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 Standard Train Rule 
 Examination 
 
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 COPYRIGHT DEPOSIT. 
 
Standard Train Rule 
 Examination 
 
 8th Edition 
 
 (Formerly called "Questions and Answers**) 
 
 This book is based on the Standard Code of Train Rulet 
 of the American Railway Association, in effect at this 
 time, February 1st, 1912. 
 
 For the use of Trainmasters, and other examining 
 officers, in the examination of Trainmen, Enginemen, 
 Towermen and Telegraph Operators. 
 
 A thorough and practical explanation of the Standard 
 Code of Train Rules, so arranged as to be of great value 
 in examinations and the operation of trains. 
 
 A book of clear and definite train rule knowledge, com- 
 prising authoritative rulings, and a complete Train Rule 
 Examination. 
 
 By G. E. COLLINGWOOD 
 
 Price, Postpaid 
 Leather Binding $2.00; Cloth Binding $1.50 
 
 Standard Code of Train Rules for Single Track 25c postpaid. 
 
 G. E. Collingwood, Publisher 
 Toledo, Ohio, U. S. A. 
 
TF 5 SI 
 
 COPYRIGHTED 1912 
 
 BY 
 
 GEORGE ELMER COLUNGWOOD 
 
 i(\(r 
 
 ©Ci.Ar505S97 
 
 .V 
 
 \' 
 
Introduction 
 
 STANDARD TRAIN RULE EXAMINATION 
 !s the pioneer book in explanation of the Stand- 
 ard Code. It has blazed the way for a more uni- 
 form understanding and a systematic study of 
 train rules and train orders, and in presenting 
 this Eighth Edition the author believes that he 
 has not overlooked any point which will be of 
 benefit. 
 
 Rulings of the American Railway Association 
 have been followed in every case and upon points 
 where no ruling has been made by the American 
 Railway Association we have followed the theory 
 upon which the rules are based. 
 
 This book is intended for the use of Examin- 
 ing Officials and also for the use of Trainmen, 
 Train Dispatchers, Telegraph Operators and 
 others who wish to be thoroughly posted on the 
 rules. 
 
 It is arranged so as to encourage a thorough 
 study of the rules, bringing out the vital points 
 of each rule. In connection with this we wish 
 to caution trainmen that, while the answers con« 
 
tained in this book are correct, we do not wish, 
 them to depart from the rules and rulings of th© 
 road upon which they are employed, for any rail- 
 road has the right to interpret the rules to suit 
 Itself. However, we do not know of a single 
 road at present which departs from Standard 
 practice where Standard Rules are used. 
 
 General Officers, Superintendents, Trainmas- 
 ters, Train Dispatchers, Telegraph Operators, 
 Conductors, Engineers, Firemen and Brakemen 
 will find this book specially suited to th«lr 
 needs in conducting and passing examinationg. 
 G. E. COLLINGWOOD. 
 
Explanation of Make-up 
 
 In arranging this book the examination ques- 
 tions with their answers for each rule are given 
 first. Following these will appear any further 
 explanation which may be necessary in order 
 to make the meaning of the rule plain. If the 
 American Railway Association has made any 
 ruling on the rule such ruling will appear after 
 the explanation. If a rule is misleading the fact 
 will be stated under the heading of "Criticism," 
 so that error of interpretation may be avoided 
 and also to assist those who may wish to revise 
 their rules. 
 
 All questions in this book are based upon the 
 Standard Code of train rules as adopted, 1906, 
 that being the last revision made. 
 
 To find the meaning of any rule, turn to the 
 Index, which will give its location. 
 
The Standard Code 
 
 A set of rules formulated by the Train Rules 
 Committee of the American Railway Association 
 in 1887. Divided into rules for single and 
 double track, in 1889. They have been revised 
 slightly from time to time and are now in use 
 on nearly every railroad in the United Statea 
 and Canada. 
 
 CLEARANCE CARD. 
 
 In my opinion the Standard Code should state 
 that, "A train will not leave its initial station on 
 any division (or subdivision) without a Clear- 
 ance Card. The authority to issue such Clear- 
 ance Card will be obtained from the Train Dis- 
 patcher." 
 
 The above rule is not in the Standard Code, 
 probably for the reason that all roads do not use 
 the Clearance Card. The committee's idea is 
 that such subjects as the Clearance Card and the 
 Train Register should be left for each road ta 
 arrange to suit itself, because roads are not uni- 
 form upon these things. To my mind the reason 
 assumed for not treating these subjects is the 
 
best reason in the world why the Standard Code 
 should treat of them. The inserting of such a 
 rule would not make it binding upon any road 
 to use it, but it would go a long way towards 
 bringing about uniform practice. 
 
 This principle of issuing a Clearance Card at 
 Initial station is fully as important in train 
 operation as that involved in Rule 221 (B), 
 which forbids a train to pass a signal while 
 "stop" is displayed, without a Clearance Card. 
 The idea in Rule 221 (B) is to make sure the 
 delivery of train orders at the station where the 
 signal is displayed. The object of a Clearance 
 Card at initial station is to make sure that train 
 orders will be delivered at the initial station. 
 If no Clearance Card was required an order 
 might be easily overlooked at such station, and 
 is fully as important in one case as the other. 
 
 1 further recommend that a Clearance Card 
 should be provided with a blank space to show 
 the numbers of all orders that are delivered to 
 a train at a point where the Clearance Card is 
 issued, so that trainmen may be able to check 
 the delivery of orders. 
 
 Rule 221 (A) does not require or arrange for 
 the use of the Clearance Card in connection with 
 the train order signal, but it seems that it is 
 fully as important in case of Rule 221 (A) as 
 It is in case of Rule 221 (B), and in my opinion 
 this discrepancy should be done away with. When 
 a regular train reports for movement at its in- 
 itial station the operator should communicate 
 10 
 
the fact to the train dispatcher, and if no orders 
 the operator may then issue a Clearance Card. 
 Should the dispatcher he relieved before his 
 sheet shows an O S of a train that he has cleared 
 Ms written transfer should contain mention of 
 the clearance. Likewise should the operator be 
 relieved before the train leaves which he has 
 cleared, his transfer should so state. 
 
 STANDARD TIME. 
 
 Few of the younger railroad men can appre- 
 ciate the great advantage we enjoy today be- 
 cause of a uniform time as compared with what 
 existed prior to 1883, before standard time was 
 adopted by the railroads. Before standard time 
 was adopted there were upwards of fifty differ- 
 ent standards of time in use in the United States, 
 and as they were not systematic, the confusion 
 and complications which reseulted from the use 
 of so many kinds of time made a very serious 
 proposition, not only for the railroads, but for 
 the traveler as well. Some roads were so lo- 
 cated that it required six or seven different kinds 
 of time to get over the road, and so complex was 
 the situation that very few officials could state 
 the time which was used on any road but their 
 own and its immediate connections. 
 
 The change was effected on a Sunday in No- 
 
 Tember, 1883. As had been previously arranged, 
 
 when twelve noon by local time had arrived in 
 
 New York City the bells of St. Paul's Chapel 
 
 11 
 
tolled the hour for the last time. Just four 
 minutes afterward the Western Union time ball 
 fell, and Trinity's chimes rang out the new hour, 
 in accordance with an electric signal from the 
 Naval Observatory at Washington. This splen- 
 did arrangement of time was planned by Mr. W. 
 F. Allen, secretary of the American Railway Aa- 
 Eociation. 
 
 Under his system of standard time there are 
 Just four different times used in the United 
 States, all of them an even hour apart, with an 
 elastic boundary line between the hour sections, 
 the exact point for change of time being desig- 
 nated. These four times are based upon the 
 75th, 90th, 105th and 120th meridians, and are 
 called Eastern, Central, Mountain and Pacific 
 time, respectively. Similar movements for the 
 revising of time have been going on in other 
 parts of the world since the change was made 
 here, but in most cases the changes which have 
 occurred in other countries have been accom- 
 published by imperial decree or enactment of law. 
 
 Standard time has been in use for twenty-six 
 years. On the twenty-fifth anniversary of the 
 adoption of standard time the American Railway 
 Association presented Mr. Allen with an illumi- 
 nated set of resolutions congratulating him upom 
 the successful operation of his system of time 
 for a quarter of a century. 
 12 
 
THE REGISTER. 
 
 In the operation of a railroad it becomes of 
 great importance that some fixed arrangement 
 be established for the purpose of notifying trains 
 at terminals or junctions, or, in fact, at any point 
 •where they may originate, of all trains which 
 have arrived or left. In our opinion. there is no 
 better way of doing this than by train register. 
 
 A register book should be established at each 
 terminal and at junction points where trains 
 enter the main line. The operator should be 
 competent at junction points to register trains 
 that do not stop regularly. At register points, 
 where a train stops regularly, the conductor 
 should be required to register his train, and in 
 case it arrives with signals and departs with 
 none the register should show it. Should a 
 train arrive as one section and leave as another 
 or arrive as one number and leave as another, 
 two lines should be used in registering. 
 
 Should a train originate at a point where no 
 register is used, as, for example, a work train 
 which has laid up for the night, it should be 
 given a train order stating that "All trains due 
 
 have gone except ." Adding any that have 
 
 not passed and which are overdue. 
 
 In my opinion train registers should be made 
 jStandard and the rules governing their use 
 should be included in our train rules. Each 
 page should be large enough to hold all the 
 trains run during 24 hours, or at least all the 
 13 
 
trains in one direction, the opposite page being 
 used for trains in the other direction; each page 
 should hear a date at the top and besides should 
 show a column for date for each train register- 
 ing; a train should register into its terminal on 
 the page corresponding in date with the day It 
 is due to arrive and in case it is late and does 
 not arrive until a later date it should show the 
 date of actual arrival in the column provided 
 for that purpose. With such an arrangement 
 opposing trains can easily check the register for 
 the reason that all trains due into a terminal on 
 May 10th will appear on the page dated May 
 10th; but if one due on May 10th actually ar- 
 rives on May 11th, the sub-date will show the 
 time and date of actual arrival. The word 
 "date" on a train register should never be con- 
 strued as referring to the date of the train, as 
 trains date from their initial stations and it is 
 never necessary or desirable that the train regis- 
 ter carry such information. 
 
 The matter of work trains registering at 
 register stations has received more or less 
 thought, and the general idea is that a work 
 train should register its arrival and departure 
 at register stations. 
 
 In registering great care should be exercised 
 to make certain that all entries are absolutely 
 correct, because opposing trains are governed 
 in their movements by what appears on the 
 register. The train register is more important 
 on single track than on double track as it con- 
 14 
 
trols to a large extent the movement of oppos- 
 ing trains, and it is to be regretted that the 
 Standard Code does not outline a uniform prac- 
 tice. 
 
 HOW TO CHECK REGISTER. 
 
 In checking a register it is necessary to as- 
 certain whether all trains due, which are su- 
 perior or of the same class, have arrived or left. 
 To find this information it is necessary to refer 
 to the time-table and ascertain what trains of 
 the same or superior class have been due to ar- 
 rive or leave for the twelve hours prior to the 
 time at which the register is checked. For ex- 
 ample, No. 23, a first class train in the inferior 
 direction, is due to leave A, its initial station, 
 at 12 noon. In this case it is only necessary to 
 check the register for trains of the same class. 
 For example, No. 3 is due to leave A at 1 a. m.. 
 No. 5 at 4 a. m.. No. 7 at 8 a. m., No. 9 at 11 
 a. m. No 2 is due to arrive at 4 a. m.. No. 6 at 
 9 a. m. After this information has been ob- 
 tained from the time-table, the register must be 
 consulted for a record of the trains noted; if 
 all are registered, the register checks clear. Al- 
 ways bear in mind that all trains which are due 
 to arrive or leave at the register station for 
 twelve hours before the register is examined, 
 which are superior or of the same class, must be 
 checked against. It is not necessary to check 
 back more than twelve hours for the reason that 
 15 
 
regular trains twelve hours behind their schedule 
 arriving or leaving time at any station lose both 
 Tight and schedule. 
 
 SIGNATURE OF ORDERS. 
 
 I believe that the best results are obtained in 
 train dispatching when each dispatcher signs his 
 own initials. Some roads use the superinten- 
 dent's initials, some use the trainmaster's and 
 some the chief dispatcher's initials. 
 
 If but one set of initials is desirable then it 
 should be the chief dispatcher's initials, as his 
 initials are more clearly identified with the of- 
 fice, and when messages are sent for any reason, 
 the answers will be more liable to come to the 
 proper person than will be the case when in- 
 itials of superintendents or trainmasters are 
 used. 
 
 When train dispatchers sign their own initials 
 trainmen can figure closer and understand better 
 what is desired in many cases than under the 
 present system. 
 
 Besides this, train dispatchers are often re- 
 quired to ask for an explanation of some move- 
 ment, and it seems to me that if a trainman 
 could have such a message signed by the train 
 dispatcher instead of by the superintendent, the 
 information contained in the message would in 
 many cases be better understood and less liable 
 to mislead. 
 
 16 
 
TRAIN ORDERS. 
 
 The method of handling train orders is fully 
 explained in Rules 201 to 223. The Standard 
 Code provides that train orders must be issued 
 as outlined in the different train order forma 
 which the Code contains. If it becomes neces- 
 sary to depart from the authorized forms it ia 
 permissible to do so, but there are very few 
 cases in which it becomes necessary to im- 
 provise forms to cover a special complication. 
 
 There are two kinds of orders used: One ia 
 known as the "19" order, and the other as the 
 "31" order. When the "31" order is used, 
 "complete" is not given to the order until the 
 conductor has signed it and his signature has 
 been transmitted to the train dispatcher. Before 
 "complete" is given the order must be regarded 
 simply as a hold order and cannot be otherwise 
 acted upon. A "19" order is designed to be de- 
 livered to a train while in motion, with the ex- 
 ception that when a "19" order is issued which 
 restricts the superiority of the train addressed 
 at the station where it receives the order, such 
 order must not be delivered until the train has 
 been brought to a stop. 
 
 The Standard Code does not place any re- 
 atrictions on the use of the "19" order. But it 
 is generally used for movements which do not 
 restrict a train. 
 
 When train ordera conflict, those receiving 
 them should not act upon them, but should have 
 them disposed of in some proper manner. 
 17 
 
The fact that one train order may bear a 
 higher or a lower number than another must not 
 be taken as authority to obey one and disregard 
 the other. 
 
 When a train holds an order to run 30 mins. 
 late A to B and later gets an order to run 45 
 mins. late A to B, the orders cannot be said to 
 conflict, as both are capable of being obeyed. 
 That is, the train must run 45 mins. late. 
 
 Trainmen should refuse to accept orders that 
 are not legible, or that contain erasures, altera- 
 tions or interlineations. 
 
 DAY OFFICES. 
 
 The train order signal at stations which close 
 for the night is usually blanked until the oper- 
 ator resumes work the following morning. But 
 In view of the great importance of trainmen 
 knowing positively that an office is or is not 
 closed for the night, it seems that some more 
 definite information should be given than simply 
 the absence of a signal, especially as the ab- 
 sence of this signal means one thing when the 
 operator is on duty — DANGER, and another 
 when the office is closed for the night — PRO- 
 CEED. 
 
 When the signal is simply blanked the train 
 crew have no way of knowing that the office i» 
 closed except that they take it for granted when 
 they see no signal. This introduces an element 
 of grave danger, for should the operator still be 
 on duty and hold orders or block and his light 
 18 
 
fail, tinder these conditions there would be no 
 check against accident. The precaution provided 
 for by Rule 27, which arranges for an imperfect- 
 ly displayed signal, or the absence of a signal, 
 to act as a. stop, or danger signal, would be of no 
 avail on roads where the blanking of the train 
 order signal is authorized without some other 
 special signal being displayed. My opinion is 
 that when an ofRce is closed for the night the 
 train order signal should be blanked and a green 
 light placed in front of the ofRce on a bracket 
 ©r below the regular train order signal, and also 
 a green flag below the light so that the signal 
 would be plainly visible during the night and 
 early morning hours, and give positive informa- 
 tion to trainmen. Under this arrangement an 
 engineman would have positive information — 
 the green light telling him the otfice is closed, 
 or if no green light is shown he would under- 
 stand the office is open and be governed by the 
 signal indication and Rule 27. 
 
 With this arrangement the rules should not 
 show the office hours, and trainmen should con- 
 sider all offices open at night unless the green 
 signal is displayed. This would leave the dis- 
 patcher free to hold day men when necessary, 
 with full assurance that there would be no mis- 
 carriage of orders or block on account of an of- 
 fice being kept open past the usual hours. This 
 plan would also permit the opening of a day 
 office at any time of the night without running 
 serious risks. 
 
 19 
 
THEORY OF THE STANDARD CODE. 
 
 The Standard Code is constructed with th* 
 idea that trainmen must at all times protect 
 their trains. The idea being that it is more con- 
 ducive to safety in the operation of a railroad 
 to require the men in charge of trains to look 
 out for and protect themselves at all times 
 against other trains and engines, without notice 
 of their whereabouts, than to undertake to give 
 them notice of their movements and whereabout* 
 for the reason that if men come to expect notice 
 of approaching trains, they invariably relax their 
 vigilance and rely upon this notice rather than 
 upon their own watchfulness for their safety, 
 and that in the long run more accidents will 
 happen at times when it is impossible or im- 
 practicable to convey notice to them, than would 
 occur if they were spurred to constant watchful- 
 ness by the knowledge that a train was liable to 
 come upon them at any time without notice. 
 
 Take, for example, a third class train run- 
 ning on orders ahead of a second class train; 
 some trainmen and others have an erroneous 
 idea that under the rules this order in some man- 
 ner gives to each train a sort of protection, but 
 such is not the case. When an order is issued 
 for one train to run ahead of another, both 
 trains must exercise the same care as before, no 
 more, no less; that is, both must keep a sharp 
 lookout ahead, and if stopped must flag imme- 
 diately. The idea in making the different classes 
 
Is not to protect trains, but it is thought that by 
 that method it will require less train orders to 
 move important trains without delays by less 
 Important trains, than would be required if 
 trains were all of one class. 
 
 A third class train must at all times look out 
 for trains ahead, or for a flag, regardless of the 
 fact that it holds no orders of a fourth class 
 or other train ahead of it. Because there 
 might be a third, or even a second or first class 
 train ahead, so that the receipt of this order is 
 not a protective notice, but simply a notice given 
 in double form changing the established time- 
 table privileges of an inferior train for some 
 reason, it may be the more important (first 
 class) train is late, or it may be it is not of 
 as great importance as usual; at any rate it is 
 given to facilitate movement only. Rules 91 and 
 99 being all the protection that is required be- 
 tween trains moving in the same direction. But 
 we believe that Rule 91 should contain the state- 
 ment of principle that enginemen must keep a 
 sharp lookout ahead for trains or flag at all 
 times. As it stands now, this is left to infer- 
 ence, and it is just as important as the instruc- 
 tions to flag. 
 
 TRAIN DISPATCHING. 
 
 Many ambitious young men are anxious to be- 
 come train dispatchers, and it is one of the ob- 
 jects of this book to assist them to a thorough 
 understanding of the rules and to give them an 
 21 
 
insiglit into tlie proper mettiod of procedure 
 under certain well defined circumstances. There 
 are many cases in v/hich a train dispatcher must 
 literally work out his own salvation, but if he 
 thoroughly understands the rules and their ap- 
 plication he is better armed for the fray than 
 he would otherwise be. In this chapter I wili 
 only mention a few points for guidance for the 
 real strength of the train dispatcher must rest 
 upon his knowledge of the Standard Code and 
 its correct interpretation. 
 
 Most of the Standard Code forms are so word- 
 ed that the order which takes away the right* 
 of a train confer them upon another train. Such 
 orders are known as double orders. 
 
 Dispatchers should use the prescribed forms 
 whenever possible, as the rules define the rights 
 of trains under the forms, and there is danger 
 that improvised orders may be ambiguous. 
 
 Try to send orders for a train to a point at 
 which the train stops. 
 
 Avoid adding a running order to work train 
 limits, or work train limits to a running order. 
 
 When putting out notices of sidings blocked 
 or other special notices, avoid the use of the 
 words "until further notice" for the reason that 
 such notice logically requires another one when 
 the condition no longer exists. 
 
 A "meet" order should not be used unless the 
 trains are actually to meet — see ruling on 
 form A. 
 
 If an inferior train receives a meeting order 
 22 
 
with a superior train, and when it reaches the 
 meeting point it finds that it can make the next 
 station and clear the time of the superior train, 
 or if it holds a time order in addition to the 
 meet order which would enable it to make the 
 next station beyond the meeting point and clear 
 the time of the superior train, it has no right to 
 go, but must obey the meet order and remain at 
 the meeting point. 
 
 If No. 1 is given right over No. 2 A to H and 
 later is given a meet with No. 2 at C, it does not 
 supersede or annul the former order; both are 
 in effect, and as the rights of the trains have 
 been reversed by the "right of track" order. No. 
 2 must take siding at C for No. 1, it being under- 
 stood that No. 2 is a train of superior direction. 
 
 Whenever possible train dispatchers should 
 have orders ready in advance for trains, so that 
 there will be no delay for orders. 
 
 Short orders are preferable to long ones, even 
 though it becomes necessary to issue twice or 
 three times as many of them to a train, as they 
 are less liable to confuse trainmen as the ful- 
 filled orders can be filed away and only the un- 
 fulfilled orders kept, while under a system of 
 orders which permits so many movements in one 
 order, trainmen are required to read over so 
 much that does not concern them, or if it did 
 concern them at one time has been fulfilled. 
 
 The handling of extra trains is a very particu- 
 lar operation, and to insure safety and avoid 
 complications they should be given running or- 
 
ders to their final destination whenever possible. 
 An extra should receive at the initial point a 
 meet with all opposing extra trains. If the dis- 
 tance is such that the meeting points cannot be 
 made from the initial station, it should be given 
 a meet with extra 1 at B, extra 2 at D, and all 
 other extras East at F. When it arrives at P a 
 meet can be made with extra 4 at H, extra 5 at 
 W, and all other extras East at Z instead of P. 
 
 When issuing work train orders any extra 
 within the limits should be given a copy of the 
 order regardless of the direction in which it 
 may be moving. For example, the work extra 
 may be at A and the extra at B, moving towards 
 C; if an accident or delay should occur to the 
 extra the work train might pass it. For this 
 reason all extras in the work train limits should 
 be given a copy of the work train's order. 
 
 In case of any misunderstanding with train- 
 men, issue such instructions as may be neces- 
 sary to clear up the situation, regardless of the 
 fact that the proper order had been given in the 
 first place. 
 
 TRAIN IDENTIFICATION. 
 
 The matter of train identification is a very im- 
 portant one. At present there are a great many 
 methods of identification, some of which depend 
 upon a train order being issued to make them 
 of any value. For example, when the engine 
 number is used in train orders it is for the pur- 
 pose of identification, but the great number of 
 24 
 
inferior trains which do not receive an order 
 about that particular train are left to their own 
 devices for identification. Among the many 
 methods which have been tried may be men- 
 tioned the use of the conductor's name in train 
 orders and the dependence for identification 
 upon his appearance at the meeting point, in 
 case a meeting point is made. This is still fur- 
 ther safeguarded on some lines by exchange of 
 train number slips, which is perhaps a better 
 method, but in many cases by the time the slips 
 have been exchanged the train is so far by the 
 switch that in case it was not the train which 
 the crew supposed it to be an accident might re- 
 sult with the expected train. Cupola train num- 
 ber indicators have been adopted by many lines, 
 combined in some cases with the embodiment of 
 the engine number in addition to the train num- 
 ber in orders concerning its movements. 
 
 The cupola indicators have materially assisted 
 in securing safe operation, but for various rea- 
 sons I believe they would give better results if 
 placed on the front end of the engine. Passen- 
 ger trains on the great majority of roads have 
 no means of identification whatever. 
 
 My idea is that there should be some device 
 arranged to display the train number and sec- 
 tion number on the front of the engine on all 
 trains, both passenger and freight. Possibly 
 something on the order of the present caboose 
 indicator, this to be illumined at night, the 
 figures to be of sufficient size to be easily read 
 25 
 
and the indicator far enough below the head- 
 light so that its rays would not interfere with a 
 plain view of the indicator. 
 
 I wish to impress upon trainmen the import- 
 ance of using great care in the matter of train 
 identification. Careful observation will go a long 
 ways towards assisting in identification, but 
 when train and sections are not following each 
 other in regular order there is danger of con- 
 fusion — see criticism to Rule 20. 
 
 RESUMING SCHEDULE. 
 
 A regular train assumes its schedule at its 
 initial station and it is entitled to use such 
 schedule to the terminal station of the schedule. 
 
 When a train is detoured for any cause it may 
 resume its schedule when it again reaches its 
 own line, it being understood that when leaving 
 its initial station it had authority to use the 
 schedule to its terminal station, and that au- 
 thority not having been taken away, remains in 
 effect. The same is true of a train which has 
 completed a part of its run and is temporarily 
 withdrawn for special service. In such a case, 
 when it has performed its special service it can 
 resume its schedule, unless its rights thereto 
 have been specifically taken away by train or- 
 der. In any case of this kind the conductor 
 should report to the train dispatcher before con- 
 tinuing on the trip the same as he would at 
 the initial station. When cleared by the dis- 
 26 
 
patctiers no orders would be necessary to resume 
 tlie schedule. This matter of reporting to the 
 train dispatcher is for the purpose of checking 
 against outstanding orders and also to advise 
 the dispatcher that the train is ready to pro- 
 ceed — see ruling of the A. R. A. on "Resuming 
 Schedule." 
 
 EXTRA TRAINS. 
 
 Rule 97 puts the authority for running an ex- 
 tra train in the hands of the train dispatcher, so 
 that proper protection may be arranged between 
 opposing extra trains. It will be noticed that 
 there is no superiority between extra trains un- 
 less it is made by train order, with the excep- 
 tion that at meeting points between extra trains 
 the train in the inferior time-table direction 
 must take the siding. A careful study of the 
 rules will show that one extra cannot be made 
 superior to another under a Form C order by 
 authority of such form, although as a matter of 
 fact orders are issued on nearly all roads giving 
 one extra right over another extra, but without 
 the authority or the restraining guidance of 
 specific rules properly explained. The Train 
 Rules Committee who framed the Standard Code 
 refused to insert an example under Form C 
 which could be used between extra trains, claim- 
 ing that as extra trains had no schedule such 
 practice would virtually fix a meeting point in 
 any case. For example, if engine 546 is given 
 an order to run extra from A to B with right 
 27 
 
over extra 234, which is moving from Z to A^ 
 it would hold extra 234 at B for extra 546, anl 
 the committee seemed to think that a meeting 
 order would be better than a right of track* 
 But it ofttimes happens that one extra train is of 
 such importance that it is not desirable to fix 
 a meeting point for it with an opposing extra 
 for fear that it may be unnecessarily delayed, 
 and it is in such cases that a right of track order 
 supplemented by a wait order is desirable, if not 
 necessary. The third example of Form G fur- 
 nishes an example which can be used in some 
 cases to advantage, but owing to its length tew 
 dispatchers have time to use the order, and for 
 this reason it is my opinion that an example 
 should be added to Form C as follows: "Extra 
 546 has right over extra 234 A to H and waits 
 at F until 9 a. m. and G until 9:30 a. m., for 
 extra 234." This should be followed by an ex- 
 planation stating that the first named train has 
 right over the second named train between the 
 points designated, but must not pass the inter- 
 mediate designated points before the time speci- 
 fied unless the second named train has arrived, 
 with a further explanation that the second named 
 train must be clear of the main track by the 
 specified time at the designated point or before 
 reaching it. In issuing a right of track order 
 between extra trains there is danger unless the 
 right of track is given to the end of the run of 
 the first named train, or to the end of single 
 track, or to a point already reached and at 
 
 28 
 
which the order is received by the second named 
 train. In starting an extra train from a point 
 at which it is to meet an opposing extra train 
 the order should read, "After extra 234 arrives 
 at A engine 546 will run extra A to B." 
 
 Form G is for running extra trains, and there 
 are three examples given. The first example 
 directs an engine to run extra from one desig- 
 natied point to another, and under this example 
 an extra need not protect against opposing extra 
 trains unless it is directed by train order to do 
 so. The second example is for running an en- 
 gine extra from one point to another and return 
 to a certain point; under such an order the extra 
 must go to the second point named in the order 
 before it is permitted to return. That is, the 
 order must be fulfilled in the way in which it is 
 given. If for any reason the extra has to return 
 to the third point named in the order before it 
 reaches the second point, it must have another 
 order to run extra. The third example is gen- 
 erally used for passenger trains and is so ar- 
 ranged as to make a schedule for the extra train. 
 Ofttimes such an order gives the extra right over 
 all trains, and in some cases trainmen have been 
 known to run through yard limits at the same 
 rate of speed as though it was a first class train 
 instead of an extra. It must be remembered 
 that an extra, moving under such an order, is 
 still an extra, and, while it has right over all 
 trains, it must be governed by the rules directing 
 29 
 
the movements of an extra while it is passing 
 through yard limits. 
 
 In the case where an extra train ties up on the 
 road for a certain length of time and then re- 
 ports for orders, the Standard Rules do not pro- 
 vide any form for giving this extra train inform 
 mation as to what trains, which are overdue* 
 have arrived or left that station. If the extra 
 happens to he tied up at a register station this 
 information can he obtained from the train regis- 
 ter, but if it is not it becomes of great import- 
 ance that it receive dependable information as to 
 what schedules have been fulfilled. To cover 
 such cases as this an order should be issued to 
 the extra reading as follows: "All trains due 
 at H at 6 a. m. have arrived or left except No. 3 
 and No. 4." Such an order is necessary in or- 
 der to conform with Rule 83, which states that 
 a train must not leave its initial station on any 
 division, 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. 
 
 30 
 
Standard Train Rule 
 Examination 
 
 GENERAL RUIjES. 
 
 1. Q. Wlio must provide themselves with a 
 copy of the book of rules? 
 
 A. Employes whose duties are prescribed by 
 them. 
 
 2. Q. Do you fully understand the provisions 
 that relate to your particular duties? 
 
 A. Yes. 
 
 3. Q. What is expected of you when the 
 meaning of any rule or special instruction is not 
 clear to you? 
 
 A. Consult superior officer. 
 
 4. Q. Is it necessary to pass the required 
 examinations? 
 
 A. Yes. 
 
 5. Q. What are persons employed on a traitt 
 subject to? 
 
 A. The rules and special instructions. 
 31 
 
6. Q. What is your duty in carrying out th« 
 rules and special instructions? 
 
 A. Employes must render every assistanco 
 possible in carrying out the rules and special 
 instructions. 
 
 7. Q. What is expected of you when you 
 know of an infringement of any rule or special 
 instruction? 
 
 A. Report same to superior officer. 
 
 8. Q. What is the rule as to intoxicants? 
 
 A. The use of intoxicants by employes while 
 on duty is prohibited. Their use, or the fre- 
 quenting of places where they are sold, is suf- 
 ficient cause for dismissal. 
 
 9. Q. May employes use tobacco when on 
 duty in or about passenger stations or passenger 
 cars? 
 
 A. No. 
 
 10. Q. Must employes on duty wear the pre- 
 scribed badge or uniform? 
 
 A. Yes. 
 
 11. Q. Do you understand that persons au- 
 thorized to transact business at stations or on 
 trains must be orderly? 
 
 A. Yes. 
 
 12. Q. In case of danger to company*s prop- 
 erty, what is expected of employes? 
 
 A. They must unite to protect it. 
 EXPLANATION. — All employes examined 
 should be in possession of the book of special 
 32 
 
instructions relating to their duties, also cur- 
 rent time-table. 
 
 The duties of railway men are such that they 
 must be in good condition mentally in order to 
 properly perform their duties, therefore the use 
 of intoxicants is forbidden. The use of tobacco 
 Is forbidden about stations or passengers be- 
 cause it is annoying to patrons. 
 
 As a railroad company is judged largely by 
 Its employes, the company must insist that em- 
 ploj^es be courteous and neat in appearance, for 
 upon the attitude of the public depends it suc- 
 cess or failure. 
 
 '4S 
 
DEFINITIONS. 
 
 13. Q. What is an engine? 
 
 A. A locomotive propelled by any form ol 
 energy. 
 
 EXPLANATION. — This definition is so word- 
 ed that it covers electric motors, gasoline mo- 
 tors, etc., the word "engine" being understood 
 to mean a locomotive, regardless of the manner 
 in which it is propelled. 
 
 14. Q. What is a train? 
 
 A. An engine, or more than one engine, 
 coupled, with or without cars, displaying 
 markers. 
 
 EXPLANATION. — The word "train" signifies 
 an engine and also markers. If an engine, with 
 or without cars, has no markers, it cannot be 
 considered a "train." 
 
 15. Q. What is a regular train? 
 
 A. A train authorized by a time-table 
 
 schedule. 
 
 EXPLANATION. — An extra train moving over 
 the road each day cannot be considered a "regu* 
 lar train." It must be a train scheduled on the 
 time-table. 
 
 34 
 
16. Q. What is a section? 
 
 A. One of two or more trains running on 
 the same schedule, displaying signals or for 
 which signals are displayed. 
 
 17. Q. What is an extra train? 
 
 A. A train not authorized by a time-table 
 schedule. 
 
 18. Q. How many Icinds of extra trains are 
 there and how are they designated? 
 
 A. Two. Extra, for any extra train except 
 work extras; and work extras, for work train 
 extra. 
 
 EXPLANATION. — The rules governing a work 
 extra are different than those governing an extra 
 train, so the distinction must be preserved. 
 
 19. Q. What is a superior train? 
 
 A. A train having precedence over another 
 train. 
 
 EXPLANATION. — A train may be made su- 
 perior to another by train order or by time-table 
 provision, and when made superior by either 
 provision it is governed by the rules referring 
 to superior trains. 
 
 20. Q. Wliat is a train of superior right? 
 
 A. A train given precedence by train order. 
 
 EXPLANATION. — Wherever the v/ord "right" 
 is used in the rules it refers to a train order. 
 For example: a train which is inferior or su- 
 perior by "right" is a train which has been made 
 «o by train order. 
 
 35 
 
21. Q. What is a train of superior class? 
 
 A. A train given precedence by time-table. 
 
 EXPLANATION. — Each time-table shows 
 schedules of different classes, as first class, sec- 
 ond class, etc. First class trains are superior to 
 second class trains, second class trains are su- 
 perior to third class trains, etc. 
 
 22. Q, What is a train of superior direc- 
 tion? 
 
 A. A train given precedence in the direction 
 specified in the time-table as between trains of 
 the same class. 
 
 EXPLANATION. — On single track roads 
 where Standard Rules are in effect the time-table 
 states the superior direction of trains. A train 
 of the second class moving in the superior direc- 
 tion is superior to a train of the same class in 
 the opposite direction; but it is inferior to a first 
 class train in the opposite direction. Thus su- 
 periority of direction is limited to apply only be- 
 tween trains of the same class. 
 
 23. Q. Does superiority of direction affect 
 trains on double track? 
 
 A. No; it is limited to single track. 
 
 24. Q. What is a time-table? 
 
 A. The authority for the movement of regu- 
 lar trains subject to the rules. 
 
 25. Q. What does the time-table contain? 
 
 A. The classified schedules of trains with 
 special instruction relating thereto. 
 3G 
 
26. Q. What is a schedule? 
 
 A. That part of a time-table which prescribes 
 class, direction, number and movement for a 
 regular train. 
 
 EXPLANATION. — The schedule should not be 
 confused with the train. A train using schedule 
 No. 25 is known as train No. 25. 
 
 27. Q. What is a division? 
 
 A. That portion of a railroad assigned to the 
 supervision of a superintendent. 
 
 28. Q. What is a sub-division? 
 
 A. A part of a division so designated on the 
 time-table. 
 
 29. Q. What is a main track? 
 
 A. A track extending through yards and be- 
 tween stations, upon which trains are operated 
 by time-table or train order, or the use of which 
 is controlled by block signals. 
 
