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Author: 
 
 Nichols, William 
 
 Title: 
 
 Train operation 
 
 Place: 
 
 Rochester 
 
 Date: 
 
 [1916] 
 
a<4>.<R;^^\ ^ 7^ 
 
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 PRESERVATION 
 
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 ORIGINAL MATERIAL AS FILMED - EXISTING BIBLIOGRAPHIC RECORD 
 
 •USINOB 
 
 530.63 
 N51 
 
 Nichols, William, 1866- 
 
 Train operation, by William Nichols ... a treatise on train 
 rules, train orders, change of time table, automatic block sig- 
 nals, interlocking, examination questions and answers ... 
 Kochester, N. Y., and San Francisco, Cal., L. Brown i«1916] 
 
 xviil, 340 p. iUus. (incl. tables) col. plates, diagrs. 17J«". 
 
 1. Itailroads — Trains. 
 
 Library of Congress 
 Copyright A 433094 
 
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 Train Operation 
 
 By William Nichols 
 
 For Ten Years Chairman 
 
 Board of Examiners 
 
 Southern Pacific Company 
 
 and 
 
 Author of Book 
 
 RULE FOUR 
 
 A Treatise on Train Rules, Train Orders, 
 
 Change of Time Table, Automatic Block 
 
 Signals, Interlocking. Examination 
 
 Questions and Axiswers. 
 
 11 
 
 ♦ » 
 
 % « 
 
 
 a « * 
 
 Price Flexible Cloth. $2.00 
 Flexible Leather, $2.50 
 
 \ 
 
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 \ 
 
 LE GRAND BROWN, 
 Publisher 
 
 77 South Avenue, Rochester, N. Y. and 
 P. O. Box 405, San Francisco, Cal. 
 
SCHOOL Of 
 
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 Apiil, 1916 
 
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 Democrat & Chronicle, Prek, 
 Rochester, N. Y. 
 
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 PLATES 
 
 BY 
 
 LE GRAND BROWN 
 
 M. Am. Soc. C. E. 
 

 ^ 
 
 GENERAL NOTE. 
 
 TN compiling the Standard Rules the American 
 Railway Association inserts a General Note 
 reading : 
 
 ** Blanks in the rules may be filled by each 
 Railroad to suit its own organization or require- 
 ment." 
 
 When such blanks appear in a rule or portion 
 of a rule quoted herein the same should be under- 
 stood to apply. Throughout the book American 
 Railway Association rulings will be referred to as 
 A. R. A. Ruling .....5^.^?.!> 
 
 Special Rules of a Time-table, General Orders 
 or Bulletins supersede the Book of Rules wherever 
 they conflict. All general orders and bulletins 
 that in any way change, modify or amplify the 
 Book of Rules should be inserted in the special 
 rules of the next time-table issued. 
 
 PREFACE. 
 
 IN presenting this work to the public, the author does 
 so in the hope that it will answer some of the questions 
 that have been presented to him during the past, the solu- 
 tions of which were wholly obtained from actual experi- 
 ence. Fifteen years ago there was probably less literature 
 extant upon the subject of railroad operation than upon 
 any other branch of railroading. Such great advances 
 have been made in t/ain operation during this period that 
 the few publications of that day are in a measure obsolete. 
 This book does not apply to any particular railroad. 
 It is based upon the rulings of the American Railway 
 Association, as late as November, 1915. The text is the 
 author's interpretation and amplification of these rulings 
 and of the Standard Train Rules, Train Orders, Block 
 Signals, and other practice which has been found necessary 
 and advantageous in handling trains under various condi- 
 tions. 
 
 I am indebted to Professor Stuart Daggett, head of the 
 Department of Railway Economics of the University of 
 California for many valuable suggestions. I am also 
 indebted to Monroe C. Kidder, Superintendent of the 
 Permanent Disability Rating Department of the California 
 State Industrial Accident Commission, and to W. E. 
 Boland, Chief Signal Engineer of the Southern Pacific 
 Company, for their valuable assistance in the preparation 
 of this work. 
 
 It should be understood that if there is any difference 
 between the author's interpretation of the rules and that 
 of the Management of the Railroad where the reader is 
 employed, the interpretation and rulings of that Railroad 
 should be strictly adhered to. 
 
 WILLIAM NICHOLS. 
 San Francisco, 
 
 April, 1916. 
 
/: 
 
 CONTENTS. 
 
 Absolute-Permissive Block System — ••••••: • 
 
 Absolute-Permissive Block System, Questions and 
 
 Answers 
 
 Absence of Signals 
 
 Accidents, Defects, etc 
 
 Acknowledgement by X Response. •• • • • 
 
 Additional Rules for Three or More Tracks 
 
 Advance Block Signal Plate and Explanation 
 
 Against Current of Traffic, Work Extras 
 
 Ahead of Time • • • • : i v: * ^ *(,' *J * i * 
 
 All Sections Included When Tram named by Schedule 
 
 Number Alone ;^ . • . •; • 
 
 Annulling a Schedule, Explanation of 
 
 Annulling a Section, Explanation of 
 
 Annulling an Order, Explanation of 
 
 Annulling Part of an Order, Explanation of 
 
 Annulling an Order, Questions and Answers. 
 
 Annulling Part of an Order, Questions and Answers. . 
 Annulling Schedule or Section , Questions and Answers 
 Approaching End Double Track, Railway Crossings 
 
 and Drawbridges :""•:':' ''^ j * I* 
 
 Approaching Schedule Meeting Points Prepared to 
 
 Stop .***** 'm* 
 
 Arrive in advance of Schedule Amving Time 
 
 Audible Signals ••,;••: 
 
 Authority of Train Ceases to Exist. ....•• 
 
 Authorization of Train by Clearance Card . . . . . . . ..... 
 
 Authorized by Rule or Train Order to Register by 
 
 Ticket 
 
 Automatic* Block Signals, Explanation of. 
 
 Automatic Block Signals, Questions and Answers. . . . 
 
 Automatic Block Signal, Normally Stop 
 
 Backing in Siding at Meeting Point. 
 
 Block Signal Rules, Standard 1915 Revision 
 
 Block Signals, Absolute-Permissive System 
 
 Block Signals, Automatic. 
 
 Block Signals, Questions and Answers 
 
 Block System, Manual 
 
 Blue Signals 
 
 Bulletin Boards '^' • ' \" "t^" " ' "J V 'J^a 
 
 Block Signals, Single Track, Description of and 
 Questions and Answers 
 
 Caution, Block Signal 
 
 Caution, Proceed with 
 
 Caution, Yellow Signal............ 
 
 Change of Timetable, Explanation of 
 
 Change of Timetable, Questions and Answers 
 
 Chart, Flagging........;.... .•.. 
 
 Chart for making New Timetables 
 
 Chart, Rule 94 
 
 Chart, Rule 96 
 
 Chart, Superiority of Trains 
 
 Chart, Take Siding • 
 
 Check of Train Register, blank form 
 
 Checking Register : *.• • • • v I * * : " ; 
 
 Class, Superior By (see superiority of trains) 
 
 Rule 
 
 
 Form or 
 
 
 Plate 
 
 Fag's 
 
 17 
 
 182 
 
 
 187 
 
 27 
 
 84 
 
 
 S« 
 
 212 
 
 94 
 
 F271-273 
 
 117 
 
 10 
 
 154 
 
 97-D97 
 
 68 
 
 
 40 
 
 218 
 
 97 
 
 K 
 
 141 
 
 K 
 
 141 
 
 L 
 
 141 
 
 M 
 
 142 
 
 L 
 
 814 
 
 M 
 
 814 
 
 K 
 
 812 
 
 06 
 
 « 
 
 90 
 
 50 
 
 92 
 
 52 
 
 14 . 
 
 .-25 
 
 7 
 
 75 
 
 
 105 
 
 1 
 
 I 
 
 \ 
 
 ^41 
 
 
 147 
 
 
 161 
 
 
 151 
 
 
 40 
 
 
 190 
 
 
 182 
 
 
 147 
 
 
 158 
 
 
 107 
 
 26 
 
 84 
 
 
 6 
 
 12-15 
 
 167 
 
 
 147 
 
 
 6 
 
 10 
 
 28 
 
 4 
 
 11 
 
 4 
 
 165 
 
 6 
 
 69 
 
 A 
 
 8 
 
 94 
 
 56 
 
 96 
 
 60 
 
 8 
 
 37 
 
 7 
 
 74 
 
 
 45 
 
 
 48 
 
 71-7S-D78 
 
 88 
 
 vii. 
 
* • 
 
 ^ 
 
 CONTENTS— GwirinweJ. F«™or 
 
 Plate Pag-e 
 
 Clearance Card Authorization 105 
 
 Clearance Card 98 
 
 Clearance Card (standard) 104 
 
 Clearance Card Timed and Dated before Midnight 
 
 and Delivered after Midnight 105 
 
 Clearance of Superior Trains 86-87-88-89 47 
 
 Clearance of Train by Train Order Signal 48 
 
 Color Signals 10 9S 
 
 Communication of Signal Indications Between 
 
 Engineman and Fireman S4 85 
 
 Communicating Signals 16 26 
 
 Comparative Signal Indications, Description of Plate 16 178 
 
 Completing an Order 218 94 
 
 Controlled Manual Block System no 
 
 Copy of Order to Operator at Meeting or Waiting 
 
 Point 208 85 
 
 Copy Order in Manifold as sent 209 87 
 
 Crossing Over on Double Track D152 80 
 
 Current of Traffic D151 80 
 
 Covering Headlight 17-D-17-18 27 
 
 Date of Schedule 4 12 
 
 Day of Leaving Plate 4 16 
 
 Days of Existence of Schedules 4 18 
 
 D-Form H, Explanation of D-Form H 148 
 
 D-Form H, Work Orders. Questions and Answers D Form H 817 
 
 D-Form R, Explanation of D-Form R 145 
 
 D Form R, Movement against Current of Traffic. 
 
 Questions and Answers D-Form R 818 
 
 D-Form S Singling Section Double Track. Explana- 
 tion of D-Form S 146 
 
 D-Form S Singling Section Double Track. Questions 
 
 and Answers D-Form S 819 
 
 Dead Time at Intermediate Station * 50 
 
 Defects in Tracks, Bridges and Signals ! 67 
 
 Defective Switches 79 
 
 Definition of Division ; % 
 
 Definition of Main Track ,' $ 
 
 Definition of Station 4 
 
 Definition of Subdivision 9 
 
 Definition of Train 1 
 
 Delivering Train Orders 82 
 
 Delivery of Clearance Card on Day Following Day of 
 
 Issue 105 
 
 Delivery of Orders by Dispatchers 2I6 95 
 
 Delivery of Orders at Point not a Train Order Office. 
 
 or at one that is closed 2!7 96 
 
 Description of Comparative Signal Indications.PIate 16 16 178 
 Description of Double Track Block Signals. Example 
 
 6. Plate 14 14 171 
 
 Description of Double Track Block Signals. Example 
 
 7, Plate 15 15 174 
 
 Description Interlocking Plant (Eastward Move- 
 ments) 178 
 
 Description Interlocking Plant (Westward Move- 
 ments) 177 
 
 Description Single Track Block Signals. Example 1. 
 
 Plate 12 12 167 
 
 Description Single Track Block Signals. Example 2. 
 
 Plate 12 12 107 
 
 Description Single Track Block Signals. Example 8. 
 
 Plate 18 18 169 
 
 Description Single Track Block Signals. Example 4. 
 
 Plate 13 18 169 
 
 Description Single Track Block Signals. Example 5. 
 
 Plate 14 14 171 
 
 viii. 
 
 K 
 
 Y 
 
 I' 
 
 CONTENTS— Cbnhn««<£ 
 
 Designate Form Numbers and Copies Required 
 
 Designation of Trains in Train Orders 
 
 Detouring 
 
 Direction. Superiority by (see Superiority of Trains) 
 
 Disabled Between Points of Communication 
 
 Disc Type of Signals 
 
 Dispatcher's Transfer 
 
 Display of Green Signals 
 
 Display of Headlight 
 
 Display of Marker Lights 
 
 Display of Markers, Single and Double Track 
 
 Display of Markers, Three or more Tracks 
 
 Display of White Signals 
 
 Display of Signals (Rule 22) 
 
 Division, Definition of 
 
 Double Track 
 
 Double Track Block Signals 
 
 Double Track, Crossing Over on 
 
 Double Track Movements by Means of Block Signals 
 
 Double Track Orders, D-Form H 
 
 Doubling 
 
 Dwarf Signal 
 
 End of Run, Where Belong at (Plate 7) 
 
 Engine Whistle Signals 
 
 Engine by Train Order Signal when SI Order Received 
 
 Engine Number as Identification of Trains 
 
 Examination, Operator's 
 
 Example 3, Plate 18, Single Track Block Signals. 
 
