is fulfilled.
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EXAMPLES.
(1) Opr. “G” hold all trains following No. 64 (or
extra 301 east) (except No. 6) until ten (10) A.M.
(2) Opr. “G” hold all trains following No. 4 (or
extra 306 east) (except No. 6) until No. 4 (or extra 306
east) arrives at “F.”
Form V.—Specifying the Speed of a Train.
(1) Do not exceed . . . . . . . .miles per hour. . . .to. .
(2) Run . . . . . .miles per hour . . . . . .to . . . . . .
EXAMPLES.
(1) Do not exceed six (6) miles per hour “A” to “B.’
This order will be used when main track is reported
unsafe for usual speed.
(2) Run forty (40) miles per hour “A” to “B.”
Under (2) the train addressed will not run at the
speed specified unless safe to do so.
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FIXED SIGNALS.
DEFINITIONS.
SEMAPHORE.—A device consisting of a movable
arm supported on a pole. The signal indications are
given by the position of the arm. At night an addi-
tional indication is given by lights of prescribed
colors, corresponding to the positions of the arm. The
arm is displayed to the right of the pole as seen from
trains approaching in the direction in which it governs.
BLADE.—That part of a semaphore arm which,
by its position, gives the signal indications.
ARM CASTING.—That part of a semaphore arm
which by its position, determines the color of the light
which gives the additional night indications.
DISC SIGNAL.—A device consisting of a disc so
supported that it may be displayed to view or with-
drawn. The indications are given by the position of
the disc. At night, an additional indication is given
by lights of prescribed color, corresponding to the
positions of the disc.
POLE.—The upright to which a signal is directly
attached.
BRACKET POST.—An arrangement of main
post with crossbeam upon which two or more poles are
supported.
TARGET SIGNAL.—A disc supported in such a
way that it may stand either parallel with or at right
angles to a track on which it governs movements.
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The indications are given by the position of the disc.
At night, an additional indication is given by lights
of prescribed colors corresponding to the positions of
the disc.
Whenever a fixed signal is used of any form other
than those herein described, the rules governing its
observance will be found in the time-table.
RULES.
401. Engineers must know the indication of all
fixed signals before passing them. At railway cross-
ings, drawbridges, junctions, or train order offices,
they will require the Firemen to observe and com-
municate the indications of signals.
402. A signal imperfectly displayed. or the
absence of a signal at a place where a signal is usually
shown, must be regarded as a stop signal, and the fact
reported to the proper officer.
403. Lights must be used upon all fixed signals
from sunset to sunrise, and whenever the signal
indications cannot be clearly seen without them.
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Revised Rules. Home Block Signal, Station Protection Signal and
Train Order Signal as authorized by the Board of Railway
Commissioners. Order No. 14271, dated July 27th, 1911,
.________________________________________
AUTOMATIC BLOCK SIGNALS.
DEFINITION AND INDICATIONS.
BLOCK.—A length of track of defined limits, the
use of which by trains is controlled by Block Signals.
BLOCK SIGNAL.—A fixed signal controlling the use
of a block.
HOME BLOCK SIGNAL.—A fixed signal at the
entrance of a block to control trains entering and using
the block.
A semaphore arm standing horizontal or a disc dis-
played indicates, “ Stop.” When in this position at night
a red light is displayed.
A semaphore arm 60 degrees below or 90 degrees
above the horizontal or a disc withdrawn indicates,
“ Proceed.” When this position at night a green light is
displayed.
DISTANT BLOCK SIGNAL.—A fixed signal used
in connection with a Home Block Signal to regulate the
approach thereto.
A semaphore arm standing 45 degrees above horizon-
tal or a disc displayed indicates, “ Proceed, prepared to
stop at next signal.” When in this position at night a
yellow light is displayed.
A semaphore arm 60 degrees below or 90 degrees
above the horizontal or a disc withdrawn indicates,
“ Proceed.” When in this position at night a green light
is displayed.