 30. Q. What is a single track? 
 
 A. A main track upon which trains are oper- 
 ated in both directions. 
 
 31. Q. What is double track? 
 
 A. Two main tracks, upon one of which the 
 current of traffic is in a specific direction and 
 upon the other in the opposite direction. 
 
 32. Q. What is the definition to, "Three (or 
 more) Tracks?" 
 
 A. Three (or more) main tracks, upon any 
 of which the current of traffic may be in either 
 specified direction. 
 
 37 
 
SS. Q. What is a current of traffic? 
 
 A. The movement of trains on a main track 
 in one direction specified by the rules, 
 
 54. Q. What is a station? 
 
 A. A place designated on the time-table 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. 
 
 55. Q. What is a siding? 
 
 A. A track auxiliary to the main track for 
 meeting or passing trains, limited to the dis- 
 tance between two adjoining telegraph stations. 
 
 38. Q. What is a fixed signal? 
 
 A. A signal of fixed location indicating a 
 condition affecting the movement of a train. 
 
 37. Q. Nanie some fixed signals? 
 
 A. Slow Boards, Stop Boards, Yard Limit 
 Boards, Switch Signals, Train Order, Block, In- 
 terlocking, Semaphores, Disc, Ball or other 
 means of indicating stop, caution or proceed. 
 
 38. Q. What is a yard? 
 
 A. A system of tracks within defined limits 
 provided for the making up of trains, storing 
 of cars and other purposes, over which move- 
 ments not authorized by time-table, or by train 
 order, may be made, subject to prescribed sig- 
 nals and regulations. 
 
 39. Q. What is a yard engine? 
 
 A. An engine assigned to yard service and 
 working within yard limits. 
 38 
 
40. Q. What is a pilot? 
 
 A. A person assigned to a train when the 
 engineman 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. 
 
 NOTE. — Preferably a pilot should be an en- 
 glneman and he should run the engine of the 
 train which he pilots. 
 
 39 
 
Rules for Single Track 
 
 Rule 1. 
 
 113. Q. From where is Standard time ob- 
 tained? 
 
 A. (See Rule 1.) 
 
 114. Q. At what time each day is time re- 
 ceived? 
 
 A. (The answer to this question will be 
 found in Rule 1.) 
 
 115. Q. What watches must conductors and 
 enginemen use? 
 
 A. Watches that have been examined and 
 certified to by a designated inspector. 
 
 EXPLANATION. — Before starting on each 
 trip, conductors and enginemen and such other 
 employes as may be designated must compare 
 watches with a clock designated as a "standard 
 clock." The time watches are compared is 
 usually registered. The Standard Code as 
 amended April, 1906, provides that conductors 
 and enginemen and such other classes of em- 
 40 
 
ployes as may be desired, shall have standard 
 time. Formerly the code provided that conduc- 
 tors and enginemen only were required to have 
 their watches inspected. 
 
 Rule 2. 
 
 116. Q. How often must the certificate be 
 renevi^ed and with whom must it be filed? 
 
 A. (See Rule 2.) 
 
 117. Q. What is maximum variation for 
 watches? 
 
 A. Thirty seconds per week. 
 
 EXPLANATION. — The Standard Code leaves 
 the length of time for renewing the certificate 
 discretionary; also the officer with whom it is 
 filed. Usually they are filed with the super- 
 intendent every six months. 
 
 Rule 3. 
 
 118. Q. Are all clocks used by this com- 
 pany standard? 
 
 A. No! only clocks designed as "standard 
 clocks" must be used for comparing time. 
 
 119. Q. How often are Conductors and En- 
 ginemen required to compare their watches with 
 the Standard time? 
 
 A. Before starting on each trip. 
 
 120. Q. In the event of their not having 
 access to a Standard time-piece, how will they 
 obtain Standard time? 
 
 41 
 
A. From Conductors or Enginemen wtio 
 have registered, or from the Superintendent. 
 
 121. Q. (3) Should time watches are com- 
 pared be registered? 
 A. Yes. 
 
 EXPLANATION. — It sometimes happens that 
 a train is laid up for rest at a point where there 
 is no "standard clock." In such a case the 
 crew may compare watches with the engineman 
 or conductor of some other train which stops 
 there; or if none stops it can be obtained by wire 
 from the train dispatcher. 
 
 A. R. A. Ruling. — -Question. We have seven 
 branches on which one or more of the crews start 
 in the morning from the end of the road, come 
 to the junction point with the main line and re- 
 turn to the end of the road in the afternoon. It 
 is our intention to have standard clocks at junc- 
 tion points, and I would be pleased to know if 
 we would be conforming to the rule by having 
 the men regulate their watches when they 
 arrive at the junction point, or whether we 
 should have a standard clock at the end of each 
 of these branches. 
 
 * « * 
 
 Answer. — The committee decides that it would 
 be entirely in conformity with the spirit of the 
 rule to put standard clocks at the junction 
 points, covering the same by special instruction. 
 — Ruling March 19, 1902. 
 42 
 
Rule 4. 
 
 122. Q. When does the new timetable super- 
 cede the old? 
 
 A. On the moment it takes effect. 
 
 123. Q. How will a train of the old time- 
 table proceed if it has a corresponding number, 
 class, day of leaving, direction and initial and 
 terminal stations? 
 
 A. It will retain its train orders and assume 
 the schedule of the corresponding number of the 
 new time-table. 
 
 124. Q. If a train of the old time-table has 
 not the same number, class, day of leaving, 
 direction and initial and terminal stations, how 
 will it proceed? 
 
 A. It can proceed only on train order. 
 
 125. Q. How is the date of a train de- 
 termined ? 
 
 A. By the date of its schedule time at its 
 initial station on a division. 
 
 126. Q. May more than one schedule of the 
 same number and date be in force on any divi- 
 sion or subdivision? 
 
 A. No. Except to provide continuous move- 
 ment when schedules correspond. 
 
 127. Q. May a train of the old time-table 
 which has become 12 hours late on the old time- 
 table assume the new time-table schedule if 
 schedules correspond as required? 
 
 A. No. 
 
 43 
 
127a. Q. If schedules of the old and new 
 time-table fail to correspond in one point only 
 may a train of the old time-table assume the 
 new schedule? 
 
 A. No. Schedules must correspond in every 
 particular. 
 
 127b. Q. In case there is two or three sec- 
 tions on No. 1, of the old time-table may all 
 sections proceed on the new schedule if schedules 
 correspond as required? 
 
 A. Yes. 
 
 EXPLANATION. — A train leaving its initial 
 station carries its date (the date on which it was 
 due to start) with it. If the time-tables change 
 while it is on the road it still holds the date it 
 started with and can use the schedule of that 
 date if it corresponds as to number, class, day of 
 leaving, direction and initial and terminal sta- 
 tions. If they do not so correspond it cannot 
 assume the new schedule. 
 
 Only one schedule of the same date can be in 
 effect to authorize a train to leave its initial 
 station, that is, if No. 1 has left its initial station 
 on the old schedule for June 1st it cannot leave 
 on the new schedule for June first regardless of 
 the fact that it may be due to leave its initial 
 station after the new time-table takes effect. 
 
 The second sentence of Rule 4 has the same 
 
 meaning as if it read, "But when a schedule of 
 
 the new time-table corresponds in number, class, 
 
 day of leaving, direction and initial and terminal 
 
 44 
 
stations with a schedule of the preceding time- 
 table, a train which at time of change is author- 
 ized by the preceding time-table will retain its 
 train orders and assume the schedule of the 
 corresponding number of the new time-table 
 -which schedule shall thereby become effective, 
 from that point to its terminal, subject to 
 Rule 82." 
 
 When a new time-table shows a schedule 
 which has no corresponding numbered schedule 
 on the old time-table such schedule shall not be 
 in effect unless due to leave its initial station 
 after the new time-table takes effect. 
 
 Whenever schedules correspond in all require- 
 ments except that the schedule is later on the 
 new time-table, a train using the old schedule 
 must stop at the last station which it can make 
 l)efore the new time-table takes effect and wait 
 until the new schedule is due, otherwise it would 
 be ahead of time, between stations, with no 
 schedule protection. In such a case it would 
 have to protect by flag. 
 
 Extra trains which are on the road do not 
 lose their right to run when a change of time- 
 table takes place. 
 
 The last paragraph of the rule has the same 
 Bieaning as if it read, "Not more than one 
 schedule of the same number and day shall be in 
 effect on the same portion of a division or sub- 
 division." That is, there was no intention of 
 forbidding two schedules of the same number 
 and day being in effect on different portions of 
 45 
 
the division in case a train of the old time- 
 table is entitled to assume the new schedule at 
 some point on the division under the authority 
 of Rule 4. 
 
 "Day of leaving" means, date of leaving. That 
 is, it does not refer to the day or days of the 
 week on which a schedule is effective — but it 
 does refer to the date of the train or schedule. 
 For example. No. 6 leaving its initial station 
 December 1st, is a train of December 1st, and 
 can only assume a schedule which corresponds 
 as to day of leaving, or "date." That is to say 
 it can only assume a schedule of December 1st. 
 
 In case No. 1 of June 15th leaves A at 11 p. 
 m., and at 2 a. m. the 16th a new time-table 
 takes effect, showing No. 1 due to leave A at 1 
 a. m. In such a case the train on the road would 
 be a train of the 15th and the only schedule it 
 could assume would be one of the 15th and as 
 that schedule was, according to the new time- 
 table, due out of A at 1 a. m. the 15th, 25 hours 
 before, the schedule would be dead, and the 
 train on the road can proceed only on orders. 
 The schedule of the 16th in such a case is duo 
 out of its initial station one hour before the new 
 time-table took effect, and under the rule, this 
 schedule cannot be in effect the 16th for tho 
 reason that the schedule of the train which was 
 on the road did not correspond with this new 
 schedule as to "date" and unless a schedule cor- 
 responds with an old schedule in all the particu- 
 lars noted it cannot be in effect until due to 
 46 
 
leave its initial station after the new time-table 
 takes effect; in this case that would be at 1 a. 
 m. the 17th. 
 
 If No. 1 of the 15th was due to leave its ini- 
 tial station at 1 a. m. and arrive at its terminal 
 at 3 a. m. a new time-table takes effect at 4 p. m. 
 showing No. 1 due to leave its initial station at 
 6 p. m. and to arrive at its terminal at 8 p. m» 
 In such a case No. 1 could not run on the new 
 time-table for the reason that the old schedule 
 would be over 12 hours late before the new time- 
 tabel took effect, so there would be no train to 
 assume the schedule, and because one schedule 
 of that number had been in effect over the 
 entire division for that day no other schedule of 
 that number could be in effect for that date. If, 
 however. No. 1 on the new time-table was due 
 to leave its initial station on the new time-table 
 at, say, 5 a. m.. if the schedules corresponded as 
 required then No. 1 of the old time-table could 
 assume the new schedule, whether or not it had 
 been started from its initial station. Or in case 
 there was two sections on No. 1, the first one 
 being on the road and the second one not out of 
 its initial station when the new time-table took 
 effect, the second one could wait until 5 a. m. 
 and leave on the new time-table as second sec- 
 tion and the first one could assume the new time- 
 table on the road when the schedule became 
 due, and display signals as before. 
 
 On certain subdivisions, the time-table should 
 apecify from what station trains take their date. 
 47 
 
Two Questions. — Train No. 341 runs "Daily 
 ^except Sunday" and is scheduled to leave A at 
 11:50 p. m. March 10th and arrive at P at 12:37 
 a. m. March 11th. A new time-table takes eifect 
 March 11th at 12:01 a. m. There is no change 
 in the time of No. 341 except that it is "Daily." 
 It is due at C at 12:01 a. m. The question is, 
 can No. 341 take the corresponding number on 
 the new time-table and proceed or does the "day 
 of leaving" in rule 4 void the schedule for that 
 date? 
 
 Some of the men think that a train of the old 
 time-table which is not represented on the new 
 time-table can proceed under rule 82 on the old 
 time-table after the new time-table takes effect 
 «nd make its run? 
 
 Answer. (1) If the schedules correspond as 
 required, that is if the initial and terminal sta- 
 tions are the same and if class is the same, then 
 No. 341 will assume the new schedule at 12:01 
 a m. March 11th and proceed on the new sche- 
 dule. "Day of leaving" means simply the date 
 of the schedule out of its initial station. When 
 day of leaving is applied to a train it means the 
 day on which the schedule on which the train 
 is moving was due to leave its initial station. So 
 a correspondence as to "day of leaving" as re- 
 ferred to in Rule 4 means that the schedule of 
 the old time-table which authorized the move- 
 ment of the train which is on the road at time 
 of change must correspond with the date of the 
 new schedule which the train is to assume. In 
 48 
 
this case the train was due out of its initial 
 station on March 10th and its day of leaving was 
 therefore March 10th; the new schedule was due 
 out of its initial station on March 10, so the 
 correspondence is correct and the train may as- 
 sume the new schedule. 
 
 A. (2) The new time-table supercedes the 
 old time-table and therefore a train of the old 
 time-table which is not represented on the new 
 time-table is dead the instant the new time-table 
 takes effect for the reason that Rule 4 is a 
 special rule applying to the taking effect of time- 
 tables and it therefore takes the place of Rule 
 82 at that time; Rule 82 governing movements 
 at all other times. 
 
 CRITICISM. — "A train authorized by the pre- 
 ceding time-table" can only mean one which was 
 then in the territory controlled by such preced- 
 ing time-table. But the rule is intended to also 
 include an overdue train not then in such terri- 
 tory. 
 
 "Day of leaving" is confused with heading of 
 schedule which shows days on which the sche- 
 dule is effective. 
 
 The second paragraph fixes the date of a 
 schedule but fails to conform to the wording, 
 *'Day of leaving" as referred to in the first sen- 
 tence. This results in much misunderstanding. 
 
 The last paragraph in its present form re- 
 futes the authority of the first sentence which 
 permits a train to assume the new schedule, 
 thereby acknowledging that two schedules are 
 49 
 
to be in force on the same day. What it really 
 means is that but one schedule of the same num- 
 ber and date can be used on the same part of a 
 division. 
 
 Rule 4 is a great improvement upon the form- 
 er rule in some respects, but too much of it is 
 left to inference. The rule states that schedules 
 take effect at the leaving time at their initial 
 station, but when a schedule corresponds 1b 
 number, etc., a train may retain its orders and 
 assume such schedule. It will be noted that the 
 rule does not state that such schedule shall be in 
 effect. We regret that the rule does not state 
 definitely that such schedule will take effect the 
 moment the new time-table takes effect, for that 
 is exactly what the rule is intended to mean. 
 
 We hold, and with reason, that an order to 
 assume a schedule does not and should not, 
 make such schedule valid unless the rule say» 
 that it shall be in effect, for the assuming of a 
 schedule is one thing and its validity quite 
 another. For example: The train dispatcher 
 may issue an order for some engine to run as 
 No. 1, but if the schedule of No. 1 is more than, 
 twelve hours over-due or is invalid for any 
 reason the engine cannot assume the schedule 
 notwithstanding the fact that it holds an order 
 to do so; for this reason it must be plain to any- 
 one that an order to assume a schedule must not 
 be construed as an order giving such schedule 
 life. In the case under consideration the rule 
 declares that schedules shall take effect at their 
 50 
 
leaving time and this makes it necessary that the 
 leaving time be after the time-table is in effect. 
 
 In view of the serious nature of the rule and 
 its effect on opposing trains, the time when a 
 schedule takes effect should be more clearly de- 
 fined. Those who constructed this rule should 
 have remembered that opposing trains, as well 
 as the train directly concerned must know exact- 
 ly what other schedules are good and what are 
 not, and with the many requirements named by 
 this new rule and with the number of things 
 which are left entirely to inference, the rule lays 
 a very heavy burden upon trainmen. 
 
 The last paragraph of the rule makes it im- 
 possible for more than one schedule of the same 
 number and day to be in effect on any division. 
 Under this last paragraph how is a train to as- 
 sume a corresponding schedule, even though we 
 admit that the authority to assume a schedule 
 makes it valid, for the old schedule having been 
 in effect makes it impossiible for the new 
 schedule to go into effect on that division on 
 that day, unless the last paragraph of this rule 
 is interpreted to mean that only one schedule 
 at a time shall be in effect. If this latter inter- 
 pretation is put on the rule then there is noth- 
 ing in it to prevent seven or eight schedules from 
 being effective at different times during the day 
 over the same portion of track. 
 
 We have been told that the new schedule is 
 a continuation of the old schedule, and therefore 
 only one schedule is considered as having been 
 51 
 
in effect during that day, but such an under- 
 standing is too vague to be embodied in a rule. 
 The words "assume" and "corresponding sche- 
 dule" used in the rule are in themselves evidence 
 sufficient to prove that the new schedule was not 
 considered by them a continuation of the old. 
 
 The paragraph really means that not more 
 than one schedule of the same number and day 
 shall be in effect over the same portion of a 
 Division. That is it is intended to make the new 
 schedule good from where the train of the old 
 schedule picks up the new schedule. We hope 
 this rule will be amended so as to say what it 
 means. 
 
 In place of the present Rule 4 we suggest a 
 rule as follows: 
 
 4. "Each new time-table, from the moment 
 it takes eftect, supersedes the old time-table and 
 its schedules take efiect on any division (or sub- 
 division), at the leaving time at their initial 
 stations on such division (or sub-division); ex- 
 cept that when a schedule of the new time table 
 corresponds in number, class, date of leaving, 
 direction and initial and terminal stations with 
 a schedule which was then in effect by the old 
 time-table, it will take effect at once, subject to 
 the provisions of Rule 82, and a train due on 
 the Division (or sub-division) by the old time- 
 table will assume the schedule of the same num- 
 ber of the new time-table and retain its train 
 orders. 
 
 Schedules on each division (or sub-division) 
 52 
 
date from their initial stations on such diviBion 
 (or sub-division). 
 
 But one schedule of the same number and 
 date can be used on the same part of a division 
 (or sub-division)." 
 
 With a rule like the above very little is left 
 to be inferred and the subject of date, is referred 
 to as "date" in each case, instead of "day of 
 leaving" and "day" and "date" as is done in 
 the Code Rule. 
 
 RULE 5. 
 
 128. Q. How many times are shown on timfr> 
 table at any station? 
 
 A. Not more than two. 
 
 129. Q. AVhen one is shown, what is it, If 
 not otherwise indicated? 
 
 A. Leaving time. 
 
 130. Q. When two are shown, what are 
 they? 
 
 A. The arriving and leaving time, 
 
 131. Q. Where does the time at a station 
 apply? 
 
 A. Unless otherwise indicated, the time a^ 
 plies 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 sidings nor fixed signals. 
 It applies to the place where traffic Is received 
 or discharged. 
 
 53 
 
132. Q. How are schedule meeting or pass* 
 ing stations indicated? 
 
 A. By figures in full faced type. 
 
 133. Q. When both the arriving and leaving 
 time of a train are in full faced type what does 
 it indicate? 
 
 A. That both are meeting or passing times or 
 that one or more trains are to be met or pass it 
 between those times. 
 
 134. Q. When a train takes a siding, extend- 
 ing between two adjoining stations, to be passed 
 by one or more trains, how will the schedule in- 
 dicate this? 
 
 A. The time at each end of the siding will 
 be shown in full faced type. 
 
 135. Q. 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 sta- 
 tion, how is attention called to it? 
 
 A. (The Standard Code leaves the sign dis- 
 cretionary; this sign will be found in Rule 5 of 
 your book of rules.) 
 
 EXPLANATION.— Rule 5 provides that not 
 more than two times shall be given for a train 
 at any station; where one is given it is, unless 
 otherwise indicated, the leaving time; where two 
 are shown they are the arriving and leaving 
 time. Opposing inferior trains must consider 
 that the leaving time applic;^; to the first entrance 
 switch to the siding at each station. If there i» 
 54 
 
more than one siding, or more than one switch, 
 the time-table should be so arranged as to desig- 
 nate the particular sv/itch that opposing trains 
 must use and the time of a superior train would 
 apply at such switch. 
 
 B^or inferior trains running in the same direc- 
 tion where the leaving time only is shown, the 
 arriving time must be considered as being the 
 leaving time at the preceding station. For ex- 
 ample: No. 1, a first class train, is due to leave 
 A at 1:10 a. m., B at 1:15 a. m., and C at 1:25 a. 
 m.; an inferior train moving in the same direc- 
 tion must clear No. 1 at B at 1:10 a. m., and at 
 C at 1:15 a. m. Opposing trains of the same 
 class must clear at B at 1:15 and at C at 1:25. 
 Opposing trains of inferior class must clear Sve 
 minutes before No. 1 is due at these stations, as 
 before stated; so far as opposing trains are con- 
 cerned the time of No. 1 applies at the switch 
 where opposing inferior trains usually take 
 siding. 
 
 Where stations are over ten or twelve miles 
 apart this arrangement would cause a great 
 deal of unnecessary delay to inferior trains mov- 
 ing in the same direction, and to overcome this 
 dummy stations may be established between the 
 regular stations, where time may be shown on 
 the time-table so that the clearance of inferior 
 trains would not necessarily be so long. In estab- 
 lishing these extra stations all that would be re- 
 quired would be a sign board with the name of 
 the station on It. 
 
 55 
 
In making time-tables the provisions of Rule 
 5 should be fully considered, for In case the 
 siding at any station is some distance in either 
 direction from the station, it must be remem- 
 bered that the time will apply at this siding and 
 not at the station, and figures should be ar- 
 ranged accordingly. 
 
 In examining trainmen this point should be 
 Impressed upon them, although it must be un- 
 derstood that trains which take on passengers 
 or freight at a station should not leave such sta- 
 tion ahead of schedule time. 
 
 Where but one time is shown at a station for 
 a train, it is the leaving time, unless otherwise 
 provided, and the leaving time does not govern 
 or control the arriving time at all, the idea 
 being that No. 301 is due to arrive at B as soon 
 as it is due out of A. That is to say, when no 
 arriving time is shown and an arriving time 
 must be figured on, such arriving time must be 
 considered as being the leaving time at the pre- 
 ceding station. 
 
 In short, this rule is the authority upon which 
 time-table schedules are constructed and it also 
 governs the application of the time shown on 
 Buch schedules. Suppose that No. 55, an In- 
 ferior train, leaves A to go to B for No. 2. The 
 Biding at B is located one-half mile beyond B in 
 the direction of C. No. 2 is a local passenger 
 train which stops regularly at B. A common 
 error in such cases is to suppose that the time 
 Bhown on the schedule of No. 2 at B applies at 
 56 
 
the station; but such is not the case. It applies 
 at the switch one-half mile toward C from B. 
 From this it can be seen that it is of great im- 
 portance that this point should be thoroughly 
 understood, otherwise No. 2 might pass the 
 switch before No. 55 arrived and collide with 
 No. 55 between B station and the siding. 
 
 In some cases the station is located near the 
 crossing of some other road and the operator at 
 Buch crossing operates signals, while there are 
 no signals at the station which is a half mile or 
 more distant. In such a case if there are no 
 Ridings at the station the time applies at the 
 crossing and not at the station. This interpre- 
 tation is authorized by Rule 5, but because the 
 public is not expected to figure upon this point, 
 in case of a passenger train, trainmen should be 
 careful not to pass the station or the crossing 
 before the time shown on the schedule. 
 
 In my opinion the rules should be so revised 
 as to state that where no arriving time is given 
 a first class train may arrive at a station five 
 minutes in advance of its schedule leaving time, 
 and a second or inferior class train may arrive 
 at a station twenty minutes ahead of its leaving 
 time. With such an arrangement trainmen 
 would not be required to guess at the probable 
 arriving time of a train. 
 
 A. R. A. RULING. 
 
 Question 1. The schedule leaving time of 
 train 800 at Dover, a terminal station, is 1 : 10 pL 
 
 57 
 
m. The schedule arriving time of train 801 at 
 Dover is 1:10 p. m. Is Dover a regular meet- 
 ing or passing point for those two trains and 
 is it to be indicated on the time-table in full 
 faced type? Trains 800 and 801 are first class 
 trains, No. 800 being the train of superior right.. 
 
 2. The schedule leaving time of train 800 
 being 1:11 p. m. and the schedule arriving time 
 of train 801 being 1:10 p. m., is Dover still to bo 
 regarded as a regular meeting or passing point 
 and full faced type used? If the response to the 
 second query be "yes," then what difference in 
 the leaving and arriving times will warrant us 
 in regarding Dover as no longer the regular 
 meeting or passing point? 
 
 Answer. In response to the first question, 
 the committee's answer is "yes," and to the sec- 
 ond question, "no." 
 
 Question. Under the Standard Code of Train 
 Rules, can a light engine running as first sec- 
 tion of regular train No. 2 (a mixed train) b© 
 given an order by the dispatcher to run ahead 
 of time? 
 
 Answer. The Standard Code does not provide 
 for the running of a regular train ahead of time. 
 In the opinion of the committee, the practic* 
 should not be permitted. 
 
 Ruling 1905. 
 
 RULE 6. 
 
 136. Q. How are regular stops, flag stops Mid 
 meal stops indicated? 
 
 58 
 
A. "S" for regular stop, "P" for flag stop 
 and a paragraph sign for meal stops. 
 
 137. Q. What do "L" or "A" indicate? 
 
 A. "L" indicates leave; "A" arrive. 
 
 138. Q. What does *'S" indicate? 
 
 A. Regular stop. 
 
 139. Q. What does "f" indicate? 
 
 A. Flag stop to receive or discharge passen- 
 gers or freight. 
 
 140. Q. What does a paragraph sign indi- 
 cate? 
 
 A. Stop for meals. 
 
 EXPLANATION. — This rule governs the use 
 of special markings on the time-table which are 
 used to indicate certain movements. The char- 
 acters are generally used as prefixes to the 
 schedule time. 
 
 59 
 
Signal Rules 
 
 RULE 7. 
 
 141. Q. With what appliances must em* 
 ployes, whose duty it is to give signals, he pro- 
 vided, and when should they be ready fop use? 
 
 A. With proper signal appliances ready for 
 immediate use. 
 
 EXPLANATION. — Care should be taken to 
 see that signals are in good condition. They 
 must not be dirty or faded to such an extent that 
 the indication cannot be clearly given. 
 
 Those giving signals must locate themselves 
 so as to be plainly seen. Signals must be given 
 in the prescribed manner. All trainmen must 
 use great care to avoid taking the wrong signal,, 
 and should not move unless they are sure the 
 signal given is for them. 
 
 Trainmen and others must be on the lookout 
 for signals and be prepared to act if necessary. 
 This is specially true of passenger train em- 
 ployes, in case air should give out. 
 60 
 
RULE 8. 
 
 142. Q. What signals are used by day, and 
 what signals at night? 
 
 A. Flags of the prescribed color must be 
 used by day and lamps of the prescribed color 
 at night. 
 
 EXPLANATION. — Promptness and exactness 
 in the use of signals is of great importance. Care 
 should be exercised to keep both day and night 
 signals clean and in perfect order. 
 
 RULE 9. 
 
 143. Q. When are night signals to be dis- 
 played? 
 
 A. From sunset to sunrise; also when 
 weather or other conditions obscure day signals. 
 
 EXPLANATION. — Whenever weather or 
 other conditions obscure day signals, night sig- 
 nals must be displayed in addition to the regu- 
 lar day signals. 
 
 61 
 
Visible Signals 
 
 RULE 10. 
 
 150. Q. What does red signify? 
 
 A. Danger; stop. 
 
 151. Q. What does white signify? 
 
 A. Safety; proceed; and for other uses pre- 
 scribed by the rules. 
 
 152. Q. What does green signify? 
 
 A. Caution; proceed with caution; and for 
 other uses prescribed by the rules. 
 
 153. Q. What does green and white, when 
 shown together, signify? 
 
 A. Flag stop for passengers or freight. 
 
 154. Q. What does blue signify? 
 
 A. That cars thus protected must not be 
 moved. 
 
 EXPLANATION. — The Standard Code leaves 
 the color signal "Proceed" and "Caution" dis- 
 cretionary with each road to use the color it 
 may prefer. Some use green for "Proceed" and 
 62 
 
yellow for "Caution." The Train Rules Com- 
 mittee of the American Railway Association 
 originally recommended white for "Proceed" 
 and green for "Caution" as indicated by ques- 
 tions No. 151 and No. 152. Some roads use 
 other signals for these purposes and this fact 
 must be taken into account when passing ex- 
 aminations. 
 
 RULE 11. 
 
 155. Q. When may a red fusee he passed? 
 
 A. Not until burned out. 
 
 158. Q. When a green fusee is used what 
 Is it? 
 
 A. A caution signal. 
 
 EXPLANATION. — Care should be taken in 
 throwing fusees to see that they do not fall near 
 wooden structures on account of the danger of 
 fire. They should be placed to the right of the 
 track in the direction of movement. 
 
 A green fusee is a caution signal and may be 
 passed, but the train passing it must proceed 
 with caution, expecting to receive a stop signal 
 or to overtake another train. 
 
 63 
 
Hand, Flag and Lamp 
 Signals 
 
 RUIiE 12. 
 
 157. Q. What is the hand, flag or lamp sig- 
 nals for stop? 
 
 A. Swung across the track. 
 
 157. Q. Fop Proceed? 
 
 A. Raised and lowered vertically. 
 
 158. Q. For Back? 
 
 A. Swung vertically in a circle at half-arm's 
 length across the track when train is standing. 
 
 159. Q. For Train Parted? 
 
 A. Swung vertically in a circle at arm*8 
 length across the track when train is running. 
 
 160. Q. To apply air? 
 
 A. Swung horizontally above the head when 
 train is standing. 
 
 161. Q. To release air? 
 
 A. Held at arm's length above head when 
 train is standing. 
 
 64 
 
EXPLANATION. — The above signals are mo- 
 tion signals, as the indication depends upon the 
 movement which is given the signal. Care 
 should be used in giving these signals as the 
 speed at which a signal is given indicates how 
 it should be obeyed. If given rapidly, move 
 rapidly; if given slowly, move slowly. Care 
 should be used to give the signals exactly as re- 
 quired by rule. 
 
 RULE 13. 
 
 162. Q. When any object is waved violently 
 by anyone on or near the traclt, how should it b© 
 considered? 
 
 A. A signal to stop. 
 
 EXPLANATION. — Sometimes persons not em- 
 ployed by the railway see a condition of danger 
 and try to warn an approaching train. It was tt> 
 cover such cases that Rule 13 was framed. 
 
Audible Signals 
 
 RULE 14. 
 Engine Whistle Signals. 
 
 163. Q. What is the signal to stop and ap- 
 ply brakes? 
 
 A. One short blast of whistle. 
 
 164. Q. What is signal to release brake? 
 
 A. Two long blasts of the whistle. 
 
 165. Q. What is the engineman's signal for 
 the flagman to go back and protect the rear of 
 train? 
 
 A. One long and three short blasts of 
 whistle. 
 
 166. Q. What is the signal to call flagmaB 
 from south and west? 
 
 A. Pour long blasts of whistle. 
 
 167. Q. What is the signal to call in flag- 
 man from north and east? 
 
 A. Five long blasts. 
 66 
 
168. Q. What is the signal from engine that 
 train has parted? 
 
 A. Three long blasts of whistle. 
 
 169. Q. Should tliis signal be repeated and 
 liow often? 
 
 A. Yes; until answered. 
 
 170. Q. What signal does the engineman use 
 to answer a visible signal that train has parted? 
 
 A. Three long blasts of whistle. 
 
 171. Q. What is the signal from trainmen to 
 answer a signal from engineman that train has 
 parted? 
 
 A. Hand, flag or lamp swung vertically in a 
 circle at arm's length across the track. 
 
 172. Q. What signal is used to answer any 
 signal not otherwise provided for? 
 
 A. Two short blasts of whistle. 
 
 173. Q. What is the signal to back when 
 train is standing? 
 
 A. Three short blasts of whistle. 
 
 174. Q. What is three short blasts of th© 
 steam Avhistle used for when train is running? 
 
 A. Answer to conductor's signal to stop at 
 the next station. 
 
 174. Q. What is the answer to hand, flag or 
 lamp signal to back? 
 
 A. Three short blasts of whistle. 
 67 
 
175. Q. What is the engineman's call for 
 signals from switch tenders, watchmen, train- 
 men and others? 
 
 A. Four short blasts of whistle. 
 
 176. Q. What is one long and two short 
 blasts of the steam whistle used for? 
 
 A. To call the attention of yard engines, ex- 
 tra trains or trains of the same or inferior class 
 or inferior right, to signals displayed for a fol- 
 lowing section. 
 
 177. Q. What is the signal for public cross- 
 ings at grade? 
 
 A. Two long and two short blasts of whistle. 
 
 178. Q. What is the signal for approaching 
 stations, railroad crossings and junctions aft 
 grade? 
 
 A. One long blast of whistle. 
 
 179. Q. What is a succession of short bla«tii 
 of the whistle? 
 
 A. An alarm for persons or cattle on track, 
 
 EXPLANATION. — Care should be taken to see 
 that signals are correctly given, and infractions 
 of these rules should receive prompt attention. 
 Special care should be used in giving whistle 
 signals in stormy weather. The signals should 
 be clear and distinct, and with intensity and 
 duration proportionate to the distance the sig- 
 nal is to be conveyed. 
 
 Signal 14K refers to trains which are made 
 superior by train orders as well as to trains 
 68 
 
of the same or inferior class. Should a train 
 fail to answer this signal the train giving it 
 should immediately stop and not proceed until 
 the signal is acknowledged. 
 
 Rule 14C is not intended for ordinary use in 
 the operation of trains, but is intended for use 
 when the engine crew know of a situation which 
 the train crew might not otherwise know. 
 
 The fixed signals are not to be answered by 
 the engineman, but all other signals given to 
 stop a train whether by hand, lamps, flag, fusees 
 or torpedoes, should be answered by two short 
 blasts of the steam whistle, unless the rules 
 specially provide for some other answer. 
 
 CRITICISM. — Rule 14K of the Standard Cod© 
 is one that, in our opinion, could be dispensed 
 with. If it is desirable at all that a whistle sig- 
 nal be used on double track in connection with 
 signals carried for a following section, such sig- 
 nal should be given to trains in the opposite as 
 well as to trains moving in the same direction, 
 for these opposing trains may have occasion to 
 cross over to do work. 
 
 On single track the operation of the rule is 
 not uniform, as it provides an auxiliary signal 
 for those who ought not to require it and leaves 
 the weaker points that are directly affected by 
 signals displayed, open. For example: There 
 are usually five men on a train to observe sig- 
 nals while at junction points; where the oper- 
 ator or switchman is required to register trains, 
 69 
 
there is but one man. The rule does not give 
 this one man the benefit of the auxiliary signal, 
 if such signal can be called a benefit, but it does 
 furnish an auxiliary signal for the five men. 
 
 We think this rule is one of the poorest in 
 the Standard Code and believe it should be dis- 
 pensed with altogether, as it has a tendency to 
 lead trainmen to depend on the audible signal 
 instead of the visible signal, as it requires less 
 effort on the part of trainmen. There is also 
 grave danger that this audible signal will be- 
 come the principal signal and as it is purely a 
 matter of memory with the enginemen of the 
 train which is displaying signals in each case, 
 it might be very easily overlooked by him, and 
 as a matter of fact, it has been overlooked a 
 great many times. With the visible signal the 
 situation is somev/hat changed, as there is a 
 permanent feature about it, and the only ones 
 required to remember are the trainmen who are 
 directly interested in knowing what signals are 
 displayed. Another bad feature of the rule is 
 that it requires a great amount of whistling on 
 a busy railroad, and this whistling is very an- 
 noying to passengers, especially at night. 
 
 Where this rule is in force it should be obeyed 
 fully as it is of the greatest importance that this 
 signal be given on account of the dependence 
 which is placed on it. 
 