 Example 4, Plate 13, Single Track Block Signals 
 
 Existence of Timetable Schedules 
 
 Explanation of Automatic Block Signals 
 
 Explanation of Interlocking 
 
 Explanation of Rule 4 
 
 Explanation of Timetable Chart 
 
 Extra Trains 
 
 Extra Trains, Order form of 
 
 Extra Trains, Form G, Questions and Answers 
 
 Extras Taking Siding for Opposing Extras 
 
 Extras Without Running Orders on Double Track 
 
 Extra, Work Train 
 
 Extras Running Orders 
 
 Extras Without Running Orders on 2, 3 or 4 tracks . . . 
 
 Fixed Signal 
 
 Flag Signals, Hand 
 
 Flag Stop 
 
 Flagging Chart 
 
 Flagging on Train Ahead 
 
 Flagging to Rear 
 
 Flagman's Signals 
 
 Form A, Meeting Point, Explanation of 
 
 Form A, Meeting Point. Questions and Answers 
 
 Form B, Pass and Run Ahead, Explanation of 
 
 Form B, Pass and Run Ahead, Questions and Answers 
 
 Form C, Right Over Opposing Trains, Explanation of 
 
 Form C, Right Over Opposing Trains, Questions and 
 Answers 
 
 Form D-H, Double Track Work Extras, Explanation of 
 
 Form D-H, Double Track Work Extras, Questions 
 and Answers 
 
 Form D R, Movement Against Current of Traffic. 
 Questions and Answers 
 
 Form DR. Explanation of 
 
 Form D-S Singling Section of Double Track. Explana- 
 tion of 
 
 ix. 
 
 Rule 
 
 
 Frfrm or 
 
 
 Plate 
 
 Page 
 
 207 
 
 84 
 
 206 
 
 88 
 
 
 6 
 
 71 
 
 88 
 
 94 
 
 54 
 
 
 129 
 
 205 
 
 82 
 
 20 
 
 30 
 
 17D17-18 
 
 27 
 
 
 28 
 
 19D19 
 
 28 
 
 F273 
 
 29 
 
 21-D21 
 
 31 
 
 
 81 
 
 
 2 
 
 
 8 
 
 14-15 
 
 174 
 
 D152 
 
 80 
 
 
 118 
 
 
 148 
 
 
 71 
 
 
 152 
 
 
 75 
 
 14D14 
 
 25 
 
 219 
 
 98 
 
 206 
 
 88 
 
 
 824 
 
 IS 
 
 169 
 
 18 
 
 169 
 
 82 
 
 40 
 
 
 147 
 
 
 152 
 
 4 
 
 11 
 
 
 T 
 
 
 2 
 
 G 
 
 132 
 
 G 
 
 802 
 
 
 48 
 
 
 111 
 
 
 64 
 
 
 185 
 
 8 
 
 112 
 
 
 4 
 
 12&18 
 
 25 
 
 28 
 
 35 
 
 
 69 
 
 
 68 
 
 99 & 100 
 
 64 
 
 85 
 
 86 
 
 A 
 
 117 
 
 A 
 
 284 
 
 B 
 
 120 
 
 B 
 
 289 
 
 C 
 
 128 
 
 C 
 
 290 
 
 D Form H 
 
 148 
 
 D Form H 
 
 817 
 
 D Form R 
 
 818 
 
 D Form R 
 
 145 
 
 D Form S 
 
 146 
 
K 
 
 1 
 
 -% 
 
 CONTENTS— GmrinMed: ,;.... ForS"o? ' 
 
 Plate Pasre 
 Form D-S Singling Section of Double Track, Questions 
 
 and Answers D Form S 819 
 
 Form E. Time Orders, Explanation of E 125 
 
 Form E, Time Orders, Questions and Answers E 292 
 
 Form F, Sections, Explanation of F 129 
 
 Form F, Sections, Questions and Answers . F 297 
 
 Form G, Extras, Explanation of G 182 
 
 Form G, Extra Trains, Questions and Answers G 802 
 
 Form H, Work Extras, Explanation of H 187 
 
 Form H, Work Extras. Questions and Answers H 806 
 
 Form J, Hold Order, Explanation of J 140 
 
 Form J, Hold Order, Questions and Answers J 811 
 
 Form K, Annulling a Schedule or a Section, Explana- 
 tion of K 141 
 
 Form K, Annulling a Schedule or a' Section, Questions 
 
 and Answers K 812 
 
 Form L, Annulling an Order, Explanation of L 141 
 
 Form L, Annulling an Order, Questions and Answers L 814 
 
 Form M, Annulling Part of an Order, Explanation of M 14i 
 Form M, Annulling Part of an Order, Questions and 
 
 Answers M 814 
 
 Form P, Superseding an Order or Part of an Order, 
 
 Explanation of P 142 
 
 Form P, Superseding an Order or Part of an Order, 
 
 Questions and Answers = P 815 
 
 Form Numbers, Designate 207 84 
 
 Form 19 Train Order 211 90 
 
 FormSl Train Order flO 87 
 
 Four Tracks 112 
 
 Full-faced Times, Meeting and Passing 19 
 
 Full-faced Times, Plate of Plate 2 21 
 
 Fusee 11 24 
 
 Form 19, Restricting Superiority 92 
 
 General Note ' V 
 
 Giving Proceed Signal 84 46 
 
 Green Flags and Lights 10 28 
 
 Green Signals 20 . 80 
 
 Hand Flag and Lamp Signals 12-18 25 
 
 Handling 31 Form Orders 210 87 
 
 Headlight, Display and Covering of .1718 Dl7 27 
 
 How Long Train Orders are in Effect 220 99 
 
 Hold Main Track 72 
 
 Hold Order, Form J J 140 
 
 Hold Order, Form J Questions and Answers J 311 
 
 Hold Order, When Repeated 214 95 
 
 Hold Order, When X Response is Sent 212 94 
 
 Hold Order, Explanation of 95 
 
 Home Block Signals 147 
 
 Identification of Train 31 
 
 Identification of Train by Engine Number 206 88 
 
 Imperfect Display of Signal 27 34 
 
 Indicators, Train 38 
 
 Indicators, Switch 148 
 
 Inferior Train Passing Superior Train on Dead Time. . 50 
 
 Interlocking, Explanation of 152 
 
 Interlocking, Questions and Answers 164 
 
 Interlocking Plate, Questions & Answers 180 
 
 Interlocking Double Track Crossing and Drawbridge, 
 
 Questions and Answers 175 
 
 InterlockingRules (Standard 1915 Revision) 191 
 
 Introduction V 
 
 Issue Orders in Same Words to All Addressed • 202 81 
 
 Lamp Signals 12 13 25 
 
 Leaving in Advance of Schedule Leaving Time 92 52 
 
 Lower Quadrant Signals 147 
 
 CONTENTS— ConrinweJ. 
 
 Main Track : 
 
 Manifold Copies of Orders 
 
 Manual Block System 
 
 Markers, Single and Double Track 
 
 Markers, Three or More Tracks 
 
 Marker Lights 
 
 Meet, Take Siding 
 
 Meeting Extra by Checking Register 
 
 Meet ** A " Form of Order, Explanation of 
 
 Meet ** A " Form of Order, Questions and Answers. . . 
 
 Meeting Point Signal 
 
 Meeting Points, Timetable Full-faced 
 
 Middle Order to Operator at Meeting or Waiting Point 
 
 Miscellaneous Orders, Questions and Answers 
 
 Movement Against Current of TraflBc, Explanation of 
 Movement Against Current of Traffic, D Form R, 
 
 Questions and Answers 
 
 Movement Against Current of Traffic When Holding 
 
 Order Not to Protect, or That All Extras Will Wait 
 
 Movement of Trains by Orders 
 
 Movement of Trains by Train Orders, Questions and 
 
 Answers 
 
 Movement of Trains, Questions and Answers 
 
 Movement of Trains Against Current of Traffic on 
 
 Two or More Tracks by Means of Block Signals. . . 
 Movement of Trains, Two or More Tracks by Block 
 
 Signals only 
 
 Movement of Trains Within Yard Limits 
 
 New Timetable, Receipt for 
 
 Normal Position of Train Order Signal 
 
 Normal Position Stop, Automatic Block Signals 
 
 Normal Position Train Order Signal as used by many 
 
 Rairoads * 
 
 Numbering of Train Orders 
 
 Obstruction, Protection against 
 
 Operator Completing Orders for Dispatcher 
 
 Operator's Copy to be Preserved iV ^ 
 
 Operator's Examination 
 
 Operator's Hold Order, Explanation of 
 
 Operator's Hold Order, Questions and Answers 
 
 Operator's Transfer 
 
 Orders, Annulling of. Questions and Answers 
 
 Orders, Explanation of Annulling 
 
 Orders, Annulling of. Questions and Answers 
 
 Orders Delivered to Train at Point not a Train Order 
 
 Office, or one that is Closed 
 
 Orders Dated, Timed and Completed before Midnight 
 
 and Delivered after Midnight 
 
 Orders, Miscellaneous 
 
 Order in Effect when X Response Sent or Repeated. . 
 
 Order Number and Date should be Considered 
 
 Orders Sometimes Used Handling Work Extra Trains, 
 
 Questions and Answers. 
 
 Orders, Train Movement by 
 
 Orders, Writing of 
 
 Overtaken between Train Order Offices 
 
 OS Record of Trains 
 
 Overlap , 
 
 Part of Order Annulled, Questions and Answers 
 
 Part of Order Superseded, Questions and Answers. . . . 
 
 Pass and Run Ahead, Explanation of 
 
 Pass and Run Ahead Form, Questions and Answers. . 
 Passing Points, Timetable Full-faced 
 
 xt. 
 
 Rnle 
 
 
 Form or 
 
 
 Plate 
 
 Pagre 
 
 
 % 
 
 209 
 
 87 
 
 
 107 
 
 19-D19 
 
 sa 
 
 F278 
 
 8» 
 
 
 tft 
 
 
 7S 
 
 
 44 
 
 A 
 
 117 
 
 
 284 
 
 90 
 
 51 
 
 
 It 
 
 208 
 
 88 
 
 
 S22 
 
 
 14ft 
 
 D-R 
 
 818 
 
 
 144 
 
 201-28 
 
 81 
 
 201-23 
 
 226 
 
 82-106 
 
 264 
 
 » 
 
 115 
 
 9 
 
 115 
 
 98 
 
 58 
 
 1 
 
 16 
 
 221 A & B 
 
 100 
 
 
 151 
 
 .^- -,,^^, 
 
 
 
 108 
 
 208 
 
 81 
 
 101 
 
 87 
 
 
 85 
 
 209 
 
 88 
 
 
 824 
 
 J 
 
 140 
 
 J 
 
 811 
 
 
 108 
 
 L 
 
 814 
 
 L 
 
 141 
 
 M 
 
 814 
 
 217 
 
 88 
 
 
 105 
 
 X 
 
 89t 
 
 214 
 
 85 
 
 
 117 
 
 
 809 
 
 201-228 
 
 81 
 
 209 
 
 87 
 
 
 58 
 
 222 
 
 105 
 
 
 168 
 
 M 
 
 811 
 
 P 
 
 815 
 
 B 
 
 120 
 
 B 
 
 289 
 
 5 
 
 81 
 
CONTEHTS— Continued. 
 