INDICATOR.—A device (usually employed in con-
nection with a switch) used to show the position of a
signal to which it refers. A miniature arm or disc
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is displayed, which assumes the stop position when
the home signal protecting the block is in the stop
position or a train is closely approaching it. At main
track crossovers, the indicators at the switch in each
track relate to the signal protecting the block on the
other track.
AUTOMATIC BLOCK SYSTEM.—A series of
consecutive blocks in which the signals are operated by
electric, pneumatic, or other agency, actuated by a
train, or by certain conditions affecting the use of the
block.
RULES.
502. Block signals control the use of the blocks,
but do not affect the movements of trains under the
time-table or train rules, nor dispense with the use or
the observance of other signals whenever or wherever
they may be required. The protection afforded by
the automatic signals does not relieve trainmen from
protecting their trains as required by Rule 99.
503. Block signals apply only to trains running
in the established direction.
504. When a train finds a distant signal indicating
caution, it must proceed under such control as to be
able to stop before reaching the home signal. When
a train finds a home signal indicating stop, it must
stop before reaching the signal, and not more than 200
feet from it. It may then proceed at once with
caution, prepared to find the track occupied, a car foul,
a switch open, a broken rail, or other obstruction in
the block.
505. When a signal is out of service. the fact will
be indicated by bulletin. Trains finding a signal out
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of service must, unless otherwise directed, proceed
with caution to the next signal.
506. Signals and switch indicators which are in
service and are evidently out of order, must be re-
ported by wire to the Superintendent. Signals must
be designated by the number on the signal pole if
possible, otherwise by their location, and reports must
state the time at which it was observed.
A signal or indicator indicating stop or caution,
when it should indicate proceed, must be reported
from the first telegraph office where the train stops.
A signal indicating proceed, when it should indicate
stop or caution, must be reported from the next open
telegraph office.
507. Engineers should, whenever practicable,
observe the position of all discs and semaphore arms
by night and endeavor to see that they correspond
with the indications given by the lights.
508. In order to avoid holding main track signals
in the stop position, cars or engines must not be
allowed to stand between a fouling block and a main
track switch.
509. Both switches of a crossover between main
tracks must not be closed while a car or engine oc-
cupies the connection between the switches of the
crossover.
510. Switches at which indicators are in service
must not be opened while the indicator is in stop
position, except under flag protection.
511. A switch must not be used except under
protection, if the indicator fails to assume the stop
position, when the switch is opened.
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512. When a crossover is to be used, the switch
in the track on which the train is standing must be
opened first.
513. Where no switch indicators are provided, a
train which is to enter a block from a siding or cross-
over may do so only under protection; and unless it is
known that the track between the switch and the
next block signal in advance is clear, it must proceed
with caution to that signal.
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Revised Rules. Home Block Signal,Station Protection Signal and
Train Order Signal as authorized by the Board of Railway
Commissioners, Order No. 14271, dated July 27th, 1911.
._______________________________________
STATION PROTECTION SIGNAL.
A signal used to protect trains occupying the main
track at a station or in a yard, the normal indication of
which is “ proceed.”
A semaphore arm standing horizontal or a disc
displayed, indicates “stop.” When in this position at
night a red light is displayed.
A semaphore arm 60 degrees below or 90 degrees
above the horizontal or a disc withdrawn indicates
“proceed.” When in this position at night a green light
is displayed.
RULES.
551. A train finding a station protection signal
indicating stop, must stop before passing it, and may
proceed with extreme caution, sending a Flagman ahead
if necessary for complete protection, and expecting to
find a train moving in either direction.
552. Conductors of trains protected by such a signal
must also send out a Flagman as an additional protection
to the train if the condition of the weather, location of
the train, with regard to grades or curves, makes it
necessary for the absolute protection of the train.
FLAG STOP SIGNALS.
561. When flag-stop signals are of the semaphore
type, the arm in a horizontal position, or a green and
white light displayed, indicates that trains in either
direction, scheduled to stop on signal, will make station
stop.