 70 
 
A. R. A. RULING. 
 
 We have recently bad a bad accident that oc- 
 curred through an engineman overlooking his 
 meeting orders and inability of the conductor to 
 6top the train. * * * Feeling the necessity 
 for a rule requiring communication between 
 conductors and enginemen of passenger trains, 
 1 have prescribed the following for use on our 
 lines. * * * ^ and I would bring to the 
 attention of the Association the necessity of in- 
 corporating some such signal in the Code Rules: 
 ^'Conductors of passenger trains, when ap- 
 proaching meeting points, whether by schedule 
 or train order, must in all cases give two long 
 and one short blast of the air whistle, as notice 
 to the engineman that the train is approaching 
 a meeting point, and the enginemen must 
 promptly acknowledge his understanding of the 
 same as provided in Rule 14G." 
 
 Answer. Rules supplementary to the Code 
 may be formulated by railways upon which the 
 conditions of the service are not fully met by 
 the Code Rules, when such supplementary rules 
 are in accordance with the principles of the Code. 
 The committee does not deem it wise to incorpor- 
 ate in the Code rules which are of special appli- 
 cation to the requirements of particular rail- 
 ways, and objectionable for use on other rail- 
 ways, upon which it may be advisable to provide 
 for conditions in a different manner. 
 Ruling March 19, 1902. 
 71 
 
Q. If No. 23 a second class train which is dis- 
 playing signals for a following section receives 
 a train order to meet No. 4 at B, and no sec- 
 tions of No. 23 are mentioned. . Is it not as im- 
 portant in such a case that whistle signal 14k be 
 given to a train of superior class as to a train 
 of the same or inferior class? No. 4 is a first 
 class train. 
 
 A. Whistle signal 14k is merely an auxiliary 
 requirement, and the identity of trains is not 
 dependent thereon; therefore it is non-essential, 
 and might be dispensed with altogether without 
 jeopardizing safety of operation. In the opinion 
 of the Committee it would be objectionable to 
 extend its application to superior trains, for the 
 reason that the great increase in whistling that 
 would result therefrom would be seriously an- 
 noying to passengers particularly at night. 
 
 In framing Rule 14k the Committee relied 
 upon the provisions of Rule 218, which, in the 
 case referred to, would require the conductor of 
 No. 4 to find out and meet all the sections of No. 
 23. — March 8, 1901. 
 
 Q. In connection with the general train and 
 interlocking rules, as approved by the board of 
 railway Commissioners for Canada, July 12thf 
 1909, I wish to draw your attention to Rule 20, 
 train signals: "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.'* 
 
 Also to part of Rule 31, "Use of Signals: 
 72 
 
"Signal 14k must be sounded by a train dis- 
 playing 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." 
 
 We had a case recently where a regular pas- 
 senger train was running in two sections, the 
 first carrying green signals. An extra freight 
 train, which was in a siding at a nontelegraph 
 station to clear the regular passenger train, pro- 
 ceeded after the first section passed, the crew 
 claiming that they did not observe any green 
 signals on the passenger train, nor did they hear 
 whistle signal 14 (k). The engineer on the 
 passenger train claimed that he did give signal 
 14 (k), and that his fireman told him that he 
 noticed steam escaping from the whistle of the 
 engine in the siding as though they were an- 
 swering the signal, but neither the engineer or 
 the fireman heard the whistle. 
 
 We have positive evidence that both signals 
 were burning on the regular passenger train 
 several stations beyond the point where they met 
 the freight. We also have positive proof that 
 one of the signals was not burning at a station 
 beyond the point where the freight train was on 
 the siding. 
 
 It is clear, of course, that the crew on the 
 
 passenger train neglected to either hear this 
 
 answer to their signal 14 (k), or stop and notify 
 
 the crew of the freight that they are carrying 
 
 73 
 
signals. It was also the duty of the crev/ in the 
 siding to observe closely and see whether signals 
 were carried. 
 
 In the event of signals on a section being ob- 
 scured or going out, we are depending entirely 
 on the engineer to give signal 14 (k) and getting 
 the answer, or stopping and notifying the crew 
 on the siding that signals are carried, to prevent 
 what might be a very serious accident. 
 
 To overcome this apparently weak point, 1 
 would be glad to have your opinion as to the 
 method of carrying signals on all regular trains 
 when there is only one section, and when moro 
 than one section signals to be carried only on 
 the last section. By this means, if the signals 
 fail or the men fail to give warning, the worst 
 that can happen is delay to the train, that might 
 be on the siding. 
 
 A. The Committee considers Standard Code 
 train rules Number 20 and 14 amply sufficient 
 lor the safe movement of trains when run In 
 sections, and that success with rule 20, as with 
 other rules of the Code, depends upon its being 
 obeyed. It does not feel warranted in express- 
 ing an opinion concerning a practice which has 
 not met with the formal sanction of the Ameri- 
 can Railway Association, and would further sug- 
 gest that the practice which it is proposed to sub- 
 stitute for the Standard Rule is not supported by 
 sufficient trial or experience to justify the com- 
 mittee in recommending its use or adoption. — 
 April 18, 1911. 
 
 74 
 
RULE 15. 
 
 180. Q. What does the explosion of one toi> 
 pedo indicate? 
 
 A. Stop. 
 
 181. Q. What does the explosion of two tor- 
 pedoes not more than 200 feet apart indicate? 
 
 A. Reduce speed and look out for stop sig- 
 nal. 
 
 EXPLANATION. — Torpedoes should not be 
 placed near stations or crossings or where peo- 
 ple pass them. This for the reason that there is 
 grave danger of injury to persons who may he 
 close to the track when torpedoes are exploded. 
 
 Torpedoes should never be depended upon to 
 stop trains for the reason that they may become 
 dislodged either by accident or intentionally by 
 some person passing. 
 
 T5 
 
Communicating Signals 
 
 RULE 16. 
 
 182. Q. What does two blasts of air whistle 
 Indicate when train is standing? 
 
 A. Start. 
 
 183. Q. What does two blasts of air whistle 
 indicate when train is running? 
 
 A. Stop. 
 
 184. Q. What does three blasts of air whistle 
 indicate when train is standing? 
 
 A. Back. 
 
 185. Q. What does three blasts of air whistle 
 indicate when train is running? 
 
 A. Stop at next station. 
 
 186. Q. What does four blasts of air whistle 
 indicate when train is standing? 
 
 A. Apply or release brakes. 
 
 187. Q. What does four blasts of air whistle 
 indicate when train is running? 
 
 A. Reduce speed. 
 
 76 
 
188. Q. What does five blasts of air whistle 
 indicate when train is standing? 
 
 A. Call in flagman. 
 
 189. Q. What does five blasts of air whistle 
 indicate when train is running? 
 
 A. Increase speed. 
 
 EXPLANATION. — The signal to apply brakes 
 when testing brakes should be given from for- 
 ward car, and the signal to release brakes should 
 be given from the rear car; this will test as to 
 whether the signal is working properly. 
 
 Some years since the Association adopted two 
 short pulls of the cord as a signal to start the 
 train when standing, and retained the same two 
 short pulls to stop the train when running. The 
 argument was given that one pull given accident- 
 ly, as by a trunk being stowed in a baggage car, 
 or by an unauthorized person, would cause the 
 engineman to start the train and perhaps injure 
 someone. The fact, also, that one blast may re- 
 sult from turning the angle cock after coupling 
 the hose had a bearing on the decision. It has 
 been contended that these conditions could have 
 heen met by requiring the one pull to start to be 
 confirmed, when practicable, by a hand or lamp 
 signal before being acted upon by the engine- 
 man, who would look back upon hearing the 
 sound. 
 
 CRITICISM.— The objection to having the 
 same signal for starting and stopping is the con- 
 fusion that may result in the doubtful moment 
 
 77 
 
when a train is just pulling out. If the proceed 
 signal is given before the engineman is ready, he 
 may be just opening the throttle when the train- 
 man repeats the signal thinking that it has not 
 been heard the first time. The engineman then 
 may not know whether to stop or to keep on. 
 Again, the trainman may be wanting to stop th© 
 train to avoid dragging someone. The engine- 
 man, thinking it a repetition of the proceed 
 signal which he has been slow in obeying, may 
 keep going and an avoidable personal injury 
 result. 
 
 IS 
 
Train Signals 
 
 Rule 17. 
 
 190. Q. What signal must be provided on the 
 front of a train after sunset? 
 
 A. A head-light. 
 
 191. Q. When should head-lights on engine* 
 be covered? 
 
 A. When a train turns out to meet another 
 and has stopped clear of main track, or is stand- 
 ing to meet trains at the end of double track 
 or at junctions. 
 
 102. Q. Should head-light be screened be* 
 fore train is clear and switches right? 
 A. No. 
 
 193. Q. In case there are t\vo trains at a 
 station for an opposing train and the second 
 train cannot clear account siding too short, will 
 they depend for protection on the head-light 
 of the leading train not being screened? 
 
 A. Certainly not. A flagman should be sent 
 79 
 
out immediately by the second train to give full 
 protection. 
 
 194. Q. Why then should the head-light of 
 the leading train be left unscreened? 
 
 A. Because the train cannot properly be con- 
 sidered clear of the main track as the main track 
 switch remains open for the second train. When 
 the switches are properly closed and not before, 
 may the headlight be screened. 
 
 EXPLANATION. — It is held by some that 
 where more trains are at a station to meet an 
 opposing train than the siding will hold, that 
 the leading engine should screen its head- 
 light so as not to blind the engineer of the ap- 
 proaching train. But we think that it is doubt- 
 ful that it would interfere with the vision of the 
 engineman on an approaching train to any great 
 extent and the head-light itself is an indication 
 that the train is not clear, so that the approach- 
 ing train must needs be moving with caution 
 prepared to stop at the switch. Should leading 
 train cover its head-light, the opposing train 
 would approach at a much higher rate of speed, 
 and the flagman from the following train might 
 be much less effectual, than the head-light of 
 leading train, in keeping the speed of the ap- 
 proaching train at a safe rate. It is our opinion 
 that when there are more trains at a meeting 
 point than the siding will hold, the head-light 
 of the leading engine should not be concealed. 
 80 
 
A. R. A. Ruling. 
 
 Q. Is it supposed to be understood that yard 
 engines will conceal their head-lights when 
 they are working on tracks in yards adjacent to 
 the main track? I do not find where this ques- 
 tion has been discussed and will thank you for 
 any information you can give me on the subject. 
 We have discussed the question several times 
 at oui* local meetings but are undecided whether 
 head-lights of switch engines in yards should be 
 concealed or not. 
 
 Answer. Yard engines under the rules are 
 not required to conceal the head-lights in yards. 
 —Ruling Sept. 24, 1900. 
 
 Rule 18. 
 
 196. Q. What signals must yard engines 
 display after sunset? 
 
 A. Head-light at front and rear, or two 
 white lights. 
 
 197. Q. Do yard engines display markers? 
 
 A. No. 
 
 197a. Q. Must yard engines display mark- 
 ers when running on main track within yard 
 limits? 
 
 A. No. 
 
 EXPLANATION. — A yard engine is an engine 
 assigned to yard service and WORKING WITH- 
 IN YARD LIMITS. No markers are used when 
 81 
 
within yard limits and yard limits include main 
 track unless the limit specifications specially 
 state to the contrary. If a yard engine, so 
 called because of being used in a yard, should 
 run over the road outside of yard limits, 
 it would become a train and would be required 
 to display markers. Yard engines will not dis- 
 play markers when on main line in yard and 
 signalmen must use good judgment within yard 
 limits when engines pass and also yard men 
 must be careful that the whole of a "pony dose" 
 passes with the engine, or make arrangements 
 to notify signalmen. 
 
 Yard engines do not observe all train rules 
 when moving on main track within yard limits 
 as rule 93 releases them from so doing. 
 
 A yard engine is not considered a train within 
 the meaning of the rules. A train which is given 
 right over all trains must never consider such 
 order as giving it right over yard engines. In 
 such cases it must be governed by the regula- 
 tions for such train through yard limits. 
 
 A. R. A. RULING. 
 
 Q. Our suggestion is that Rule 18 should 
 read as follows: "Yard engines will display a 
 reflecting light to the front and rear by night. 
 When not provided with a reflecting light at the 
 rear, two white lights must be displayed. .Yard 
 engines will not display markers." We think 
 this suggestion is better than to say, "Display a 
 82 
 
head-light to the rear." At least this is tlie way 
 we propose to publish it in our new Book of 
 Rules. 
 
 Answer. The term "head-light" as used in 
 rule 18 is simply employed in its technical sense, 
 and is intended to describe a pattern of lamp, 
 and not the special direction in which the light 
 may be displayed. 
 
 Rule 19. 
 
 198. Q. What are markers? 
 
 A. Green flags by day, and by night a green 
 light to side and front, and red light to rear. 
 
 199. Q. Where are markers displayed? 
 
 A. At rear of train. 
 
 200. Q. What do markers indicate? 
 
 A. The rear end of a train. 
 
 201. Q. If, while at a meeting or passing 
 point, a train meets or passes you without dis- 
 playing markers, what would you do? 
 
 A. This would indicate that the train had 
 parted. I would signal passing train and re- 
 main clear until rear portion passed. 
 
 202. Q. When a train is clear of main track 
 what change must be made in the markers? 
 
 A. Green lights must be displayed to the 
 front, side and rear. 
 
 203. Q. When must the signal be again dis- 
 played? 
 
 83 
 
A. When the train is about to return to tlia 
 main track. 
 
 203a. Q. If a train passed with caboose, but 
 BO markers displayed, what action should be 
 
 token? 
 
 A. Such a condition would indicate that mor© 
 than one caboose was on the train and that the 
 one displaying markers had broken off the train. 
 The passing train should be stopped, or if not» 
 then the dispatcher should be notified. 
 
 EXPLANATION. — The rules require every 
 train to display markers for the purpose of in- 
 dicating the rear end of the train, not alone for 
 the protecting of trains which are met but for 
 follow^ing trains as well. A complete train must 
 have markers in every case, otherwise trains 
 meeting such train must remain for the markers 
 to arrive. When a train is clear of the main 
 track it must display green lights to the front, 
 side and rear end as markers, so that a train 
 moving in the same direction, approaching, will 
 not be stopped by the red signal. 
 
 In short markers are used to indicate the rear 
 end of a train, so that opposing train can know 
 that they have met the complete train, also to 
 enable following trains to locate the train ahead. 
 
 A. R. A. RULING. 
 
 Under the rules providing that signals shall 
 be displayed one on each side of the rear oi 
 84 
 
every train as markers to indicate the rear of 
 the train, is it proper or not to display markers 
 on both the caboose and the helper of trains to 
 which helpers are attached to the rear? 
 
 Answer. — To ansv/er the question specifically 
 depends upon what the helper is. If the helper 
 is running as an extra train, then both the train 
 which it is assisting as well as the helper must 
 display markers and also class signals. If, how- 
 ever, the helper is without train orders and 
 couples in as a part of the train which it is 
 helping, then the markers must be displayed 
 upon the helper and not upon the caboose of the 
 train which it is assisting. Markers displayed 
 upon the helper and upon the caboose would in- 
 dicate that there were two independent trains 
 closed up. — Ruling 1908. 
 
 Rule 20. 
 
 204. Q. When traims are run in sections, 
 what signals must all sections except the last 
 display on the front of the engine? 
 
 A. Two green flags and in addition two green 
 lights by night. 
 
 205a. Q. How many sections may be run on 
 a schedule? 
 
 A. Any number desired. 
 
 EXPLANATION. — A section has no authority 
 to use the track ahead of the signals which are 
 displayed on a leading section for it. Any num- 
 
l)er of trains can be run on the same schedule 
 by displaying signals as required, and each sec- 
 tion has the full time-table authority of that 
 schedule. 
 
 CRITICISM. — In our opinion Rule 20 should 
 be so worded as to arrange for the last section 
 of a train to carry a distinctive signal, for the 
 reason that accidents have occured on account 
 of the last section being taken for another train. 
 For example: No. 2 is due to leave terminal at 
 1:00 a. m. and No. 4 at 2:00 a. m.; No. 1 was 
 given orders to meet second No. 2 at C; it had 
 no orders on the first section and went to D (a 
 blind siding) and got clear for first No. 2, ex- 
 pecting first No. 2 to be on time and that it 
 would have ample time to make C for No 4. 
 After No. 1 had waited for some time a train 
 passed displaying signals; this was taken for 
 No. 2; shortly after this another train passed 
 without signals, and as No. 4 was then due it was 
 taken for No. 4, and as No. 1 held orders against 
 second No. 2 it proceeded, meeting first No. 2 
 between stations. Investigation developed the 
 fact that there were two sections on No. 4 and 
 it was 1st and 2nd No. 4 that No. 1 met at D. 
 First No. 2 had become disabled at C and first 
 and second No. 4 had passed it there. Had the 
 rule required the last section to display a dis- 
 tinctive signal there would have been no chance 
 for accident. We recommend that the last sec- 
 tion of a train carry a signal half blue and half 
 86 
 
white, the upper part to be blue and the lower 
 part to be white. Where identification cards are 
 exchanged this precaution is unnecessary. It has 
 been suggested that regular trains carry a sched- 
 ule fulfilled signal. We do not think this plan 
 would be of much value unless there was a dis- 
 tinctive signal used on a last section. For ex- 
 ample: White could be used as a schedule ful- 
 filled signal where only one train is run on a 
 schedule, and for the last section run on schedule 
 a combination blue and white could be used, this 
 to avoid complications as above. 
 
 In case a schedule fulfilled signal is adopted 
 extra trains would not need to display any sig- 
 nal. The first section of a regular train should 
 display green signals as at present. Those who 
 favor a schedule fulfilled signal, argue that it 
 would be a positive indication that all trains of 
 a certain schedule have gone, instead of the 
 negative information conveyed by the absence 
 of a signal. We are inclined to the opinion that 
 if a signal could be observed, that the absence 
 of such signal would be as readily detected. 
 
 The object of a distinctive signal carried by 
 the last section of a schedule train as we have 
 suggested, is identification, and there is real 
 need for it on roads that do not use identifica- 
 tion cards. 
 
 RULE 21. 
 
 205. Q. What do two white flags by day, and 
 in addition two white lights by night, carried on 
 the front of an engine, indicate?? 
 
 87 
 
A. An extra train. 
 
 206. Q. When must the white signal of axi 
 extra be removed? 
 
 A. When it has reached the end of its rutt 
 and is clear of the main track. 
 
 EXPLANATION. — All extra trains must dis- 
 play the tvhite signals as indicated. These sig- 
 nals are to be placed in the same location on the 
 engine as the green signals, which are used for 
 a following section. 
 
 RULE 22. 
 
 207. Q. When two or more engines are 
 coupled together and carrying signals, should 
 each engine display the signals? 
 
 A. No; only the leading engine. 
 
 208. Q. W^hen two or more engines are 
 coupled together and running backward as a sec» 
 tion of a train carrying signals for a following 
 section, which engine will display markers and 
 which engine classification signals? 
 
 A. The leading engine must display classi- 
 fication signals in the place provided for them, 
 near the headlight; the rear engine will display 
 markers in the place provided for them, on the 
 pilot. 
 
 EXPLANATION. — When two or more engines 
 are coupled together the leading engineman 
 should sound the signals and operate the air. 
 88 
 
The leading engine, in case of an extra, gives its 
 number to the extra, and orders addressed to 
 this train should be addressed to the leading en- 
 gine, because the train is identified by this en- 
 gine. Each engineman must, however, have 
 copies of all clearances and train orders. 
 
 Should the leading engine be detached so that 
 its connection with the train might not be un- 
 derstood, proper precaution must be taken to 
 prevent any misunderstanding by opposing 
 trains. Whenever the leading engine is discon- 
 tinued the signals must be transferred to the 
 remaining engine immediately. 
 
 A. R. A. RULING. 
 
 Question. Referring to rule in the Standard 
 Code which provides that when two or more en- 
 gines are coupled, the leading engine only shall 
 display the signals, except on grades where 
 helping engine becomes the leading engine, 
 where signals will also be displayed on the help- 
 ing engine. This raises the question if the lead- 
 ing engine displays signals and does not display 
 a rear end, would it not come under the head 
 of a parted train, as the second engine would 
 display signals and also rear end? On the other 
 hand, if the helping engine displays signals and 
 a rear end, we have two sections on the one 
 schedule, while the time orders, etc., would per- 
 haps indicate a first and second section as the 
 case may be; or, further, there might be three 
 89 
 
sections on the train, which would lead to a mis* 
 understanding on the part of the trainmen, they 
 Hguring that the helping engine was one section, 
 the train which it was helping the second, etc. 
 
 Answer. The Committee on Train Rules does 
 not attempt to answer questions based upon a 
 modification or departure from the Standard 
 Code rules. The question is apparently occa- 
 sioned by some modification of Rules 21 and 
 22, and the Committee on Train Rules suggest* 
 a strict adherence to the Standard Code forms, 
 which are fully ample and sufficient to cover 
 such a situation as presented by this question, 
 with its corresponding difficulties. 
 
 RULE 23. 
 
 209. Q. If an extra train passes with only 
 one white flag displayed, how will it be re- 
 garded? 
 
 A. The same as if two were displayed. 
 
 210. Q. If a section passes with only one 
 green signal on engine, how will it be re- 
 garded? 
 
 A. The same as if two were displayed. 
 
 211. Q. Is the proper display of signals re- 
 quired? 
 
 A. Yes. 
 
 EXPLANATION. — Train signals include clas- 
 sification signals, markers and indicators. All 
 signals should be removed as soon as the pur- 
 90 
 
pose for which they were displayed is accom- 
 plished. 
 
 It sometimes happens that one flag, which is 
 being displayed, will lose off the engine; or one 
 light may go out, and in either case it is de- 
 sired that the regular indication will be under- 
 stood by other trains — classification signals are 
 duplicated so they can be easily seen from either 
 side of the train. 
 
 RULE 24, 
 
 212. Q. When cars are being pushed by en- 
 gine at night, what must be displayed on the 
 front of the leading car? 
 
 A. A white light. 
 
 213. Q. Any exception to this? 
 
 A. Yes; when shifting or making up trains 
 in yards it need not be done. 
 
 EXPLANATION. — When pushing cars at 
 night a white light must be displayed on the 
 leading car and a flagman should be in position 
 to signal the engineer in case of need. 
 
 RULE 25. 
 
 214. Q. Must each car on a passenger train 
 he in communication with the engine? 
 
 A. Yes. 
 
 215. Q. What appliance is used for this pur- 
 pose? 
 
 A. Air whistle signal, or gong or cord. 
 91 
 
EXPLANATION. — A communicating signal 
 Is required between eacti coach and the engine 
 in a passenger train so that in case of need the 
 engineer can be communicated with. This com- 
 munication need only be such signals as are 
 necessary from time to time for the proper and 
 safe handling of the train, 
 
 RULE 26. 
 
 216. Q. What does a bine signal displayed 
 Rt one OP both ends of a car, engine or train 
 indicate? 
 
 A. That workmen are under or about the 
 car. 
 
 217. Q. May cars be placed in front of such 
 train, engine or car in such a position as to ob- 
 struct the view of the signal? 
 
 A. Yes, but the workmen must first be no- 
 tified. 
 
 218. Q. When a blue signal has been placed, 
 who may remove it? 
 
 A. Only the workman who placed it. 
 
 EXPLANATION. — When a car, engine or 
 train is protected by a blue signal, such car, 
 engine or train must not under any circum- 
 stances be moved or coupled to. If it becomes 
 necessary to move a car, engine or train thus 
 protected, the workman placing the signal must 
 first be notified and remove the signal before it 
 92 
 
can be done. This is necessary so that th« 
 -workman may arrange for protection. 
 
 A. R. A. RUIilNG. 
 
 Question. A question has been asked in re- 
 gard to Rule 38 (present Rule 26), as to 
 whether or not it is intended to cover the case 
 where a fireman or some one else is underneath 
 an engine, cleaning out the ashpan, etc. 
 
 Answer. The Committee would state that 
 the rule is only intended to protect car inspec- 
 tors at work under or about the car or train, 
 and, while admitting the force of the sugges- 
 tion to protect the fireman or other persons 
 under the engine cleaning out the ashpan, etc., 
 the Committee finds so many other cases where 
 it is dangerous to move the car or train that it 
 will be impossible to modify the rule to cover 
 all the cases, and thinks it is a proper matter 
 for each superintendent to formulate special 
 rules to cover the particular exigencies on his 
 division. 
 
 RULE 27. 
 
 245. Q. How should a signal improperly dis- 
 played be regarded? 
 
 A. As a stop signal. 
 
 246. Q. How should the absence of a signal, 
 where one is usually shown, be regarded? 
 
 A. As a stop signal. 
 93 
 
247. Q. What action must be taken in such 
 cases? 
 
 A. The fact must be reported to the super- 
 intendent. 
 
 EXPLANATION. — An imperfect signal or the 
 absence of a signal where one is usually shown 
 must be regarded as a stop signal in order to se- 
 cure safe operation of trains, for the reason that 
 signals sometimes get out of adjustment or be- 
 come broken so that their indication would be 
 Imperfect. Also at night a lens might become 
 broken or a light go out, causing either an im- 
 perfect display or none at all. In either case 
 the signal must be regarded as giving a stop 
 signal to insure safe operation of trains. 
 
 Rule 27 refers to all fixed signals, which in- 
 cludes switch lights. 
 
 RULE 28. 
 
 251. Q. What is green and white used for? 
 
 A. To stop a train at a flag station. 
 
 252. Q. May green and white be used to stop 
 a train at a point that is not a flag stop for thafc 
 train? 
 
 A. No; a red signal must be used. 
 
 EXPLANATION. — When a green and white 
 signal is displayed to stop a train it should be 
 acknowledged by two short blasts of the whistle. 
 
 Flag station stops are indicated on the 
 schedule of a train by the letter "f" as a prefix 
 94 
 
to the time at the station where it is desired 
 that the train stop on flag. If it is desired that 
 the train stop at that station for any other 
 purpose a red signal, or the regular train order 
 signal, must be used. 
 
 RULING. — Rule 28 was questioned as to the 
 advisability of adopting it for local freight 
 trains and also in regard to giving the signal re- 
 quired at flag stations to passenger trains which 
 are scheduled to stop on flag. The point being 
 that at stations where no night man was kept 
 the passengers could not be expected to know 
 the use of the signals if left there, and besides, 
 to leave such signals would tempt small boys 
 and tramps, etc. 
 
 Answer. The Committee decided that special 
 arrangements should be made to cover such de- 
 tailed cases as those in point. — April 18, 1890. 
 
 RULE 29. 
 
 253. Q. When a signal (except a fixed sig- 
 nal) is given to a train to stop, how must it be 
 acknowledged ? 
 
 A. By two short blasts of the whistle, ex- 
 cept that when signal 16d is given to stop at 
 next station, it must be answered by three short 
 blasts of the whistle. 
 
 EXPLANATION. — A signal given to a train 
 to stop must be answered by two short blasts of 
 the whistle, except that when a signal is given 
 95 
 
to stop at the next station it will be answered 
 by three short blasts of the whistle. Two short 
 blasts were formerly given in answer to a "stop 
 at next station" signal, but owing to the fact 
 that a flagman might be trying to stop the train 
 at the time the signal was given the answer 
 might be confused and the flagman take the two 
 blasts as an answer to his signal, which might 
 therefore result in accident. Fixed signals are 
 not answered. 
 
 RUIjES 30 AND 31. 
 
 254. Q. When is the engine bell required to 
 be rung? 
 
 A. When the engine is about to move and 
 approaching every public road crossing at grade. 
 
 255. Q. When must whistle be sounded? 
 
 A. At all whistling posts. 
 
 EXPLANATION. — An exception must be 
 made to the above where the use of the whistle 
 is prohibited by law. 
 
 RULE 32. 
 
 256. Q. Is the unnecessary use of the 
 whistle and bell prohibited? 
 
 A. Yes. 
 
 EXPLANATION.— The bell and whistle must 
 only be used as directed by rule and not then if 
 prohibited by law, except to prevent accident. 
 96 
 
RULE 33. 
 
 257. Q. When will watchman at public road 
 and street crossings use red signals? 
 
 A. Only to stop trains. 
 
 RULE 71. 
 
 300. Q. How is one train superior to an- 
 other? 
 
 A. By right, class or direction. 
 
 301. Q. How is right conferred? 
 A. By train order. 
 
 302. Q. How is class and direction con- 
 ferred ? 
 
 A. By time-table. 
 
 303. Q. Which is superior, right, class or 
 direction? 
 
 A. Right is superior to class or direction and 
 direction is superior as between trains of the 
 same class. 
 
 EXPLANATION. — When a train is superior 
 by "right" it is because it holds orders which 
 make it superior, but when it is superior by 
 class or direction it is superior because it is 
 moving on a schedule, which gives it such su- 
 periority. The word "right" means train order. 
 The superior direction is determined by a foot- 
 note on the time-table, which states in which 
 directions trains are superior. 
 97 
 
RULE 72. 
 
 S04. Q. State the relatiTC superiority of 
 trains of eacli class. 
 
 A. Trains of the first class are superior to 
 trains of the second class, and all successiye 
 classes; trains of the second class are superior 
 to third class, and all successive classes, and so 
 on, and trains in the direction specified in the 
 time-table are superior to the trains of the same 
 class in the opposite direction. 
 
 805. Q. In which direction on this divisiott 
 are trains superior to trains of the same class in 
 the opposite direction? 
 
 A : 
 
 EXPLANATION. — When Rule 72 was adopt- 
 ed it was suggested that it would make a great 
 many additional train orders, and it was also 
 thought that the rule would delay trains some- 
 what more than the 30 minute rule which was 
 formerly in effect. With this in mind the A. R, 
 A. committee added a note to the rule as fol- 
 lov/s: "Note. — It being represented to the com- 
 mittee that some of the roads represented in 
 the convention will be unable, on account of 
 limited telegraph facilities, and other local 
 causes, to carry out this rule in its literal mean- 
 ing and full scope, it is suggested by the com- 
 mittee that such roads may issue regulations to 
 arrange this matter in some other way. The 
 committee believes, however, that a test of the 
 98 
 
rule and its literal enforcement will result to 
 the entire satisfaction of those using it." In 
 1890 the committee made reply to a critic of 
 the rule to the effect that, "In regard to the 
 criticism of Rule 72, the committee refer to the 
 note on same (Note given above) with the fur- 
 ther information that the experience of a large 
 number of roads that have recently adopted 
 Rule 72, as formulated, has demonstrated the 
 fact that the operation of trains has been facili* 
 tated and the delays have been much less than 
 under the 30 minute rule referred to." 
 
 The different classes are designated as Ist, 
 2nd, 3rd and 4th class. Usually the 1st class 
 is for through passenger trains and the 2nd 
 class for local passenger trains, the 3rd class for 
 through freight and the 4th class for local 
 freight trains. 
 
 RULE 73. 
 
 SOS. Q. Are extra trains inferior to regu- 
 lar trains? 
 A. Yes. 
 
 EXPLANATION. — There is no superiority be- 
 tween extra trains except that the extra train, 
 moving in the direction on which the time-table 
 confers superiority will hold the main track at 
 a meeting point with an opposing extra. 
 
 99 
 
Movement of Trains 
 
 NOTE. — Schedule trains should register on 
 the page which corresponds with the date the 
 train is due to arrive or leave such station, no 
 matter how late it may be. Extra trains register 
 on the page corresponding with the date they 
 actually arrive. 
 
 RUIiE 82. 
 
 400. Q. When do regular trains lose both 
 right and class? 
 
 A. When they become twelve (12) hourb 
 late, 
 
 401. Q. No. 10 is due to arrive at C at 10:30 
 a. ni., and leave at 11:30 a. m.; when has it lost 
 both right and class? 
 
 A. If it fails to arrive at C before 10:30 p. 
 m., or to leave C before 11:30 p. m. 
 
 402. Q. May No. 10 flag into C at 10:40 p. 
 ni. and leave as No. 10 if it can get out befor« 
 11:30 p. m.? 
 
 A. No. 
 
 100 
 
403. Q. Could it leave as No. 10 before 
 11:30 p. m. if dispatcher authorizes it by traia 
 order? 
 
 A. Yes. 
 
 404. Q. If an opposing train held an order 
 to meet No. 10 at a station and No. 10 became 
 twelve hours late at such station, may the op- 
 posing train proceed against No. 10? 
 
 A. Yes. 
 
 EXPLANATION. — When trains are running 
 in sections any section which becomes twelve 
 hours late on the schedule loses both right and 
 class, no allowance being made for sections keep- 
 ing five minutes apart. A train holding an or- 
 der to run late loses both right and class when 
 it is twelve hours behind its schedule time. The 
 run late order does not lengthen the life of the 
 train at all. Rule 82 refers to the schedule time 
 as shown upon the time-table in every case. 
 
 This rule is to make it easy for inferior trains 
 to check the register against overdue trains. 
 Formerly schedules were good until used or an- 
 nulled, and in case of accident it was not un- 
 usual for a train to be two or three days late. 
 This sort of thing made it exceedingly difficult 
 to check a register and be sure that all trains 
 had arrived because it was necessary to go back 
 two and three days. The adoption of the twelve 
 hour limit has made the checking of a register 
 a comparatively simple operation. 
 101 
 
A. R. A. RUIilNG. 
 
 Question. Under Rule 82. A train sched- 
 uled to arrive at B at, say, 10:00 a. m., leaves 
 B at 10:30 a. m., and to arrive at C at 11:00 a. 
 m., fails to reach B before 10:00 p. m., and 
 flags itself to B. Has it a right under the rules 
 to proceed to C, provided it can leave B before 
 10:30 p. m. and arrive at C at or before 11:00 
 p. m.? 
 
 Answer. No; unless authorized by train or- 
 <ier. — Ruling Sept. 24, 1900. 
 
 Question.— Will you please advise me if a 
 train arriving at a point where, say, one hour 
 dead time is showTi, 11 hours and 55 minutes 
 late on its schedule arriving time, can leave any 
 time within twelve hours of its leaving time? 
 
 Answer. Yes. A train arriving at a station 
 less than twelve hours late on its schedule ar- 
 riving time, does not lose its right. It has ful- 
 filled that part of its schedule; after which, the 
 leaving time only at that station need be taken 
 into consideration, and if such train can depart 
 within any time less than twelve hours late on 
 its leaving time, it has, under Rule 82, the right 
 to proceed. Should a train at any point fail to 
 make its schedule within the twelve hour limit, 
 it cannot thereafter resume its schedule without 
 train order, even though it overtakes it. 
 
 Question. Under Rules 82 and 91. Does the 
 second section of a train running from A to D, 
 
 102 
 
the schedule showing arrlTlng time at D at, say, 
 11:30 a. m., lose rights at D at 11:30 or 11:35 
 p. m.? 
 
 Answer. At 11:30 p. m. 
 
 RULE 83. 
 
 405. Q. liHiat must be ascertained before 
 leaving a junction, terminal or other starting 
 point, or before passing from double to single 
 track? 
 
 A. That all trains of the same or superior 
 class have arrived or left. 
 
 EXPLANATION. — Unless otherwise specified, 
 it is the duty of the conductor to examine the 
 register or otherwise ascertain that all overdue 
 trains of the same or superior class have arrived 
 or left, and he must impart this information to 
 the engineman. 
 
 Rule 83 refers to trains of the same class even 
 though such trains are moving in the inferior 
 direction, this for the reason that the train of 
 superior direction must approach all sidings 
 prepared to stop until such train is met, as per 
 Rule 90. 
 
 On roads which have train registers this in- 
 formation is obtained from the register. Where 
 there is no register, the information is generally 
 obtained from the train dispatcher. 
 
 Bulletin boards are usually provided at desig- 
 nated stations, and all train and yard conduc- 
 103 
 
tors and englaemen must consult such boards 
 before starting out on a trip, or beginning the 
 day's work. 
 
 RULE 84. 
 