 Passing Train at Station on Double Track 106 
 
 Permissive Signals 
 
 Plate, Exampies S & V/single Track Block Signals .... Plate 13 
 
 Plates, Index to ••••••*. ^'' 
 
 Plate Showing Full-faced Meeting and Passing Times 
 
 (Plate 2) •. 5 
 
 Plate Showing Where Trains Cease to Exist 7 
 
 Position Light Signals, Explanation of Plate 11 
 
 Position at Switches 
 
 Proceed Signal, Giving o* 
 
 Proceed with Caution • • • 
 
 Proper Handling of Switches. Questions and Answers 102 to 100 
 
 Proper Position at Switches, Questions and Answers . 106 
 
 Proper Position of Switches 104-105 
 
 Protection Against Obstruction 101 
 
 Protection of Trains, Questions and Answers 99-100 
 
 Protection of Rear of Train, Explanation of .... 99-100 
 
 Providing foi Use of Section of Double Track as Single 
 
 ff Q^)^ D Form S 
 
 Pushing Cars Ahead of Engine, Questions and Answers 103 to 106 
 
 Questions and Answers, Automatic Block System. . . . 
 Questions and Answers, Absolute Permissive Block 
 
 System •. — • 
 
 Questions and Answers, Block Signals — 
 
 Questions and Answers, Change of Timetable 4 
 
 Questions and Answers, Double Track Block Signals. 
 
 Example 6, Plate U :'A.":'W' — V * 
 
 Questions and Answers, Double Track Block Signals, 
 
 " Example 7, Plate 15 ','.' "A" \:r ' ;^' \ 
 
 I Questions and Answers, D-Form H, Double Track 
 
 Work Orders ....DFormH 
 
 Questions and Answers, D-Form R, Movement against 
 
 Current of Traffic ''"\"\;"::""'^^ ^^^^ *^ 
 
 Questions and Answers, D- Form S. Single Section of 
 
 Double Track • • -. D ^orm S , 
 
 Questions and Answers, Form A, Meeting Point • • • • • • A 
 
 Questions and Answers, Form B, Pass and Run Ahead B 
 
 Questions and Answers, Form C, Right over Opposing 
 
 Trains 
 
 Questions and Answers, Form E, Time Orders E 
 
 Questions and Answers, Form F, Sections. t; 
 
 Questions and Answers, Form G, Extra Trains u 
 
 Questions and Answers, Form H, Work Extras H 
 
 Questionsand Answers, Interlocking..... 
 
 Questions and Answers, Interlocking, Plate 16. ... . . . . Plate 16 
 
 Questions and Answers, Interlocking Double Track 
 
 Crossing and Draw Bridge, Plate 15 ;•;:•;; ^^^*® ^ 
 
 Questions an^ Answers, Form J, Operators Hold 
 
 Order • : ^ •:*;•; * 
 
 Questions and Answers, Form K, Annulling a Schedule 
 
 or Section • •. X J * * t 
 
 Questions and Answers, Form L, Annulling an Order L. 
 
 <iuestions and Answers, Form M, Annulling Part of 
 
 an Order • • • • • •;.••• X *^ * * 
 
 Questions and Answers, Form P, Superseding Order 
 
 or part of an Order •• " 
 
 Questions and Answers, Miscellaneous Orders 
 
 Questions and Answers, Movement of Trains . . . ^ . . . 82 to lOO 
 Questions and Answers, Movement of Train by Train 
 
 Order *" 
 
 Questions and Answers, 6perator*8 Examination. .... 
 
 Questions and Answers, Proper Handling of Switches 104 to 106 
 
 Questions and Answers, Proper Position at Switches. . 104 to im 
 
 xii. 
 
 Rale 
 Form or 
 Plate Page 
 
 79 
 
 182 
 
 5 
 
 169 
 
 XVII 
 
 COJSrrEHTS— Continued. 
 
 Rule 
 
 Form or 
 
 Plate 
 
 21 
 74 
 
 157 
 
 79 
 
 46 
 
 6 
 
 264 
 
 275 
 78 
 67 
 
 271 
 64 
 
 146 
 
 274 
 
 161 
 
 187 
 158 
 197 
 
 173 
 
 178 
 
 817 
 
 818 
 
 319 
 284 
 289 
 
 290 
 292 
 297 
 302 
 306 
 164 
 180 
 
 175 
 
 311 
 
 312 
 314 
 
 814 
 
 815 
 322 
 264 
 
 276 
 324 
 
 274 
 275 
 
 ' 
 
 i 
 
 i 
 
 I 
 
 I 
 
 Questions and Answers, Rule 4 «« mJ 
 
 Questions and Answers, Rule 99 »8-iOO 
 
 Questions and Answers, Rule 101 
 
 Questions and Answers, Rule 221-A « J-a 
 
 Questions and Answers, Rule 221 -B «**> 
 
 Questions and Answers, Rule 221, as used on many 
 
 Railroads 
 
 Questions and Answers, Single Track Block Signal 
 
 System, Example 1, Plate 12 ;•••' Vo* ••, ^ 
 
 Questions and Answers, Single Track Block Signal 
 
 System, Example 2, Plate 12.- •■ • • • • • • • • ••;•••;•••: 
 
 Questions and Answers, Single Track Block Signal 
 
 System, Example 3, Plate 13 • . • ; • • • • Plate 13 
 
 Questions and Answers. Single Track Block Signal 
 
 System. Example 4, Plate 13. .^. . . . . ... • • . • .... • • • 
 
 Questions and Answers, Single Track Block Signal 
 
 System, Example 5, Plate 14. ........ .^ • ; Plate 14 
 
 Questions and Answers, Superiority of Trains 71 to < 3 
 
 Questions and Answers, Three or More Tracks F271 l'2/6 
 
 Questions and Answers, Track Orders 
 
 Questions and Answers, Train Rules «- 1 i « 
 
 Questions and Answers, Train Rules ,5 J^ ij 
 
 Questions and Answers, Train Signals iJ J^ «? 
 
 Questions and Answers, Use of Signals *^«n i aI 
 
 Rear End Protection, Explanation of 99 lOO 
 
 Receipt for New Timetable 
 
 D gorjgter • •»• 
 
 Register by Ticket, Authorized by Rule or Train 
 
 Order to ^ 
 
 Register, Meeting by Checking ss-Uina 
 
 Regular Trains • • • •. • 
 
 Repeat or X Response to 31 Form Order, Engine past 
 
 Train Order signal or Train Cleared 219 
 
 Report of Trains to Dispatcher 22* 
 
 Restriction of Trains with 19 Form 
 
 Right, Superior by (See Superiority of Trains) 71 
 
 Right Over Opposing Trains, Form C, Explanation of 
 Right Over Opposing Trains, Form C, Questions and 
 
 Answers ^ 
 
 Route. . J 
 
 Rule 4, Explanation of * 
 
 Rule 4, Index to 
 
 Rule 4, Questions and Answers ♦ 
 
 Rule 94, Explanation of, Plate 4 J* 
 
 Rule 94 (second paragraph) Explanation of 94 
 
 Rule 99, Explanation of nn i?S 
 
 Rule 99, Questions and Answers 99 lOO 
 
 Rule 221 A, Normal STOP, Questions and Answers. . . . 221 A 
 
 Rule 221B, Normal PROCEED, Questions and Answers 221B 
 
 Rule 221, as Used on Many Railroads 221 
 
 • Rules for Three or More Tracks F271-2-8 
 
 Rules for Use of 19 Form Orders 
 
 Ruling Work Extras Against Current of TraflSc, A R.A. 
 
 October 17, 1910 
 
 Run Ahead Form of Order, Questions and Answers. . . B 
 
 Run Ahead or Pass, Explanation of B 
 
 Run Extra Without Running Orders, Double Track. . 
 
 Run Late Forms, Questions and Answers — E 
 
 Run Late Orders, Explanation of E 
 
 Running on Time of Another Schedule . 85 
 
 Running Orders, Extras 
 
 Running Under Flag Protection, Plate 6 
 
 k^ Same Day of Leaving * 
 
 T| Same Direction or Route * 
 
 S Schedule 
 
 ^^B • • • 
 
 Page 
 191 
 271 
 
 273 
 280 
 281 
 
 281 
 
 168 
 
 168 
 
 169 
 
 170 
 
 172 
 
 262 
 
 323 
 
 283 
 
 196 
 
 255 
 
 258 
 
 260 
 
 64 
 
 10 
 
 41 
 
 42 
 
 43 
 
 1 
 
 98 
 
 105 
 
 92 
 
 38 
 
 123 
 
 290 
 
 15 
 
 11 
 
 XVI 
 
 197 
 
 54 
 
 56 
 
 64 
 
 271 
 
 280 
 
 281 
 
 108 
 
 117 
 
 02 
 
 144 
 
 289 
 
 120 
 
 111 
 
 292 
 
 125 
 
 46 
 
 63 
 
 68 
 
 16 
 
 15 
 
 1 
 
 
i 
 
 CONTENTS— Conrinwei/. 
 
 Rule 
 
 Form or 
 
 Plate 
 
 I 
 
 
 I 
 
 
 1 
 
 Schedule, Annulling of. Questions and Answers 
 
 Schedules Corresponding, Rule 4 4 
 
 Schedule Existence, Meaning of 4 
 
 Schedule Existence 82 
 
 Schedule Meeting and Passing Points 
 
 Section, Annulling of. Form K, Questions and Answers K 
 
 Sections. Explanation of .... F 
 
 Sections, Form F, Questions and Answers F 
 
 Sections of Schedules 95 
 
 Sending and Delivering Train Orders 204 
 
 Sending 81 Form Orders 210 
 
 Siding 
 
 Siding. Taking of 
 
 Signs Before Figures of Schedules « 
 
 Signal, Absence of or Imperfect Display of 27 
 
 Signal Appliances 7-8-9 
 
 Signal, Red 10 
 
 Signal for Meeting Point 90 
 
 Signal, Giving Proceed 84 
 
 Signal Indications Compared Plate 16 
 
 Signals, Communicating 16 
 
 Signals, Position Light 11 
 
 Signals, Blue 26 
 
 Signals, Disc Plate 16 
 
 Signals, Hand, Flag and Lamp 12-13 
 
 Signals, Home and Distant Block 
 
 Signals, Sections 
 
 Signals Taken Down 
 
 Signals, Train Rules, Questions and Answers 
 
 Signals, Two or More Engines Coupled 
 
 Signals, Use of. Questions and Answers 
 
 Signals Used by Flagman 
 
 Signals, Whistle 
 
 Oiomala WhitC 
 
 Single track Block signals.*. ...... . .*.'....*... ..V.V.V.V. Plate 12-14 
 
 Singling a Section of Double Track. Explanation of. . D-Form S 
 Singling a Section of Double Track, Questions and 
 
 Answers 
 
 Staflf System 
 
 Standard Clearance Card 
 
 Spacing of Trains 
 
 Standard Block Signal Rules (1915 Revision) 
 
 Standard Interlocking Rules (1915 Revision) 
 
 Standard Time 
 
 Starting Train. Conductor 
 
 Station, Definition of 
 
 Stop at Schedule Meeting Point 
 
 Stop on Flag 
 
 Stop Signal ( Red Flag or Light) 
 
 Subdivision, Definition of 
 
 Superior by Class (see Superiority of Trains) 
 
 Superior by Direction (see Superiority of Trains ) 
 
 Superior by Right (see Superiority of Trains) 
 
 Superior Train, Clearance of 
 
 Superiority of Trains, Plate 3 
 
 Superiority of Trains, Questions and Answers 
 
 Superseding an Order or Part of an Order 
 
 Superseding an Order or Part of an Order, Questions 
 
 and Answers P 
 
 Switch Indicator 
 
 Switches, Defective 
 
 Switches, Proper Handling of. Questions and Answers 104-106 
 Switches, Proper Position at. Questions and Answers 104-106 
 
 Switches. Proper Position of 104-105 
 
 Symbols for Automatic and Interlocking 
 
 20 
 06 
 
 17-26 
 22 
 
 27-37 
 
 85 
 
 14 
 
 21-D21 
 
 91 
 
 123 
 
 84 
 
 90 
 28 
 10 
 
 71 
 71 
 76 
 
 S6 89 
 71 
 
 7178 
 P 
 
 Page 
 
 812 
 18 
 12 
 40 
 21 
 
 812 
 
 129 
 
 297 
 59 
 82 
 87 
 4 
 72 
 72 
 22 
 84 
 28 
 61 
 46 
 
 176 
 26 
 
 156 
 84 
 
 176 
 25 
 
 147 
 80 
 61 
 
 258 
 81 
 
 260 
 86 
 25 
 81 
 
 168 
 
 146 
 
 819 
 
 110 
 
 104 
 
 52 
 
 190 
 
 191 
 
 6 
 
 46 
 
 4 
 
 50 
 
 85 
 
 28 
 
 88 
 
 88 
 
 88 
 
 88 
 
 47 
 
 87 
 
 262 
 
 142 
 
 815 
 14S 
 
 79 
 264 
 275 
 
 78 
 158 
 
 CONTENTS— ConrinMe(i 
 
 Rule 
 
 Form or 
 
 Plate 
 
 Take Siding, Plate 7 t 
 
 Take Siding and Wait 
 
 Taking Down Signals, Plate 5 96 
 
 Taking Siding :•:•••, 
 
 Taking Siding by Special Rules 
 
 Three or More Tracks, Rules for . 
 