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Revised Rules of Interlocking Signals, Home Signal and Distant
Signal. as authorized by the Board of Railway Commis-
sioners, Order No. 14271. dated July 27th. 1911.
._____________________________________
INTERLOCKING SIGNALS.
DEFINITIONS AND INDICATIONS.
INTERLOCKING.—An arrangement of switch, lock
and signal appliances so inter-connected that their move-
ments must succeed one another in a predetermined
order.
INTERLOCKING PLANT.—An assemblage of
switch, lock and signal appliances interlocked.
INTERLOCKING STATION.—A place from which
an interlocking plant is operated.
INTERLOCKING SIGNALS.—The fixed signals of
an interlocking plant.
HOME SIGNAL.—A fixed signal governing move-
ments over a certain route or routes, and located at the
point where trains are required to stop when the route is
not clear.
A semaphore arm standing horizontal indicates,
“ Stop.” When in this position at night a red light
is displayed.
A semaphore arm 60 degrees below or 90 degrees
above the horizontal indicates, “Proceed.” When in
this position at night a green light is displayed.
DISTANT SIGNAL.—A fixed signal used in connec-
non with a home signal to regulate the approach thereto.
A semaphore arm standing 45 degrees above horizon-
tal indicates, “ Proceed, prepared to stop at next signal.”
When in this position at night a yellow light is displayed.
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Revised Rules of Interlocking Signals, Home Signal and Distant
Signal, as authorized by the Board of Railway Commis-
sioners. Order No. 14271, dated July 27th, 1911.
.____________________________________________
A semaphore arm 60 degrees below or 90 degrees
above the horizontal indicates, “Proceed.” When in
this position at night a green light is displayed.
DWARF SIGNAL.—A low, small signal of semaphore
type, used as a home signal, governing one or more diver-
ging or unusual routes.
POT SIGNAL.—A small revolving signal, used to
indicate the position of a switch or as a substitute for a
dwarf signal.
ROUTE.—The course of way taken by a train in
passing from one point to another, especially a customary
or predetermined course, or any one of several possible
combinations of turn-outs or crossovers by which a train
may travel through an interlocking plant.
RULES.
602. Interlocking signals, unless otherwise provided,
do not affect the movements of trains under the time-table
or train rules; nor dispense with the use or the observance
of other signals whenever and wherever they may be
required.
Signalman.
611. The normal indication of home signals is
“ Stop.”
612. Levers, or other operating appliances, must be
used only by those charged with the duty.
613. Signal levers must be kept in the position
giving the normal indication, except when signals are to
be cleared for an immediate train or engine movement.
Signals must not be set for any route when cars or
engines are standing between the derails of a conflicting
route.
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614. When the route is clear the signals must be
cleared sufficiently in advance of approaching trains
to avoid delay.
Levers must be tested before each regular train is
due, to ascertain if the plant is in working order.
615. A signal must be restored so as to give the
normal indication as soon as the train or engine for
which it was cleared, has passed it.
The changing of any signal permits only one train
or engine to pass that signal. The signal must be
changed to “ stop ” after the passage of each train,
and a following train must not proceed until the signal
is again changed to “ proceed.”
616. If necessary to change any route for which
the signals have been cleared for an approaching train
or engine, switches and derails must not be changed
or signals cleared for any conflicting route until the
train or engine for which the signals were first cleared,
has stopped in rear of its signal.
617. A switch or facing point lock must not be
moved when any portion of a train or an engine is
standing on, or closely approaching, the switch or
detector bar.
618. Levers must be operated carefully and with
a uniform movement. If any irregularity indicating
disarranged connections, is detected in their working,
the signals must be restored so as to give the normal
indication and the connections examined.
619. During cold weather, the levers must be
moved as often as may be necessary to keep con-
nections from freezing.
The use of salt is forbidden, except as authorized
by the General Manager.