 406. Q. May a train start without a proper 
 signal? 
 
 A. No. 
 
 EXPLANATION. — Suppose an engine broke 
 down on the road, and another engine, which 
 was headed wrong, was put on the train. After 
 the engine is on the train the proper signal to 
 give is the "proceed" signal, as the train is to 
 proceed on its schedule. The signal in this case 
 being given for the movement of the train as a 
 whole, not for the movement of the engine as is 
 the case when an engine is doing switching. 
 Should the engine of No. 93 cut off to do switch- 
 ing, then the signal must be given to the engine 
 with respect to the way the engine is headed, 
 but when the engine is attached to train 93 it 
 becomes a part of that train and the regular 
 proceed signal indicates a forward movement of 
 the train as a whole. 
 
 Likewise all fixed signals, switchmen and sig- 
 nalmen will give signals to a train with engine 
 headed wrong the same as if the engine was 
 headed right. This is absolutely necessary to 
 a uniform practice. Otherwise the back-up sig- 
 nal of the train crew would have to be inter- 
 preted the same as the proceed signal given by 
 switchmen, signalmen and fixed signals along 
 the line. 
 
 104 
 
Rule 84 refers to a signal from the proper 
 person as well as one given in the proper man- 
 ner. At some initial stations the station mastet 
 or yard master has the authority to start trains, 
 but at other points the conductor is the proper 
 man to give the proceed signal, 
 
 RULE 85. 
 
 407. Q. May a train proceed ahead of a train 
 of the same class in the same direction? 
 
 A. Yes. 
 
 408. Q. May an extra train pass another 
 extra or a train of one class pass a train of the 
 same class? 
 
 A. Yes. 
 
 408a. Q. No. 3 and No. 1 are trains of the 
 same class and No. 3 is scheduled to pass No. 1 
 at C. In case No. 1 or No. 3 is late will it effect 
 this passing point? 
 
 A. No. No 1 will proceed to C and there 
 wait for No. 3 to pass. 
 
 40Sb. .Q. In case it is desired that No. 1 
 should go farther ahead of No. 3 what form of 
 order should be used? 
 
 A. An order should be given reading: "No. 
 3 pass No. 1 at " (Form B, example 1). 
 
 EXPLANATION. — When a train of one sched- 
 ule becomes late and is on the time of a train 
 of another schedule of the same class in the 
 same direction it may proceed without tram or- 
 105 
 
ders ahead of the other train on whose time It 
 has fallen back on. One train may pass another 
 of the same class and different schedule without 
 orders. Extras may pass and run ahead of 
 other extras without orders. 
 
 In regard to passing stations for trains of the 
 same class, it is the author's opinion that a time 
 order is not a proper order to advance a train 
 of the same class running in the same direction 
 beyond a time-table passing point, for the rea- 
 son that the train to be passed is proceeding to 
 a fixed passing point and is not required to 
 clear the time of the following train. Both 
 trains may be an hour late, it matters not, they 
 proceed to the passing point. 
 
 The note under Form E says the order makes 
 the time of the train named as much later as 
 stated in the order, and trains receiving It are 
 required to run with respect to this later time 
 as before required to run with respect to the 
 regular schedule time. We do not see as this 
 gives a train any right to disregard this fixed 
 passing point, since the train to be passed is 
 not respecting the time of the other train, but 
 simply obeying their own schedule. When de- 
 sired to advance the train the order should 
 read; "No. 3 pass No. 1 at D," or at whatever 
 point is desired. 
 
 RITLK 86. 
 
 409. Q. How must an inferior train clear 
 the time of a superior train in the same direct 
 tion? 
 
 106 
 
A. Not less than five minutes. 
 
 410. Q. How must an inferior train clear a 
 Urst-clnss train in the same direction? 
 
 A. It must be clear at the time a first-class 
 train is due to leave the next station in the rear, 
 where time is shown. 
 
 . EXPLANATION. — An inferior train must 
 clear the time of a superior train in the same 
 direction, not less than five minutes but it must 
 be clear of a first-class train in the same direc- 
 tion at the time the first-class train is due to 
 leave the next station in the rear where time ia 
 iBhown, 
 
 RULE 87. 
 
 411. Q. A^Tiat is required of an inferior 
 train with respect to opposing superior trains? 
 
 A, It must keep out of the way. 
 
 412. Q. How must a train failing to clear 
 the main track as required by rule be protected? 
 
 A. Py flag as per Rule 99. 
 
 113. Q. How much must extras clear the 
 time of regular trains? 
 
 A. — minutes. 
 
 414. Q. How will extras be governed with 
 respect to opposing extras? 
 
 A. By train orders. 
 
 EXPLANATION. — An inferior train must 
 clear the time of a superior train as required 
 'by rule, and if for any reason it is unable to do 
 107 
 
BO it must be protected as per rule 99. The 
 above is the cardinal point in the safety of train 
 movement and must be obeyed in all cases. 
 
 RULE 88. 
 
 415. Q. At meeting points between trains of 
 the same class when must the Inferior train 
 clear the main track? 
 
 A. Before the leaving time of the superior 
 train. 
 
 415a. Q. Which end of the siding should a 
 train entei'? 
 
 A. It should enter the end of the siding 
 which will permit it to head in. 
 
 416. Q. If necessary to back in to clear the 
 main track what must be done? 
 
 A. Flagman must be sent out as per rule 99, 
 unless otherwise provided for. 
 
 417. Q. At meeting points between extra 
 trains which extra takes the siding? 
 
 A. The extra in the inferior time-table direc- 
 tion. 
 
 EXPLANATION. — It was the sense of the 
 convention, when rule 88 was adopted, that at 
 a n^eeting point should the inferior train have to 
 back in for any reason it must first stop the 
 superior train before passing the switch where 
 the inferior train enters. Should the back-in 
 provision be covered by train order or special 
 instruction it would not be necessary to stop 
 108 
 
the Biiperior train before backing in, but the 
 flagman should be sent out as per rule 99 before 
 the Inferior train passes the switch. 
 
 A train should not lay on the siding for an- 
 other train an unreasonable length of time, but 
 should get in communication with the telegraph 
 office to see if there is a possibility of getting 
 farther. 
 
 A train holding main track at the meeting or 
 passing point should adjust the switch for the 
 other train. 
 
 In case an order is given for No. 2 to meet 
 extra 101 west at C. Suppose that C is a spur 
 track with switch in the direction from wnich 
 No. 2 was approaching. In such a case it is the 
 duty of the extra to send a flagman out in the 
 direction of No. 2 a sufficient distance to secure 
 protection before passing the switch to back in. 
 The fact that it is necessary for the extra to back 
 in at that point in order to meet No. 2 is not 
 sufficient authority to permit the extra to pass 
 the switch without first sending out a flagn^an 
 as per rule 9 9, because the rights of both trains 
 under a Form A order extend only to the switch 
 where the inferior train enters the siding, there- 
 fore uhen it is necessary for the inferior train 
 to go beyond that point to back in the movement 
 must be fully protected. 
 
 RULING. — Question. May an inferior train 
 pass the switch to back in without first flagging 
 the superior train? 
 
 109 
 
Answer. The reply of the Committee wag 1» 
 the negatlTe.— 1893. 
 
 RULE 89. 
 
 418. Q. At meeting points between triUns of 
 different clasvses when must the inferior train 
 clear? 
 
 A. The inferior train must take siding and 
 clear the time of the superior train at least five 
 
 minutes. 
 
 419. Q, If necessary for the inferior train 
 to back in Avhat must be done? 
 
 A. Flagman must be sent out as per rule 99. 
 
 120. Q. How much must an inferior train 
 clear the time of a superior train? 
 
 A. Five minutes. 
 
 EXPLANATION. — The same explanation as 
 given for rule 83 applies to rule 89. In making 
 time-tables the schedule time should allow for 
 a clearance of five minutes for inferior trains. 
 That is, if a superior train is due at a meeting, 
 station at 2 p. m., the inferior train should be 
 schedule to arrive at 1:55 p. m. 
 
 The condition of trains with respect to a 
 clearance under the rules is this: Trains of tha 
 same class are only required to clear the time ot 
 the train of superior direction. Trains of inferior 
 class are required to clear the time of a train of 
 the superior class in the opposite direction five 
 minutes. The reason for this arrangement la 
 110 
 
that it is impracticable to require a superior 
 class train, say, for example, a passenger train 
 to keep in touch with the probable meeting 
 points with all inferior class trains, therefore 
 Inferior class trains are required to clear the 
 main track five minutes before the leaving time 
 of the superior class train. This five minutea 
 gives the inferior class train time enough to get 
 a flagman out as required by the rules in case 
 It has trouble in getting clear and finds itself in 
 a position where it will fail to clear the superior 
 train the required number of minutes. This flag- 
 man is to protect the superior train, which, un- 
 der the rules, is not required to know that the 
 Inferior train is liable to be at that point. That 
 Is you will understand that between trains of 
 different classes the burden of protection rests 
 with the inferior train, whereas when trains arc 
 of the same class the superior train takes a share 
 of the responsibility. The requirement that a 
 train must clear the main track five minutes be- 
 fore the superior train is due is not necessary 
 In the case of trains of the same class because 
 !n such cases the rules require that the superior 
 train 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 is clear, and 
 when the expected train of the same class is not 
 found at the schedule meeting station, the su- 
 perior train must approach all sidings prepared 
 to stop, until the expected train is met. Under 
 Buch circumstances trains must stop clear of the 
 111 
 
switch used by the train to be met in going on 
 the siding. You will see that this arrangement 
 effectually takes care of the meeting points be- 
 tween opposing trains of the same class. The 
 different classes are taken care of by the five 
 minute clearance which the rules require be- 
 tween trains of the different classes; this five 
 minutes is for the purpose of permitting the in- 
 ferior train to get a flagman out for protection 
 in case it becomes apparent that the inferior 
 train will not be clear of the main track as re- 
 quired. It is felt that by this method the trains 
 can be better protected than by attempting to 
 require the superior class train to approach all 
 stations where it would be liable to meet an in- 
 ferior class train or a train of the same class, 
 prepared to stop unless the switch was right and 
 the track was clear. Such a requirement would 
 place too much responsibility with the superior 
 class train, which is usually a train which is re- 
 quired to make fast time, and would be a real 
 burden, besides running a serious risk that if 
 the superior train made its time that it might 
 find an inferior train on the main track without 
 time to get a flagman out a sufficient distance to 
 insure full protection. 
 
 Under the rules, if both trains are of the 
 same class, both trains are required to protect 
 at the meeting point; the inferior train with a 
 fiagman if it fails to clear as required and the 
 superior train by approaching under control pre- 
 pared to stop if the switch is not right and the 
 112 
 
main track clear. But if the trains are of dif- 
 ferent classes, then the burden of protection 
 rests with the inferior class train; the superior 
 class train approaching at full speed until it is 
 warned by the flagman; the idea being that the 
 five minutes clearance will be sufficient to per- 
 mit the flagman to protect the inferior train if 
 It becomes necessary. 
 
 RULING ON RULES 92 AND 89. 
 
 Qneston. Will you kindly enlighten us as to 
 the proper intrepretation of Rules 89 and 92. 
 
 Answer. The answer is to be found in Rule 
 5 of the Standard Code of train rules, reading 
 as follows: Rule 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. — Ruling 1908. 
 
 RULE 90. 
 
 421. Q. When are trains of the same class 
 required to stop at schedule meeting or passing 
 stations? 
 
 A. Unless they can plainly see that the 
 ewitches are right and track clear. 
 
 422. Q. At what point should the train be 
 stopped? 
 
 A. Clear of the switch that the train to be 
 met or passed uses in going on the siding. 
 113 
 
433. Q. In case the train that should be met 
 or passed Is not at the schedule meeting or pass- 
 ing point, how should a train having the right of 
 track be governed? 
 
 A. Proceed, and approach all sidings pre- 
 pared to stop, until the expected train is met or 
 passed. 
 
 EXPLANATION. — See explanation to Rule 89 
 as it also applies to Rule 90. The requirement 
 that trains must stop at schedule meeting sta« 
 tions if the train to be met is not clear is neces- 
 sary because of the fact that no provision ia 
 made in the Standard Code for a variation of 
 watches, and also because no clearance time ift 
 allowed. 
 
 A. R. R. DECISION. 
 
 Will you please submit to the Committee on 
 Train Rules the advisability of changing Rule 
 90 so as to strike out of the Rule the words "ot 
 the same class." I enclose you S. P. & W. Rule 
 227, which requires that no train must pass a 
 meeting point at a greater rate of speed than 
 eight miles per hour. 
 
 What occurs to me is that all the rules with 
 respect to the different class trains meeting were 
 intended to bear upon the point of having the 
 switches in proper position, and in event they 
 were not in proper position the moving train 
 would be under control. 
 
 If there is no modification of the rule by 
 erasing the words "of the same class," then it 
 114 
 
occurs to me that passenger trains can run by 
 inferior class trains at as high rate of speed as 
 they choose, disregarding Standard Rule 87. 
 There are instances where Standard Rule 8 7 
 cannot be carried out under certain conditions, 
 such as short side tracks, etc. 
 
 Answer. The judgment of the committee was 
 that the rule, as approved by the convention, is 
 correct and according to the best practice. The 
 committee believes that as few restrictions and 
 exceptions as possible should be interposed in 
 the way of permitting trains to make time, as, 
 for example, that trains delayed at stations 
 should protect themselves, rather than continue 
 the old practice of compelling all trains to feel 
 their way into stations, expecting to find trains 
 occupying the main track without proper pro- 
 tection. 
 
 The precaution required by Rule 90 is thought 
 to be necessary only for cases in which there is 
 no time clearance required. — Oct., 1889. 
 
 RULE 91. 
 
 424. Q. Unless some form of block signal is 
 used how far apart must trains in the same di- 
 rection keep? 
 
 A. At least five minutes except in closing up 
 at stations. 
 
 EXPLANATION. — By closing up at stations 
 Is meant that in case two or more trains are 
 going to a station to meet an opposing train, the 
 115 
 
five minute rule need not be observed, providing 
 that due caution is used. This is to arrange a 
 more flexible method of handling trains when 
 following each other closely at stations. 
 
 RULE 92. 
 
 427. Q. May a train arrive at a station in 
 advance of its schedule arriving time, when 
 shown? 
 
 A. No. 
 
 428. Q. May a train leave a station in ad- 
 vance of its schedule time? 
 
 A. No. 
 
 428a. Q. When only one time is shown at a 
 station, what is it, unless otherwise indicated? 
 
 A. The leaving time. 
 
 EXPLANATION — When only one time is 
 shown at a station for a train it is, unless other- 
 wise indicated, the leaving time, and a train 
 may arrive at such station as much ahead of 
 this time as it can, for such time only governs 
 the departure. When the arriving time is 
 shown a train must not arrive ahead of that 
 time. 
 
 A train should not leave a station in advance 
 of its schedule time for it is one of the cardinal 
 principles of the Rules that a train has no 
 authority to existence until Its schedule time 
 has arrived therefore, no train should be run 
 ahead of its schedule time even by virtue of 
 train orders. 
 
 116 
 
RULING. Q. Referring to Rule 92, second 
 clause. A train must not leave a station in ad- 
 vance of its schedule leaving time. In the con- 
 sideration of this rule by the Committee on 
 Train Rules, kindly advise if it was understood 
 that a train would have the right to go to a 
 station in advance of schedule leaving time or in 
 advance of time shown in timetable when it was 
 understood that such time was leaving time. 
 Under this rule it is possible for a freight train 
 to leave a station on time at schedule leaving 
 time and reach the next station in advance of 
 schedule leaving time. Some of our division 
 superintendents want to make the rule that 
 where only one time is shown at a station that 
 it should be both arriving and leaving time, in 
 order to prevent train from coming to station 
 ahead of schedule leaving time. 
 
 A. Unless the arriving time is shown there 
 is nothing in the Standard Code to restrict a train 
 from arriving at a station ahead of its leaving 
 time. — Ruling Sept. 24, 1900. 
 
 Q. Under the Standard Code of Train Rules, 
 can a light engine running as 1st section of 
 regular train No. 2 (a mixed train) be given an 
 order by the dispatcher to run ahead of time? 
 
 A. The Stanard Code does not provide for 
 the running of a regular train ahead of time. 
 In the opinion of the Committee, the practice 
 should not be permitted. — Ruling 1905. 
 117 
 
Q, It has been suggested to me that Rule 
 92, of the Code, is incomplete without the addi* 
 tion of an explanatory clause, such as follows: 
 "Under this Rule it will be understood that 
 where the inferior train is shown to arrive on 
 the leaving time of the superior train, or where 
 a train is shown to arrive on the leaving time of 
 a train of the same class, the inferior train has 
 the right to arrive five minutes before the time 
 shown." 
 
 I should be glad to have the benefit of the 
 expression of the opinion of the Committee on 
 Train Rules on this matter, 
 
 A. Where the arriving time of a train is the 
 same as the leaving time of an opposing superior 
 train, the inferior train has not the right to ar- 
 rive before the arriving time shown. (See Rule 
 92.) The arriving time, when shown, should 
 provide for the clearance required by the rules. 
 — Ruling March 11, 1903. 
 
 RULE 93. 
 
 429a. Q. What rights have trains within 
 yard limits? 
 
 A. The main track may be used keeping clear 
 of class trains. 
 
 430. Q. How must class and extra 
 
 trains move within yard limits? 
 
 A. Prepared to stop unless the main track is 
 seen or known to be clear. 
 118 
 
EXPLANATION — This rule provides for the 
 Biovement of all trains through the yard limits. 
 In case an extra train receives an order giving 
 It right over all trains, it does not entitle the 
 lextra to disregard Rule 93 with respect to extra 
 trains, and it must move through the yard 
 limits prepared to stop, unless main track is seen 
 or known to be clear. This is for the reason 
 that right over all trains does not include yard 
 engines, as a yard engine is not a train, within 
 the meaning of the rule. 
 
 Yard limits include the main track, but such 
 main track does not thereby lose its identity aa 
 a main track. The fact that the definition of a 
 yard says, "Over which movements not author- 
 ized by time-table or train order, may be made," 
 is not intended to abrogate the authority of the 
 time-table or train orders within yard limits, but 
 simply provides for movements to be made with- 
 out such authority, when necessary. 
 
 RULINGS. Q. Where yard limits are defined 
 hy yard limit boards, does it authorize yard en- 
 gine, or in fact any ti'ain within those limits, to 
 occupy main line on the time of same or superior 
 elass trains without protection. For example: 
 Extra arrives at station where yards limits are 
 defined by yard limit boards. Can it proceed 
 with its work in yard limits without protection 
 on the time of regular trains? 
 
 A. No. — Ruling Sept. 24, 1900. 
 
 Q. The interpretation of the definition of 
 ♦•yard" as set forth in the Standard rules, and 
 119 
 
the matter of proper regulations concemlng 
 movements within defined yard limits are ques- 
 tions now being fiercely discussed and agitated 
 on railroad lines of this vicinity. 
 
 It is contended that the definition of "yard" 
 provides, broadly speaking, that the Time-Table* 
 Rules Governing Movement of Trains and Rules 
 for Movement by Train Orders have no jurisdic- 
 tion or authority in yards. In other words, a 
 yard is a fenced-up baseball park, and all move- 
 ments made within the same by trains, yard- 
 engines, light engines, etc., shall be made subject 
 to the regulations governing this particular yard, 
 and that the Time-Table, Rules Governing Move- 
 ment of Trains, and Rules for Movement of 
 Trains by Train Orders shall absolutely cease the 
 instant a train arrives at the "baseball park" 
 fence— or rather, the "main line" ceases at this 
 point. 
 
 On the other hand, it is contended that the 
 Time-Table, Rules for Movement of Trains and 
 Rules for Movement by Train Orders govern in 
 yards as well as at other stations, except to the 
 extent that they might be modified, restricted, 
 superceded or annulled by special instruction re» 
 lating to all or individual yards. 
 
 The circumstances in question are as follows: 
 Our special Instructions governing Movements in 
 Yards provide that all trains, yard engines, etc., 
 must proceed under control within yards. 
 
 Another special instruction defines "Under 
 Control" as being able to stop within the dist- 
 120 
 
ance the track is seen to be clear. Under these 
 instructions yardmen maintain they have as 
 much right within this Mystic Circle as a passen- 
 ger train or any other train or engine, and with- 
 out flag protection, etc., notwithstanding the 
 rules for Movement of Trains provide that in- 
 ferior trains, etc., shall clear the time of superior 
 trains, etc. 
 
 The yard crew also object to being referred to 
 as a "train" in any shape, manner or form, and 
 give this as another reason why rules for Move- 
 ment of trains and for Movements by Train 
 Orders are not applicable to yard engines — ^and 
 for no other reason than that a yard engine is 
 not a train. The crew state, however, that they 
 expect to keep out of the way of all important 
 trains as much as possible, and endeavor to give 
 them a clear track at all times, avoiding delay, 
 etc., on the other hand, they expect all these 
 trains to be under control, thus avoiding the 
 necessity of flag protection on the part of yard 
 creAvs, and also as a matter of protection to the 
 trains themselves in case they should find their 
 progress obstructed by switch engines, cars or 
 otherwise in yards. 
 
 Another question is put up about as follows: 
 The Time-Table, Rules for Movement of Trains, 
 and Rules for Movement by Train Orders have 
 authority in any yard, and in this particular 
 yard we find the customary regulation, providing 
 that all trains shall proceed under control with- 
 in the same, etc. Now, we will assume that this 
 121 
 
yard is locat€d In Buffalo, and we find a special 
 train running from Chicago to New York, 
 through Buffalo, and with it a train order giving 
 right over all trains. 
 
 Does this order give it right to proceed through 
 Buffalo yard regardless of other trains, yard en- 
 gines, etc.? If so, then it necessarily follows 
 that the train dispatcher must receive an ac- 
 knowledgement from all yard engines, etc., at 
 Buffalo, before he can permit the special train to 
 pass through that place. 
 
 Of course you understand I am referring to 
 single track yards because we have practically 
 no double track. Personally, I am decidedly of 
 the opinion that a "yard" should be operated en- 
 tirely independent of the "Main Track," and 
 there should be rules for this independent opera- 
 tion in the same manner that we have inde- 
 pendent rules for operating double track, block 
 signals, etc. I am also of the opinion that under 
 the definition "Yard" it is intended that th© 
 Time-Table, Rules for Movement of Trains, and 
 Rules for Movement by Train Orders should not 
 govern, and that each railroad company is to 
 provide its own regulations for movements with- 
 in yards, however, it is not exactly plain in this 
 respect, and on this account there is much room 
 for much good argument pro and con. 
 
 Of course you understand in this country it Is 
 not always possible to lay out yards to the best 
 advantage in the way of obscured views, etc. 
 
 On the other hand, nearly all our yards con- 
 122 
 
tain many curves, and view is often obstructed 
 l)y rock bluffs, mountain sides, etc. 
 
 Will you kindly set us right in the premises? 
 
 A. The Standard Code definition of a yard is: 
 
 "Yard. A system of tracks within defined 
 limits provided for the making up of trains, 
 storing of cars and other purposes, over which 
 movements not authorized by time-table, or by 
 train orders, may be made, subject to prescribed 
 signals and regulations." 
 
 Nothing in this definition contemplates the 
 abrogation of the authority of trains to move on 
 the main track. 
 
 Special instructions authorized by or in 
 force on any railroad are matters of detail for 
 that railroad, and are not intended to be covered 
 by Standard Code rules. The difficulty here ap- 
 pears to be caused by incomplete special instruc- 
 tions governing movement in yards. The defini- 
 tion for a yard being interpreted to include a 
 main track — 
 
 A yard engine is not a train within the mean- 
 ing of the Standard Code, it having no authority 
 to move upon a main track unless specially 
 authorized. 
 
 The hypothetical case of a special train run- 
 ning from Chicago to New York passing through 
 Buffalo yard and holding a train order giving it 
 Tight over all trains, can best be answered by 
 Quoting a new rule which the committee on train 
 rules has recommended to the Association for 
 adoption as follows: 
 
 123 
 
"93. Within yard limits the main track may 
 
 be used, protecting against class trains* 
 
 class and extra trains must move within 
 
 yard limits prepared to stop unless the main 
 track is seen or known to be clear." 
 
 With this rule in force there can be no ques- 
 tion about the movement of a special train 
 through Buffalo yard. 
 
 The adoption of new rule 93, is connection 
 with definition of a yard will answer the various 
 questions and clear the situation. — Ruling March 
 21, 1906. 
 
 Q. Under Rule 93, with the cost of operation 
 high and delays to switching service expensive, 
 in mind, kindly give us your views as to the 
 proper interpretation of Rule 93. Would the 
 word, "protecting," mentioned in the rule imply 
 that switch engines working within yard limits 
 must be protected against the designated class 
 trains and inferior trains in accordance with 
 Rule 99? 
 
 A. The Committee on Train Rules does not 
 attempt to give in detail the manner in which 
 protection is to be secured, conditions and prac- 
 tices varying on different roads. Railroads 
 equipped with automatic block signals may wish 
 to take advantage thereof; some roads operate 
 under manual block protection; other roads 
 equip themselves with semaphores on each side 
 of the yard, which are held at stop at all times 
 except when trains are to be allowed to pass or 
 come in; some roads have rules requiring all 
 124 
 
Becond class and inferior trains to approacli and 
 pass through yards under control. The manner 
 in which protection may be given is left to each 
 road to determine for itself. 
 
 Q. A gi'eat many lines, in their instmctionai 
 governing the movements of trains in yard limits, 
 state that trains must be under full control. We 
 would like to ask you if you have any knowledge 
 of any authoritative definition of *'full control"? 
 Proceed with caution seems to be more or less 
 synonjTnous with full control, and perhaps there 
 may be some kind of a definition as to what it 
 means to "proceed with caution." 
 
 A. The term "full control" does not appear 
 fn the Standard Code. The term "proceed with 
 caution" is employed and the manner or method 
 is left for each road to determine for itself in 
 accordance with its needs and the varying condi- 
 tions and practices necessary on different rail- 
 roads. 
 
 CRITICISM. In our opinion the blanks in 
 Rule 93 should have been filled in by the Com- 
 mittee who framed the rules, as it leaves the in- 
 tention of the rule to be assumed by each road 
 using it, with the result that not all roads under- 
 stand it alike. 
 
 Some roads make the rule read, "Within yard 
 limits the main track may be used, protecting 
 against first class trains. Second and inferior 
 €lass and extra trains must move, etc." Under 
 such an interpretation no authority is given to 
 125 
 
use the main track within yard limits upon thft 
 time of second and inferior class and extra trains^ 
 and no instruction is given to first class trains to 
 look out for yard engines or trains within yard 
 limits although the rule clearly gives permission 
 for yard engines and trains to use the main track 
 within yard limits on the time of first clas» 
 trains. 
 
 Other roads make the rule read, "Within yard 
 limits the main track may be used, protecting 
 against second and inferior class trains. Second 
 and inferior class and extra trains must mov© 
 within yard limits prepared to stop, etc." In our 
 opinion this is the only logical and safe method 
 of filling in the rule. In this manner the rule 
 clearly defines the action of all concerned. First 
 class trains may go through the yard at full 
 speed and all other trains must move prepared 
 to stop, and in turn yard engines or trains can- 
 not work on the time of first class trains, but caa 
 work on the time of all other trains by protect- 
 ing. 
 
 Q. Referring to Standard Rule 93 we would 
 be glad to luiow if the conumttee has considered 
 the advisability of adding another paragraph or 
 a foot-note to this rule, whereby leading trains 
 wOl be held equally responsible for rear-end 
 collisions in the wards? 
 
 A. The leading train must protect itself 
 
 against class trains, as provided by rule, 
 
 but if the leading train is followed by 
 
 126 
 
class or extra trains which are required by rule 
 to "move within yard limits prepared to stop," 
 the responsibility is clearly defined, therefore 
 the Committee does not consider an additional 
 paragraph necessary. — April 18, 1911. 
 
 RULE 94. 
 
 431. Q. In case you overtake a train dls- 
 Abled so that it cannot move, how would you 
 proceed? 
 
 A. If necessary, take the orders and assume 
 the schedule of the disabled train to the next 
 open telegraph oflBce and report to the superin- 
 tendent. 
 
 432. Q. When a disabled train is passed by 
 A following train to which it has given its orders 
 and rights, on what right and schedule will the 
 disabled train move? 
 
 A. On the rights and schedule of the train 
 with which it exchanged orders. 
 
 432a. Q. When a disabled train is overtaken 
 Is it necessary to exchange schedules and orders 
 if the overtaking train holds a schedule or orders 
 which permit it to proceed? 
 
 A. No. 
 
 433. Q. If an inferior train or a train of 
 the same class having right or schedule to 
 proceed overtakes a train between telegraph sta- 
 tions unable to proceed against the right of 
 schedule of an opposing train, how will they be 
 governed? 
 
 127 
 
A. The delayed train after proper consulta- 
 tion with the following train will precede it to 
 the next telegraph station where it will report 
 to 
 
 4S4. Q. When an opposing train is met under 
 these circumstances, what must be done? 
 
 A. The leading train must fully explain to it 
 that the expected train is following. 
 
 434a. Q. If the overtaking train has not 
 right or schedule of its own which permits it to 
 proceed may it pool its rights with the delayed 
 train and both trains proceed on such combined 
 authority? 
 
 A. No, the overtaking train must hold right 
 or schedule of its own which permits it to pro- 
 ceed before it can either proceed itself or tak© 
 the delayed train. 
 
 434b. Q. Will this rule apply if the delayed 
 train is overtaken on the main track between 
 stations? 
 
 A. Yes. 
 
 434c. Q. Will it apply if a delayed train Is 
 overtaken at a siding which is not in communi* 
 cation with the train dispatcher? 
 
 A. Yes. 
 
 EXPLANATION — It is not necessary in pass- 
 Ing a disabled train to assume its schedule and 
 take its train orders if the train which is to pass 
 has right of its own to make the next telegraph 
 office. It may be that the disabled train has been 
 128 
 
delayed so long that it has no right to proceed, 
 in which case should the following train have no 
 right, both trains are tied up and no exchange 
 of orders and schedules would be of avail. 
 Whenever schedules are exchanged all orders 
 must also be exchanged complete. 
 
 Extra trains may exchange rights under this 
 rule. 
 
 It is not necessary for trains No. 2 and No. 
 50 to exchange orders if No. 50, the train which 
 overtakes No. 2 which is disabled, has an order 
 which will take it to the next office. In such a 
 case rule 94 is authority for No. 50 to pass No. 
 2, the superior train, and proceed ahead of it to 
 the next open office where it must report to the 
 train dispatcher. In the case mentioned No. 50 
 would not take No. 2's orders or numbers as it 
 would not help No. 50 to do so. 
 
 The intent of the rule is, suppose the disabled 
 train holds an order to meet an opposing train 
 at the next station and the train which overtakes 
 It has an order to meet the same train at the 
 blind siding where the disabled train is over- 
 taken; in such a case it would be necessary to 
 change numbers and orders, otherwise both 
 trains would be tied up. The exchange of num- 
 bers and orders is not for the purpose of allow- 
 ing the following train to pass the disabled train, 
 the rule gives that permission regardless of the 
 class of the disabled train, but the exchange is 
 made to help the train which is not disabled out 
 of the blind siding for an opposing train — if 
 necessary. 129 
 
The second paragraph is not as easily ex- 
 plained for the reason that it is not in fuU 
 harmony with the balance of the Standard Code 
 principles of operation. The second paragraph 
 of the rule works well when sections are not 
 Involved, but when they are, there are certain: 
 cases when the rule needs a special interpreta- 
 tation which is not furnished by its wording. It 
 is possible to operate the rule between sections 
 of the same schedule when the leading section is 
 only restricted by schedule, but when the leading 
 section is restricted by right the rule is positive- 
 ly dangerous. This dangerous side of the rule 
 will be discussed in the criticism which follows: 
 
 When it is used between any trains, trainmen 
 must be sure that the train which overtakes the 
 other has right or schedule of itself, without 
 pooling schedules or orders with the leading 
 train, which permit it to proceed. For if trains 
 were allowed to pool orders and schedules, two 
 opposing trains might do the same with dis- 
 astrous result. For example: No. 3 overtakes 
 No. 1 at B, No. 1 holds a meet at C with No. 2, 
 and No. 3 holds a meet at C with No. 4. These 
 are the only two trains due at C. No. 1 and No, 
 3 cannot pool or combine these orders and go to 
 C on Rule 94. 
 
 The reason for this lies in the fact that if B 
 was a nontelegraph station No. 2 and No. 4 could 
 pool their schedules and proceed against No. 1 
 and No. 3 with disastrous results. In fact such 
 a thing has happened under the rule. 
 130 
 
For example. No. 68 is an eastbound train 
 which is moving in the superior direction, No. 
 67 is a westbound train of the same class but of 
 Inferior direction; 1st No. 57 makes D, which is 
 a blind siding, for No. 58, where it is overtaken 
 by 2nd No. 57 holding a meet with No. 58 at C» 
 which is the next station in advance. Under 
 ■uch circumstances it is perfectly safe and cor- 
 rect for 2nd No. 57 to take the nrst section ahead 
 of it to C. But supposing in the above case that 
 1st No. 57 held an order to meet an extra at D, 
 which extra held nothing against the second 
 section, then the second section should not be 
 permitted to take the first section ahead of it 
 notwithstanding the fact that the rule gives it 
 permission to do so by stating that when a train 
 unable to proceed against the right or schedule 
 of an opposing train, is overtaken between tele- 
 graph stations by an inferior train or a train of 
 the same class having right or schedule which 
 permits it (the second section) to proceed, the 
 delayed train may, after proper consultation with 
 the following train, precede it to the next tele- 
 graph station. It will be easily seen that in 
 such a case the rule is certainly defective be- 
 cause orders held by a leading section are not 
 binding on a following section, each section has 
 equal time-table authority, and a section is a 
 ti-ain under the rules. Therefore trainmen must be 
 rery careful when sections of the same schedule 
 overtake each other so that no accident may 
 occur. As a general principle 1 advise that when 
 131 
 
a leading section is restricted by right, the fol- 
 lowing section should not take the leading section 
 ahead of it, although the rule itself makes no 
 such distinction. 
 
 RULING. — In reply to inquiries respecting 
 Standard Rule 94 (first paragraph) the Com- 
 mittee stated that the last sentence is intended 
 to mean that, "until the disabled train can reach 
 the next open telegraph office, it will assume the 
 rights and orders of the train last taking it» 
 rights and orders." — Oct. 8th, 1889. 
 
 The Committee was requested to define tht 
 character of the disability to which this ruU 
 refers with greater distinctness. The Committee 
 thought that any trouble in regard to the mean- 
 ing of the word "disabled" would only occur 
 when it is of minor importance. In such a cast 
 the judgment of the conductors and enginemen 
 must be used, always bearing in mind that the 
 rule is intended to expedite movement of trains. 
 — April 7, 1891. 
 
 CRITICISM. — Rule 95 provides that each sec- 
 tion has equal time-table authority, that is, the 
 first section is not restricted by any orders held 
 by second nor is the second restricted by any 
 orders held by the first section. A following 
 section cannot pass a leading section because to 
 do so would put it out of its numerical order and 
 ahead of the signals which give it authority to 
 run, but at this point Rule 94 steps in and sayi 
 that when a train, unable to proceed against the 
 132 
 
right or schedule of an opposing train, i« over- 
 taken between telegraph stations by an inferior 
 train or a train of the same class having right or 
 schedule which permits it to proceed, the de- 
 layed train may, after proper consultation with 
 the following train, precede it to the next tele- 
 graph station. I cannot believe that the Com- 
 mittee considered sections when this rule wai 
 framed for the reason that, it is so worded, if 
 1st No. 80 had an order to wait at a blind siding 
 until 6 p. m. for a work train and at 5:30 p. m. 
 it was overtaken by second section, which is un- 
 restricted, except by the presence of the first sec- 
 tion, it could take the first section ahead of it 
 under the rule. We do not say that it would be 
 foolish enough to do so, but the rule permits it. 
 In fact the wording of the rule is such that, so 
 far as the rule is concerned, it is unsafe to run 
 to a meeting point with a leading section of a 
 superior train unless given orders on all follow- 
 ing sections. Rule 94 is hostile to the principle 
 upon which the rest of the Code is based i. e., a 
 principle which permits opposing trains to know 
 what each will and can do. In the above case 
 the work extra cannot possibly know when the 
 second section is going to overtake the first. In 
 other words, the working of the rule is left to 
 chance. The trouble is that the rule attempts to 
 cover by rule what is properly a flagging propo- 
 sition. 
 