 Three or More Tracks, Questions and Answers 
 
 Time, Ahead of ; . 
 
 Time Orders, Form E, Explanation of B 
 
 Time Orders, Form E, Questions and Answers E 
 
 Time Standard l-*-8 
 
 Timetable Chart - 
 
 Timetables, Rule 4 
 
 Torpedoes 18 
 
 Tracing Orders 
 
 Track, Obstruction 101 
 
 Track Orders 
 
 Track Orders, Questions and Answers 
 
 Train Authorized 4 
 
 Train Cleared Before 81 Order is Received 219 
 
 Train, Definition of 
 
 Train Disabled Between Points of Communication ... 94 
 
 Train Identification 
 
 Train Indicators 
 
 Train Movement, Questions and Answers 82 to 106 
 
 Train Movement on Double Track Against Current of 
 
 Traffic by Means of Block Signals (See Plate 9) . . . 
 
 Train Movement on Double Track with Current of 
 
 Traffic by Means of Block Signals 
 
 Train Named by Schedule Number Alone 218 
 
 Train of One Schedule on Time of Another Schedule. 85 
 
 Train Parted, Explanation of 102— D 102 
 
 Train Parted. Questions and Answers 102— D 102 
 
 Train Order Check of Register 
 
 Train Orders in Eff'ect, How Long 220 
 
 Train Order Signal, Normal PROCEED 221 B 
 
 Train Order Signal, Normal STOP 221 A 
 
 Train Order Signal, Rule 221 as Used by Many Rail- 
 roads, Questions and Answers 
 
 Train Order Signal, Rule 221A, Questions and Answers 221 A 
 
 Train Order Signal, Rule 221B, Questions and Answers 221 B 
 
 Train Register 
 
 Train Register, Check of 
 
 Train Register Check, Form of 
 
 Train Rules 1 to 16 incl.. Questions and Answers 1 to 16 
 
 Train Signals, Rules 17 to 26 incl., Questions and 
 
 Answers 17 to 26 
 
 Train Unable to Proceed Against Opposing Train 2d Part 94 
 
 Trains, Spacing of 91 
 
 Trains, Superior (see Superiority of Trains) 71 
 
 Trains, Extra 
 
 Trains, Movement of , by Train Order 201 to 228 
 
 Trains, Regular 
 
 Trains, Superiority of, Explanation of 71 
 
 Trains, Superiority of. Questions and Answers 71 to 73 
 
 Trains, Work 
 
 Transfer, Dispatcher's 205 
 
 Transfer, Operator's 
 
 Transmission of Orders Simultaneously 208 
 
 Transmission of 31 Form Orders 209-210 
 
 Transmission of 19 Form Orders 211 
 
 Twelve Hour Existence of Schedules 82 
 
 Page 
 
 74 
 25 
 
 61 
 
 72 
 
 49 
 
 S 
 
 828 
 40 
 
 125 
 
 292 
 • 
 8 
 11 
 26 
 87 
 67 
 86 
 
 288 
 11 
 98 
 1 
 54 
 81 
 38 
 
 264 
 
 115 
 
 118 
 97 
 46 
 76 
 
 274 
 42 
 99 
 
 102 
 
 101 
 
 108 
 
 280 
 
 281 
 
 48 
 
 4S 
 
 45 
 
 196 
 
 258 
 56 
 52 
 88 
 
 f 
 
 81 
 
 1 
 
 88 
 
 262 
 
 185 
 
 82 
 
 106 
 
 85 
 
 87 
 
 XIV, 
 
 XV, 
 

 COISTTEKTS— Continued 
 
 > 
 
 
 Rule 
 
 Form or 
 
 Plate 
 
 Unable to Proceed Against Opposing Train When 
 
 Overtaken Between Stations 94 
 
 Under Control 
 
 Upper Quadrant Signals 
 
 Use of Signals, Questions and Answers 27 to 87 
 
 Use of 19 Form to Restrict Superiority 
 
 Visible Signals, Color 10 
 
 Wait Orders Applying Entirely Outside of Work 
 
 Limits 
 
 Wait Orders, Form E, Explanation of E 
 
 Wait Orders. Form E, Questions and Answers E 
 
 When an Order is in Effect or Becomes a Hold Order 214 
 When Train is Named in Order by Schedule Number 
 
 Alone 21g 
 
 Where Time Applies 
 
 Where Trains Authority Ceases at Station 
 
 Whistle Signals, Engine 14 
 
 Whistle Signals, Air 10 
 
 White Signals (Extra Trains) 21 D21 
 
 Work Extras 
 
 Work Extras, D-Form H D Form H 
 
 Work Extras, Form H, Explanation of H 
 
 Work Extras, Form H, Questions and Answers H 
 
 Work Extras With and Against Current of TraflRc 97-D97 
 
 Writing Orders 209 
 
 X Response 212 
 
 Yard Limits, Movement Within gs 
 
 Yellow Flag or Light 10 
 
 Yellow Boarding Signals 
 
 Pasre 
 
 5« 
 5 
 
 147 
 
 260 
 
 92 
 
 28 
 
 187 
 125 
 
 292 
 95 
 
 §7 
 18 
 75 
 
 28 
 •I 
 
 185 
 148 
 187 
 806 
 08 
 87 
 
 •4 
 
 58 
 28 
 
 140 
 
 M 
 
 t 
 
 t ,.• 
 
 xvt. 
 
 PLATES. 
 
 DESCRIPTION „^ 
 
 Absolute-Permissive Block Signal System 17 
 
 Advance Block Signal 10 
 
 Automatic Block (single track) Examples 1 and 2 12 
 
 Automatic Block (single track) Examples 8 and 4 13 
 
 Automatic Block (single track) Example 5 14 
 
 Automatic Block (double track ) Example 6 14 
 
 Automatic Block ( double track ) Example 7 15 
 
 Automatic and Interlocked Double Tirack Crossing 
 
 and Drawbridge 15 
 
 Position Light Signals n 
 
 Comparative Signal Indications le 
 
 Day of leaving. Same 
 
 Extras Running Without Orders— 2, 8 and 4 Tracks. . . 8 
 
 Full-faced Meeting and Passing Points 2 
 
 Interlocking Plant 10 
 
 Movement by Signals Only 9 
 
 Rule 4— Change of Timetable Al to A55 
 
 Rule 94— Train Disabled 4 
 
 Rule 96— Taking Down Signals 5 
 
 Running Under Flag Protection 6 
 
 Standard Block Signal Indications (Aspects) 18-19-20 
 
 Standard Interlocking Indications (Aspects) 20-21-22 
 
 Superiority of Trains $ 
 
 Timetable Chart a 
 
 Where Time Applies (Rule 5) 1 
 
 Where Train 's Authority Ceases at Station 7 
 
 RULE FOUR. 
 
 Corresponding Schedules of Old and New Time Tables. 
 
 Time at Stations Later on the New 
 
 Corresponding Schedules of Old and New Time Tables; 
 
 Schedule of Old Partly FulflUed at Time of Change 
 Corresponding Schedules of Old and New Time Tables. 
 
 Train Running Late on Old at Time of Change. 
 
 Time on New Later 
 
 Correspondmg Schedules of Old and New Time Tables. 
 
 Train Running Late on Old at Time of Cliange. 
 
 Time on New Earlier 
 
 Schedules of Old and New Time Tables Corresponding 
 
 m all Particulars except Number 
 
 New Schedule of New Time Table Due to Leave Initial 
 
 Station After New Takes Effect and on Same Day 
 Schedules of Old and New Time Tables Ck>rre8ponding 
 
 Except in Day of Leaving. New First Due to Leave 
 
 on Day of Change Thirty Minutes After Change. . 
 Schedules of Old and New Time Tables Corresponding 
 
 Except Day of Leaving. New First Doe to Leave 
 
 on Day Following, Twenty-three Hours and Thirty 
 
 Mmutes After Change 
 
 a;rii. 
 
 A-1 
 B-1 
 
 C-1 
 
 A-7 
 
 B7 
 
 Pasre 
 
 «8 
 154 
 167 
 169 
 171 
 172 
 174 
 
 174 
 
 156 
 
 177 
 
 16 
 
 112 
 
 21 
 
 176 
 
 115 
 
 200 
 
 56 
 
 60 
 
 69 
 
 192 
 
 194 
 
 87 
 
 8 
 
 17 
 
 74 
 
 tim^ 
 
 200 
 202 
 
 204 
 
 Dl 
 
 206 
 
 A-8 
 
 208 
 
 A-5 
 
 210 
 
 212 
 
 214 
 
 2 
 
f 
 
 f 
 
 I 
 
 PLATES-DESCRIPTION— Gm^mMed: 
 
 Schedules of Old and New Time Tables Corresponding 
 Except in Class, Initial and Terminal Stations — 
 
 Schedules of Old and New Time Tables Corresponding 
 as per Rule 
 
 Schedules of the Old and New Time Tables Correspond- 
 ing. Schedule of Old Partiy Fulfilled at Time of 
 Change 
 
 Schedules of the Old and New Time Tables Correspond- 
 ing. Three Sections on' the Old at Different 
 Stations at Time of Change 
 
 Schedules of the Old and New Time Tables Correspond- 
 ing. Two Sections ; First Completing Run on Old 
 Before the Change; Second Not Out of Initial 
 Station at Time of Change 
 
 Schedules of Old and New Time Tables Corresponding. 
 Two Sections ; First Completing Run on Old Before 
 the Change ; Second at an Intermediate Station 
 at Time of Change 
 
 Schedule of Old and New Time Tables Correspondmg 
 Every Day of Week Except Sunday. Train of Sat- 
 urday at Intermediate Station at Time of Change, 
 Sunday morning • . 
 
 Schedules of Old and New Time Tables Correspondmg 
 Every Day of Week Except Saturday. Train of 
 Saturday at Intermediate Station at Time of 
 Change, Sunday Morning • . . 
 
 Schedules of Old and New Time Tables Correspondmg. 
 Schedule of Old Twelve Hours Late Over Entire 
 Run Before New Takes Effect. Time of New at 
 Initial Station Later Than Time of Change 
 
 Schedules of Old and New Time Tables Corresponding. 
 Schedule of Old UnfulflUed at Time of Change and 
 Eleven Hours and Fifty-five Minutes Late at an 
 Intermediate Station 
 
 Schedules of Old and New Time Tables Corresponding, 
 Schedule Existing (or Train Authorized) on Old 
 Thirty Minutes Before New Takes Effect 
 
 Schedules of Old and New Time Tables Corresponding. 
 Schedule of Old Not in Effect (or Authorized) by 
 Two Hours at Time New Takes Effect. Daily 
 Schedules but No Schedule Existing on Day of 
 Change ■ • • • • 
 
 Schedules of Old and New Time Tables Correspondmg. 
 Schedule Existing (or Train Authorized) on Old 
 One Minute Before New Takes Effect 
 
 Schedule of Old Due to Leave Monday, Wednesday 
 and Friday; on New, Tuesday. Thursday and 
 Saturday. New in Effect 12:01 A. M. Sunday 
 
 Schedule of Old Due to Leave Monday, Wednesday 
 and Friday: on New, Tuesday, Thursday and 
 Saturday. New in Effect at 12:01 A. M. Saturday, 
 
 Schedule of Old Due to Leave Saturday Only ; on the 
 New, Sunday Only 
 
 Schedule of Old with No Corresponding Schedule on 
 New • 
 
 Schedule of Old and New with Different Initial 
 Station and Route (Direction) 
 
 Schedule of Old and New with Different Route 
 (Direction) CtoG Ji 
 
 A Time Table with Two Subdivisions. A Schedule on 
 New Time Table with None Corresponding on Old. 
 Due to Leave Initial Station on Subdivision No. 2 
 Before Due to Leave Initial Station on Subdivision 
 No. 1 
 
 OCVllt, 
 
 E-11 
 
 F-11 
 
 A-13 
 
 BIS 
 
 A-15 
 
 A-19 
 
 A55 
 
 m 
 
 No. 
 