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620. If a signal fails to work properly its oper-
ation must be discontinued and the signal secured so
as to give the normal indication until repaired.
621. Signalmen must observe, as far as prac-
ticable, whether the indication of the signals corres-
ponds with the position of the levers.
622. Signalmen must not make nor permit any
unauthorized alterations or additions to the plant.
623. If there is a derailment, or if a switch is
run through, or if any damage occurs to the track or
interlocking plant, the signals must be restored so as
to give the normal indication, and no train or switch-
ing movement permitted until all parts of the inter-
locking plant and track liable to consequent injury
have been examined and are known to be in a safe
condition.
624. If necessary to disconnect a switch from the
interlocking apparatus, the switch must be securely
fastened and protected.
625. During storms or drifting snow, special
care must be used in operating switches. If the force
whose duty it is to keep the switches clear, is not on
hand promptly when required, the fact must be
reported to the General Manager.
626. If any electric or mechanical appliance fails
to work properly, the General Manager must be notified
and only duly authorized persons permitted to make
repairs. All glasses in signals must be kept clean
and any cracked or broken, promptly renewed.
627. When switches or signals are undergoing
repairs, signals must not be given for any movements
which may be affected by such repairs, until it has
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been ascertained from the Repairman that the
switches are properly set and secured for such move-
ments.
628. Signalmen must observe all passing trains
and note whether they are complete and in order;
should there be any indication of conditions involving
danger, the Signalman must take such measures for
the protection of trains as may be practicable.
629. If a Signalman has information that an
approaching train has parted he must, if possible, stop
trains or engines on conflicting routes, clear the route
for the parted train, and give the train-parted signal
to the Engineer.
630. Signalman must have the proper appliances
for hand signaling ready for immediate use. When
hand signals are necessary for switch movements,
they must be given only after the switches have been
properly set and fastened, and from such a point and
in such a way that there can be no misunderstanding
on the part of Engineers or Trainmen as to the signals,
or as to the train or engine for which they are given.
631. If necessary to discontinue the use of any
fixed signal, hand signals must be used and General
Manager notified.
Whenever a home signal cannot be cleared, trains
will be forwarded on Clearance Form “ D.”
632. Signalmen will be held responsible for the
care of the interlocking station, lamps and supplies;
and of the interlocking plant, unless provided for
otherwise.
633. Lights in interlocking stations must be so
placed that they cannot be seen from approaching
train.
Note to Rule 630.—Hand signaling includes the use of lamp,
flag, torpedo and fusee signals.
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634. Lights must be used upon all fixed signals
from sunset to sunrise, and whenever the signal
indications cannot be clearly seen without them.
635. If a train or engine overruns or disregards
a stop signal, the fact, with the number of the train or
engine, must be at once reported by telegraph to
the General Manager.
In all cases of apparent disregard of signals, the
Signalman must at once inspect the signals and see if
correct indication was given.
636. Only those whose duties require it shall be
permitted in the interlocking station.
When a Signalman is relieved, he must make a
transfer on the prescribed form and obtain thereon
the signature of the Signalman relieving him.
Engineers and Trainmen.
661. Trains or engines may be run to, but must
not be run beyond, a signal indicating stop.
Dwarf signals (and lower arm of two arm high
signals) frequently govern more than one route.
When the right to proceed is given by such signals,
Engineers must observe carefully which route is set.
When a distant signal indicates caution, a train
passing must be under control and prepared to stop
before reaching the home signal.
662. If a clear signal, after being accepted, is
changed to a stop signal before it is reached, the stop
must be made at once. Such occurrence must be
reported to the General Manager.
663. Engineers and Trainmen must not accept
clear hand signals as against fixed signals until they
are fully informed of the situation and know that
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they are protected. Where fixed signals are in oper-
ation, Trainmen must not give clear hand signals
against them.
Hand Signals may be accepted for switching
movements if given in such a way that there can be
no misunderstanding as to the train or engine for
which they are intended. Whenever the home signal
cannot be cleared, trains will be forwarded on Clear-
ance Form “ D.”