 The rule also is so framed that it will result la 
 delays which are unnecessary. For example, 
 133 
 
Ko. 2 is a mail train, No. 53 and 55 are fourth 
 class trains, No. 53 is a heavy train and leaves A 
 with plenty of time to make C for No. 2, but is 
 delayed between A and B until No. 55 overtakes 
 it, with orders to meet No. 2 at C. No. 55 is 
 the wrecker, or, say, an engine and caboose 
 which is being hurried forward, but under this 
 rule No. 53 is entitled to precede No. 55 to C for 
 No. 2 and delay No. 2, 30 or 40 minutes. B is a 
 blind siding. Many situations of this kind can 
 arise which will give trains right to move against 
 superior trains, or an order held by another 
 train, when it is not desired that they move. All 
 things considered the last paragraph to Rule 94 
 is dangerous and unnecessary and should not be 
 used, as it does not harmonize with Rule 95 and 
 204 and therefore will not work safely when sec- 
 tions are concerned. 
 
 To sum up, the rule makes use of the word 
 "train" which includes a section. It also states 
 "right or schedule" which permits a movement 
 against either or both. Under such wording may 
 No. 5 an inferior train proceed to B on an order 
 to meet 1st No. 6, B being a blind siding. Your 
 answer will probably be "yes" but if so it is 
 based on your knowledge of the good judgment 
 of trainmen and not on the wording of the rule. 
 
 RUIiE 95. 
 
 435. Q. May more than one section be rvat 
 i>n the same schedule? 
 A. Yes. 
 
 134 
 
436. Q. Does each section have equal time- 
 table authority? 
 
 A. Yes. 
 
 437. Q. By whose authority shall signals be 
 displayed? 
 
 A 
 
 EXPLANATION. — On some roads yardmasters 
 are authorized to issue instructions to a train to 
 display signals. This practice is followed on 
 roads where the business is heavy and the issuing 
 of such orders by the dispatcher would interfere 
 with his other duties. The practice is safe as all 
 sections must examine the register before leaving 
 to ascertain that the section ahead of it reg- 
 istered signals. 
 
 All sections except the last must display sig- 
 nals. Green signals are displayed for this pur- 
 pose on the front of the engine. All sections 
 must follow each other in numerical order. 
 
 RULE 96. 
 
 438. Q. When signals displayed for a fol- 
 lowing train on single track are taken doAvn at 
 any point before the following train arrives, how 
 should the conductor be governed, where there is 
 an agent, operator, switch tender, or register 
 book? 
 
 A. The conductor must arrange with agent, 
 operator or switch tender to notify opposing 
 trains of same or inferior class. 
 135 
 
439. Q. UTiere there is no agent, operator or 
 switch tender? 
 
 A. A flagman must be left to notify opposing 
 trains of the same or inferior class. 
 
 440. Q. Must this arrangement be in writing 
 or verbal? 
 
 A. In writing. 
 
 EXPLANATION. — If a company desirea to 
 have all opposing trains notified, the last sen- 
 tence of Rule 96 can be changed to read: "to 
 notify all opposing trains that the section for 
 which signals were displayed has not arrived." 
 
 It is necessary to arrange for the conductor 
 to notify opposing trains, if no other arrange- 
 ment is made, because opposing trains meeting 
 the superior train after it took down signals 
 would have no way of knowing that a (superior) 
 section of that train was moving to a certain 
 station beyond the point where the superior train 
 was met. Usually the train dispatcher takes care 
 of the situation by issuing an order to all traint 
 concerned. 
 
 RULE 97. 
 
 441. Q. By whose authority are extra trains 
 run? 
 
 A. The 
 
 Note — The code leaves the officers, who shall 
 authorize the display of signals or the running 
 of an extra train, to the discretion of the railroad 
 using the rule. The superintendent's initials are 
 general used for this purpose. 
 136 
 
EXPLANATION. — Whenever a train is given 
 orders to run extra, arrangements must be mad« 
 for a meeting point with all opposing extra 
 trains. No other person than the one authorized 
 must start an extra train for the reason that 
 extra trains are not required to protect against 
 each other, unless directed by train order to do 
 60, and in case more than one person was al- 
 lowed to originate an extra accident might easlij 
 result. 
 
 The train dispatcher is responsible for train 
 movement and must see that necessary orders 
 are issued for protection of extra trains. 
 
 RULE 98. 
 
 442. Q. How mnst trains approach the end 
 of double track, Junctions, railroad crossings at 
 grade and drawbridges? 
 
 A. Prepared to stop unless switches and sig- 
 nals are right and track clear. Where required 
 by law trains must stop, 
 
 442a. Q. At railroad crossings at grade and 
 draw bridges not interlocked how will trains be 
 governed? 
 
 A. Must stop and proceed only after the 
 proper signal has been given. 
 
 EXPLANATION. — Most states have laws 
 which require trains to stop at drawbridges and 
 railroad crosings at grade unless same are inter- 
 locked, or equipped with other approved device 
 for protection. An interlocker is an arrangement 
 137 
 
of switch, lock and signal appliances so inter- 
 connected that their movements must succeed 
 one another in a predetermined manner. 
 
 RULE 99. 
 
 443, Q. When a train stops or is delayed 
 under circumstances in which it may be over* 
 taken by another train how must it be protected? 
 
 A. Flagman must go back immediately with 
 Mop signals a sufficient distance to secure full 
 protection. 
 
 443a. Q. After going back a sufficient dis- 
 tance to secure full protection what must flag- 
 man do? 
 
 A. Take up a position where view of himself 
 is unobstructed. 
 
 443b. Q. How long should the flagman re- 
 main in that position? 
 
 A. Until he is recalled or relieved. 
 
 444. Q. When a flagman is recalled what 
 should he do before returning? 
 
 A. Place two torpedoes on the rail, on the 
 engineman's side, not more than two hundred 
 feet apart, when the conditions require it. 
 
 444a. Q. If recalled before another train ar- 
 rives at night, or when weather or other condl* 
 tions obscure day signals, what must he do in 
 addition to placing two torpedoes? 
 
 A. He must place a red fusee at the point at 
 whicn he returns from and at any other point be- 
 138 
 
tween there and his train which may be neces- 
 sary to insure full protection. 
 
 444b. Q. Should a train stop between sta- 
 tions where view is obstructed? 
 
 A. A train should not stop at a point where 
 the view is obstructed when it can be avoided. 
 
 445. Q. How will the front end of the train 
 be protected when necessary? 
 
 A. By the head brakeman, or if he is unable 
 to go the fireman must be sent out with stop 
 signals. 
 
 EXPLANATION. — Rule 99 has provided much 
 discussion. Many able managers deem it in- 
 sufficient as it stands in the Code, but we do not 
 think such view is warranted. We believe it is 
 one of the best rules in the Code. It places the 
 responsibility where it belongs and does not arbi- 
 trarily send the flagman back down a heavy 
 grade a mile or a mile and a half with a straight 
 track for ten miles back, and thus delay a train 
 unnecessarily while adding nothing to its safety. 
 Besides this it is a rule that can and ought to be 
 obeyed in every case, and this is more than can 
 toe said of most rules that are offered as substi- 
 tutes. It is not good to have rules that ought 
 not to be obeyed. Rule 99 provides that the flag- 
 man go back immediately, he must not wait for 
 the conductor to send him or for the engineman 
 to whistle him back. 
 
 On roads where block signals are used the flag- 
 man is not excused from flagging, unless special 
 139 
 
rules provide otherwise. Several roads have 
 rules which provide that a train need not flag in 
 territory controlled by automatic block signals 
 in case the train can plainly see that the last 
 signal passed is in stop position, and that the 
 signal is at least one-third of a mile in the rear 
 of the train, provided further that this will not 
 apply after dark or in stormy or foggy weather. 
 
 Torpedoes should not be depended upon to stop 
 trains in snow storms. A red fusee should be 
 used at night in such cases and every precaution 
 taken to secure safety. 
 
 When a flagman is recalled, the rule require* 
 that the flagman must place two torpedoes on the 
 rail before returning when the conditions require 
 It. The conditions which would require this 
 action are left to the judgment of the train Rule 
 instructor, the Trainmaster, or perhaps on some 
 lines to the flagman himself. The general under- 
 standing as to the conditions which would re- 
 quire the placing of torpedoes would be when 
 there is another train overdue; when the train 
 which is being protected is in such a position as 
 to not readily be seen; or when there is a dowa 
 grade in the direction in which tne train which is 
 being protected stands; or when weather condi-. 
 tions are bad. In stormy or foggy weather the 
 flagman should place one torpedo on the rail 
 while he remains at that point, to assist him in 
 getting the attention of an approaching train, 
 and then when he is recalled another torpedo 
 140 
 
ghonld be placed about two hundred feet from it 
 and in addition a red fuse lighted for protection. 
 
 RULE 100. 
 
 440. Q. When the flagman goes back to pro- 
 tect the rear of train who must take his place? 
 
 A. The in case of passenger train, and 
 
 the nezt brakeman in case of other trains. 
 
 EXPLANATION. — This la done so that should 
 the flagman become disabled, or be left behind 
 the rear end of the train will not be left un- 
 C^uarded, either at that point or some future 
 «top. 
 
 RULING.— I would like to be advised of the 
 particular circumstances in mind by the Com- 
 cnittee at the time this rule was formulated; the 
 particular class of roads it was expected it would 
 affect, and anything else in connection with the 
 rule that will be of interest in discussing the 
 adoption of it for our line. In looking over these 
 rules it seems as though Rule 99 leaves a great 
 deal to the discretion of the company in adoption 
 of flagging rules, and that means in turn leaving 
 something to the discretion of the conductors 
 which is impossible to cover in carrying out the 
 principle. Yet before we come to rule No. 99» 
 Rule 100 seems to lay down a very ironclad prin- 
 ciple which, on such a single track road as ours 
 where but two brakemen are employed on almost 
 all freight trains, and being a level prairie road. 
 It would hardly seem as though the rule was 
 141 
 
necessary, and it would seem best that it should 
 be left out. 
 
 A. In answering the above question the Com- 
 mittee stated, That in its opinion the rear of the 
 train should not be left unguarded by the ab- 
 sence of a competent employe. The Importance 
 of this precaution has not until the present time 
 been questioned, and the Committee under the 
 circumstances does not know of any better way 
 of providing for the required protection than the 
 manner specified in the rule.- — Sept. 12, 1895. 
 
 RULE 101. 
 
 447. Q. What would you do if your train 
 parted? 
 
 A. Would give the train-parted signal and if 
 possible prevent accident to the detached por- 
 tions. 
 
 447a. Q. Has the front portion right to re- 
 turn for the detached portion? 
 A. Yes. 
 
 447b. Q. Can the detached portion be moved 
 or passed around before the front portion re- 
 turns? 
 
 A. No. 
 
 447c. Q. What is the duty of the trainmen 
 on the detached portion? 
 
 A. They must see that no other train passeit 
 the rear portion and must notify following train» 
 of the condition and they must also arrange to 
 142 
 
protect the head portion from collision with th« 
 rear portion when it returns. 
 
 448. Q. In case you overtake a train that is 
 parted, how would you proceed? 
 
 A. The rear portion must not be moved or 
 passed around. 
 
 EXPLANATION.— It is the duty of the flag- 
 man on the detached portion to flag and notify 
 all trains following that the train has parted and 
 also to make sure that no train passes such de- 
 tached portion. The head portion has right over 
 all trains to return for the rear portion, but as 
 a general thing it should follow a flagman, when 
 returning, on account of the danger of draft rig- 
 ging or draw bars dropping on the track in such 
 position as to derail the returning portion. A 
 following train should not be allowed to shove 
 the rear portion from where it stopped, as the 
 head portion may know where the rear portion 
 stopped and may be returning expecting to find 
 it there, and besides, when the rear end and head 
 end are both moving towards each other the 
 chances for an accident are greatly increased. 
 Should the head portion run by a station or more» 
 before discovering that the train has parted, it 
 has the same right to return for the rear portion. 
 Under such circumstances if the head end meeta 
 or passes any train such train must remain clear 
 until the head end returns and until the train as 
 a whole has passed. A train is never complete 
 without its markers. 
 
 143 
 
The question has been asked as to whether or 
 not a superior train can pass the rear portion of 
 an inferior train at any point when it holds no 
 orders on the superior train. My understanding 
 is that in case the train has parted it cannot, and 
 in such case it is the flagman's duty to so inform 
 the superior train, but in case the head portion 
 has simply gone for water or coal or anything 
 else, it is simply a flagging movement and does 
 not come under the provisions of Rule 101, and 
 therefore the superior train can proceed (unless 
 held by flag) as inferior trains are required by 
 rule to clear superior trains in all cases, or pro- 
 tect as per Rule 99. 
 
 RULING. — A freight train of fifty-five cars 
 pulling out of a siding breaks loose three cars 
 from the caboose. The three cars and the ca- 
 boose are stopped clear on the siding by the 
 flagman, who is on the rear end. The main line 
 in the direction in which the train is going is 
 down grade and around a curve so that the en- 
 gineman cannot be promptly signalled. The 
 conductor, who is at the switch, sees that the 
 train is broken apart, and jumps on the last car 
 attached to the train as it passes the switch, 
 leaving the flagman on the detached portion 
 on the siding. By the time the engineman can 
 be signalled the train has gone so far down 
 grade so that it cannot be backed up. The con- 
 ductor, therefore, takes the portion of the train 
 which he has to the next siding, at a distance of 
 several miles, and returns with the light engine 
 144 
 
for the detached portion. In the meantime « 
 passenger train running on a fast schedule, with- 
 out a stop at the siding, arrives, and the flag- 
 man stops it and informs it of the circumstances. 
 While the flagman does not know that the con- 
 ductor intends to come back with the light en- 
 gine, on the chance of their doing so he notifies 
 the passenger train and they wait. The engineer 
 and the conductor come back with the light 
 ■engine against the passenger train, presuming 
 that it is stopped in accordance with Rule 101. 
 The question is whether, under the rule, the 
 engine of the freight train had a right to come 
 back to recover the detached portion, which 
 they knew to have been left on the siding, against 
 the passenger train. 
 
 Another actual case, putting the point in still, 
 perhaps, better light, is one which recently oc- 
 curred. The passenger train arrives at a siding 
 and finds a caboose with several cars in front ol 
 it with markers up on the rear end of the ca- 
 boose and no trainmen at the siding. The en- 
 gineer and conductor of the passenger train take 
 this portion of a train with markers on the rear 
 as notification of a portion of a train of which 
 the front portion might come back, and wait at 
 the siding until they get assurance to the con- 
 trary. It is to be observed in reference to these 
 two cases that Rule 101 does not limit the right 
 of a train to come back to recover its detached 
 portion to the case of breaking in two on the 
 main line only. On the contrary, the fact that 
 145 
 
a portion of a train with markers is found on a 
 siding is only an indication that some break 
 loose has happened. In the last case the indi- 
 cation of the switch being set to the main line 
 would lead to presume to the contrary, but the 
 position of the switch would not be given con- 
 clusive weight under any circumstances. 
 
 In the first case above mentioned, we would 
 be glad to have the construction of the Train 
 Rule Committee as to the right of the engine 
 of the front train, under Rule 101, to come back 
 for the detached portion and in the second as 
 to whether the passenger train was right In 
 waiting on finding the detached cars with mark- 
 ers on the rear of the caboose standing on the 
 aiding. 
 
 Answer. In reply the committee decided that 
 in the first case, in accordance with Rule 101, 
 the engine had absolute right to go back to re- 
 cover the detached portion of the train. In the 
 second case, the passenger train should not have 
 waited. — Dec. 9, 1896. 
 
 RULE 102. 
 
 449. Q. When cars are being pushed by an 
 engine, what precaution must be taken to insure 
 safety? 
 
 A. A flagman must take a position on the 
 front of the leading car. 
 
 EXPLANATION. — This for the reason that a 
 flagman on the leading car would be in a po- 
 146 
 
Bition to warn persons on or near the track and 
 also he could see the position of other cars and 
 switches and signal the engineman in case of 
 need. 
 
 RUIiE 103. 
 
 450. Q. Should messages or orders respect- 
 ing the movements of trains or condition of the 
 track or bridges be in writing? 
 
 A. Yes. 
 
 EXPLANATION. — If allowed to report such 
 cases verbally the operator or other person to 
 whom report was made might forget to notify 
 the superintendent or might give the wrong in- 
 formation. Besides, it is always desirable to 
 have such messages in writing so that they can 
 be referred to if desired, and so they can be filed 
 as a matter of record. 
 
 RULE 104. 
 
 451. Q. How must switches be left after hay- 
 ing been used? 
 
 A. In proper position. 
 
 452. Q. Who is responsible for the proper 
 adjustment of switches? 
 
 A. The conductor, except where switch ten- 
 ders are stationed. 
 
 453. Q. May you leave a switch open for a 
 train or section that is following you? 
 
 A. Not unless it is in charge of a trainman 
 of the following train. 
 
 147 
 
EXPLANATION. — In case a train backs in 
 on a siding the engineman should give attentioa 
 to the proper closing of the switch. Switches 
 should always be kept in a certain position, and 
 after it has been used it must be immediately 
 returned to its proper position. When a train 
 is approaching or passing over a switch no per- 
 son should stand near the switch lever. 
 
 RULING. — The question of the proper inter- 
 pretation of Rule 104 was brought before the 
 Committee, it having been stated that the word 
 "responsible" is ambiguous. 
 
 Answer. The Committee unanimously agreed 
 that the conductor is the person to be held re- 
 sponsible for the proper use of the switches by 
 himself or his trainmen and that the word "re- 
 sponsible" should be taken in its true, literal, 
 dictionary sense, viz: Answerable, amendable 
 accountable. — Apl. 8, 1890. 
 
 Question.—An investigation of a recent acci- 
 dent in this state, caused by the collision of an 
 incoming passenger train with a train standing 
 on a passing siding, due to the fact that the 
 switch ahead of the train on the siding was set 
 wrong, developed the fact that there is a very 
 marked disagreement on the part of the general 
 managers and operating officials of the various 
 roads in this jurisdiction as to the construction 
 of the Standard Code of Rules in respect of the 
 duty of any member of a train crew that take 
 the Biding to meet a train, to have any respon- 
 148 
 
Blbillty as to the safety of the switch ahead. Som0 
 of these officials insist that Rule 104a, together 
 with Rule 105, make it the duty of the condnctor 
 and engineer of the train on the siding In th» 
 supposed case to see that the switch ahead Is 
 safe for the main line. Others insist on the con^ 
 trary, and that the requirement that any of the 
 train crew on the siding in the supposed cas® 
 should have any responsibility in regard to the 
 switch ahead is contrary to the requirements of 
 good railroading. 
 
 On one of the roads interested, the Standard 
 Code Rule 104 has been modified by adding % 
 clause: "Engineers must see that the switches 
 at the front end of their trains are set right/* 
 and their operating officials assure me that un- 
 der Rule 105 of the Standard Code they would 
 expect the conductor to feel responsible for know- 
 ing that his train was properly protected at botfc 
 ends. 
 
 Now It seems to me that a rule regulating sucli 
 an Important matter should be so framed that 
 there is no need for any difference of opinio* 
 as to its meaning; and that if there is any room 
 for such difference, the proper constructlom 
 should be settled by the Association. 
 
 The Committee considered the questlojs^ fulfir 
 and made reply as follows: 
 
 "Rule 104 of the Standard Code of Train Rules 
 only attempts to place responsibility for the po- 
 sition of a switch when used by a train. It Is 
 obviously impossible to frame a rule placing the 
 149 
 
responsibility for conditions ahead of a traia. 
 other than provided in Train Rules 105 and 
 106." 
 
 RULE 105. 
 
 454. Q. Who are responsible for the safety 
 of their trains? 
 
 A. Both conductors and enginemen. 
 
 455. Q. When an emergency arises which is 
 not covered by the rules what must enginemen 
 and conductors do? 
 
 A. Take every precaution to prevent accident, 
 
 EXPLANATION. — Rule 105 states that both 
 conductors and enginemen are responsible for 
 the safety of their trains, and, under conditions 
 not provided for by the rules, must take every 
 precaution for their protection. 
 
 In case either one fails to observe the rules 
 or fails to have the proper authority for a move- 
 ment, the other man is in position to look out 
 for those duties, in which case he is also held re- 
 sponsible. 
 
 RULE 106. 
 
 456. Q. In case of doubt or uncertainty, how 
 would you act? 
 
 A. Take the safe course and run no risks. 
 
 EXPLANATION. — Rule 106 is a good rule, 
 but it should never be used to bolster up defec- 
 tive rules which can and should be remedied. 
 150 
 
Rules for Movement by 
 Train Orders 
 
 RULE 201. 
 
 470. Q. For what are train orders used? and 
 must the prescribed forms be used? 
 
 A. For movements not provided for by time- 
 table; prescribed forms must be used when ap- 
 plicable. 
 
 471. Q. What must they contain? 
 
 A. Only information and instruction essen> 
 tial to such movement. 
 
 472. Q. May train orders containing eras- 
 ures, alterations or interlineations be accepted? 
 
 A. No. 
 
 472a. Q. By whom are movements not pr^ 
 scribed by time-table authorized? 
 
 A. The superintendent (sometimes this au- 
 thority is delegated to the chief dispatcher or 
 the train master). 
 
 151 
 
472b. Q. May the different forms of train 
 orders be combined? 
 
 A. Yes, provided that no movement should 
 be included which does not directly affect the 
 first train named. 
 
 472c. Q. Must the prescribed forms be used 
 when applicable? 
 A. Yes. 
 
 EXPLANATION.—Rule 201 is intended to 
 prevent the sending of unnecessary orders. It is 
 also worded in such a manner that when the dif- 
 ferent train order forms are combined in one 
 order care should be taken to see that all move- 
 ments in the order affect the first named train. 
 When applicable, the prescribed forms must be 
 used. This means that the train dispatcher may 
 vary from the forms when it becomes necessary 
 to do so. However, the forms cover nearly any 
 situation which can arise so they are generally 
 applicable. 
 
 RULING. — The following questions were 
 asked in regard to this rule: 
 
 First. — As Rule 201 only authorizes the issu- 
 ance of orders not provided for by time-table, 
 am I correct in assuming that an order does not 
 affect a standard rule? 
 
 Second. — If train orders as per forms A to L 
 affect rules, where will I find authority? 
 
 Third. — If orders affect time-tables only at 
 per Rule 201, do they affect anything on the 
 152 
 
time-table, which Is the existence of trains and 
 their time and class? 
 
 Answer. The Committee stated that Rule 201 
 authorizes the issuance of orders for the move- 
 ment of trains which are not provided for In the 
 time-table and the authority for the execution of 
 such orders is the signature of the superintend- 
 ent attached. As the time-table is made to con- 
 form to the Standard Code, the assumption that 
 an order does not affect a Standard Rule is not 
 correct. 
 
 In regard to the second Inquiry, as has above 
 been stated, the authority is the signature of tht 
 
 In regard to the third Inquiry, Rule 201 ti 
 clear when taken in connection with the form of 
 orders and only affects what is contained in an 
 order, and trains may be annulled and their tim* 
 and class changed. — ^April 7, 1891. 
 
 BULB 202. 
 
 473. Q. Most train orders be glren in thm 
 aame words to all persona or trains addressed. 
 A. Yes. 
 
 EXPLANATION. — It if improper to gire to a 
 train or person only such part of an order ai may 
 directly concern them. Each order must ba 
 given in full when given under its original num« 
 ber. 
 
 RULING.— Order 20 gives engine 17 right f 
 work extra between Rendville and Drakes, pro- 
 153 
 
tecting itself against other specified extras. Or- 
 der 37 gives engine 15, south bound, rightfa to 
 run extra Fultonham to Drakes, which puts 
 them over the limits assigned engine 17, saying 
 in the order engine 17 is working extra between 
 Rendville and Drakes, but does not say that en- 
 gine 17 is protecting itself. When engine 15 
 arrives at Rendville, which is the northern limits 
 covered by extra 17's orders, how does extra 15, 
 according to the rule or order 37, get from 
 Rendville to Drakes without flagging against ex- 
 tra 17? This information is asked for as it is 
 not clear that on order 37, extra 15 can get over 
 the limits of extra 17 working between Rend- 
 yille and Drakes, without flagging. Has the ex- 
 planations to the examples, given under forms 
 of orders, anything to do with Rule 202? Should 
 the orders not be given, and run upon, strictly la 
 accordance with the rule? And is, or is it not, 
 meceBsary under the circumstances for extra 15 
 to protect tself when it strikes the limit of work 
 train extra 17? 
 
 Answer. In the judgment of the Committee 
 the orders do not violate the requirements of 
 Rule 202, for the reason that order No. 20 to 
 engine 17 was of such a character that no other 
 train could be directly affected by it, and order 
 No. 37 to engine 15 in no way affected order No. 
 20, held by engine 17. The answer to the last 
 question, as to whether engine 15 should pro- 
 tect itself within the limits of engine 17, is no. — 
 Dec. 9, 1896. 
 
 154 
 
RULE 203. 
 
 474. Q. At what time each day will a new 
 aeries of numbers for train orders be started, and 
 how shall they be numbered? 
 
 A. At midnight. They must be numbered 
 consecutively. 
 
 EXPLANATION. — It is not necessary that the 
 Hirst order sent after midnight should be num- 
 ber one, although this is the usual arrangement, 
 except where subdivisions are operated from the 
 same dispatching office. When this is done num- 
 bers on one subdivision begin with No. 1 and 
 on the other with No. 200, or some number suf- 
 ficiently high to prevent duplicate numbers be- 
 ing sent. 
 
 RULE 204. 
 
 475. Q. To whom must train orders be ad- 
 dressed? 
 
 A. To those who are to execute them. Those 
 for a train must be addressed to conductor and 
 engineman and also to anyone who acts as its 
 pilot. 
 
 476. Q. When two or more engines are at- 
 tached to a train, should each engineman have 
 «opies of all orders affecting that train? 
 
 A. Yes. 
 
 477. Q. Can a train order be used by any 
 train except the one addressed? 
 
 A. No. 
 
 155 
 
478. Q. How will conductors and englnemen 
 respect orders addressed to operators restricting 
 tlie movement of trains? 
 
 A. As if addressed to them. 
 
 EXPLANATION. — When conductors or en- 
 ginemen change off on the road they must trans- 
 fer to each other all train orders or other In- 
 structions which affect their trains. 
 
 When an operator holds an order which re- 
 stricts the movement of a train, he should mak6 
 copies of it and deliver one to conductor and en- 
 gineman of all trains concerned, hut need not 
 take their signature (unless the rules of his 
 road require it). 
 
 Train orders must he addressed to those who 
 are to execute them and a copy for each person 
 addressed must be provided by the operator. 
 
 RUIiE 205. 
 
 479. Q. What record must dispatcher make 
 of train orders and when? 
 
 A. Each train order must be written in full 
 In a book provided for that purpose and with it 
 recorded the names of those who have signed for 
 it, also time and signals showing what offices 
 have repeated it and the dispatcher's initials. 
 
 EXPLANATION.— Rule 205 refers to th© 
 method of keeping the record of train orders in 
 the train dispatcher's office. These records must 
 be made at the time and never from memory or 
 memoranda. 
 
 156 
 
RUIiE 200. 
 
 480. Q. How will regular trains be deslf^^ 
 nated In train orders? 
 
 A. By their numbers as "No. 10" or "2d No. 
 10/* adding engine number if desired. 
 
 481. Q. How will extra trains be designated? 
 
 A. By their engine number, adding the direo- 
 tion, as "extra 798 west." 
 
 482. Q. How will other numbers and thmtf 
 he stated? 
 
 A, In figures only. 
 
 EXPLANATION.— The Standard Codes doe» 
 not require that the numbers of trains shall b« 
 gpelled out; however, many roads require that 
 fill numbers in the body of a train order shall b© 
 spelled out in full and then duplicated in figures. 
 Where the telephone is used for dispatching 
 trains, all numbers should be spelled out to in- 
 jure accuracy of transmission. 
 
 RULING. — Question. When there are two or 
 iuure engines coupled to an extra train, which 
 engine number should be used to designate the 
 extra train under Rule 206? Rule 22 prescribes 
 that the leading engine shall display the green 
 or white signals, but the question is whether th« 
 number of the leading engines should be used 
 to designate the extra train. 
 
 Answer. The recommendation of the Com- 
 mittee is that the number of the leading engine 
 should be used. — Ruling Sept. 24, 1900. 
 157 
 
RULE 207. 
 
 483, Q. What signal does the dispatcher give 
 to each office in transmitting an order? 
 
 A. "31" or "19," followed by the directiott, 
 and if more or less than three copies are desired 
 the operator is informed. 
 
 EXPLANATION.— Where the "19" and "31'^ 
 order are not both in use, the signal may b» 
 omitted, except that these signals, either "19** 
 or "31," should be used to clear the line for tralK 
 orders. 
 
 RULE 208 (A). 
 
 484. Q. To which train must the order b« 
 addressed first? 
 
 A. To the superior train. 
 
 484a. Q. Mast the order be transmitted 
 simultaneously to as many offices as possible? 
 A. Yes. 
 
 RULE 208 (B). 
 
 185. Q. How must a train order for two or 
 more offices be sent? 
 
 A. Simultaneously to as many as practicable. 
 
 486. Q. How will the address be sent? 
 
 A. In order of superiority of trains. 
 
 487. Q. What does the operator at the meet- 
 ing or waiting point do? 
 
 A. He must deliver copies of his order to 
 all trains affected until all have arrived from 
 one direction. 
 
 158 
 
EXPLANATION. — Two forms of Rule 208 are 
 Bubmitted by the Standard Code. Rule 208 (A) 
 does not require the order to be sent to the 
 operator at the meeting or waiting point. Rule 
 208 (B) requires that it shall be sent to the 
 operator at the meeting or waiting point. 
 
 Under either example the address must be 
 given in order of the superiority of trains. When 
 the order cannot be sent to all trains concerned 
 at one time it must be sent first to the superior 
 train. This is necessary in order to protect the 
 movement, for should the order be sent first to 
 the inferior train and afterwards the wire go 
 down or the dispatcher forget to send the order 
 to the superior train accident would result. 
 
 Under 208 (B) the operator at the waiting or 
 meeting point must take copies enough so that 
 he can deliver them to all trains affected until all 
 have arrived from one direction, when, if he has 
 no further orders, his signal may be turned to 
 proceed. Trains receiving a copy of the order 
 at the waiting or meeting point must be governed 
 by it regardless of the fact that it is not ad- 
 dressed to them, and is addressed to the oper- 
 ator, because this is a special case covered by 
 special rule. 
 
 RULE 209 
 
 488. Q. How will operators write train or- 
 ders? 
 
 A. In manifold during transmission. 
 
 488a. Q. If operator is unable to make the 
 159 
 
required number of copies during transmission* 
 how will extra copies be made? 
 
 A. He must trace additional copies from one 
 of the copies first made. 
 
 EXPLANATION. — If the typewriter is used for 
 copying train orders, when additional copies are 
 made, the order must be repeated from such 
 copies to the train dispatcher and complete, given 
 in the usual manner. 
 
 This is necessary in order to avoid mistakes 
 in transcription by the operator and there should 
 be no deviation therefrom. 
 
 RULE 210. 
 
 489. Q. How will operators proceed with 
 repetition of a "31'* order? 
 
 A. Unless otherwise directed operators must 
 repeat orders at once from the manifold in the 
 succession in which the several offices have been 
 addressed, watching to see that others repeat It 
 correctly. 
 
 490. Q. After the order has been repeated, 
 who will sign for it? 
 
 A. Those to whom the order is addressed, ex- 
 cept enginemen. 
 
 491. Q. What is the operator's duty in re- 
 gard to the order after it has been signed? 
 
 A. He must send the signature to the dis- 
 patcher, who will give complete and the time. 
 
 Also the initials of the . 
 
 160 
 
491a. Q. What will the operator do after 
 "complete" has been given by the dispatcher? 
 
 A. The operator will then write on each copy 
 the word "complete," the time and his last name 
 in full and deliver a copy to each person ad- 
 dressed, except engineman. Engineman's copy 
 must be delivered to him by . 
 
 EXPLANATION. — The blanks in the above 
 rule may be filled by each road to suit its own 
 requirements. On roads where the signature of 
 the engineman is desired, the words "except en- 
 gineman" and the last sentence in the second 
 paragraph may be omitted. If preferred, each 
 person receiving an order may be required to 
 read it aloud to the operator. 
 
 In the handling of a "31" order the conductor 
 is required to call at the office and personally de- 
 liver the order to the engineman. 
 
 RULING. — Question. Order No. 50, sent June 
 30th at 10:15 p. m., for engine 15 to run extra 
 A to Z, OK given at 10:20 p. m. I will ask if 
 this order given June 30th and OK at 10:20 
 p. m., signed and made complete July 1st, 12:15 
 a. m., was sufficient orders for the train to move? 
 Or, in other words, does the fact that this order 
 was placed on June 30th and OK'd on that date 
 and not signed for three hours, which put it in 
 another month (July) and complete given at 
 12:15 a. m., make it of no value? 
 
 Answer. A train order is in effect when it 
 has been repeated or "X" response sent as pro- 
 161 
 
Ylded in Rule 214. Train orders once in effect 
 continue so until fulfilled, superseded or an- 
 nulled as per Rule 220. 
 
 Question. Under Rule 210, should train dis* 
 patcher acknowledge repetition of a train order 
 by the operator by giving OK? 
 
 Answer. In reply to this question, the Com- 
 mittee is of the opinion that while there is no 
 objection to the use of the OK as suggested, the 
 rules do not require it. It was considered by the 
 Committee not to be necessary for the safety 
 of operaton, and was, therefore, omitted. — Rul- 
 ing, 1902. 
 
 Question. Who fills out the "Train Number" 
 on bottom of 31 orders? 
 
 Answer. It is the opinion of the Committee 
 on Train Rules that the conductor, when he 
 signs the order, should indicate the train he is 
 running in the space provided for the purpose. — 
 Ruing, 1905. 
 
 RULE 211. 
 
 492. Q. What is the procedure with a "19'* 
 order? 
 
 A. The same as with a "31" order, except it 
 is not signed and complete is given by the dis- 
 patcher when the order is repeated, and the 
 operator personally delivers a copy to each per- 
 son addressed. 
 
 493. Q. If to deliver the engineman^s copy 
 
 162 
 
would require the operator to leave the vicinity 
 of his office, who would deliver it? 
 
 A. The . 
 
 494. Q. When a "19" order is issued for a 
 train at a point where its superiority is restrict- 
 ed by such order how will delivery be made? 
 
 A. The train must be brought to a stop be- 
 fore delivery is made. 
 
 EXPLANATION.— In handling the "19" order 
 the train dispatcher gives complete to it as soon 
 as it has been repeated and the operator must ar- 
 range to deliver the order to the train while it is 
 in motion, except that when it would take the 
 operator from the immediate vicinity of the of- 
 fice to deliver the order to the engineman, the 
 engineman's copy will be delivered to him by the 
 conductor. When a "19" order is issued to a 
 train at a point where the superiority of such 
 train is restricted by the order, the train must 
 be brought to a stop before delivery of the order 
 is made. 
 
 RULING. — Question. Can a 19 form of train 
 order be used in moving trains whose rights 
 might thereby be restricted? If it is not con- 
 sidered good practice to use this form of order, 
 will you kindly advise the purpose for showing 
 "X" response on the Standard train order blank 
 for this form of order? Heretofore, our com- 
 pany has not used a 19 order for a train whose 
 rights would be restricted thereby. 
 
 Answer. Yes; but the restriction of the use 
 163 
 
of the 19 order by any road so desiring is per* 
 missible under the Standard Code. 
 
 RUIiE 212. 
 