 Pasre 
 
 A-9 
 
 216 
 
 A-11 
 
 218 
 
 Cll 
 
 220 
 
 DU 
 
 222 
 
 224 
 
 22e 
 
 228 
 
 2S0 
 
 282 
 
 B-15 
 
 2S4 
 
 A17 
 
 2S6 
 
 B-17 
 
 238 
 
 D-17 
 
 240 
 
 242 
 
 B19 
 
 244 
 
 A21 
 
 246 
 
 A-25 
 
 248 
 
 A-27 
 
 250 
 
 »>A-29 
 
 252 
 
 i 
 
 254 
 
 
 TRAIir. 
 
 "An engine, or motor, or more than one engine or motor 
 coupled, with or without cars, displaying markers." 
 
 If an engine or engine with cars or a motor with or 
 without cars is met without markers the train is not 
 complete. 
 
 An inferior train meeting or being passed by a superior 
 train must see the superior train's markers, otherwise 
 it must assume that it has not been met or passed. 
 
 If the superior train does not hold a meet or other 
 restricting order with the inferior train, the fact that 
 the inferior train is not displaying markers does not 
 concern the superior train. 
 
 If an inferior train fails to clear the time of a superior 
 train it must properly protect itself. 
 
 If every engine (or motor) or engine with cars with- 
 out markers is to be considered a part of a train and an 
 explanation required, it would be necessary for all trains 
 to stop where work or other trains tie up. 
 
 SCHEDULE. 
 
 Schedules are the authority for the movement of 
 regular trains. They are classified as first, second, third 
 class, etc. 
 
 A schedule is composed of a column of figures show- 
 ing the number, class and time at stations, also the days 
 that such schedule will be in effect and the territory over 
 which its authority exists. A train running on a schedule, 
 superior to another, has precedence over it 
 
 An engine or more than one engine (or motor) coupled 
 with or without cars displaying markers may be authorized 
 to run under authority of a specified schedule by being 
 given orders or a clearance card, or both or as the rules 
 may require. It is then authorized to run under such 
 authority to the end of its run on the Division or 
 Subdivision. 
 
 When it becomes necessary to authorize the use of a 
 schedule from an intermediate station a train order to 
 that effect should be issued. A schedule does not exist at 
 any station until it is due, therefore a train can not run 
 
 Page i 
 

 & 
 
 V 
 
 ahead of its schedule. If a train is not authorized to run 
 on a schedule when it is first due it may be so authorized 
 any time within 12 hours after its time at any station. 
 Whenever a schedule becomes more than 12 hours late 
 at a station it loses its existence at such station and the 
 train (engine and equipment) must thereafter be moved 
 
 by train order. 
 
 SECTION. 
 
 Sections can not be created unless two or more trains 
 
 are involved, therefore there is no such thing as a section 
 
 of a train — it is a section of a schedule. If there were 
 
 five sections of No. 1 from A to H, there would be five 
 
 separate trains. The use of the phrase "only section" is 
 
 erroneous. If there is but one train, it is the regular train 
 
 fulfilling its schedule. 
 
 EXTRA TRAINS. 
 
 Extra trains, either extra or work extra, have no 
 authority except that which is conferred upon them by 
 train order. 
 
 Before an extra train is given authority to run provis- 
 ion must be made by the Dispatcher for it to meet all 
 opposing extra trains authorized to use the same track. 
 There are several ways this can be done, as is shown under 
 train order examples. 
 
 Work extras move in both directions on single track 
 within their authorized limits, whereas extras move in 
 one direction except when given round trip orders, in 
 which case their movement must be first to the turning 
 point before the return movement can be made. 
 
 DIVISION. 
 
 "That portion of a railroad assigned to the supervision 
 
 of a ". (Generally the Superintendent). 
 
 If a Division is not subdivided it is a unit of railroad. 
 
 SUBDIVISION. 
 
 "A portion of a Division designated by time-table". 
 
 Each Subdivision must be considered a unit of rail- 
 road. If a Division is subdivided into three parts, we then 
 have three railroads, from an operating point of view, 
 within one Division. Conductors, enginemen and others 
 
 Page 2 
 
 must recognize in the movement of trains ; each subdivision 
 as a separate unit of railroad, regardless of whether the 
 territory worked by a Dispatcher covers one or more than 
 one Subdivision. If a crew runs over two Subdivisions, 
 their train on one Subdivision must be considered a separ- 
 ate train from that of another Subdivision. 
 
 MAIN TRACK, DOUBLE TRACK, AND THREE OR 
 
 MORE TRACKS. 
 
 "A main track is a track extending through yards and 
 between stations, upon which trains are operated by time- 
 table, or train order, or both, or the use of which is 
 governed by block signals." If only one, it is a single 
 track operated by train order and time-table or both, upon 
 which trains are operated in both directions. 
 
 If two tracks, we have double track or two main tracks 
 upon one of which the current of traffic is in one direc- 
 tion, and upon the other in the opposite direction. When 
 both passenger and freight trains move over the same 
 track, such track can not be considered a high speed track, 
 for both slow and high speed trains use it 
 
 If there are three main tracks, one may be used for 
 first class trains only and one for freight trains. The third 
 track must then accommodate both high and slow speed 
 trains. 
 
 If there are four tracks, we may then have two tracks 
 for passenger trains, upon one of which passenger trains 
 move in a specified direction, and upon the other in the 
 opposite direction. The other two tracks, may be used by 
 freight trains in the same manner. 
 
 In some cases where there are more than two main 
 tracks, two may be used as double track and the others 
 as directed by special instructions. There may be four 
 main tracks used as two double track systems, two tracks 
 for through traffic and two tracks for local or suburban 
 traffic. 
 
 Where there are three or more tracks a slow passenger 
 train may be diverted to a freight track to allow a fast pas- 
 senger train to pass, thus avoiding delay. A fast freight 
 may be diverted to a passenger track to permit it to pass 
 
 Page 3 
 
i 
 
 i 
 
 a slow freight, and vice versa. When trains are handled 
 in this manner, towermen located at or near the crossover 
 line up the switches for such movements on authority of 
 the Dispatcher. Towermen further along the line are 
 authorized to line up switches for train to return to its own 
 track. When it becomes necessary to move a passenger 
 train on a freight track the distance to be moved will 
 depend upon traffic ahead of it, or the length of time it 
 requires the fast passenger train to clear a trailing point 
 crossover in advance of the slow passenger train. 
 
 There are but few train orders necessary where there 
 are two or more main tracks. The real art in dispatching 
 trains is on single track where traffic is heavy. It is here 
 that the greatest danger exists. 
 
 With a proper block signal system the signals to 
 govern train movements in and out of sidings, trains may 
 be safely moved on single track without train orders and 
 with but few train rules. 
 
 The phrases "high" and "slow speed" tracks are now 
 obsolete as some freight trains run as fast as passenger 
 trains. 
 
 STATIOJr. 
 
 "A place designated on the time-table by name, at which 
 a train may stop for traffic, enter or leave the main track, 
 or from which fixed signals are operated." 
 
 (See explanation under Rule S). 
 
 SIDOG. 
 
 A siding is not a "passing track". The phrase "pass- 
 ling track" is unauthorized by the rules and should not be 
 used. 
 
 The definition of a siding is a track auxiliary to the 
 main track for meeting or passing trains. All others than 
 those known or designated as a "siding" belong to and are 
 a part of the yard and may be designated as House, Team, 
 or any name best suited to their use. 
 
 FIXED SIGNAL. 
 
 Fixed signals are such signals as Slow Boards, Stop 
 Boards, Yard Limits, Switch, Train Order, Block, Inter- 
 locking, Semaphore, Disc, Ball or other means for dis- 
 
 Page 4 
 
 \ 
 
 i 
 
 playing indications that govern the movement of a train. 
 If two position signal it may indicate either STOP or 
 PROCEED. If three position signal it may indicate either 
 STOP, CAUTION or PROCEED. 
 
 PILOT. 
 
 A pilot should be either a conductor or engineman who 
 is thoroughly acquainted with the road, however any 
 competent employe may be assigned to that duty. The fact 
 that there is a pilot on a train does not relieve the con- 
 ductor or engineman of responsibility. 
 
 A pilot should ride on the engine and be in a position 
 to direct engineman or furnish any information necessary 
 for the prompt and safe movement of the train. He is 
 equally responsible with the conductor and engineman and 
 must have a copy of current time-table or its supplement 
 and all train orders. Orders should be addressed to Con- 
 ductor, Engineman and Pilot. 
 
 "The responsibility of a pilot is the same as the responsi- 
 bility of the engineman or conductor, or both, whom he 
 pilots." (See definition of "PILOT"). A. R. A. ruling, 
 
 Oct. 12, 1887. 
 
 UNDER CONTROL. 
 
 (Not Standard). 
 
 If the track is seen to be clear for a great distance, 
 a train may run at a high rate of speed and at the same 
 time be under control. If track can be seen to be clear 
 for only a short distance the speed must necessarily be 
 very slow. 
 
 If two opposing trains are approaching each other on 
 a curve and each discovers the other's presence at about 
 the same moment, they should be moving at a speed which 
 would enable each to stop within less than half the dis- 
 tance track is seen to be clear. 
 
 There is no standard definition for "under control", 
 its meaning being left for each Railroad to define. 
 
 In running under control through yard limits the speed 
 should be such that a train can be stopped before striking 
 an engine, car or train that may be occupying or fouling 
 the main track. 
 
 Page 5 
 
I 
 
 PROCEED WITH CAUTION. 
 
 Oct. 19, 1908, the American Railway Association stated 
 "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 railroads'*. 
 
 DETOUBMTG. 
 
 If a train scheduled from "A" to "H" is detoured from 
 "C to "D" there is nothing to prevent it resuming its 
 schedule "D" to "H" without a train order, provided it 
 has been annulled between "C" and "D" by Form K. 
 
 See A. R. A. Ruling April 19, 1909, and April 20, 1914. 
 
 BULLETIIV BOABDS. 
 
 (Not Standard). 
 
 Bulletin boards or books may be provided at localities 
 accessible to conductors and enginemen. They should be 
 examined before going out on each trip. A bulletin posted 
 thereon is just as important as a rule and there should 
 be no excuse for not reading and thoroughly understand- 
 ing every bulletin issued. 
 
 In order to show it has been read and is understood 
 each person should sign his name indicating date and 
 time bulletin is read. 
 
 Bulletins should be consolidated at least every 30 days, 
 after first eliminating all that are of no value. All perma- 
 nent instructions relative to train movements should be 
 printed as a special rule in the first time-table issued after 
 the date of such instructions and then removed from the 
 bulletin board or book. 
 
 STAIO)AED TIME AND CLOCKS. 
 
 (Bules 1, 2 and 3). 
 
 Watches that have been examined and certified to by a 
 designated inspector must be used by conductors, engine- 
 men and others designated. The certificate, in prescribed 
 form, must be renewed and filed with the proper official 
 at intervals as designated by the Company where em- 
 ployed. Watches of conductors, enginemen and others 
 designated must be compared before commencing each 
 day's work with a standard clock designated by time-table 
 as a standard clock. The time when watches are compared 
 
 Page 6 
 
 I 
 
 
 i 
 
 must be registered on a prescribed form. The space pro- 
 vided for registration of time is sometimes provided on 
 the train register. 
 
 Conductors and enginemen whose duties prevent them 
 from having access to a standard clock should compare 
 and regulate daily with conductors who have had access 
 thereto. If no conductor or engineman with whom to 
 compare, ask the Dispatcher for the time and request the 
 operator to repeat it to the Dispatcher. 
 
 Conductors should also compare time with their 
 enginemen before starting on a run and as soon there- 
 after as practicable with brakemen and flagmen. 
 
 Never compare time unless clock is designated as 
 standard. 
 
 EXPLANATION OF A TIME-TABLE CHAET USED 
 IN CHANGING A TIME-TABLE. 
 
 (See Plate A). 
 
 On each Division of a Railroad there is a time-table 
 chart used in changing time of schedules. It is ruled as 
 shown in Plate A. On the left margin are printed the names 
 of stations of the Division, or Subdivision, and the hori- 
 zontal line under each station is the station line. 
 