664. The Engineer of a train which has parted
must sound the whistle signal for “ train-parted ” on
approaching an interlocking station.
665. An Engineer receiving a train-parted signal
from a Signalman must answer by the whistle signal
for “ train-parted.”
666. When the train has been re-coupled, the
Signalman must be notified.
667. Grates must not be shaken, ash pans cleaned,
nor sand used over any part of an interlocking plant.
668. Conductors or men in charge of yard engines
must report to the General Manager any unusual
detention at interlocking plants.
669. Trains or engines stopped in making a
movement through an interlocking plant, must not
move in either direction until they have received the
proper signal from the Signalman.
670. Running switch movements must never be
made within an interlocking plant.
671. Engineers should, whenever possible, ob-
serve the position of all semaphore arms by night and
endeavour to see that they correspond with the indi-
cations given by the lights.
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672. When an interlocking plant is out of service
temporarily, trains must be brought to a stop before
reaching the home signal, and will proceed only when
the switches and derails are known to be properly set,
and upon receiving hand signal from the Signalman
on the ground that the way is clear.
673. When a train is run against the current of
traffic, it must stop before crossing any railway cross-
ing or drawbridge, designated in the time-table, even
though interlocking devices are used; and not proceed
until the way is known to be clear.
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NOTE.—The numbers of orders for the train must be filled in in figures. When there are no orders the
word " Nil " must he written in. If the next train ahead has not reached the next telegraph office. the words
“ not yet " must be written in the blank space provided for the time of arrival at the next telegraph office.
The other blank spaces are to be filled in as indicated by small type. Operators must keep the lowest copy.
Where the Automatic Block Signals are in service instead of Station Block. the information relative
to the train ahead may he omitted.
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(Print on Green Paper)
NOTE.—The numbers of orders for the train must be filled in in figures. When there are no orders
the word “ Nil " must be written in. If the next train ahead has not reached the next telegraph office,
the words “ not yet " must be written in the blank space provided for the time of arrival at the next
telegraph office.
If the train order signal is not displayed at stop, the word “ Nil " must be written in.
If all trains having right to track, and all trains of the same class due to arrive or leave, have arrived
or left respectively, the word “ Nil " must be written in.
The other blank spaces are to be filled in ea indicated by small type. Operator: must keep the low-
est copy. Green paper will be used for terminal clearance.
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(Print on Yellow Paper)
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(Print on White Paper)
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Uniform Train Order Blank for " “ 19 ” Order.
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Uniform Train Order Blank for “ 31 ” Order.
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SPECIFICATIONS FOR TRAIN ORDER FORM AND
BOOKS FOR OPERATORS FOR “ 19 ” ORDERS.
.____
Form as here shown. Blank space for order (4)
inches with lines. The mode of filling the blanks is
indicated by small type.
Form (6¾ x 6) inches beyond perforated line,
Book (6¾ x 7½) inches.
300 leaves. Glued at top or side. Manilla cover
on face and stiff back.
Paper opaque, pink, sized, and of such thickness
as to admit of making (9) good manifold copies with
stylus and double carbons.
To be used with double carbon paper (6¾ x 7)
inches, and a stiff tin, same size, corners rounded.
._____
SPECIFICATIONS FOR TRAIN ORDER FORM AND...
BOOKS FOR OPERATORS FOR “ 31 ” ORDERS.
._____
Form as here shown. Blank space for order (4)
inches with lines. The mode of filling the blanks is
indicated by small type.
Form (6¾ x 9¼) inches beyond perforated line.
Book (6¾ x 10½) inches.
300 leaves. Glued at top or side. Manilla cover
on face and stiff back.
Paper opaque, white, sized, and of such thickness
as to admit of making (9) good manifold copies with
stylus and double carbons.
To be used with double carbon paper (6¾ x 9)
inches, and a stiff tin, same size, corners rounded.
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