 495. Q. When may **X" response be giTen? 
 State the manner in which it is given. 
 
 A. When directed by the train dispatcher. 
 
 495a. Q. What is the procedure? 
 
 A. When directed by the dispatcher operator 
 will say "X" (order) No. — to (train) No. — ," 
 with his initials and office signal. He will then 
 write on the order his initials and the time. 
 
 EXPLANATION. — On a division where the 
 traffic is heavy it sometimes happens that a con- 
 siderable time can be saved to a train by having 
 the operator at the point where an order is ad- 
 dressed to the superior train "X" the order so 
 that it will not be necessary for him to repeat 
 it in full before the operator who has copied 
 the order for the inferior train repeats his copy. 
 In such cases the "X" response acts as a hold 
 order and permits the movement of the inferior 
 train before it otherwise could go; perhaps the 
 minute thus saved will save the inferior train 
 a stop for the order. When this is done the or- 
 der must be repeated in the regular manner as 
 soon as possible thereafter. 
 
 . , RULE 213. 
 
 496. Q. WTien may complete be given to tat 
 inferior train? 
 
 164 
 
A. Not until the order has been repeated 
 or "X" response sent by the operator who re- 
 ceives the order for the superior train. 
 
 EXPLANATION. — "Complete" must not be 
 given to a train order for delivery to an inferior 
 train until the order has been repeated by the 
 operator who holds the order for the superior 
 train, or until he gives the "X" response. Com- 
 plete must not be given to an order to a superior 
 train when such order has only been receipted 
 by the "X" response and has not been repeated. 
 
 RULE 214. 
 
 497. Q. How is an order regarded before 
 eomplete has been given and after it has been re- 
 peated or **X" response sent? 
 
 A. As a holding order for the train ad- 
 dressed. 
 
 498. Q. When a **31" order has been sent 
 and repeated, or *'X" response sent, and before 
 "complete" has been given, the wire fails, has 
 the train to whom this order is addressed the 
 right to proceed? 
 
 A. No. 
 
 499. Q. If the line fails before an office has 
 repeated an order or "X" response has been sent, 
 is the order effective? 
 
 A. No. 
 
 EXPLANATION. — Supposing an order has 
 been sent for a train at B. If the wire fails be- 
 165 
 
fore the operator at B has repeated it or before 
 he has given the "X" response for it, the order 
 must be treated as though it had not been re- 
 ceived. But if the wire fails after the order has 
 been repeated or its receipt acknowledged by the 
 "X" response, then it acts as a holding order for 
 the train addressed. Roads which use "19" or- 
 ders for all movements have no trains tied up ac- 
 count of wire failure except in case the "X"re- 
 sponse is given to an order and the wire fails 
 before it is repeated and "complete" received. 
 
 RULING. — Question. Please refer to Rule 
 214, second paragraph, reading: "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 treated as if it had not 
 been sent." A rule has been proposed as a com- 
 panion thereto which will admit of trains moving 
 in case of wire trouble. We have had some se- 
 rious delays occur by reason of a ruling train 
 having to be held indefinitely for "complete" to 
 an order, the time in which had expired or about 
 expired. The rule proposed reads as follows: 
 "If the line fails after an office has repeated 
 an order for which OK and the acknowledgment 
 has been given and the dispatcher cannot be 
 reached to give complete to same, the operator 
 will complete and deliver the order in the usual 
 manner, writing after the word complete, "as 
 per Rule 210A," and permit the train to proceed. 
 The operator will notify the dispatcher of his 
 action as soon as communication is restored. 
 166 
 
The conductor and engineman will advise the 
 dispatcher from the first open telegraph office 
 from which he can be reached. I will be pleased 
 to know what your experience has been and 
 what your practice is, also to have you criticise 
 the proposed rule. 
 
 Answer. The Committee does not approve 
 the proposed rule nor does it think it wise to 
 make any change in the method of handling the 
 "31" order. If greater freedom is desired Rule 
 211 provides for the use of the "19" order and 
 will avoid the suggested difficulty. — Oct. 14, 
 1908. 
 
 RUIjE 215. 
 
 500. Q. What copy of a train order must the 
 operator keep? 
 
 A. The lowest copy. 
 
 EXPLANATION. — This is done as all the sig- 
 natures will appear on the lowest copy and also 
 because the lowest copy is liable not to be as 
 plain as the other copies. 
 
 RULE 216. 
 
 501. .Q What are the requirements when 
 orders are delivered by the train dispatcher? 
 
 A. The same as at other offices. 
 
 EXPLANATION. — Some roads require that an 
 operator in the dispatcher's office copy the order 
 during transmission the same as is done at other 
 offices, for only in this manner can the rule be 
 fully observed. 
 
 167 
 
RULE 217. 
 
 502. Q. How should an order be addressed to 
 a train which cannot be reached by telegraph? 
 
 A. C. & E. No — at care of . 
 
 503. Q. Whose signature must be taken be- 
 fore "complete" is given when form 31 is used^ 
 and with what copies should the person deliver- 
 ing the order be supplied? 
 
 A. The signature of the person in whose care 
 the order is sent; one for engineman, one for 
 conductor, and one for the person who delivers 
 the order. 
 
 504. Q. What must he do with the copy he 
 retains, and whose signature must appear 
 thereon? 
 
 A. The signature of the conductor and en- 
 gineman of the train which is to use the order 
 must appear on the order. He will deliver this 
 copy to the first telegraph operator accessible. 
 
 505. Q. Will the train receiving this order 
 act on it as if complete had been given in the 
 usual manner? 
 
 A. Yes. 
 
 506. Q. For orders sent as above can com- 
 plete be given to an inferior train before the slg- 
 natui'e of the conductor and engineman of the 
 superior train, whose rights are thereby restrict- 
 ed, have been received? 
 
 A. No. 
 
 168 
 
EXPLANATION. — It sometimes happens that 
 a train is delayed at a blind siding until it is un- 
 able to proceed against opposing trains, and in 
 such a case it becomes necessary to send train 
 orders to it in care of some person. When the 
 "31" order is used in a case of this kind "com- 
 plete" will be given to the order upon the re- 
 ceipt of the signature of the person in whose 
 care the order is being sent. This person must 
 be supplied v/ith copies for the conductor and en- 
 gineman of the train addressed, and also a copy 
 on which he must take the signature of the con- 
 ductor and engineman of the train addressed, 
 which copy will then be delivered to the first 
 telegraph operator accessible, who will immedi- 
 ately transmit the signatures to the train dis- 
 patcher. Orders so delivered will be acted upon 
 as if "complete" had been given in the usual 
 manner. When orders are sent to a train at a 
 non-telegraph station which restrict the super- 
 iority of such train, "complete" must not be 
 given to the inferior train until the signature of 
 the conductor and engineman of the train at the 
 non-telegraph station have been sent to the train 
 dispatcher. 
 
 Under no other conditions does the Standard 
 Code require enginemen to sign train orders ex- 
 cept in case a train order is sent to a train at a 
 station after the train has been cleared or the 
 engine has passed the train order signal. 
 
 169 
 
RULE 218. 
 
 507. Q. When a train is named in an order 
 by its schedule number alone are all sections 
 included? 
 
 A. Yes. 
 
 507a. Q. Must each section have copies of 
 the order delivered to it? 
 A. Yes. 
 
 EXPLANATION. — When a train is named in 
 a train order by its schedule number alone it has 
 the same effect as if all sections were mentioned 
 in the order. When possible the train dispatcher 
 should designate each section, but as this is not 
 always possible. Rule 218 furnishes a necessary 
 explanation. When an order has been given for 
 No. 1 to meet No. 2 at D and there are two sec- 
 tions of No. 1, and it is desired to make a meet 
 at C for No. 2 and 2d No. 1, the order should 
 read, "No. 2 meet 2d No. 1 at C instead of D." 
 
 To fully understand the effect of Rule 218 on 
 an order one has simply to substitute the number 
 of sections for the schedule number which has 
 been used. For example, extra 2652 was given 
 an order to run ahead of No. 21 until overtaken. 
 No. 21 passed extra 2652 at C. In this case 
 the order gave extra 2652 right to run ahead 
 of all sections of No. 21, because the order named 
 the train by its schedule number alone, and. be- 
 cause of this, when the first section overtakes 
 extra 2652 it can pass, and extra 2652 can pro- 
 ceed ahead of 2d No. 21 until 2d 21 in turn 
 170 
 
overtakes the extra, when it can pass. In con- 
 nection with this you will note that the rule re- 
 quires that all sections must have a copy of the 
 order, which makes the movement entirely safe 
 and fully understood by all sections of No. 21. 
 If it was the intention that the order simply 
 cover a movement ahead of the first section, in 
 such a case, then the rule would be in error in 
 directing that all sections must have copies of 
 the order, since in that case it would not affect 
 any but the first. In short, when a train re- 
 ceives an order with respect to another train, 
 which is mentioned by its schedule number alone, 
 it must be regarded as including all sections. 
 Each section receiving such an order must be 
 prepared to execute the order. In fact, to under- 
 stand such an order, substitute the words "all 
 sections of No. 21" for the words "No. 21," and 
 the meaning will be clear. 
 
 RULE 219. 
 
 608. Q. May an operator repeat or give the 
 **X" response to a train order for a train, the 
 engine of which has passed his train order sig- 
 nal, before he has ascertained that the conductor 
 and engineman have been notified that he has or- 
 ders for them? 
 
 A. No. Not unless otherwise directed. 
 
 EXPLANATION. — It is understood in Rule 
 219 that it refers to the engine passing the sig- 
 nal while in the clear position, otherwise the 
 171 
 
signal would govern, and besides engine has no 
 right to pass a train order signal while in the 
 stop position. 
 
 When an engine has passed the signal and it 
 is desired to get orders to it the signature of the 
 conductor and engineman must be obtained to 
 the order before acknowledging receipt of the 
 order. The rule says, "unless otherwise di- 
 rected;" this means that in case the order is on© 
 which the train requires for its own movement 
 before it can leave the station, then the dis- 
 patcher can "otherwise direct" the operator, 
 who may then repeat the order before obtaining 
 the signatures. 
 
 RULE 220. 
 
 509. Q. How long do train orders, one© In 
 eS'ect, continue so? 
 
 A. Until fulfilled, superseded or annulled. 
 
 510. Q. May part of any order specifying » 
 particular movement be annulled or superseded? 
 
 A. Yes. . . . . . ™. . ,' 
 
 511. Q. Are orders held by or issued for a 
 train which has lost its rights as per Rule 4 or 
 82, effective? 
 
 A. No. 
 
 512. Q. Does a part of an order relating to 
 a regular train become void when such train 
 loses both right and schedule as per Rule 4 and 
 82 or is it annulled? 
 
 A. Yes. 
 
 172 
 
EXPLANATION. — It is understood that when 
 a train reaches its terminal all orders which it 
 holds become void. It is also generally under- 
 stood that when an extra train expires by limita- 
 tion of time or place, any orders it holds become 
 void unless special rules otherwise provide. 
 
 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. 
 When an order, or part of an order, is super- 
 seded the words "instead of" are always used. 
 If they are omitted no supersedure takes place. 
 Orders held by or issued for, or any part of an 
 order relating to a regular train, become of no 
 effect when such train is annulled. The rules do 
 not specially state the fact, but it is generally 
 conceded that when a train reaches its terminal 
 station on a division, any train orders held by 
 that train become of no effect. The terminal 
 station of an extra train in such cases is con- 
 sidered to be the station to which they held or- 
 ders to run extra and if upon arrival at such 
 terminal station they are given orders to pro- 
 ceed extra to a new terminal station, should any 
 orders which they held be needed to protect 
 them on the new run, such orders must be re- 
 peated to them by the dispatcher when he 
 creates the run. 
 
 RULING. — Suppose an order is issued to No. 
 1 at A and No. 2 at C, reading: "No. 1 will wait 
 at B until 5 p. m. for No. 2." No. 1 being the 
 173 
 
superior train. Subsequently an order is Isaued 
 to No. 1 at B and No. 2 at C, reading: "No. 1 
 and No. 2 will meet at C." Does the latter order 
 cancel the previous time order? 
 
 Answer. The Committee refers to the first 
 paragraph of Rule 473 (now Rule 220), "Train 
 orders once in effect continue so until fulfilled, 
 superseded or annulled." Therefore, if the train 
 order had not expired at B, then that order must 
 be annulled before the meeting order would be 
 effective. Under the conditions named the sec- 
 ond order should preferably read: "Order No. 
 — is annulled. No. 1 and No. 2 will meet at C* 
 
 CRITICISM. — Rule 220 does not cover the sit* 
 nation as fully as it might. We suggest that 
 there be a paragraph added to the rule reading: 
 "Orders held by, or any part of an order relating 
 to, an extra train, become void when the exist- 
 ence of such train ends by limitation of time or 
 place, or when the order creating it is annulled 
 or superseded." With an addition of this kind 
 the rule would cover the situation and clear up 
 several points which are now serious questions of 
 procedure. 
 
 RUIiE221 (A). 
 
 Note. — On roads where the normal indica- 
 tion of the signal is "proceed" the examiner will 
 omit Questions on Rule 221 A. 
 
 513. Q. What will the fixed signal indicate 
 at each train order oflice when the operator is 
 on duty? 
 
 A. Stop. 
 
 174 
 
514. Q. May a train pass the signal while 
 stop is indicated? 
 
 A. No. 
 
 515. Q. When will this signal be fastened at 
 "proceed?" 
 
 A. When no operator is on duty. 
 
 516. Q. If a train order signal is not dis- 
 played at a night office, what is required of con- 
 ductors and engineers? 
 
 A. Stop and ascertain cause and report the 
 facts from the next open telegraph office. 
 
 517. Q. What signals must operators keep 
 on hand to use if fixed signal fails? 
 
 A. Hand signals. 
 
 Note to Rule 22 lA. — The conditions which 
 affect trains at stations vary so much that it is 
 recommended each road adopt such regulations 
 supplementary to this rule as may best suit its 
 own requirements. 
 
 EXPLANATION. — There are two rules shown 
 in the Standard Code governing the use of the 
 train order signal. 
 
 The first rule (221 A) is intended for use on 
 roads where the normal indication of the signal 
 is "stop." The other rule (221B) is to be used 
 on roads where the normal indication of the 
 signal is "clear." 
 
 Rule 221 (A) requires that fixed signal must 
 be used at each train order office, which must 
 indicate "stop" when there is an operator on 
 175 
 
duty, except when changed to proceed to permit 
 a train to pass, after giving it orders, or for 
 which there are no orders. 
 
 If the fixed signal is not displayed at an office 
 where an operator should be on duty at night, 
 trains which have not been notified otherwise 
 must stop and find out the cause, and report the 
 facts from the next open telegraph station. When 
 the semaphore is used at a train order station it 
 v/ill indicate "stop" when horizontal and pro- 
 ceed when in an inclined position. 
 
 When stop is indicated a train must not pass 
 the signal. When the signal is cleared for a 
 train to pass, it must be returned to stop as soon 
 as the train is by. It may only be fastened in 
 the proceed position when there is no operator 
 on duty. Operators must provide themselves 
 with proper appliances for hand signaling and 
 have them ready for immediate use, if for any 
 reason the fixed signal should fail to work 
 properly. 
 
 RULE 221 (B). 
 
 Note. — On roads where the normal indication 
 of the signals is "stop," examiners will omit 
 Questions on Rule 221B. 
 
 518. Q. What kind of a signal must be use<l 
 at each train order office? 
 A. A fixed signal. 
 
 518a. Q. W'hat will the fixed signal at each 
 train order office indicate when there are no 
 orders ? 
 
 176 
 
A. Proceed. 
 
 519. Q. When there are orders what will It 
 indicate? 
 
 A. Stop. 
 
 520. Q. When an operator receives the signal 
 "31" or "19" what will he do? 
 
 A. Immediately display stop signal and re- 
 ply, "stop displayed." 
 
 521. Q. Must the dispatcher give direction 
 when he gives the "31" or "19" symbol? 
 
 A. Yes. 
 
 522. Q. When train order signal is displayed 
 at stop, under what conditions may a train 
 pass it? 
 
 A. When a clearance card is issued. 
 
 523. Q. If signals are not displayed from a 
 night office, what must trains do? 
 
 A. Stop and ascertain cause and report from 
 next open telegraph office. 
 
 524. Q. In what position is the signal to in* 
 dicate stop? 
 
 A. . 
 
 525. Q. Must operators keep hand signals 
 ready for use should fixed signals fail? 
 
 A. Yes. 
 
 Notes to Rules 221A and 2 2 IB. — The Commit- 
 tee has recommended two forms of Rule 221, 
 leaving it discretionary to adopt one or both of 
 these forms according to the circumstances of the 
 traffic. 
 
 177 
 
EXPLANATION. — If a train stops while stop 
 is indicated and operator changes signal to pro- 
 ceed, the train may go on signal from conduc- 
 tor, without orders or clearance card, provided 
 the engineman can see that the signal is clear. 
 
 Rule 221 (B) requires that a fixed signal must 
 be used at each train order office, which must in- 
 dicate stop when trains are to be stopped for or- 
 ders, but when there are no orders the signal 
 must indicate "proceed." When the operator re^ 
 ceives the signal "31" or "19" followed by th© 
 direction, he must immediately display the stop 
 signal for the direction indicated and reply "stop 
 displayed," and until the orders have been de- 
 livered or annulled the signal must not be re- 
 stored to proceed. The operator in saying "stop 
 displayed" will use the letters "s. d.," which 
 stand for "stop displayed." While stop is indi- 
 cated trains must not proceed without a clear- 
 ance card. Operators must provide themselves 
 with proper appliances, ready for immediate use, 
 so they can signal the train by hand, should the 
 fixed signal fail to work. 
 
 If a signal is not displayed at an office, which 
 should be open at night, trains which have not 
 been notified that such office is closed, must stop 
 and ascertain the cause, and report the fact from 
 the next open telegraph station. When the 
 semaphore is used at a train order station it in- 
 dicates "stop" when horizontal and "proceed" 
 when in an inclined position. 
 
 When an operator receives "31" or "19"' he 
 178 
 
must immediately display stop signal and reply 
 "SD." This must be done at once and before the 
 dispatcher is permitted to start the order. 
 
 After an operator has replied "SD" and before 
 he has repeated or "X"d the order, should the 
 line fail, the operator may take in his signal, 
 the order, or whatever part of it may have been 
 sent, is considered as if it had not been sent at 
 all. This is equivalent to the annulling of the 
 order in its effect upon the action of the operator 
 at the station where it is issued. 
 
 RUI.E 222. 
 
 526. Q. Will operators record the time of 
 trains and report same? 
 
 A. Yes. 
 
 EXPLANATION. — In our opinion there is too 
 little attention given to Rule 222. When a dis- 
 patcher is calling an operator for an O. S. his 
 time is being wasted and the movement of trains 
 is correspondingly impaired, and if there was 
 nothing more to be said on the subject than this 
 it would merit more attention than it now re- 
 ceives. But there is another and more serious 
 side to Rule 222. A great many collisions have 
 have been prevented by a prompt train report 
 being given to the train dispatcher, which has 
 enabled him to stop some opposing train in time 
 to prevent an accident. A few minutes delay in 
 an O. S. and both trains may be between stations 
 where they cannot be reached. 
 179 
 
In looking over a detailed report of accidents 
 you will find that quite a number of them could 
 have been prevented by the prompt report of a 
 train to the dispatcher. Operators who habit- 
 ually fail to give prompt O. S., or operators who 
 wait for the dispatcher to ask them to O. S., 
 should be dismissed from the service as they are 
 failing in their duty, delaying trains, and are a 
 menace to life and property. 
 
 RULE 223. 
 
 527. Q. May specified signs be used. 
 A. Yes. 
 
 EXPLANATION. — This rule concerns the 
 movement of trains by telegraph and it permits 
 the use of the following abbreviations and sig- 
 nals: 
 
 Initials for the signature of the . 
 
 Such office and other signals as are arranged 
 by the — . 
 
 C & E for the Conductor and Engineman. 
 
 X — Train will be held until order is made 
 "complete." 
 
 Com — for Complete. 
 
 OS — Train Report. 
 
 No — for Number. 
 
 Eng — for Engine. 
 
 Sec — for Section. 
 
 Psgr — for Passenger. 
 
 Frt — for Freight. 
 
 Mins — for Minutes. 
 
 180 
 
Jet — for Junction. 
 
 Dispr — for Dispatcher. 
 
 Opr — for Operator. 
 
 31 or 19 — to clear the line for Train Orders, 
 and for Operators to ask for Train Orders. 
 
 S D — for "Stop Displayed." 
 
 The usual abbreviations for the names of the 
 months and stations. 
 
 181 
 
Forms of Train Orders 
 
 EXPLANATION. — When the Conductor signs 
 an order he is responsible for his train being 
 safely held or moved in accordance with the 
 order. The Engineman is equally responsible, 
 but not until he has received his copy of the 
 order. The conductor has not the right to sign 
 for an order unless he is sure that he has train 
 fully in his control. 
 
 When a train is run extra on a schedule such 
 extra does not lose its rights when it is 12 hours 
 late. 
 
 When one train holds orders concerning 
 another train which has become twelve hours 
 late, such orders, or parts of orders as relate to 
 the train which is twelve hours late, become of 
 no effect. When a train reaches its terminal, 
 any orders which it may hold become void, and 
 should the same crew be started out from that 
 terminal on another train, it must be given new 
 copies of all orders by which they are to be 
 governed. The terminal for an extra train is 
 considered as being the point to which it is 
 182 
 
ordered to run extra. If such extra train is 
 moved beyond this point on a subsequent order. 
 It is considered as being a new train, and must 
 be protected as such. The reason for this is that 
 all orders which can properly be issued to a train 
 are based on the fact that such train exists. In 
 case of a regular train it exists by authority of 
 its schedule, on certain days, between definite 
 points; an extra exists by authority of the train 
 order, which gave it right to run from one certain 
 point to another certain point and it has no 
 existence except between those certain points. 
 Consequently all orders addressed to it must be 
 limited to the particular train to which they are 
 addressed; also for use on the particular portion 
 of track over which such train is authorized to 
 move, and these orders necessarily cease to exist 
 when that particular train ceases to exist. For 
 example; when a train is run extra from B to C 
 and upon arrival at C it is given an order to run 
 extra from C to G, all orders held by the former 
 extra, with initial station at B and terminal at 
 C, become void. In each case when an extra 
 train is created it must be fully protected 
 against extras. 
 
 When a train is annulled, as per Form K, all 
 orders held by that train, or held by other trains 
 concerning such train, become void. When a 
 train loses its right and schedule, as per Rule 4, 
 any train orders which it holds become void. 
 Except as above stated, all train orders once in 
 183 
 
effect continue so until fulfilled, superseded ot 
 annulled. 
 
 A train order is considered fulfilled when all 
 provisions contained in the order are carried out. 
 To supersede an order or part of an order the 
 words "instead of" must always be used, and 
 then, only such part of the order is superseded 
 as the words "instead of" refer to. There may 
 be two or three meeting points in an order, one 
 or more of which can be superseded; any pro- 
 vision that can be specified can be superceded in 
 a train order. A train order or part of an order 
 can be annulled by a subsequent order stating 
 
 that, "that part of order No. — reading 
 
 is annulled." In case the whole of the 
 
 order is to be annulled, the annulling order 
 simply refers to the number of the order which 
 is to be annulled. 
 
 All roads are not uniform in the use of the 
 "19" and "31" train order. Under the Standard 
 Code the "19" order can be used for any pur- 
 pose, but some roads restrict the use of the "19" 
 order to movements which do not restrict the 
 right of the train addressed. All standard form* 
 of orders with one or two exceptions are so 
 worded that the order which takes away super- 
 iority from one train, confers it upon another in 
 the same words. 
 
 The rules provide that train orders automatic- 
 ally supersede time-table authority with which 
 they conflict. 
 
 It is our intention to make the rules and train 
 184 
 
order forms so plain that no misunderstanding 
 can occur, but should the rules or orders not be 
 understood, an explanation should be asked of 
 the proper official. 
 
 Orders should never be given directing a train 
 to run ahead of time, for the rules do not protect 
 a train ahead of time. If it is desired to run a 
 train ahead of time it should be run extra. 
 
 Trainmen should furnish the dispatcher with 
 all the information possible concerning their 
 train, so that its movements may be anticipated 
 fully. When a train has work to do at a station 
 the dispatcher should be kept posted as to the 
 progress of the work. 
 
 In considering train orders in connection with 
 the schedule of a train it must be remembered 
 that where only one time is given for a train at 
 a station, it is, unless otherwise specified, the 
 leaving time for the train at that station. The 
 arriving time in such cases must be considered 
 as being the leaving time at the preceding 
 station. 
 
 Train orders which are not easily read, or 
 which contain changes or erasures, or contain 
 words between the lines must be refused by 
 trainmen, as such orders are liable to be mis- 
 leading, and thus cause confusion or accident. 
 
 Train dispatchers should have train orders 
 ready for a train in advance of the time when It 
 will require the order A short clear order is 
 always preferable to a long one which contains a 
 great many movements. 
 185 
 
Any of the prescribed forms may be combined 
 with other forms but good judgment, backed up 
 by the wording of Rule 201, dictates that no 
 movement should be put in a train order which 
 does not directly affect the first train named in 
 the order. 
 
 FORM A. 
 
 595. Q. How will two opposing trains hold- 
 ing orders to meet at a certain station run with 
 respect to each other? 
 
 A. Run with respect to each other to the 
 designated station and there meet in the manner 
 provided by the rules. 
 
 596. Q. In the case of trains of the same 
 class, what rule is referred to? 
 
 A. Rule 88, with respect to taking siding. 
 
 597. Q. If the trains are of different classest 
 what rule is concerned? 
 
 A. Rule 89. 
 
 598. Q. Should a meeting order be sent f<n* 
 delivery to a train at the meeting point? 
 
 A. Not if it can be avoided. 
 
 599. Q. If an order is sent to the meeting 
 point what should be added to the order? 
 
 A. "No. gets this order at ." 
 
 600. Q. If, as conductor or engineman of No. 
 2 you held an order reading **No. 2 meet No, 1 
 at A" and No. 1 arrived at A displaying signals, 
 how would you be governed? 
 
 186 
 
A. Would remain at "A" for following sec- 
 tions; as no particular section was specified in 
 the order, all sections are included. 
 
 601. Q. If you held an order to meet 2d No. 
 
 1 at '*A" and 2d No. 1 arrived with signals, how 
 would you be governed, No. 2 being a train of 
 superior class? 
 
 A. Would proceed as a particular section 
 was mentioned in the order, therefore no other 
 sections were included. 
 
 602. Q. If second No. 1 arrived without sig- 
 nals and with no markers, would you proceed? 
 
 A. No; a train must not be considered as 
 liaving been met until its markers have arrived. 
 
 603. Q. If as conductor or engineman of No. 
 
 2 you held an order reading "No. 2 meets 1st 
 No. 1 at C and 2d No. 1 at E" and on arrival at 
 E you received an order reading, "No. 2 meet 2d 
 No. 1 at F," how would you be governed? 
 
 A. Would remain at "E" until got proper 
 orders; as the order to meet at "P" does not 
 contain the words "instead of," it does not super- 
 sede the former order, therefore the orders con- 
 flict, and No. 2 should not proceed until the or- 
 ders are corrected. 
 
 604. Q. If No. 2 held order No. 1 reading 
 **No. 2 meet No. 1 at B," and No. 1 arrived at B 
 with signals and another order was given read- 
 ing, "No. 2 meet 2d No. 1 at C instead of B" and 
 when No. 2 reached C it finds 2d No. 1 display- 
 
 187 
 
ing signals, what must it do, No. 2 being a train 
 of superior direction? 
 
 A. No. 2 must immediately get clear expect- 
 ing 3rd No. 1 to be on their way to B under the 
 right conferred by order No. 1, as only that part 
 of order No. 1 was superseded that referred to 
 2nd No. 1. 
 
 Rule 218 is so worded that It requires order 
 No. 1 to be delivered to all sections of No. 1 as 
 all sections are included — no particular section 
 being specified. 
 
 EXPLANATION. — Supposing the following 
 orders were issued: "No. 1 meet No. 2 at A. No. 
 2 take siding." "No. 1 meet No. 2 at B instead 
 of A." Which train will side-track at B? Under 
 the rules No 2 should side-track at B, as the first 
 order was a two-movement order and only one 
 movement has been superseded. In support of 
 this position it must be admitted that No. 2 has 
 certain privileges any one or more of which may 
 be taken away by train order. For example, No, 
 2, a train of superior direction may proceed 
 against No. 1. However, when a meeting point 
 is fixed with No. 1 the privilege to proceed 
 against No. 1 beyond such point is taken away, 
 but it still has the privilege of holding the main 
 track at the meeting point unless it is also taken 
 away. Both of these privileges are separate and 
 distinct and the superseding of the meeting por- 
 tion of the order does not supersede the side- 
 tracking provision any more than the supersed- 
 188 
 
Ing of the side-tracking provision supersedes the 
 meeting point provision. In fact the order to 
 side-track might be a separate order reading: 
 "No. 1 side-track for No. 2." The effect is the 
 same in either case. But for the reason that all 
 men do not understand this point alike, every 
 railroad company should make a ruling on this 
 point one v^ay or the other, so that trainmen 
 will know what is expected of them. So far as 
 safety goes, it won't matter much which way the 
 ruling is. When a train takes a siding to meet 
 another train the conductor should get in touch 
 with the operator so that in case the opposing 
 train has been delayed a new meet can be made. 
 
 The explanation following Form A reads, 
 "Trains receiving these orders will run with re- 
 spect to each other to the designated points and 
 there meet in the manner provided by the 
 Rules." 
 
 At a meeting point between two trains should 
 either one arrive without markers, no movement 
 can be made by the opposing train until the 
 markers arrive, as they indicate the rear end of 
 a train, 
 
 RULING. — Q. Assuming that a road is work- 
 ing under Standard Rule for single track, and Is 
 double track between A and B, single track be- 
 tween B and C, and double track between C and 
 D. 
 
 In case order Is issued: "Engine 1 will run 
 extra A to D and meet No. 2 at C." Will it be 
 necessary for Extra 1 to wait at C until No. 2 
 189 
 
arrives, in the absence of any orders regarding 
 No. 2 using the track which extra 1 would use 
 under time-table rules C to D, both C and D 
 being register points so that No. 2 would know 
 that extra 1 had arrived at C? 
 
 A. In answering, attention is called to the 
 fact that the inquiry is based on the use of a 
 wrong form of order, and therefore is not one 
 which the Committee can rule on. An order as^ 
 per Form C should have been used, reading; 
 "Extra 1 has right over No. 2 B to C." — Ruling 
 Sept. 11, 1901. 
 
 "No. 40 and work extra 237 will meet at 
 Rome." At 8 p. m. on the expiration of the work 
 limits, work extra has not reached Rome. How 
 are both trains to be governed after this hour? 
 
 A. No. 40 could not pass Rome without or- 
 ders, and if work extra 237 had orders to work 
 only to 8 p. m., it has no right to the track after 
 that hour. Under the circumstances, the Form E 
 should have been used. — Sept. 7, 1893. 
 
 DECISION. — In answer to a question submit- 
 ted, the Committee stated that the two forms. 
 Form A and Form C, may be used in conjunction 
 
 for the same trains. — April 14, 1892. 
 
 CRITICISM. — Form A is defective in that it 
 fails to provide an example directing a superior 
 train to take siding at the meeting point with an 
 inferior train. It should contain a note after 
 example (1) reading, "This form may be mod- 
 ified by adding: No. take siding." Also 
 
 190 
 
a note should be added to the explanation read- 
 ing, "When a superior train is ordered to take 
 the siding at the meeting point, such provision 
 applies only at the meeting point made by the 
 order containing the take-siding provision." 
 
 Or if it is desired that the "take siding" pro- 
 vision remain in effect until fulfilled, superseded, 
 or annulled, the proposed explanation should be 
 omitted. 
 
 FORM B. 
 
 605. Q. If a conductor or engineman of No. 
 1, you held an order reading: "No. 1 pass No. 3 
 at A" how would you be governed? 
 
 A. Approach A — prepared to stop, unless 
 could plainly see that No. 3 was clear and switch- 
 es all right. 
 
 606. Q. If as conductor or engineman of No. 
 6 you held an order reading: "Extra 580 East 
 run ahead of No. 6 A to B," how would you be 
 governed? 
 
 A. Would not pass the extra or exceed their 
 speed between the points named, and would ap- 
 proach B — prepared to stop unless Extra 580 
 was clear and switches all right. 
 
 607. Q. If Extra 28 received an order read- 
 ing: "Ex 28 pass No. 2 at C" would this be 
 sufficient for the extra to pass and proceed ahead 
 of No. 2? 
 
 A. Yes. An order for an inferior train to 
 pass a superior train is authority for the inferior 
 191 
 
train to pass and proceed ahead of the superior 
 train. 
 
 608. Q. Do trains of any class require orders 
 to pass trains of the same class in the same 
 direction? 
 
 A. No. 
 
 609. Q. Do extras require orders to pass 
 extras? 
 
 A. No. 
 
 EXPLANATION. — When an inferior train re- 
 ceives an order to pass a superior train, right is 
 conferred to run ahead of the train passed from 
 the designated point. 
 
 A train receiving an order to run ahead of a 
 superior train until overtalten must arrange for 
 the rear train to pass promptly when overtaken. 
 
 A train running to a designated point ahead of 
 a superior train must clear promptly upon arrival 
 at that point. 
 
 Nothing in a Form B order must be construed 
 so as to relieve trainmen from the duty ot pro- 
 tecting their trains as required by rule. 
 
 Some hold the idea that an order to run ahead 
 of another train gives such train some sort of 
 protection more than it had before with respect 
 to flagging, but such is not the case. When an 
 order is issued for one train to run ahead of 
 another both trains must exercise the same care 
 as before, no more nor no less; enginemen must 
 at all times keep a sharp lookout ahead for flag 
 or for obstructions on the track and the flagman 
 192 
 
of any train must go back immediately with stop 
 signals if his train is delayed under circum- 
 stances in which it may be overtaken by a fol- 
 lowing train. The idea in requiring extra trains 
 or trains of an inferior class, to keep clear of 
 trains moving in the same direction which are of 
 superior class, is not intended as a protection to 
 either train concerned but it is for the purpose 
 of permitting the more important trains to move 
 with little or no delay by the less important 
 trains. 
 
 Example three arranges for an inferior train to 
 run ahead of a regular train from one definite 
 point to another. When this form is used the 
 standard code requires that the second-named 
 train must not exceed the speed of the train 
 which is running ahead of them between the 
 points designated. Such instructions are rather 
 vague and in most cases cannot be obeyed. In 
 fulfilling this requirement we prefer that the 
 student consider the explanation as meaning that 
 the second-named train will run with such 
 caution as to prevent accident with the first 
 named train between the points named. 
 
 RULING. — Q. The question has been asked 
 me whether the train order Form B (3) gives the 
 first-named train the right to run on the time of 
 the second-named train, and if so, under what 
 regulations? 
 
 A. Yes; under the restrictions as given in the 
 last paragraph of Form B (now the explanation 
 to (3). — Ruling Sept. 24, 1900. 
 193 
 
Q. At a meeting recently held for the purpose 
 of revising our book of Rules and Regulations 
 of the Operating Department, a discussion was 
 had concerning Example 3 of Form B Train 
 Order, wherein it is stated that the regular train 
 will not exceed the speed of the extra train be- 
 tween the designated points. The question waa 
 raised as to how the regular train would determ- 
 ine the speed of the extra train. 
 