 The vertical lines beginning at 12:00 midnight, and 
 spaced equal distance apart to the line ending at midnight, 
 on the right, represent each hour of the day as indicated 
 at the top and bottom of the lines. The four spaces be- 
 tween the hour lines represent fifteen minutes each. Full 
 size charts are generally ruled for five minute spaces. 
 
 The station lines are ruled proportionately to the dis- 
 tance between stations. The small figures to the left of 
 stations represented by A, B, C, etc., indicate the distances 
 between stations, while those to the right are distances 
 that the respective stations are from one end of the 
 Division, or Subdivision. 
 
 In placing the strings on the chart to represent sched- 
 ules, it is necessary to consider speed, grades and work at 
 stations. Strings must be placed at more of an angle to- 
 ward the horizontal for slower speed and ascending grades, 
 and toward the vertical for higher speed. 
 
 On each time-table chart should appear a string rep- 
 
 Page 7 
 
■1 
 
 i^ 
 
 II I 
 
 I 
 
 1 
 
 resenting each schedule of the current time-table. The 
 strings are regulated on the chart by the use of pins, and all 
 strings running at an angle to the right, commencing at 
 the top of the chart or on Station A line, as shown by the 
 arrows in Plate A, represent schedules from A to H. 
 Therefore, all strings running at an angle from Station H 
 line, at the bottom, represent schedules in the opposite 
 direction, H. to A. Red strings are generally used to rep- 
 resent passenger, and black strings freight schedules. The 
 point where two opposing strings cross indicates the meet- 
 ing point of the trains of the two opposing schedules as 
 they appear on the time-table in full-faced type. 
 
 When two strings of the same direction cross on a sta- 
 tion line, it indicates that the train of the faster schedule 
 passes the slower. When a line or string follows the 
 station line horizontally, it indicates dead time at a station. 
 
 The string representing the schedule of Old No. 2 due 
 out of A at 2 :00 A. M. and into H at 10 :30 A. M., as it 
 appears on the chart, is moved over to 3 :00 A. M. at A and 
 11 :S0 A. M. at H to represent the New as shown by the 
 dash line. The change in this schedule makes it necessary 
 to change the time of the opposing schedule due out of H 
 at 3 :00 A. M., between G and D to make a meeting point 
 at E (see dotted line). The string representing a freight 
 schedule from D to A, which is a continuation of the 
 schedule out of H at 5 :00 P. M., had to be moved as 
 shown by the dotted line to make a meet with No. 2 at B 
 which made it necessary to show the freight schedule into 
 A at 5 :30 instead of 5 :00 A. M., otherwise it would have 
 to meet No. 2 at A at 3 :00 A. M. which would make its 
 time too fast between D and A. The string (dash line) 
 representing No. 2's new time will be seen to cross the line 
 of an opposing schedule between F and G. This necessi- 
 tates a change in the opposing schedule leaving H at 7 :00 
 A. M. Its speed will have to be increased between H and 
 F or the leaving time at H made earlier to make a schedule 
 meet at F with No. 2. After the strings are regulated to 
 suit conditions, the time represented by them is transferred 
 to the proposed time-table and printed. 
 
 Page 8 
 
 Page p 
 
I 
 
 RECEIPT FOB NEW TIME-TABLE, 
 
 (Not Standard). 
 
 It is the Dispatcher's duty to know positively that 
 each conductor and engineman and pilot (if any) has a 
 new time-table, or a supplement of current time-table, if 
 there is one, at the time it takes effect, and also to know 
 that all who go out after new takes effect, have a copy. 
 
 He should obtain receipt from conductors and engine- 
 men and pilots (if any) of trains that may be on the road 
 at the time the new time-table takes effect. 
 
 It is only necessary for Dispatchers to have one signa- 
 ture of each (if a "31" form is used) ; however, as the 
 operator at one terminal does not know who has signed or 
 not signed for a new time-table at the other end of the 
 territory over which the employe runs, he is obliged to 
 obtain signature unless authorized by the Dispatcher not 
 
 to do so. 
 
 If a conductor or engineman has been absent from duty 
 or running on another Division or Railroad it is his duty 
 to inquire for and obtain a current time-table or supple- 
 ment thereto before using the main track. 
 
 If a time-table is bulletined sufficiently in advance of 
 the time it takes effect and those whose duty requires them 
 to have a copy fail to obtain one, they should be held 
 equally responsible with Dispatcher. 
 
 If a crew ties up on the road where they have not 
 access to bulletin boards the responsibility then devolves 
 upon the Dispatcher. Operators and others whose duty 
 it is to obtain signatures receipting for a new time-table 
 should preserve such signatures for future reference. 
 
 On some Railroads after a time limit of six days from 
 the time the new time-table takes effect has expired, the 
 Dispatcher is relieved of the responsibility and may annul 
 the order on which receipts are taken. After such time 
 the conductor and engineman are responsible. 
 
 In case of a Railroad holding trackage privilege over 
 another Railroad the employes of such road should not 
 start on their run over the joint track without ascertain- 
 ing whether they hold the current time-table, especially if 
 they are not running regularly over that track. 
 
 Page lo 
 
 * 
 
 i i* 
 
 •I 
 
 TIME-TABLES. 
 
 (Bole 4). 
 
 "Each time-table, from the moment it takes effect, 
 supercedes the preceding time-table, and its schedules take 
 effect on any Division, or Subdivision, at the leaving time 
 at their initial stations on such Division, or Subdivision. 
 But when a schedule of the preceding time-table cor- 
 responds in number, class, day of leaving, direction, and 
 initial and terminal stations with a schedule of the new 
 time-table, a train authorized by the preceding time-table 
 will retain its train orders and assume the schedule of the 
 corresponding number of the new time-table. 
 
 Schedules on each Division, or Subdivision, date from 
 their initial stations on such Division or Subdivson. 
 
 Not more than one schedule of the same number and 
 day shall be in effect on any Division, or Subdivision." 
 
 PBINCIPAL BEASONS FOB CHANGING A 
 
 TIME-TABLE. 
 
 To change the schedule time at stations, 
 To add an additional schedule. 
 To discontinue a schedule. 
 
 PBIirCIPAL OBJECTS OF BULE 4* 
 
 To permit the transfer of a schedule of the (old) pre- 
 ceding time-table to the new time-table, changing the time 
 at stations, if desired. 
 
 To permit as many trains as possible to continue under 
 schedule authority under the new after the new takes 
 effect, thereby facilitating the movement of trains. 
 
 EXPLANATION OF BULE 4. 
 
 When a time-table takes effect it authorizes the sched- 
 ules indicated thereon on the days designated, subject to 
 the rule, "Daily" meaning the schedule will exist every 
 day, "Daily except Sunday," meaning it will exist every day 
 in the week except Sunday; "Mondays, Wednesdays and 
 Fridays," meaning it will exist only on those days; but in 
 no case can a schedule exist unless there is one in effect 
 
 and due. • > 
 
 WHEN A SCHEDULE BECOMES DUE AT A 
 STATION IT AUTHORIZES A TRAIN AND CON- 
 
 Page ii 
 
m 
 
 TINUES TO DO SO UNTIL IT BECOMES MORE 
 THAN TWELVE HOURS LATE UNLESS IT IS 
 FULFILLED BEFORE THE EXPIRATION OF THE 
 TWELVE HOURS. 
 
 When considering a schedule remember' it can have but 
 one date. No. 1 of Monday and No. 1 of Tuesday are two 
 separate and distinct schedules, and are of no relation to 
 each other. A schedule takes its date at its initial station. 
 
 When an annulment of a schedule of a specified number 
 and date is issued, such order does not annul the twelve 
 hour existence of the schedule at each station, it only 
 assures those receiving it that no train will be permitted 
 to use the schedule so annulled. Trains receiving this 
 assurance proceed as though such schedule did not appear 
 on the time-table. 
 
 A schedule is time existence and cannot be stopped nor 
 interfered with until a new time-table is issued, and such 
 schedule has been omitted or time changed. If any other 
 part of the schedule is changed except time at stations, 
 it then becomes a different schedule from the one of the 
 same number on the Old. When a schedule on the New 
 is exactly the same as on the Old, except that the time at 
 stations may be changed, it is the same schedule, effective 
 on the Old only until the New time-table takes effect, then 
 it is instantly transferred to the New, and what could have 
 been done under the Old may be done under the New, 
 provided the changed conditions as shown thereon are 
 respected. 
 
 If a schedule is not due at any station or has become 
 more than twelve hours late or fulfilled, at all stations 
 under the Old at the time the New takes effect, there is no 
 schedule, meaning there is no train authorized under the 
 Old. If there is no train authorized by the schedule of the 
 same NUMBER, CLASS, DAY OF LEAVING, DIREC- 
 TION, INITIAL AND TERMINAL STATIONS under 
 the Old there is nothing to assume the schedule of that 
 number of the New, and it is equivalent to no existing 
 schedule under the Old. It is not necessary that schedule 
 of the Old and New be of the same day of arriving. 
 
 Page 12 
 
 If there is no schedule on the Old corresponding in the 
 six requirements, or if there is one corresponding but not 
 in effect at time of change (meaning no train authorized) 
 then the schedule of the New time-table does not take 
 effect until its first leaving time at its initial station at or 
 after the new takes effect. 
 
 If there is a schedule in effect under the Old at time of 
 change, and no schedule corresponding in the six require- 
 ments on the New, such schedule exists only until the New 
 takes effect, and if it is being used, the train fulfilling it ' 
 can thereafter proceed only as authorized by train orders. 
 
 If a schedule of the Old and New are alike in the six 
 requirements, and a train authorized under the Old at time 
 of change, and the time of such schedule of the New has 
 lapsed more than twelve hours at every station at time of 
 change, there would be nothing on the New to assume and 
 it would be the same as if a schedule of that description 
 did not appear on the New, and the train running under 
 the Old, if any, could only proceed as authorized by train 
 orders. 
 
 A train finding itself effected by either of the last two 
 cases should be at a point of communication at or before 
 time of change or must be protected in both directions 
 until clear of main track. 
 
 If a schedule on both the Old and New are alike in the 
 six requirements, and there is a train authorized under the 
 Old at time of change, the moment the New takes effect 
 such schedule under the New, if due, overdue or not yet 
 due, is or will become effective the same as if there had 
 been no change in time-table. 
 
 If a schedule on both the Old and New are alike in 
 the six requirements, and there is a train authorized under 
 the Old at time of change, and the schedule has been partly 
 fulfilled under the Old, the corresponding portion of the 
 New can not be used, but that portion not fulfilled undeft 
 the Old is in effect under the New until more than twelve) 
 hours late on the time of the New. 
 
 If a schedule on both the Old and New are alike in the 
 six requirements, and there is a train authorized under the 
 
 Page 13 
 
I 
 
 f 
 
 !K 
 
 .'-V 
 
 If 
 
 
 Old at time of change, but the time of the New is later than 
 on the Old, the train using the schedule under the Old will 
 have to wait, if necessary, to comply with the time of the 
 New to avoid being between stations without any schedule 
 existence. This waiting must invariably be done at a 
 station. However, the train may be late enough under the 
 Old at time of change to overcome the difference in times 
 as shown on the two time-tables, in which case it would not 
 be necessary to wait for the new time. 
 
 If the time is earlier on the New (provided it is not 
 more than twelve hours earlier) the train, the moment of 
 change, automatically loses the difference in the times ef 
 the Old and New. The train would then be as much late 
 at the time of change as the difference in the time plus the 
 amount it was late under the Old. As no inferior train 
 is permitted to encroach on the time of the New, and the 
 train is late on its schedule, it may be between stations 
 and continue on its run under the New the same as under 
 the Old, respecting superior schedules of the New. 
 
 Trains under the Old must consider the time of oppos- 
 ing superior schedules of the New and avoid being caught 
 between stations at time of change on the time of such 
 superior schedules of the New. 
 
 If a schedule is annulled over part or the entire length 
 of its territory while the Old time-table is in effect, such 
 annulment applies likewise to the same schedule of the 
 New when the New time-table takes effect. 
 