 A. The Standard Code of The American Rail- 
 way Association does not provide for rules cover- 
 ing certain details of operation, but as pointed 
 out in numerous foot notes, leaves such matters 
 to be covered by each road to suit its individual 
 requirements. The Committee on Train Rules 
 does not attempt to establish speeds for extra 
 train movement. In the case of railroads equip-* 
 ped with automatic or other block signal systems, 
 the answer to this question is found in the pro- 
 tection afforded by such system. In the absence 
 of block signals, information covering speed 
 would probably be found in the special instruc- 
 tions contained in the time-table, or by bulletin 
 notice, or other practice in vogue. Thus, if the 
 rules of the railroad restricted the speed of extra 
 trains to 30 miles per hour, the second named 
 train would not, under Example 3 of Form B, 
 exceed those speeds. If, however, there were no 
 rules in force placing a speed restriction upon 
 extra trains, it would appear that Rules 105 and 
 106 should apply in the case of the second named 
 train, and that good judgment and knowledge on 
 194 
 
the part of the engineman of that train as to the 
 average, or probable, speed that an extra train 
 would actually make on that portion of the road 
 should govern. 
 
 CRITICISM. — The explanation to example (3) 
 states that the second-named train must not ex- 
 ceed the speed of the first-named train between 
 the points designated. As a matter of fact this 
 provision is almost impossible of fulfillment, and 
 granting that the second-named train could main- 
 tain the same speed as the fast-named train, it 
 would be no assurance that the second-named 
 train would not run into the first-named train. 
 The explanation should read, "The second-named 
 train will run with such caution as to prevent 
 accident with the first-named train." Or better 
 still, the explanation should simply state the fact 
 that extra 594 east would run ahead of No. 6, M 
 to B, and there arrange for No. 6 to pass prompt- 
 ly. This for the reason that enginemen must at 
 all times keep a close lookout for trains ahead 
 and also flagmen must protect the rear end of a 
 train, therefore the necessity for special instruc- 
 tions with regard to caution in this particular 
 case seems superfluous. 
 
 FORM C. 
 
 610. Q. If, as Conductor or ISn^nenmn of 
 No. 2, you held an order reading: "No. 1 has 
 right over No. 2 A — to F — ," would you pass 
 P— before the arrival of No. 1? 
 
 195 
 
A. Yes, in case we had our running time and 
 clearance to make an intermediate point for 
 No. 1. 
 
 611. Q. If, as Conductor or Engineman of 
 No. 2, you held an order reading: "Extra East 
 580 — has right over No. 2 A — to F," would you 
 go beyond F— ~ before the arrival of the extra 
 train, and if not, why? 
 
 A. No; because Extra 580's time is not re- 
 stricted by time-table. 
 
 612. Q, As Conductor or Engineman of Extra 
 East 580 — how would you be governed? 
 
 A. Proceed from A — to P — against No. 3 
 and take the sidetrack at P — . 
 
 613. Q, If your order to run extra extended 
 beyond F — and No. 2 had not reached there on 
 your arrival, would you proceed against No. 2, 
 and if so, under what circumstances? 
 
 A. In case we had time to make a point be- 
 yond P — and clear the time of No. 2, would pro- 
 ceed, clearing their time as required by rule. 
 
 614. Q. If you were on No. 2, a superior 
 train, and held an order reading: "No. 1 has 
 right over No. 2 A — to F — ," and you should re- 
 ceive another order reading: "No. 2 meet No. 1 
 at C— ," would you pass F — ? 
 
 A. Yes; would proceed to C and take siding 
 for No. 1. The right of track order simply re- 
 verses the rights of the trains between the 
 points named. 
 
 196 
 
615. Q. If you were on No. 2 and held the 
 same orders, except the meeting point was at 
 A — , would you take siding? 
 
 A. No. If trains meet between the desig- 
 nated points No. 2 must side-track, but if at 
 either of the designated points, No. 1 must side- 
 track. 
 
 616. Q. When a right of track order is given 
 to a train of inferior class against a train of 
 superior class to a designated point, which train 
 is required to take the siding? 
 
 A. If met between the points named in the 
 order, the train of superior class. 
 
 618. Q. If a right of track order is given an 
 extra train against a superior class train to a 
 designated point, can the superior class train 
 move beyond that point if the extra has not 
 arrived? 
 
 A. No. 
 
 EXPLANATION. — The avowed intention of a 
 Form C order is simply to reverse the rights of 
 trains. An inferior train moving under a Form 
 C order against a superior train has the same 
 superiority over such train as such superior train 
 had over said inferior train before the Form C 
 order was issued. 
 
 A right of track order gives right to the train 
 first named over the other train or trains be- 
 tween the points named, and if the trains meet at 
 either one of the points named, the first-named 
 197 
 
train must take siding if they meet between the 
 points named the second-named train or trains 
 must take siding. 
 
 When an extra train is given right over a 
 regular train the regular train must not go be- 
 yond the point last named until the extra train 
 arrives. 
 
 RULING. — Q. There has recently been con- 
 siderable discussion among transportation men in 
 this locality embracing several of the larger rail- 
 roads^ in regard to Form C, and by a number it is 
 stated that this Rule is not clearly understood, 
 although embodied generally in all Books at 
 Rules. 
 
 We think we understand all but the last para- 
 graph wherein it specifies, that if the second 
 named train, "before meeting," reaches a i>oint 
 within or beyond the limits named in the order, 
 the conductor must stop the other train where it 
 is met and inform it of his arrival. 
 
 We do not see how the second train can get 
 beyond the limits without a second order making 
 a meeting point or in some similar manner advis- 
 ing the first named train of the identity of the 
 second train. If so this necessity for stopping 
 and advising what train it is appears to us to 
 be superfluous. 
 
 The special point in this paragraph is the 
 words "before meeting," which causes dij^erence 
 of opinion. 
 
 A. Form C was formulated for the purpoS«^ 
 of reversing the superiority of trains, the inferior 
 198 
 
train becoming superior within the limits named 
 in the order. 
 
 The intention is that the second named train 
 may continue until it meets the first named train, 
 clearing it properly within the limits named in 
 the order. 
 
 The paragraph to which reference is made is 
 intended to insure the identification by the first- 
 named train of the second-named train wherever 
 they may meet, so that the first-named train may 
 continue beyond the limit named in the order. 
 —Ruling March 11, 1903. 
 
 Note — Since this ruling was made, the expla- 
 nation containing the words "before meeting," 
 has been eliminated. 
 
 Q. What is the general practice where rights 
 are extended as well as shortened? For ex- 
 ample: Order No. 1. No. 1 has right over No. 
 2 A to D. Order No. 2. No. 1 has right over 
 No. 2 to G; would you say No. 1 has the right 
 over No. 2 to G instead of D? 
 
 A. The examples here given are not in accord 
 with the Standard Code practice. The question 
 may be answered by simply quoting from the 
 Standard Code the forms therein provided, and 
 which should be used: 
 
 Form C, Order No. 1. No. 1 has right over 
 No. 2 A to D. Form P. Order No. 2. No. 1 has 
 right over No. 2 A to G instead of D. — Ruling 
 Sept. 21, 1904. 
 
 Question. If an inferior train is given rights 
 199 
 
against a superior train to a designated point, 
 is it competent for the train dispatcher to issue 
 subsequently an order making a definite meeting 
 point between the trains designated at an inter- 
 mediate station, unless and until the previous 
 order giving rights to the inferior train is super- 
 seded or annulled? 
 
 Answer. The Committee decided that it was 
 competent and proper for the dispatcher to 
 make a definite meeting point between the trains 
 designated by a Form C order at an intermediate 
 station, and it would not be necessary to pre- 
 viously annul the order giving the rights before 
 doing so. — April 14, 1892. 
 
 Question. Northbound, odd numbers are rul- 
 ing trains; No. 2 gets an order at A giving it 
 rights against No. 1 A to F. A subsequent order 
 is given that No. 1 and No. 2 will meet at E, 
 E being an intermediate station, what train takes 
 the siding? Does the meeting order kill the 
 order giving the rights? 
 
 Answer. The Committee decided that the 
 train having the rights under the special order 
 would hold the main track. — March 8, 1894. 
 
 Question. I would be pleased to have a ruling 
 as to the proper interpretation of the following 
 train orders: At A extra 375 receives order No. 
 50 to meet No. 25 at B. Upon arrival of extra 
 375 at B, conductor was proffered order No. 51, 
 giving him right over No. 25 to C. Conductor 
 refused to accept order No. 51 until order No. 50 
 200 
 
had been annulled. The dispatcher proceeded to 
 annul order No. 50, completing order No. 51, 
 then extra 375 proceeded towards C. Previous 
 to annulment of order No. 50 to extra 375 at B, 
 No. 25 had received and accepted both orders. 
 Nos. 50 and 51, at B, and had departed. Having 
 In their possession two orders, neither of which 
 had been annulled to them, and with no inter- 
 vening telegraph station between D and C, upon 
 their arrival at C they proceeded towards B and 
 met extra 375 on main line. The mistake of 
 the dispatcher is unquestioned What I desire 
 to have your ruling on is as to the manner in 
 which No. 25, with two orders, should have ob- 
 served them. In other words, should No. 26 
 have attempted to pass C before the arrival of 
 extra 375, and if so, in what manner? 
 
 Answer. In the opinion of the Committee 
 No. 25 should not have passed C before the 
 arrival of extra 375. — Ruling Sept. 21, 1904. 
 
 Note — Since this ruling was made the note 
 following the Form C order has been changed to 
 conform to the intention of a Form C order. We 
 think the above ruling was never warranted by 
 the old note to Form C, as this note referred only 
 to the one order the same as all other explana- 
 tions to train order forms. The note following 
 examples 1 and 2 of Form E, says that trains 
 receiving this order are required to run with re- 
 spect to this later time as before required to run 
 with respect to the schedule time. 
 201 
 
Now if the same logic was followed as the 
 Committee used in ruling on the question above 
 and No. 1 held order that No. 2 would run 20 
 min. late and another that No. 1 meet No. 2 at 
 a point No. 1 could not execute this meet with 
 No. 2 unless the time order was annulled, as it 
 requires them to clear this time that is stated 
 in the order. 
 
 In our opinion the ruling should not have been 
 made as the note to Form C simply stated a 
 principle where the one order was concerned, but 
 was not intended to govern other orders that 
 could be properly given The code as revised, 
 1906, contains the words "unless directed by 
 train order to do so," following the 2d example 
 to Form C, but we see no more necessity for that 
 statement in Form C than we do in Form B, or 
 the 3d example of Form G. In adding these 
 words the Committee have departed from the 
 principle on which the other explanations to train 
 order forms are based. — Ed. 
 
 CRITICISM. — The words "unless directed by 
 train order to do so," in the explanation to Form 
 C are objectionable because they insinuate that 
 the other Forms are binding, as they do not 
 make this exception. Take for example Form 
 E, also example (3) of Form G, and if the prin- 
 ciple by these words under Form C was carried 
 out, a subsequent meet order would in many 
 cases be impossible of fulfillment until the Form 
 E or G order was annulled, for the reason that 
 202 
 
tL© inferior train would have to get clear at the 
 time stated in the order regardless of the fact 
 that it held a meet with the train. Example (3) 
 of Form G sets a definite time, Form E sets a 
 -definite time, and Form C a definite place, if, as 
 Js intimated by the exception, it is necessary 
 under a Form C order to make an exception as 
 stated above before another order can be used 
 In connection with the Forms mentioned, then it 
 Is equally necessary in case of the other Forms 
 mentioned. 
 
 I prefer to regard such forms as simply mak- 
 ing a change in the schedule of the train as the 
 explanation to such forms state, leaving other 
 meeting orders or right of track orders to be 
 governed in turn by the explanations given 
 them. To attempt to do more than this is to 
 invite complications. 
 
 Form C and example (3) of Form G are used 
 to reverse the rights of trains, and it should be 
 plain to anyone that a meeting point may be 
 fixed for trains whether they are superior by 
 time-table or right, otherwise the Code would be 
 a failure. In our opinion the note to each Form 
 should simply state the fact as governed by the 
 order explained, and not attempt to explain 
 other forms in connection therewith. It would 
 he as necessary to add to Rule 86 or 87, the 
 words, "unless directed by train order to do so" 
 as to add those words to the explanation of 
 Porm C. 
 
 203 
 
FORM E. 
 
 619. Q. If on No. 2 you hold an order read- 
 ing: "No. 2 wait at A till 11:00 a. m. for No. 
 1," how would you be governed? 
 
 A. Would not pass A — before 11 a. m. un- 
 less No. 1 had arrived. 
 
 620. Q. As Conductor or Engineman of No. 
 1 how would you be governed, both being first- 
 class trains? 
 
 A. Proceed to A and take siding, if could 
 make A and clear main track by 11 a. m. If 
 unable to make A and clear as required, woiild 
 arrange to clear the main line at some inter- 
 mediate station by the time required. 
 
 621. Q. How would a train of inferior right 
 be governed if it received an order reading: "No. 
 1 run 20 min. late A to F"? 
 
 A. Would consider the schedule of No. 1 
 as 20 minutes later than shown on time-table 
 between A and F. 
 
 622. Q. If on an inferior opposing train and 
 received an order reading: "No. 1 run 2 hours 
 late A to B and 1 hour late B to O," how much 
 time could you use to make B? 
 
 A. One hour more than can be used when 
 holding no orders. 
 
 622a. Q. If on an inferior train and received 
 an order reading, Nos. 1 and 3 wait at N until 
 10 a. m.; P until 10:30 a. m.; R until 10:55 a. 
 m., how would you be governed? 
 
 204 
 
A. Would consider the time stated in the 
 order as though it was the schedule time for 
 Nos. 1 and 3. 
 
 EXPLANATION. — Under a Form E order 
 trains using the time must clear such time the 
 same as before required to clear the regular 
 schedule time. 
 
 Trains can only use the time under Form E, 
 examples 1 and 2 between the points named in 
 the order, and never from a point beyond a point 
 named, to make one of the points named in the 
 order. Example, "No. 1 run 20 min. late A to 
 B," a train could not use this 20 min. to make 
 B from C. 
 
 All of the examples under Form E can be used 
 in connection with an extra train created by ex- 
 ample (3) of Form G. That is, if a train has 
 been run extra on a schedule, such extra can be 
 given an order to run 20 min. late, and other 
 trains receiving the order can use the time the 
 same as they use the time of a regular train. 
 
 A Form E order cannot be used to advance a 
 train of the same class beyond the schedule pass- 
 ing point. 
 
 Example (4) is used when it is desired that 
 one or more trains wait at several stations. 
 This order is specially valuable when superior 
 trains are running close together, and besides 
 is a good order for inferior trains as they do not 
 have to add time to the schedule, in order to 
 know how much time they can use. 
 205 
 
RULING. — Question. No. 1 is instructed to 
 run 10 min. late New York to Rochester; they 
 pass Syracuse 10 min. late, which is the last 
 station they are timed at east of Rochester; the 
 train has but one time at Rochester, which is the 
 leaving time, and, consequently, there is no time 
 for them to arrive 10 min. late by. Their run- 
 ning time from Syracuse is slow enough to 
 enable them to make up this 10 min. and be 
 ready to leave Rochester on time, or within one 
 or two minutes of it, and as their order expired 
 as soon as they arrived at Rochester, what pre- 
 vents them from leaving Syracuse 10 min. late 
 and arriving at Rochester at their leaving time,, 
 they have no arriving time and its being gener- 
 ally understood that train is due to reach next 
 station (if no arriving is given) as soon as they 
 can get there after leaving the last station as 
 ordered or required by schedule. 
 
 Answer. No. 1 with an order to run 10 min. 
 late New York to Rochester, should leave all 
 Intermediate stations 10 min. late, and arrive at 
 Rochester (as no arriving time is shown there) 
 as much ahead of its leaving time as would be 
 permitted to do when running without an order; 
 that is to say, the only difference this order 
 makes is that the figures on the time-table are 
 changed 10 min. later between the points speci- 
 fied in the order, and, as there is only one time 
 given at Rochester, which is the leaving time, 
 the order practically expired when the train left. 
 Syracuse. — Oct. 13, 1891. 
 206 
 
Question. Under example 1, Form E, special 
 Bast leaves Omaha with an order reading that 
 No. 1 will run 30 min. late New York to Chicago. 
 Will this give the special until 3:25 to reach 
 Chicago, or must they reach there at 2:55?. If 
 they must reach there by 2:55 of course they are 
 not aided any against No. 1 by the order, as 
 they have a right to go there at 2:55, 3 o'clock 
 being the leaving time of No. 1. It is argued 
 that No. I's order has expired on her arrival at 
 Chicago 30 min. late, at 3 o'clock, and has noth- 
 ing to do with her leaving at 3 K or 3:01 pro- 
 vided her work is done, or she has none to do» 
 and of course, in this event the special would not 
 be helped any by the order. A great many con- 
 ductors have said they would run against No. 1 
 until 3:25 to make Chicago. 
 
 Answer. Inasmuch as the order delivered to 
 the special at Omaha did not control the move* 
 ment of No. 1 west of Chicago, the order could 
 not have been used by the special until after its 
 arrival at Chicago. It was therefore an improp- 
 er order to issue to move the special from Omaha 
 to Chicago. If it was the purpose to move the 
 special to Chicago against No. 1 the order pre- 
 scribed in No. 2 (now No. 3), Form E, should 
 have been used. In the opinion of the committee 
 the issuing of this order as stated, gave rise to 
 the difRculty which the gentleman mentions. — 
 Oct. 13, 1891. 
 
 Question. The question has been raised 
 whether, under "Form E, example 2," of the 
 207 
 
rule governing forms of train orders, a train can 
 properly be held at more than one point in one 
 order for the same opposing train. 
 
 For instance: No. 1 will wait at A until 2: -10 
 p. m. for No. 2, and will wait at B until 3:10 p. 
 m. for No. 2. 
 
 P'orm E does not specifically authorize such an 
 order. 
 
 Answer. The reply of the Committee is that 
 under the Revised Code, Form E, example 3, a 
 train can properly be held at more than one 
 point in one order for the same opposing train. — 
 Ruling Sept. 24, 1900. 
 
 Question. No. 1 due at A at 1 p. m., C 1:15 
 p. m., D 1:30 p. m. No. 2 is given an order to 
 run 30 min. late A to D. Can No. 2 arrive at C 
 or D ahead of this time? 
 
 Answer. The train receiving this order will 
 run with respect to this later time, as before 
 required to run with respect to the regular 
 schedule. — Ruling March 19, 1902. 
 
 Question. No. 38 will run 1 hour and 40 
 minutes late London to York, 1 hour and 30 
 minutes late York to New Castle, 1 hour and 10 
 minutes late New Castle to Edinboro. 
 
 What is the last minute an inferior train run- 
 ning ahead of No. 38 could clear at Cambridge, 
 York, New Castle and Edinboro? What is the 
 last minute an inferior train southbound, could 
 arrive at New Castle, York and Cambridge? 
 From London to Edinboro is north bound. 
 208 
 
Our Rule 386 reads as follows: "When a train 
 of inferior class meets a train of superior class 
 the train of inferior class must take the siding 
 and clear the time of the superior class five 
 minutes. A train of inferior class must keep six 
 minutes off the time of a train of superior class 
 following it." Clause A of same rule reads, "A 
 first class train must not arrive at a station, 
 where only the leaving time is shown, more than 
 one minute in advance of the schedule leaving 
 time." 
 
 Answer. In reply to the inquiry, the Com- 
 mittee held that the last time at which an in- 
 ferior train running ahead of No. 38 could ar- 
 rive at the points named would be shown as 
 follows: The schedule of No. 38 is leave London 
 3:10, Cambridge 3:31, York 3:42, New Castle 4, 
 arrive Edinboro 5:50. An inferior train run- 
 ning ahead of No. 38 would have to be clear at 
 Cambridge at 5:05, York at 5:16, New Castle 
 6:24 and Edinboro at 6:54. An inferior train 
 in the opposite direction would have to be clear 
 at Cambridge at 5:06, at York 5:07, and at New 
 Castle at 5:05. — March 2, 1898. 
 
 CRITICISM. — In the explanation to examples 
 (1) and (2) the statement is made that the 
 schedule time of the train named between the 
 stations mentioned, is as much later as stated in 
 the order. This is a misleading statement when 
 Rule 82 is considered with respect to a train 
 becoming 12 hours late. For example, if No. 1 
 !s due at B at 1 p. m. and has an order to run 9 
 209 
 
hours late, under the provisions of this explana- 
 tion the schedule time of No. 1 becomes 10 p. m, 
 instead of 1 p. m. and a number of trainmen 
 understand that this explanation actually ex- 
 tends the life of the train. Of course such an 
 understanding is wrong, as a run late order must 
 not be permitted to extend the life of any 
 schedule beyond the twelve hour limit as com-- 
 puted by the printed schedule of such train. The 
 explanation to Form E should be changed so as 
 to say exactly what it means. 
 
 FORM F. 
 
 623. Q. If an order is issned reading: "En- 
 gine 18 instead of engine 85, display signals and 
 run as second No. 1 R to Z," what will be the 
 procedure? 
 
 A. Engine 85 will drop out at R and 18 will 
 run as directed. All orders must be exchanged. 
 
 624. Q. If engine 85 is running as the last 
 section, how will the order read? 
 
 A. The words "Display signals and" will be 
 omitted. 
 
 625. Q. When it is desired to take down 
 signals what kind of an order will be issued? 
 
 A. Second No. 1 take down signals at B. 
 
 626. Q. If desired to pass one section by 
 another, what form will be used? 
 
 A. Engines 99 and 25 reverse positions a« 
 210 
 
second and tliird No. 1 H to Z. When this ia 
 done all orders must be exchanged. 
 
 627. Q. To add an intermediate section what 
 orders will be issued? 
 
 A. Engine 85 display signals and run as 
 second No. 1 M to Z, following sections change 
 numbers accordingly. 
 
 628. Q. Under the following order has en- 
 gine 85 authority to proceed, and if so as what? 
 "No. 1 display signals A to M for Eng. 85." 
 
 A. Yes. It will proceed as 2d No. 1 , without 
 signals. 
 
 629. Q. Under the following order how will 
 engine 85 run: "Engs. 80, 85 and 90 run as 1st, 
 2d and 3d No. 1 A to Z"? 
 
 A. As 2d No. 1 with signals. 
 
 630. Q. To annul a section for which signals 
 have been displayed over a division or any part 
 of a division when no train is to follow the 
 signals what form must be used? 
 
 A. Form K. 
 
 631. Q. If 2d No. 1 received an order at H 
 reading: "Eng. 85 is withdrawn at H following 
 section change numbers accordingly," how would 
 it be governed? 
 
 A. Would get clear on siding and take down 
 signals, as would have no rights. 
 
 632. Q. How would Eng. 90 run from H? 
 
 A. As 2d No. 1 without signals. 
 211 
 
632a. Q. Does an order reading: "Eng. 20 
 display signals and run as 1st No. 1 A to Z,*' 
 give any authority for a second section to ram if 
 they receive a copy of the order? 
 
 A. No. It is a single order example and is 
 only authority for Eng. 20 to run as Ist No. 1 
 
 and display signals. 
 
 632b. Q. Under the conditions stated in the 
 above question hov^' should the ordea* read to 
 authorize a 2d section of No. 1? 
 
 A. An order should be given reading: "Eng. 
 25 run as 2d No. 1 A to Z." 
 
 EXPLANATION. — This Form covers nearly 
 every situation which can arise. It is used when- 
 ever it becomes necessary to run more than one 
 train on a schedule, and is therefore of great 
 importance. When a section for which signals 
 have been displayed is to be annulled a Form K 
 order must be used. When sections drop out aa 
 Indicated by example (7) the enginemen and 
 also conductors, if they change, must exchange 
 all orders which they hold affecting that section. 
 When sections reverse position under example 
 ( 9 ) all orders must be exchanged by the sections 
 concerned, so that no mistakes can occur. It 
 will be noticed that examples (5), (6), (8), and 
 (9) are so worded that they supersede a former 
 order without the use of the words "instead of." 
 The exact v»^ording of all the examples in Form 
 F should be closely followed so that the action 
 to be taken will be fully outlined. 
 212 
 
The character of a train for which signals are 
 displayed may be stated if desired. Each section 
 affected by a Form F order must have copies of 
 the order. 
 
 RULING. — Question. Please refer to Form F, 
 Standard Code, which reads as follows: Engines 
 70, 85, and 90 will run as 1st, 2d and 3d No. 1, 
 London to Dover. 
 
 In the event that It is desired to cut out the 
 second section of No. 1 at Chatham, would it be 
 necessary under the rule to give notice of such 
 change to engine 70, representing first section 
 of that schedule. 
 
 The above proposition has brought out con- 
 Blderable discussion among our local people here, 
 and I am desirous of having the Committee on 
 Train Rules pass upon the question. 
 
 Answer. When this form of the order is used 
 the first section should have a copy of the order 
 annulling the second section. — Ruling Sept. 24, 
 1900. 
 
 Question. After a section of a train has been 
 run over one portion of a road, and the annul- 
 ment of the section issued, would it be com- 
 petent to run the same section of the same train 
 over a different portion of the road? That is. 
 If three sections of No. 23 are started out from 
 A and at C the order is issued, 2d No. 23 is 
 annulled from C could there be a 3d No. 23 run 
 from D to E? An intermediate section can be 
 annulled and following section take that sec- 
 tion's number from where the change is made, 
 213 
 
but in that case the conductor or engine number 
 is mentioned as being annulled as 3d section. 
 
 Answer. Assuming the points named are all 
 in the same dispatching division, the answer iB 
 No. Under the last paragraph of Form K, which 
 reads, "When a train has been annulled it must 
 not be again restored under its original number 
 by special order." 
 
 Question. I am in receipt of the report of 
 the Committee on Train Rules of the Americas 
 Railway Association, New York, October 6tli. 
 I find an inquiry submitted in regard to an- 
 nulling a section of a train to which the Com- 
 mittee replied: "No." While I admit that the 
 inquiry was probably not put as it should have 
 been, I do think that the Committee should have 
 made itself plain, as that ruling is going to con- 
 fuse almost all roads which are endeavoring to 
 follow out the ruling of the Train Rule Commit- 
 tee. I would like to ask, for instance, if engine 
 214 was 3rd No. 23 and from some cause was 
 disabled at B, what is to hinder the dispatcher 
 from annulling engine 214 as 3rd No. 23 at B 
 and when he gets a relief engine, 216, to that 
 point, giving it an order to run as 3rd No. 2S 
 from B to the point to which signals are carried 
 by the leading section. Of course the Committee 
 had in mind that if 3rd No. 23 was annulled 
 from B, the train could not be represented, but 
 as long as the signals were carried beyond that 
 point and intermediate train not notified, I 
 214 
 
would like to ask as information why 3rd No. 23 
 could not be represented by another engine? 
 
 Answer. There is nothing to hinder the dis- 
 patcher from annulling 3rd No. 23, but the 
 change of an engine does not necessarily involve 
 such annulment. 
 
 Question. Example 5, Form F, appears to 
 authorize the adding of an intermediate section 
 to a train. This, according to my understand- 
 ing, authorizes two trains on the same division 
 at the same time, with the same name designat- 
 ing them; that is, there might be at the same 
 time two sections of the same train of the same 
 name. For instance, A, B, C, D, E, F and G are 
 stations going north on a certain division . Train 
 No. 1 has orders to carry signals A to Z for 
 Engine 555. After passing D, the second sec- 
 tion not having arrived, it is desired to start an- 
 other train as second section of No. 1, Engine 
 555 not having arrived. An order is, therefore, 
 sent to D, stating that Engine 999 will run as 
 second No. 1, D to G, the following sections 
 changing numbers accordingly. A south bound 
 extra receives orders to meet first No. 1 at F, 
 second No. 1 at E. On arriving at E, they find 
 that second No. 1 is carrying signals for a third 
 section, and have to get an order to meet third 
 No. 1 at D. On arriving at D third No. 1, which 
 would have Engine 555 when it arrives, is not 
 there. It is, however, desired to send the extra 
 along and they are given an order to meet sec- 
 ond No. 1 at C. They have, therefore, on the 
 215 
 
same division received orders to meet second 
 No. 1 at two different points, second No. 1 being 
 two separate and distinct trains. Is it author- 
 ized, and is it proper interpretation of tlie Stand- 
 ard Code? If it is, would we not in the above 
 case, if No. 1 were delayed at B, be justified in 
 starting another No. 1 from D, carrying signals 
 for the train that was delayed? If so, a south 
 bound extra in this case might receive an order 
 to meet No. 1 at E; and, again on arriving at D, 
 if the train that started from A had not arrived, 
 they would get another order to meet No. 1 at 
 C. It does not seem to me, therefore, that the 
 Standard Code can authorize such movements 
 as this. 
 
 The third paragraph of Rule 4 states that not 
 more than one schedule of the same number and 
 day shall be in effect on any division or sub- 
 division. This refers to schedules and not to 
 trains, so that, as far as the rules go, I can see 
 no objections to the examples cited above. 
 
 Answer. Intermediate sections are authorized 
 by the rules, and any number of the sections 
 may be run. It is not permissible to run more 
 than one schedule of the same number on the 
 same day. It is the duty of the train dispatcher, 
 who introduces intermediate sections, to safe- 
 guard the arrangement by proper notification to 
 those concerned. — April 18, 1911. 
 
 CRITICISM. — Form F should contain an ex- 
 ample providing for signals being carried to an 
 intermediate station. This should be a second 
 216 
 
example under example (1). This should be 
 followed by a second example under (2) read- 
 ing: "Engine 25 run as 2d No. 1 A to G and as 
 No. 1 fromG." We suggest that these examples 
 could be used under the present form to cover 
 such cases without violating the principle of the 
 form. The explanation to example (7) should 
 read: "Under (7) Engine 85 will drop out at 
 H and Engine 18 will run as directed, its en- 
 gineman (and conductor, if he also change,) 
 first obtaining the train orders relating to 2d 
 No. 1, held by the engineman (and conductor) 
 of Engine 85." The second paragraph of the 
 explanation under (7) should stand as it is. 
 
 The explanation under example (9) should 
 be changed as follows: "Under (9) Engine 99 
 will run ahead of Engine 25 H to Z, the con- 
 ductors and enginemen of both sections ex- 
 changing train orders and arranging signals ac- 
 cordingly. Following sections, if any, need not 
 be addressed." 
 
 Form G. 
 
 633. Q. How would extra 90 proceed under 
 the following order: "Engine 90 run extra, A 
 to C"? 
 
 A. Would proceed to C, keeping clear of all 
 regular trains. 
 
 634. Q. Would you be required to protect 
 against opposing extras upon this order? 
 
 A. No. 
 
 217 
 
635 Q. What right does this give you to 
 main track at C? 
 
 A. None. Would take the siding at C. 
 
 636. Q. Are extra trains required to clear 
 all regular trains, and if so, how much? 
 
 A. Yes, Five minutes. 
 
 637. Q. If Engine 75 held an order to run 
 extra A to D and return, would it be necessary 
 for Extra 75 to go to D before starting on the 
 return trip? 
 
 A. Yes. Otherwise the order is not ful- 
 filled. If No. 1 held an order to run 20 minutee 
 late A to C and 10 minutes late C to F, we would 
 not expect No. 1 to begin to carry out the last 
 part of the order before fulfilling the first part. 
 It is an order that should not be used unless 
 necessary. 
 
 638. Q. If Engine 77 held an order to run 
 extra, as per example 3, would this extra lose 
 right when it became 12 hours late? 
 
 A. No. 
 
 639. Q. If Engine 79 held an order No. 1 to 
 run extra A to D and meet No. 26 at D and 
 upon arrival at D it should be given order No. 2 
 to run extra D to E and meet No. 26 at E, would 
 it be a proper order? 
 
 A. Yes. As upon arrival of Extra 79 at D 
 it ceases to exist as an extra, and all orders held 
 by it expire. 
 
 218 
 
Note. — Order No. 2 created a new extra. But 
 should a cas-e occur as above with the exception 
 that the second order did not mention Extra 26, 
 the attention of the dispatcher should be called 
 to Extra 2 6, for the reason that the order tt» 
 meet it at D has expired. 
 
 640. Q. If Engine 79 arrived at D under or- 
 der No. 1 and received order No. 3 to run extra 
 to E instead of D, and also received order No. 4 
 to meet No. 26 at E, could it go to E for No. 26? 
 
 A. No. Order No. 4 would be improper as 
 order No. 3 does not create a new extra, but 
 simply extends the limits of the old extra, and 
 in consequence Extra 79 cannot pass the meeting 
 point D until the original meet with No. 26 at D 
 is superseded or annulled. 
 
 EXPLANATION. — When a passenger train is 
 run extra on a schedule and given right over all 
 trains, the order does not give it any rights over 
 yard engines, and the extra must approach and 
 pass through yards the same as any other extra 
 train. Switch engines are not trains within the 
 meaning of the rule. 
 
 When originating an extra the dispatcher 
 should in each case fix a meeting point for it 
 with all opposing extras or give it right of track. 
 Several cases have come up where dispatchers 
 have issued orders to opposing extras that one 
 would wait at a certain station until a certain 
 time for another extra. This is not a proper 
 order to give for the protection of extra trains. 
 219 
 
Such order does not restrict the rights of the 
 opposing extra, and is not authority for it to 
 clear the main track after the time expires. 
 
 When an extra reaches the last station named 
 in its running orders, it must pull in at the 
 switch where inferior trains moving in that di- 
 rection side track for superior trains. An extra 
 train has no right to occupy the main track 
 where it originates or where it terminates. 
 
 Extra trains are not required to protect 
 against opposing extras unless directed by train 
 order to do so. 
 
 When a passenger train is run extra the run- 
 ning order should state that it is a "passenger 
 extra." 
 
 A train run extra on a schedule does not lose 
 right when 12 hours late on such schedule. 
 
 RULING. — Question. Will you kindly say It 
 special trains should carry a white signal? There 
 is a wide difference of opinion on the subject and 
 I respectfully refer the matter to you. 
 
 Answer. A train running under example 1, 
 Form G, would carry the white classification 
 signals, because it is a train not represented 
 on the time-table, and is therefore an extra 
 train. A train running under example 2 (This 
 is the form used for running a train on a sched- 
 ule and making it a supplement to the time-table. 
 It is no longer a Standard Code example)., Form 
 G, would not carry the white classification sig- 
 nals, because the order expressly states that Ita 
 220 
 
flcbedule is a supplement to the current time- 
 table, and therefore makes it a regular train. — 
 Ruling Sept. 24, 1900. 
 
 Question. I beg to submit to the Committee 
 on Train Rules the following inquiry in regard 
 to Form G, Extra Trains, under example (1): 
 Engine 99 will run extra, Berber to Gaza. 
 
 Supposing Gaza to be a way station, to which 
 point within the somewhat indefinite limits of 
 Gaza does the order give the extra the right to 
 run? 
 
 A definite ruling on this point seems import- 
 ant, especially when we consider that it is per- 
 fectly competent for the train dispatcher to give 
 an extra running in the opposite direction a simi- 
 lar order from some other point to Gaza, and 
 that, so far as the rules provide, neither extra 
 would have any information as to the destination 
 or existence of the other. 
 
 Answer. Presuming that Gaza is an Inter- 
 mediate station on a division, the order gives 
 the extra the right to run to the entrance 
 Ewitch of the siding and clear the main track. — 
 Ruling Sept. 24, 1900. 
 
 Question. Engine 25 run extra A to B. .Has 
 this extra right to proceed to telegraph office, 
 which is located at extreme end of passing sid- 
 ing, providing there is no superior train due to 
 compel them to take siding, or do standard rules 
 require tbem to head in at first switch? 
 
 Answer. The answer to this question is to be 
 found in Rules 89 and 90 of the Standard Code 
 221 
 
of Train Rules. The extra train expires at B, 
 and must liead into the siding and clear the main 
 track at B. If for any reason it is necessary for 
 the extra to occupy main track for purposes of 
 pulling down to extreme length of siding, or for 
 any other reason, it can do so only under pro- 
 tection. 
 
 CRITICISM. — Form G should contain an ex- 
 ample for starting an extra train when an op- 
 posing extra is to be met at that station. For 
 this purpose suggest that the example read, 
 "After Extra 14 arrives at A, Engine 15 run 
 extra A to G." 
 
 Form H. 
 
 641. Q. If on Engine 292 you received an 
 order reading: ."Engine 292 works 7 a. m. to 
 6 p. m. between D and E," how would you be 
 governed? 
 
 A. Would clear the time of regular train? 
 and would protect against extras in both direc- 
 tions. 
 
 642. Q. If the order contained the clause 
 "Not protecting against extras," how would you 
 be governed? 
 
 A. Would clear the time of regular trains, 
 but would not protect against extras. 
 
 643. Q. If Extra 292 received an order read- 
 ing: ."Work Extra 292 clears (or protects 
 against) Extra 76 east between D and E after 
 2:10 p. m.," how would it be governed? 
 
 222 
 
A. It must clear at 2:10 p. m. or protect as 
 the order requires. 
 
 644. Q. How will Extra 76 east proceed? 
 
 A. It must not enter the limits before 2:10 
 p. m. and will then run expecting to find the 
 work extra clear of the main track or protecting 
 as the order may require. 
 
 645. Q. If work extra received an order 
 reading: . '*Work Extra 292 protects against No. 
 55 between D and E," how would it be gov- 
 erned? 
 
 A. It would work on the time of No. 55, pro- 
 tecting as per Rule 99. 
 
 645a. Q. If work extra receives an order 
 reading: .*'Work Extra 292 has right over all 
 trains between D and E 7 p. m. to 12 night/* 
 how will it be governed? 
 
 A. It will work as directed and have right 
 over all trains. 
 
 645b. Q. How will other trains be gov- 
 erned? 
 
 A. They must not enter the limits until 12 
 night unless the order is annulled or super- 
 seded. 
 
 EXPLANATION. — Work trains or other trains 
 working where they cannot see the main line, 
 must leave a man on the main line to ascertain 
 what trains have or have not passed and of any 
 trains that may have passed broken in two, un- 
 less work trains leave the main line at a register 
 223 
 
station or where other arrangements are made. 
 
 Form H is nearly automatic in self-protection, 
 being arranged so that in absence of instructions 
 to protect, the work extra must protect; any 
 other extra receiving the order would expect to 
 find the work extra protecting. If the work 
 extra is directed not to protect, such information 
 will be indicated in the instructions; so that an- 
 other extra receiving the order would be re- 
 quired to protect through the limits as per Rule 
 99. The existence of a work train is always 
 limited by time, and when such time is up the 
 existence of the work extra, as such, ceases, and 
 any orders which it holds must be considered 
 void. 
 
 RULING (double track) — ^The question has 
 been asked whether a work extra working on 
 one or both tracks on double track without be- 
 ing required to protect against extras has the 
 right to move against the current of traffic or 
 only to move with the current of traffic? 
 
 Answer This order gives the extra ample au- 
 thority to move against the current of traffic 
 within the limits and time named, properly clear- 
 ing the time of regular trains. — Oct. 17, 1910. 
 
 Question. A train order has been sent read- 
 ing: "Engine 292 work 7 a. m. to 2 p. m. be- 
 tween D and E. Work Extra 292 south will 
 meet No. 328 at E." At 2 p. m. Work Extra 292 
 has not arrived at E. Does the meet order held 
 by No. 328 hold good after 2 p. m., or can No. 
 328 proceed on its schedule? 
 224 
 
The Committee made reply that, "If an order 
 should be sent in the form suggested in the in- 
 quiry, it would be the duty of No. 328 to remain 
 at E until Work Extra 292 arrived or until the 
 order was annulled. Form A, fixing a meeting 
 point for opposing trains, states definitely that 
 trains receiving these orders will run with re- 
 spect to each other to the designated points and 
 there meet in the manner provided in the rules. 
 If it is the intention of the dispatcher that No. 
 328 should move after 2 p. m., if the work extra 
 had not arrived at that time, another form of 
 order should be used." 
 
 Form J. 
 
 646. Q. How would No. 2 respect an order 
 held by an operator reading: ."Hold No. 2"? 
 
 A. It would respect the order the same as if 
 addressed to it and would not proceed until an 
 order was sent annulling the order, or an order 
 given to the operator reading: "No. 2 may go." 
 
 647. Q. How will the operator handle these 
 orders? 
 
 A. He will deliver them to the conductor 
 and engineman of No. 2. 
 
 648. Q. What will Form J be used for? 
 
 A. To hold trains until orders can be given, 
 or in cases of emergency only. 
 
 649. Q. After a train has been held by a 
 Form J order can it proceed when it receives an 
 
 225 
 
order reading " -— may go" in case the sig* 
 
 nal still remains at "stop"? 
 
 A. No. Not unless it receives a clearance 
 
 card in addition to the " may go" order, 
 
 as this order simply clears the train on the 
 "Hold" order, but does not clear on the stop 
 signal, hence a clearance card is necessary as 
 per Rule 221, if the signal remains at stop. 
 
 EXPLANATION. — When an order is sent to 
 an operator directing him to hold all trains and 
 later a certain train is released with an order 
 
 reading " may go," all other trains must 
 
 be held. Unless the rules specially require, it 
 is not necessary for the conductor to sign for the 
 order, but the operator should deliver a copy for 
 the engineman and conductor of all trains affect- 
 ed. This form cannot be used to hold trains at 
 a station for the purpose of advancing other 
 trains against or ahead of them. Such move- 
 ments must always be made in the regular 
 manner. 
 
 Form K. 
 
 650. Q. How would an order reading: "No. 
 1 of Feb. 29th is annulled A to Z," affect the 
 rights of No. 1? 
 
 A. It would have no rights or schedule be- 
 tween A and Z. 
 
 651. Q. When a train is annulled to any 
 given point, are its rights affected beyond that 
 point? 
 
 A. No. 
 
 226 
 
652. Q. When a train has been annulled, 
 may it be restored under its original number by 
 special order? 
 
 A. No. 
 
 653. Q. If you held an order to meet No. 1 
 at C, and later got an order that No. 1 was an- 
 nulled, how would you proceed? 
 
 A. Would consider the order, to meet No. 1, 
 void as per Rule 220. 
 
 654. Q. How would an order reading: ."2d 
 No. 1 of Feb. 29th is annulled E to G," aflfect 2d 
 No. I's rights? 
 
 A. It would have no right or schedule be- 
 tween E and G. 
 
 EXPLANATION. — When a schedule has been 
 annulled it cannot be restored. An annulling 
 order cannot be annulled or superseded. 
 
 Form K is used when, for some reason, a 
 time-table schedule is not to be used on a cer- 
 tain day. Two examples of this form are shown. 
 One for annulling a schedule, and the other for 
 annulling a section. When a section or a sched- 
 ule has been annulled the authority of such 
 schedule or section becomes void between the 
 points named, and cannot be restored. When a 
 train holds orders concerning another train, and 
 later receives an order that such other train is 
 annulled, all orders or parts of orders relating 
 to the train which is annulled become void. In- 
 ferior trains may proceed upon the time of such 
 227 
 
annulled train as though the train was not 
 named on the time-table. 
 
 The date which is used in an annulling order 
 refers to the date the train annulled is due to 
 leave its initial station, on such division, or 
 sub-division. For example, if a train is due to 
 leave its initial station upon a division at 11:58 
 p. m. September 1st, and such train is to be an- 
 nulled, the train will be designated in the order 
 as a train of September 1st, even when the only- 
 place on the division where this schedule would 
 be in effect on September 1st would be the initial 
 station. When signals have been carried over a 
 division for a section and such section is not to 
 run, the second example of Form K is used. 
 Trains receiving this order will proceed against 
 the section named the same as though no sig- 
 nals had been carried for it. 
 
 RULING. — Question. Is it necessary for a 
 detoured train to have a train order before re- 
 suming its schedule on returning to its own line, 
 for instance: A train scheduled from A to Z 
 detours from E to N. May it resume its schedule 
 at N without a train order instructing it to 
 do so? 
 
 Answer. Assuming that Form K has been 
 used to annul the train between E and N, ther® 
 is nothing to prevent it resuming its schedule N 
 to Z without a train order. 
 
 228 
 
Form L. 
 
 655. Q. How must an order annulling an- 
 other order read, and must it be numbered, 
 transmitted and signed for as any other order? 
 
 A. Order No. — is annulled. Yes. 
 
 656. Q. May an order, once annulled or su- 
 perseded, be restored under its original number? 
 
 A. No. 
 
 657. Q. Under the following orders, how will 
 No. 1 be governed: .Order No. 1, "No. 1 meet 
 No. 2 at B." . Order No. 2, *'No. 1 meet No. 2 at 
 C instead of B." .Order No. 3, »'Order No. 2 is 
 annulled." 
 
 A. Order No. 2 superseded Order No. 1, 
 making it of no effect and fixed a new meeting 
 point at C. Order No. 3 annulled Order No. 2, 
 which leaves No. 1 and No. 2 without any or- 
 ders, and they must be governed by time-table 
 in making the meeting point, because orders 
 once superseded or annulled are of no effect evea 
 though the order which superseded or annulled 
 them has been annulled. 
 
 EXPLANATION. — There is only one example 
 shown under this form. It reads, "Order No. 10 
 ifi annulled." When such an order is received 
 all provisions contained in Order No. 10 are can- 
 celled. If the order which is to be annulled has 
 not been delivered to the train the annulling or- 
 der will be addressed to the operator, who will 
 destroy all copies of the order, except his own, 
 229 
 
and will write on his file copy, "annulled by or- 
 der number ." If the order which is to 
 
 be annulled has been delivered to a train, the 
 order annulling it will be addressed to such 
 train. Trainmen and others receiving a Form 
 L order should be careful that the number of 
 the order which he destroys agrees with the 
 number named in the Form L order. Operators 
 should be very careful that they have the num- 
 ber of all train orders correct for the reason 
 that when orders are annulled by a Form L or- 
 der, no mention is made as to what the body of 
 the order contains, and in case an error has been 
 made in the number of the order, the train crew 
 receiving it might cancel the wrong order. 
 
 RULING. — Referring to the following para- 
 graph: "If an order which is to be annulled has 
 not been delivered to a train, the annulling or- 
 der will be addressed to the operator," the Com- 
 mittee v/as asked what was meant by "deliv- 
 ered" — whether it means the delivery to the 
 trainmen after the order is made complete only, 
 or whether it includes the delivery of an order 
 that has not been made complete to the engine- 
 man and conductor for signature, and the occa- 
 sion for annulling the order does not arise until 
 after such signatures have been received? If 
 the meaning of the word "delivered" applies 
 only to the case first stated, what official knowl- 
 edge can the conductor and engineman, who 
 have signed the order, have that the order has 
 230 
 
been annulled, and they would not be responsible 
 for its fulfillment? 
 
 Answer. In the judgment of the Committee 
 the delivery of an order can take place only after 
 "complete" has been given as stated in Rules 
 210 and 211. — Dec. 10, 1896. 
 
 Form M. 
 
 658. Q. If you hold an order containing two 
 or more movements, may part of the order be 
 annulled, and how? 
 
 A. Yes. By an order reading: "That part 
 of Order No. — , reading , is annulled." 
 
 659. Q. Would this aflfect the other move- 
 ments in the order? 
 
 A. No. 
 
 EXPLANATION. — Only one example is shown 
 under this form, and this example properly be- 
 longs under Form L. The example reads, "that 
 part of an order No. 10 reading No. 1 meet No. 
 2 at S is annulled." When part of an order is 
 annulled the remaining portion of the order is 
 still in force and must be obeyed. Only such 
 portion of the order it annulled as is mentioned. 
 When part of an order has been annulled, it 
 must not be again restored under its original 
 number, and, should the order which annulled 
 part of an order be itself annulled, it does not 
 restore that part of the order which the annull- 
 ing order destroyed. 
 
 231 
 
Form P. 
 
 6G0. Q. How may an order or part of an 
 order be superseded? 
 
 A. By adding to the prescribed forms the 
 words, "instead of — ." 
 
 661. Q. May an order which has been supers 
 seded be reissued under its original number? 
 
 A. No. 
 
 EXPLANATION. — An order which has been 
 superseded cannot be again restored under its 
 original number. Only such part of an order is 
 superseded as follows the words, "instead of." 
 
 Two or More Forms. 
 
 700. Q. (A-C) If No. 1 holds right of track 
 order over No. 2 A to H and later gets an order 
 to meet No. 2 at D, which train will take siding 
 at D? 
 
 A. No. 2 for the reason that No. 1 is the 
 superior train by (train order) right. 
 
 701. Q. (A-B) If No. 1 holds the follow* 
 ing order how will it be governed: **No. 1, 
 pass No. 3 at B and meet No. 2 at C"? 
 
 A. No. 1 will pass and run ahead of No. 3 
 from B and will meet No. 2 at C as directed. 
 
 702. Q. (A-E) If No. 1 holds an order that 
 No. 2 runs one hour late and later gets a meet 
 order with No. 2, are both orders in effect? 
 
 A. Yes. 
 
 232 
 
703. Q. (A-E) If under the conditions 
 named above No. 1 can make a station further 
 on the time order for No. 2 than it can make on 
 the meet order, can it pass the meeting point and 
 go to the next station for No. 2? 
 
 A. No. Both orders are in effect, but the 
 meeting point must be respected, as named in 
 the order. 
 
 704. Q. (Misc.) What forms of orders can 
 be combined? 
 
 A. Nearly all the forms can be combined. 
 It is not good practice to combine annulling or- 
 ders with any other form. 
 
 705. Q. (H-A) If No. 67 holds an order 
 that Engine 234 works 5 p. m. to 7 p. m. be- 
 tween A and D and meets No. 68 at D, can No. 
 67 pass D at 7 p. m. if the work extra is not 
 there? 
 
 A. No. It must obey the meet at D, al- 
 though it is admitted that the work extra is dead 
 and must not go to D on the order. (Rule 220 
 should be so changed as to provide for this.) 
 
 706. Q. (A-P) No. 1 runs A to Z and No. 2 
 Z to A. If No. 1 gets an order to meet No. 2 at 
 F and later gets an order to meet 1st No. 2 at 
 E instead of F, can No. 1 go to F for 2d No. 2? 
 
 A. Yes, for the first order mentioned No. 2 
 by its schedule number alone and therefore all 
 sections were included; the second order only 
 superseded that part of the first order which re- 
 ferred to first No. 2. 
 
 233 
 
707. Q. (A-P-Ii) If under the two order* 
 named in the previous question No. 1 should re- 
 ceive an order at B annulling the second order, 
 what rights would No. 1 have? 
 
 A. The first order made a meet at F for all 
 sections of No. 2 ; the second order superseded it 
 only so far as first No. 2 was concerned; the 
 third order annulled the meet at E for No. 1 and 
 1st No. 2 and as the meet at F for them had 
 been superseded it leaves No. 1 with no orders 
 against first No. 2, but it has a meet at F with 
 second No. 2 and all following sections of No. 2. 
 
 708. Q. (Misc.) When an annulling order 
 is annulled or superseded or when a superseding 
 order is annulled or superseded, does it restore 
 the order which these orders annulled or super- 
 seded? 
 
 A. No. When an order or part of an order 
 has been annulled or superseded, it is of no ef- 
 fect and must not be restored under its original 
 number. 
 
 234 
 
Miscellaneous A. R. A. 
 Rulings 
 
 REVERSE MOVEMENTS. — In running a train 
 over opposite track is it necessary or customary 
 to state the cause as "north bound track ob- 
 structed," etc., or simply give 19 order to trains 
 to use that track, and when they receive orders 
 to use the opposite track do they understand 
 that they are governed by single track rules? 
 That is, they are superior to trains which, under 
 the time-table rules, they would be superior to 
 on single track and inferior to trains which they 
 would be inferior to under single track rules, 
 while running on that track? 
 
 Answer. The committee does not consider it 
 necessary to state the cause. — Ruling Sept. 11, 
 1901. 
 
 SIZE OP BLANK. — Is there any objection to 
 using form of train order book size 7%xl0% 
 in. beyond the perforated line at top, and T^/^x 
 lll^ in. over all? 
 
 235 
 
Answer. The Committee believes that the 
 form recommended in the Standard Code is best 
 suited for the use of railroads generally. Larger 
 blanks are permissible, but in the opinion of the 
 Committee are undesirable. 
 
 CLEARANCE CARD. — It is suggested that the 
 Standard Code clearance card be changed so as 
 to show the numbers of train orders delivered to 
 the trains receiving the card.. So that if any 
 question should arise as to whether or not an 
 order, possibly a 19 order which was not signed 
 for, was delivered, the clearance can be pro- 
 duced as an actual record of the delivery or non- 
 delivery. 
 
 Answer. The clearance card as printed in the 
 Standard Code gives all the information neces- 
 sary. The requirement of further information 
 might lead to error on the part of the operator. 
 
 PILOT. — The responsibilities of a pilot are 
 the same as the responsibility of the engineman 
 or conductor, or both, whom he pilots. 
 
 DIRECTION. — The American Railway Asso- 
 ciation recommends that odd numbers shall be 
 given west and south bound trains and even num- 
 bers to east and north bound trains. 
 
 COLOR. — Recommend that no cross-arm or 
 telegraph poles be painted red or green. 
 
 SWITCH LIGHTS. — A letter was submitted in 
 regard to the proper color to be used for switch 
 lights. It is the unanimous opinion of the Com- 
 236 
 
mittee that red and white are the proper colors, 
 but it has purposely omitted any mention of the 
 same in the rules, believing that the significance 
 of the colors determine same, there being no 
 question about the use of red for open switches. 
 If white is used, it means that there is no re- 
 striction as to speed unless otherwise ordered. 
 If green is used, it means that caution is to be 
 used and it is a signal to go slow. 
 
 OPERATOR'S TRANSFER. — A form of oper- 
 ator's record and transfer of orders was submit- 
 ted to the Committee, and while it thought the 
 form a good one, it was the opinion that such 
 matters must be left to the judgment of each 
 line, to be determined according to the circum- 
 stances governing operation. — April 7, 1891. 
 
 DISTANT SEMAPHORE SIGNALS. — A ques- 
 tion was submitted to the Committee in refer- 
 ence to the color and shape of distant semaphore 
 signals for head on switches. The opinion of the 
 Committee was that under no circumstances 
 should red be used as a cautionary signal; the 
 proper color is green. The determination of the 
 shape of the signal should be left to each road. 
 Taking into consideration the fact that sema- 
 p^hores are now being used for block purposes, 
 it may be desirable to use different shapes for 
 different purposes. The question as to what the 
 distant signal is to denote determines the color. 
 If it is not intended to stop the train until the 
 signal is changed, it should be red; if intended 
 237 
 
to allow the train to pass under control, the sig- 
 nal should be green. — April 7, 1891. 
 
 RED AND WHITE LIGHTS ON REAR OP 
 TRAIN. — After examining the results of ex- 
 periments made on the Wabash and the Penn- 
 sylvania Railroads the Committee unanimously 
 concluded that red lights alone are better than- 
 a combination of red and white lights for mark- 
 ing the rear end of a train. Both sets of experi- 
 ments conducted independently of each other», 
 brought out the fact that the white light some- 
 what obscured the red; that is to say, the red dis- 
 appeared from view sooner when shown in con- 
 nection with the white than when shown alone, 
 the red being absorbed by the white. 
 
 It was also suggested to the Committee that 
 the use of white lights in connection with red 
 lights for rear-end signals would interfere with 
 the semaphore bracket signals, on which the 
 display would be in the same relative position 
 as when a white light or lights were used in con- 
 nection with one or more red lights on the rear 
 end of a train. — Oct. 12, 1887. 
 
 238 
 
Points Answered by the 
 Editor 
 
 Question. Please give your understanding of 
 the following order: "Work Extra 810 has 
 right over all trains between A and H 8 a. m. 
 until 12:30 p. m." 
 
 No. 85 arrives at H and finds Work Extra 810 
 in to clear, can No. 85 proceed? 
 
 Answer. A strict interpretation of the order 
 quoted forbids any train entering the limits until 
 12:30 p. m., unless it holds orders to meet or 
 run ahead of the work extra. The fact that Work 
 Extra 810 is clear when No. 85 arrives there is 
 not sufficient to permit No. 85 to proceed ahead 
 of the work extra, as the order gives the work 
 extra exclusive right to the territory. Rule 86 
 requires that an inferior train clear the time of 
 a superior train in the same direction not less 
 than five minutes, and as the work extra has no 
 schedule time, but is under the rules a superior 
 train. No. 85 must keep out of its limits entirely. 
 Rule 86 refers to an inferior train, whether in- 
 ferior by timetable or by right. Rule 71 makes 
 239 
 
It plain that a train may be superior to another 
 by right, class or by direction, right being con- 
 ferred by train order and class and direction by 
 time-table. 
 
 Question. "No. 2 take siding and wait at 
 Summit until 3:15 p. m. for No. 85." What will 
 No. 2 do if it arrives at Summit at 3:16 p. m.? 
 
 Answer. Under the order No 2 should take 
 siding at Summit regardless of the time at which 
 it arrives at that point. 
 
 I regard the order as improper because the 
 authorized form for making the movement hai 
 been changed and not preserved in its original 
 wording. That is the take siding provision has 
 been inserted in the middle of the third ex- 
 ample of Form E, which is the example used in 
 this case, with the result that a doubt has been 
 created because the dispatcher has departed from 
 the authorized form of train order. It should be 
 remembered that whenever anything is to be 
 added to an authorized form of train order It 
 should follow the regular form in logical se- 
 quence and should never be inserted in the 
 middle of the form. The order used is at once 
 recognized as a wait order, and as such the time 
 is essential, but there is no such thing as a limit 
 to taking sidetrack — that is to say, a train will 
 take siding or it will not, but there is no ar- 
 rangement for a limit of time to the perform- 
 ance. Good judgment suggests that such an or- 
 der should not be used because of the doubt 
 Which it is liable to create on account of a limit- 
 240 
 
ed provision and a positive provision being com- 
 bined. However, the order having been used, it 
 remains for No. 2 to carry out its provisions by 
 taking siding at Summit even though it holds a 
 doubt as to whether or not the order requires it; 
 this because Rule 106 requires in all cases of 
 doubt that the safe course must be taken and no 
 risks run, and it is evident that the only safe 
 course for No. 2 is to take siding. It is equally 
 evident, from a technical standpoint, that the 
 order requires No. 2 to take siding regardless 
 of the time. 
 
 Question. It has never seemed to me that the 
 Standard Code makes it plain enough as to just 
 Vv^hat portions of the main track a work train is 
 entitled to use under the regular form of work 
 train order. For instance. Engine 79 holds an 
 order to work between "A" and "B." As I un- 
 derstand it, in putting the question to a man who 
 is passing an examination for conductor or en- 
 gineman, if, holding an order reading, "Engine 
 79 work extra 7:00 a. m. to 6:00 p. m. between 
 A and B," what part of the main track are you 
 entitled to use without protecting by flag, pro- 
 vided, of course, all overdue trains have gone. 
 Suppose the applicant answers, "Between the 
 depots at said stations," or between the farthest 
 switches, that is, between the north switch at A 
 and the south switch at B, A being a station 
 north of B. The examiner then explains to him 
 that this order gives him the right to the main 
 track only between the south sv/itch at A and 
 241 
 
the north switch at B. The applicant then re- 
 marks that he has found nothing in the general 
 rules explaining exactly what his limits on the 
 main track are. Will you please advise me what 
 rule or rules I can point out to him to back up 
 my explanation that he has right to use the 
 main track only between the south switch at A 
 and the north switch at B? 
 
 It does not seem to me that Rule 5 fully 
 covers this, for the reason that all overdue 
 scheduled trains may have gone and the work 
 train, which is working between A and B, has a 
 clear track between these points, so far as 
 regular trains are concerned, and, an extra train 
 is started over the division with orders to run 
 from a point north of A south to a point south 
 of B, and to protect against Work Extra 79 be- 
 tween A and B. As I understand the code, this 
 extra south can pull down to the south switch at 
 A, remaining just far enough north of this 
 switch to clear. Suppose the work extra, after 
 all overdue scheduled trains have gone figures 
 that they have a right to go up the main track 
 to the depot at A, or to the north switch at A, 
 and collide with this extra south. If this should 
 occur, which crew,^ according to the rules, would 
 be at fault? 
 
 Answer. In the case of a regular train, Rule 
 5 makes the time apply at the switch where an 
 inferior train enters the siding. This statement 
 fixes the application for the location of the rule 
 with respect to a station, and, at the same time, 
 242 
 
it marks the limit of any station so far as one 
 train is concerned with the movement of any 
 opposing train. 
 
 The authority for explaining to trainmen that 
 an order to work extra between A and B does 
 not entitle them to the use of the main track at 
 the station at A or B, is found in the language 
 of the order itself, coupled with the general un- 
 derstanding, as outlined in Rule 5. Rule 5 in- 
 dicates that the station at B is at the north 
 switch for an inferior south bound train and at 
 the south switch for an inferior north bound 
 train. By considering this for a moment, we 
 come to understand that officially the station 
 at B, as shown on the time-table, extends from 
 the north switch to the south switch, depend- 
 ing upon the direction in which a train is mov- 
 ing, and also upon its superiority or inferiority. 
 Under a Form G order, directing a train to run 
 extra to B, such extra train must consider that 
 their order to use the main track expires when 
 they reach the first entrance switch at B; fol- 
 lowing this line of thought as connected with 
 the work extra, you will note that the order to 
 work reads, "Between A and B," and that it is 
 required that this work extra use the first en- 
 trance switch at both stations. This limits them 
 to the use of the main track between the south 
 switch at A and the north switch at B. The 
 word "between" which is used in the order is 
 not capable of being construed as applying at 
 
 243 
 
the station of A or B, but only between these 
 stations. 
 
 When it is desired that a work train use the 
 main track at B, the working limits should be 
 given between A and C. To sum up, a station 
 officially extends from one extreme switch to the 
 other. Work orders read between certain sta- 
 tions, which limits the work train to territory 
 between, and not at, either station named in the 
 order. 
 
 In case an extra should be moving south over 
 the work train limits, as you suggest, and this 
 extra should collide with the work extra be- 
 tween the switches at A, it would certainly be 
 the fault of the work extra crew for using the 
 main track at A, when their order definitely 
 specifies that their limits are between A and B. 
 
 ■<^^^'^<y 
 
 244 
 
(HammmtB 
 
 The Railway Journal said : 
 
 **Mr. G. E. Collingwood is the author of an ex- 
 haustive and meritorious work on handling trains. 
 The book is one of the most complete of its kind 
 that has ever been issued.'* 
 
 Railway Locomotive Engineering says: 
 
 "The popular approval which has been accorded 
 Mr. Collingwood's work is well deserved. He has 
 brought a lifetime of experience as well as fine 
 judgment in matters that are likely to remain con- 
 troversial in the examination of trainmen. * * A 
 perusal of Mr. Collingwood's able comments can 
 not fail to be of lasting value to all students who 
 desire to attain a thorough mastery of the many 
 regulations affecting transportation." 
 
 Locomotive Firemen and Enginemen's 
 Magazine says: 
 
 " 'Standard Train Rule Examination' is an au- 
 thentic book of instruction and reference on Train 
 
Rules and Train Orders by Mr. CoUingwood, who is 
 an experienced railroad man and an acknowledged 
 authority on Train Rules and Train Orders. The 
 knowledge imparted by this book is clear and def- 
 inite, helping its possessor to form good habits in 
 the performance of his duties and laying a f ounda- 
 tion which is sure. " 
 
 A Superintendent writes: 
 
 "Every Examining officer should have a copy of 
 Standard Train Rule Examination, as it touches 
 every important point. Then, too, when accidient 
 occurs, it defines the rules so clearly that it is not 
 difficult to locate the error." 
 
 An Engineman writes 
 
 **I would not part with it for ten dollars if I 
 could not get another. It makes examinations 
 easy." 
 
 A Brakeman writes: 
 
 **I passed the examination and I give your book 
 credit for it." 
 
 A Conductor writes: 
 
 **I have all the books on Train Rules which are 
 published and I have received more benefit from 
 your book than from all the others combined." 
 
Another writes: 
 
 **I sold the eighteen books you sent me before 
 night. Send two dozen more at once. It's just 
 what the boys want. As a book of reference 
 alone your book is worth five times the price." 
 
 A General Superintendent writes: 
 
 "It's the best book on train rules in print." 
 
 IS 1! SI 
 ADDRESS ORDERS TO 
 
 G. E. COLLINGWOOD, Pub. 
 
 Toledo, Ohio, U. S. A« 
 
Index to American Railway Association Rulings. 
 
 Rule 3, 42 
 
 Rule 5, 57-58 
 
 Rule 14, 71 to 74 
 
 Rule 17, 81 
 
 Rule 18 82-83 
 
 Rule 19, 84-85 
 
 Rule 22, 89-90 
 
 Rule 26, 93 
 
 Rule 28, .95 
 
 Rule 82, 102-103 
 
 Rule 88, 109-110 
 
 Rule 89, 113 
 
 Rule 90, 114 
 
 Rule 92, .113, 117-118 
 
 Rule 93, 119 to 127 
 
 Rule 94. 132 
 
 Rule 100, 141, 142 
 
 Rule 101, 144, 145, 146 
 
 Rule 104, 148, 149, 150 
 
 Rule 201, 152, 153 
 
 Rule 202, 153, 154 
 
 Rule 206., . 157 
 
 Rule 210, 161, 162 
 
 Rule 211. . 163, 164 
 
 Rule 214, 166, 167 
 
 Rule 220, 173, 174 
 
 Filling in train number 162 
 
 Form A 189 
 
 Form B 193 
 
 Form C 198 
 
 Form E 206 
 
 250 
 
Form F 213 
 
 Form G 220 
 
 Form H 224 
 
 Form K 228 
 
 Form L 230 
 
 Reverse Movements 235 
 
 Size of Blank 235 
 
 Clearance Card 236 
 
 Pilot 236 
 
 Color 236 
 
 Direction 236 
 
 Switch Lights 236 
 
 Operators' Transfer 237 
 
 Distant Semaphore Signals 237 
 
 Red and White Lights on Rear 238 
 
 Resuming Schedeule .228 
 
 Extra Trains Expire 221 
 
 When Is Order "Delivered?" 230 
 
 INDEX TO QUESTIONS AND ANSWERS, AND 
 EXPLANATIONS. 
 
 General Rules 31, 32 
 
 Definitions 34, 35, 36, 37, 38, 39 
 
 Rule 1 40 
 
 Rule 2 41 
 
 Rule 3 41 
 
 Rule 4 43 to 53 
 
 Rule 5 53 to 58 
 
 Rule 6 58, 59 
 
 Rule 7 60 
 
 Rule 8 61 
 
 251 
 
Rule 9 61 
 
 Rule 10 62, 63 
 
 Rule 11 63 
 
 Rule 12 64, 65, 
 
 Rule 13 65 
 
 Rule 14 66 to 74 
 
 Rule 15 75 
 
 Rule 16 76, 77, 78 
 
 Rule 17 79, 80, 81 
 
 Rule 18 81, 82, 83 
 
 Rule 19 83, 84, 85 
 
 Rule 20 85, 86, 87 
 
 Rule 21 87, 88 
 
 Rule 22 88, 89, 90 
 
 Rule 23 90, 91 
 
 Rule 24 91 
 
 Rule 25 91, 92 
 
 Rule 26 92, 93 
 
 Rule 27 93, 94 
 
 Rule 28 94, 95 
 
 Rule 29 95, 96 
 
 Rule 30 and 31 96 
 
 Rule 82 96 
 
 Rule 33 97 
 
 Rule 71 97 
 
 Rule 72 98, 99 
 
 Rule 73 99 
 
 Rule 82 100 to 103 
 
 Rule 83 103, 104 
 
 Rule 84 104, 105 
 
 Rule 85 . 105, 106 
 
 Rule 86 . . , . 106, 107 
 
 252 
 
Rule 87 107, 108 
 
 Rule 88 108 to 110 
 
 Rule 89 110 to 113 
 
 Rule 90 113 to 115 
 
 Rule 91 115, 116 
 
 Rule 92 116 to 118 
 
 Rule 93 118 to 127 
 
 Rule 94 127 to 134 
 
 Rule 95 134 
 
 Rule 96 135 
 
 Rule 97 136 
 
 Rule 98 137 
 
 Rule 99 138 
 
 Rule 100 141 
 
 Rule 101 142 
 
 Rule 102 146 
 
 Rule 103 147 
 
 Rule 104 147 
 
 Rule 105 150 
 
 Rule 106 150 
 
 Rule 201 151 
 
 Rule 202 153 
 
 Rule 203 155 
 
 Rule 204 155 
 
 Rule 205 156 
 
 Rule 206 157 
 
 Rule 207 158 
 
 Rule 208 (A) 158 
 
 Rule 208 (B) 158 
 
 Rule 209 159 
 
 Rule 210 160 
 
 Rule 211 162 
 
 253 
 
Rule 212 164 
 
 Rule 213 164 
 
 Rule 214 165 
 
 Rule 215 167 
 
 Rule 216 167 
 
 Rule 217 168 
 
 Rule 218 170 
 
 Rule 219 171 
 
 Rule 220 172 
 
 Rule 221 (A) . 174 
 
 Rule 221 (B) 176 
 
 Rule 222 179 
 
 Rule 223 180 
 
 Form A — Meet Order 186 
 
 Form B 191 
 
 Form C 195 
 
 Form E 204 
 
 Form F 210 
 
 Form G 217 
 
 Form H 222 
 
 Form J 225 
 
 Form K 226 
 
 Form L . . . 229 
 
 Form M 231 
 
 Form P 232 
 
 Forms A-C, A-B and A-E 232 
 
 Forms A-E, Misc., H-A and A-P 233 
 
 Form A-P-L, Misc 234 
 
 254 
 
INDEX TO SUBJECTS. 
 
 Abbreviations Allowed 180 
 
 All Sections Included 170 
 
 Answering Signals 95, 96 
 
 Application of Time 53, 59 
 
 Audible Signals 66 
 
 Blue Signal Protection 92, 93 
 
 Communicating Signals 76 
 
 Change of Time-tables 43 to 53 
 
 Classification Signals 85 to 91 
 
 Clearance Card 9, 236 
 
 Checking Register 15 
 
 Combined Forms 232 
 
 Definitions 34 to 39 
 
 Day Ofiices 18 
 
 Direction 236 
 
 Distant Semaphore Signals 337 
 
 Disabled Train 127 to 134 
 
 Explanation of Make-up 7 
 
 Extra Trains 27, 99, 136 
 
 Flagging 138 
 
 Forms of Orders 186 to 232 
 
 General Rules 31, 32 
 
 Hand, Flag and Lamp Signals 64 
 
 Headlight 79 to 81 
 
 Inferior Trains 106, 108 
 
 Introduction 5 
 
 255 
 
Markers 81 to 85 
 
 Movement of Trains 100 
 
 Overtaking Train Unable to Proceed. .127 to 134 
 
 Orders to Non-telegraph Office 168 
 
 Operators' Transfer 237 
 
 Pilot 236 
 
 Points Answered by the Editor 239 
 
 Resuming Schedule 26, 228 
 
 Red and White Signals on Rear. 238 
 
 Responsibility for Switches 147 
 
 Single Track Rules Explained 40 
 
 Signal Rules 60 
 
 Standard Time 40 to 42, 11 
 
 Signals Improperly Displayed 93, 94 
 
 Standard Code Origin 9 
 
 Signature to Orders 16 
 
 Standard Examination 31 
 
 Size of Blank 235 
 
 Switch Lights 236 
 
 Train Signals 79 
 
 Train Superiority 97 to 99 
 
 Train Losing Schedule 100 to 103 
 
 Trains in Yard Limits 118 to 127 
 
 Train Register 13 
 
 Train Orders 17, 172, 184, 151 
 
 Theory of Standard Rules 20 
 
 Train Dispatching 21 
 
 Train Identification 24 
 
 Train Parting 142, 144, 145 
 
 The "19" Order 162 
 
 256 
 
The "X" Response 164 
 
 Train Order Signal 174 to 179 
 
 Visible Signals 62 
 
 When Trains Meet 108 to 115 
 
 When Signals Are Taken Down 135 
 
 257 
 
MAR 18 1912