 If a schedule of the Old and New are alike in number, 
 class, day of leaving, initial and terminal stations, but 
 ffliave different intermediate stations, they are not the same 
 schedule and a train may run on the Old until the New 
 takes effect, and thereafter proceed as authorized by train 
 order. In this case, there having been one schedule of 
 that number and date in effect, whether it was fulfilled or 
 not, there could not be another schedule of the same num- 
 ber on the same Division or Subdivision, if subdivided, 
 until the next day it exists following the date of the 
 schedule that has once been in effect under the Old. 
 
 If a schedule on the Old is due to leave its initial station 
 at the exact minute the New takes effect, there is no 
 
 Page 14 
 
 I 
 
 schedule existing (meaning no train authorized) under the I 
 Old at time of change. See A. R. A. ruling dated April 
 
 ISth, 1912. 
 
 If a new schedule of the New time-table is due at its 
 initial station at the exact minute the New takes effect, 
 there is a schedule existing or train authorized under the 
 New. 
 
 When a schedule of the Old and New are the same 
 schedule, all train orders, in effect at time of change, issued 
 for or held by any train, apply under the New, the same 
 as they would have applied under the Old, had there been 
 no change. 
 
 If a schedule of the Old and New are alike in Number, 
 Class, Day of Leaving, Initi?! and Terminal Stations, but I 
 the intermediate stations (or route, meaning direction) I 
 are not the same, then such schedules are not of the same J 
 direction. Direction means that schedules must follow the 
 same line or course. 
 
 The only case where the time of a schedule of the New 
 time-table that is earlier at a station than the time of 
 change can be used is when a schedule on the Old time- 
 table is like the New in the six requirements and there is 
 a train authorized on the Old at time of change. 
 
 The following examples will explain the meaning of 
 "Same Day of Leaving" : 
 
 Page 13 
 
 \ 
 

 ''t 
 
 OLD 
 
 BilLT 
 
 THIS 
 SCHBTOLE 
 
 SUBDAY 
 
 MOTOAY 
 
 WKDlfBSLAY 
 
 ■ THraSDAY 
 
 SATURDAY 
 
 DAILY 
 
 THIS 
 
 SCHSDDLS 
 
 msTs 
 
 SPIDAY 
 
 MOHDAY 
 
 wsdhssdjS 
 
 THDR8DAY 
 
 '^imi 
 
 SATURDAY 
 
 THESE SCHEDULES ARE 07 
 THE SAME DAY OF LEAYIHG 
 AIY DAY OF THE WEEK 
 
 OLD 
 
 DAILY 
 
 EXCEPT 
 SATURDAY 
 
 THIS 
 SCHEDULE 
 EXISTS 
 
 MOHDAY 
 
 TUESDAY 
 
 WEPgESDAY" 
 
 THURSDAY 
 FRIDAY 
 
 EEW 
 
 DAILY 
 
 EXCEPT 
 
 SUTOAY 
 
 THIS 
 
 SCHEDULE 
 
 EXISTS 
 
 HOBDAY 
 
 TUESDAY 
 
 WEDlirBSDAf 
 
 THURSDAY 
 
 miSAL 
 
 SATURDAY 
 
 THESE SCHEDULES ARE OF 
 THE SAME DAY OF 
 LEAV IBG ABY DAY OF THE 
 
 WEEK EXCEPT SUBDAY ABD 
 SATURDAY 
 
 Page i6 
 
 OLD 
 
 DAILY 
 
 THI S 
 SCHEDULE 
 
 SDBDAY 
 
 MOBDAY 
 
 
 THURSDAY 
 
 JBBL 
 
 DAILY 
 
 EXCEPT 
 
 SUBDAY 
 
 THIS 
 
 SCHEDULE 
 
 msTs 
 
 ^ MOBDAY 
 
 Ei!t51i7\ 
 
 gRIDAY 
 
 SATURDAY 
 
 THURSDAY 
 
 SATURDAY 
 
 THESE SOHBDULBS IRE OF 
 THE SAME DAY OF LEAVIBG 
 ABY DAY OF THE WEEK 
 I EXCEPT SUBDAY 
 
 sm. 
 
 MOB. 
 WED. 
 FRI, 
 
 THIS 
 
 SCHEDULE 
 EXISTS 
 
 MOBDAY 
 
 JEE. 
 
 TUBS. 
 THUR. 
 
 SAX. 
 
 rr^^u^^nM 
 
 minjo. 
 
 THIS 
 
 SCHEIX7LE 
 
 EXISTS 
 
 TUESDAY 
 
 THURSDAY 
 
 [SATURDAY 
 
 THESE SCHEDULES ARE 
 BOT THE SAME DAY OF 
 LEAVIBG ABY DAY OF 
 
 THE WEEK 
 
 5 
 
 II 
 
 PLATE I. 
 
 CA$T.-^ ^><E«C TIME APPLIES (RULE £) 
 
 Br oi»ttri»m 
 
 
 •WEST. 
 
 \NHER£ TIMC APfU£it 
 CAST -> 
 
 n:s 
 
 OfAGf^AM'2, 
 NO SIDING, NO riX£0 SfGN/fL, 
 
 STATWH BL9Q. 
 
 WEST. 
 
 y^H£R£ T/M£ /l/>f^u£S 
 
 EAST 
 
 OtAGRAM^ 3. 
 NO SiOfNG, NO Sr/tT/ON BLOQ.^NO r,X£0 SiGh//9l. ♦-WE5T. 
 
 { PL /i rroAM ONL yN w»£ff£ time rfplibs 
 
 EAST-> 
 
 T^MINS TtM£ APPLIES HeUE -^^ mmtrmtmmm S09nva 
 
 WEST. 
 
 EAST 
 
 
 ttta$rmf0m0 Miain^ 
 
 DIAGRAM'S. 
 Wtrcrw 
 
 Tsnne 0P^Liti H£m£ 
 
 £m$ T wmmo jt»iN c 
 
 TtMK mPmuSi H€^£ 
 
 PAST->. 
 
 DIAGRAM'%^ 
 
 WEST 
 
 EAST 
 
 y^esrwsmo tiattfe 
 
 OlAGRAhl'T. 
 
 4- WEST. 
 
 • ASrMfMMT* S¥^£ft*9t9 T/TSm'S ^ 
 
 Ttimm m^^Li€$ MMttt 
 
 Tim£ 0PPU£S N£/f£ 
 
 EAST 
 
 OlAGRAM'^B. 
 aoyOLC Tf9/9CH. 
 
 "♦-WEST. 
 
 7IM£ MPPLIES Mftif \!^*^* rnttiN't r»m£0PPU£% Vlt*/*^ TlM£4IPPU£S 
 
 ^fSlTJ^'fZ' f"^""*'* sm$Twmm» sm^tHfm "♦^ Emtrmmmm Kum^m.^L 
 
 Mtmm 
 
 \ til MS rtM€ M^musi ttgmm* 
 
 DIAGRAM » 9, 
 
 EAST 
 
 01 V, Oft SifS'OiV^ 
 
 ^ppLtKs itrtte * 
 
 WEST. 
 oi¥,o/t sym-oiv. a. 
 
m 
 
 « 
 
 i 
 
 WHEBE TIME APPLIES. 
 
 .- .(Bile 6). 
 
 Unless otherwise indicated the time of a schedule applies 
 to the switch where an inferior train enters the siding, not- 
 withstanding the fact that there is a station building and a 
 fixed signal. If there is no siding the time applies to the 
 place from which fixed signals are operated. If there is 
 neither siding nor fixed signal, it applies to the. place where 
 traffic is received or discharged. If there is a siding the 
 superior train has precedence on the main track to the 
 fouling point of the farther switch of the siding, and may 
 leave such point when its time is up. However, in case of 
 a passenger or mail train, the train should not leave the 
 place at which passengers and mail are received or dis- 
 charged until the time is up. 
 
 In some cases the station building and (fixed) train 
 order signal are entirely to one side of the siding instead 
 of between switches as is generally the case. Nevertheless, 
 the time applies to the switch of the siding where an in- 
 ferior train would enter, unless otherwise indicated. 
 
 As the time applies to the switch of the siding where an 
 inferior train enters, then if there is an arriving time for 
 the superior train, the arriving time should apply at the 
 first switch of the siding, except at large terminals where 
 there is no designated siding, then the arriving time should 
 be considered as applying at the passenger station. 
 
 It many cases where arriving time is shown at terminal 
 of a schedule, the time is made long from the last preced- 
 ing station for the purpose of allowing a train to arrive at 
 its terminal on time should it be delayed when nearing the 
 end of the run. This, however, would not authorize the 
 train to arrive in advance of its arriving time in case it did 
 not encounter delay. Should a train arrive in advance of 
 the arriving time in violation of the rule it is clearly 
 responsibile for a collision. 
 
 The time at a station located at the end of double 
 track where there is also a siding as shown in Diagram 1, 
 Plate 1, Page 17, applies at the siding and not at the end 
 of the double track unless it is so designated by special 
 rule. If there was no double track or station building in 
 Diagram 1 the time would apply in the same manner. 
 
 See other Examples. Plate 1. 
 
 Page i8 
 
 FULL-FACED FIGUBES. 
 
 (Rule 5). 
 
 If both arriving and leaving times of a schedule are 
 in full-faced type it indicates that both are meeting times, 
 both are passing times, or one is a meeting time, the other 
 a passing time, or it may also indicate that one or more 
 trains may pass or meet between the times and none at 
 either the arriving or leaving time. 
 
 If only one time is shown and it is full-faced it indi- 
 cates that one or more trains meet or pass at that time. 
 
 If two times are shown and only one is full-faced, it 
 is the same as one time full-faced. 
 
 Full-faced type applies between schedules of all classes, 
 and such full-faced type when applied to opposing sched- 
 ules does not indicate a definite meeting point between the 
 trains but only an indication of the farthest point the 
 inferior opposing train may clear the schedule of the 
 superior train. 
 
 When a siding extends between two adjoining stations 
 and a schedule shows full-faced type at each end of the 
 siding it indicates that trains are to meet or pass at that 
 siding. 
 
 Where there are one or more trains to meet or pass a 
 train between two times, or more than one train to meet a 
 train at any station, attention is called to it, generally, by 
 a dash under the full-faced type. The manner in which 
 attention is called to this is left optional with the Railroad 
 adopting the rule. Some Railroads place the numbers of 
 the trains to meet and pass in small type to one side of the 
 time and in the same column. 
 
 Full-faced passing times between trains of the same 
 class denote where trains should pass if on time. The lead- 
 ing train may proceed to the passing station ahead of the 
 following train, but should allow the faster or following 
 train to pass should they overtake them before reaching 
 the passing station to facilitate the movement of the train. 
 
 There is nothing to prevent train to be passed from 
 proceeding from the passing point without orders if orders 
 can not be obtained. (See Rules 85 and D-8S). 
 
 At an initial station full-faced type showing meeting 
 
 Page IQ 
 

 point should apply only when trains meet at the exact 
 minute. A. R. A. rulings Oct. 6, 1897, and Oct. 18, 1915. 
 
 In answer to a question asking if full-faced passing 
 time between schedules of the san\e class were positive, the 
 A. R. A. replied as follows Oct. 18, 1915: 'When the 
 trains are of the same class, the train to be passed may 
 proceed on its own schedule. If train is to be moved by 
 train order. Form B, should be used." 
 
 As between trains of the same class, the train to be 
 passed should inquire at the last stop or point of com- 
 munication preceding the full-faced passing point and if 
 train that is to pass it is late, it may proceed on its rim. 
 If the following train does not arrive on its schedule time 
 there is nothing to hold the leading train and it should 
 be delayed but a few minutes at a siding between points 
 of communication. If at a point of communication, confer 
 with the Dispatcher on arrival, the only object being to 
 save delay to the following train. 
 
 After the full-faced passing point has been passed if it 
 is desired that the following train pass the leading train, 
 the Dispatcher should use Form B. 
 
 The leading train should take the siding if practicable 
 to do so, thus saving delay to the following train as well 
 as to the leading train. 
 
 The following train shpuld approach full-faced passing 
 point prepared to stop, but this should not relieve the lead- 
 ing train from protecting properly. 
 
 t 
 
 Page 20 
 
 h 
 
 %M€tMHL 
 
 
 
 
 PLATE 2 
 
 > 
 
 ■ ■ 
 
 
 
 
 IKVOrt U ^•.Maai W9Wt9T CLASS 
 
 '2 \lo\ 6 1 + 1 2 
 
 ^ 
 
 FIHST CUASS 
 
 1 S \ B 
 
 «» Il5 1 
 
 L 
 
 L 
 
 L A¥i 
 950 
 
 L 
 
 L 
 
 A 
 
 A A 
 
 A 
 
 A AM 
 
 928 
 
 >^^ 
 
 920 
 
 [/g/o 
 
 r 
 
 7S0 1010 
 
 
 
 B 
 
 
 
 
 920 
 
 900 
 
 1010 
 
 
 
 
 
 650 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 BOO 
 
 Tool 
 
 
 Qoo 
 
 830 
 
 
 630 
 
 620 
 
 c 
 
 55? 
 610 
 
 640 
 
 660 
 
 
 
 
 
 S40 
 650 
 
 F 
 
 
 
 - 
 
 
 
 G 
 
 
 
 
 
 A 
 
 ^ 
 
 fi 
 
 » 
 
 H 
 
 ^^^ 
 
 L 
 
 ■■^ 
 
 L 
 
 i. 
 
 I 
 
 f 
 
 ODD NUMBERS SUPERIOR BY DIRECTION AS BETWEEN 
 TRAINS OF THE SAME CLASS. 
 
 SCHEDULES SHOWIXG FULL-FACED MEETING 
 
 AJTD PASSING POINTS. 
 
 (Bale 5). 
 
 PLATE 2. 
 
 No. 6 IS not full-faced at "A" because it does not 
 meet No. 11 at the exact minute as ruled by the A. R. A 
 Oct. 6, 1897. 
 
 As No. 11 is due to leave "B" at the exact minute No. 
 12 is. due to arrive it is only necessary to full- face the 
 leaving time of No. 11 and the arriving time of No. 12. 
 
 As No. 13 meets Nos. 6 and 12 at "C" at 10:10, No. 13 
 is underlined to denote that more than one train is to be 
 met at that time. It is not necessary to underline either 
 Nos. 6 or 12 as each meet but one train. 
 
 As No. 1 meets No. 10 at "C between two times it is 
 necessary to underline the times of No. 10. As No. 1 is 
 
 Page 21 
 

 I 
 
 I 
 
 first class and is, therefore, superior to No. 10 it is not 
 necessary to underline its time. The full-faced time of 
 No. 1 at "C is only for the information of No. 10. 
 
 No. 13's arriving time is full-faced at "E" at 8:00 to 
 denote a meeting point with No. 10 at the same time. It 
 is not necessary to full-face No. 13 or No. 10*8 leaving 
 time even though the times are the same. 
 
 No. 1 is underlined at E as it is met by two trains, Nos. 
 
 2 and 4, between its two times. Nos. 2 and 4 will search 
 first for schedule times corresponding to their time; not 
 finding them they must then search for a schedule with 
 two times and, if they are due between those times, they 
 then know why their time is shown in full-face type. 
 
 As No. 2 meets No. 3 at F at its arriving time 6 :40, and 
 No. 5 at its leaving time 6:50, and there are no trains 
 scheduled between the times of No. 2, it is not necessary 
 to underline its time. 
 
 As No. 13 meets No. 2 at F and is also passed by Nos. 
 
 3 and 5 between its times, it is necessary to underline the 
 time of No. 13. 
 
 Nos. 2, 3 and 5 being superior by class to No. 13 the 
 time of No. 13 does not concern them. 
 
 SIGNS BEFORE FIGURES OF A SCHEDULE. 
 
 (Rule 6). 
 
 The "S" sign indicates a regular stop and is generally 
 placed to the left of the time at a station. When so placed 
 a train running on the schedule must stop regardless 
 whether there are passengers or freight to discharge or 
 receive. 
 
 The "F" sign indicates that the train will stop on 
 signal to receive or discharge passengers or freight. If 
 there are passengers to discharge the conductor signals 
 the engineman by three short sounds of the communicating 
 signal after passing last station preceding the one at which 
 ii is to stop. Engineman answers with three short sounds 
 of the steam whistle. 
 
 If there are passengers or freight at a station to be 
 received the agent or employe in charge should display a 
 combination green and white flag by day and by night two 
 lights, one green and one white. The lights should be 
 
 Page 22 
 
 \ 
 
 ■J 
 
 placed about twenty inches apart in line at right angles to 
 the track. If placed close together the green light can nor 
 be seen until the train is close to the signal, owing to 
 the white light being the stronger. 
 
 A train not authorized to stop by the sign "F'* should 
 disregard the combination green and white signal as such 
 signal affects only trains running on a schedule designated 
 by such sign. If it is desired to stop a train that otherwise 
 would not stop, a red signal should be used, preferably 
 the train order signal if there is one. 
 
 When sections are run each section should comply 
 with the signs "S" and "F" unless otherwise directed, or 
 the character of the train is such that there would be 
 nothing requiring it to stop, as in case of an official, stock 
 or other fast train that is being run as a section of the 
 schedule only to expedite its movement. In flagging, a 
 flagman must not depend upon the train stopping owing 
 to the sign "S". 
 
 When by special rule a train is authorized to stop 
 under certain special conditions, a red signal should be 
 used. 
 
 SIGNAL APPLIANCES AND THEIR DISPLAY. 
 
 (Rules 7, 8 and 9). 
 
 Employes who are required to give signals must have 
 the necessary appliances ready for immediate use; flags of 
 the prescribed color for day signaling and lights of the 
 prescribed color for night signaling. During stormy or 
 foggy weather in the day time in addition to the day sig- 
 nals, which must be displayed between sunrise and sunset, 
 night signals should be used. Night signals must be dis- 
 played from sunset to sunrise. 
 
 COLOR SIGITALS. 
 
 (Bale 10). 
 
 Red, a signal to stop should not be called a danger sig- 
 nal. Stop signals are required to be given at a sufficient 
 distance to allow a train to stop before an obstruction is 
 reached. If this is done and signal properly obeyed there 
 is no danger. Purple as a night indication on dwarf sig- 
 nals indicate stop the same as Red. 
 
 Green is generally used to indicate proceed and Yellow 
 to indicate caution. Green and White flag stop, Blue to 
 
 n Page 23 
 
A 
 
 protect workmen as per Rule 26. The colors to be used to 
 indicate proceed and proceed with caution is left optional 
 with each Railroad. 
 
 FUSEE. ' 
 
 (Rule 11). 
 
 "A train finding a fusee burning on or near its track 
 must stop and extinguish the fusee, and then proceed with 
 caution, prepared to stop short of train or obstruction." 
 
 Care should be taken in placing fusees and avoid, if 
 possible, displaying them between the rails. If a fusee is 
 found between the rails train should be stopped before 
 passing over it as leaky oil cars or gas therefrom may 
 ignite. 
 
 A fusee should be respected regardless of its position 
 except where conditions are such that it is beyond a doubt 
 intended for another track. 
 
 If placed between the nearest rail of adjoining track 
 and track being used it should be considered as applying 
 to track used. If beyond the first rail of an adjoining 
 track it should be considered as applying to the adjoining 
 track. 
 
 In throwing off fusees from moving trains care should 
 be taken to place them, if possible, on the engineman's side 
 of the specific track for which they are intended. 
 
 They should never be broken to reduce the time, nor 
 two coupled to increase the time. 
 
 Fusees should not be placed on the rear platform of a 
 caboose, but thrown off as required. Keep fusees in a 
 dry place and where they can not shift around loose and 
 become ignited. 
 
 When nmning in dense fog it is often necessary to 
 use a fusee, especially if train reduces speed. 
 
 Fusees are excellent signals during snow or sand storms 
 and can be used by rotaries and snow bucking outfits when 
 no other stop signals can be seen. 
 
 Fusees should not be placed near buildings nor on 
 bridges or other structures where a fire may be started. 
 
 If the rules of the Railroad where the reader is cm- 
 ployed prohibit a train passing a fusee until it is burned 
 out, this rule should be complied with. 
 
 Page 24 
 
 
 HAND, FLAG AND LAMP SIGN AIS. 
 
 (Rules 12 and 13). 
 
 The signals provided for in Rule 12 should be strictly 
 complied with. 
 
 In switching, if a signal is necessary that is not author- 
 ized under Rule 12, then signals necessary to convey the 
 information should be used. Much depends on the proper 
 interpretation of a signal. An engineman acts as nearly 
 as possible to the interpretation he places on the signal. If 
 the signals provided in Rule 12 are given correctly the 
 responsibility then rests with the employe for whom the 
 signals were intended . 
 
 "Any object waved violently by any one on or near the 
 track is a signal to stop". 
 
 ENGINE WHISTLE SIGNALS. 
 
 (Bales 14 and D 14). 
 
 Enginemen should be careful to sound the whistle 
 properly as required by the Rules. Private whistle signals 
 should not be used. Short sounds should not be given 
 to call in a flag, nor long sounds to call for a signal. 
 
 Flagman should not recognize short sounds for a call 
 in, but remain out until long sounds are given. 
 
 Whistle Signal 14 (m) should not be given after stop 
 is made for railroad crossings at grade, but should be 
 given approaching such crossings. This signal should be 
 given at all railroad crossings, whether interlocked or 
 not. 
 
 The Standard Rules make no provision for a signal to 
 send flagman ahead, therefore some Railroads use three 
 
 short and one long (000 ) sounds to signal flagman 
 
 ahead. This signal is necessary, especially where single 
 track is protected by automatic block signals. 
 
 Enginemen should avoid whistling near passenger 
 trains, especially at night, and also near passenger stations. 
 
 On double track when a train displaying signals passes 
 another of the same direction also displaying signals it 
 is only necessary for the train passing to give Signal 
 D-14 (k). See A. R. A. Ruling Oct. 17, 1910. . 
 
 When Signal 14 (K) is given, if it is not answered, 
 the train displaying signals must stop and ascertain the 
 cause. 
 
 Page 25 
 
 I 
 
f 
 
 II 
 
 The 1915 revision of the Standard Rules provides for 
 the signal, one short and one long sounds for the inspec- 
 tion of the train line for leaks. 
 
 TORPEDOES. 
 
 (Rule 15). 
 
 "The explosion of two torpedoes is a signal to reduce 
 speed and look out for a train ahead or obstruction. The 
 explosion of one torpedo will indicate the same as two, 
 but the use of two is required." * 
 
 From the above 1915 revised standard rule it will be 
 seen that the explosion of one torpedo does not indicate 
 stop as heretofore. However, it must be so considered 
 if operating under the old rule. 
 
 Care should be used in the placing of torpedoes not 
 to place them near buildings, platforms, or other places, 
 where flying pieces may injure persons near the track or 
 where the explosion would occur near passenger trains. 
 
 They should be securely fastened and arranged so they 
 will not slip or skid, and when not in use be kept in dry, 
 
 safe place. ^.^j^^j^^j^icATOG SIGNALS. 
 
 (Rule 16). 
 
 In giving signals with air signal apparatus sufficient 
 time should be allowed between each opening of the air 
 valve to prevent the sounds from running together. 
 
 RUL.E 16 (d). 
 
 When train is running three short sounds means stop 
 at the next passenger station after the signal is given, 
 whether it is a flag stop or not. 
 
 RUIi£ 16 (gr). 
 
 When train is standing five sounds of the air signal 
 indicates to call in flagman from either direction. If there 
 is a flagman out in both directions conductor should notify 
 engineman which flagman he wished called in, unless tram 
 is to proceed, in which case the flagman preceding or 
 located ahead of the train may be picked up when over- 
 
 taken 
 
 The 1915 revision of the Standard Rules provides for 
 
 a signal to increase train heat when running, six short 
 sounds ; also one when train is running to look back for 
 hand signal, one long sound. 
 Page 26 
 
 
 DISPLAY OF HEADLIGHT. 
 
 (Rules 17, D-17 and 18). 
 
 The headlight is a stop signal when displayed by a train 
 on a siding and should not be concealed until train is clear 
 of the main track and stopped. Opposing trains must be 
 flagged as per Rule 99 regardless of the headlight. It 
 concealed while train is moving on a siding there 15 lia- 
 bility of striking cars or other obstruction. 
 
 Should an opposing train find a headlight displayed by 
 a train which is required to clear the main track it should 
 stop at once and, if track ahead is clear, proceed cautiously 
 to point of obstruction, if any. 
 
 Enginemen and trainmen should note the position of 
 the switch ahead before covering or extinguishing headlight 
 when standing at the end of double track or at a junction 
 headed toward the main route. 
 
 If a train backs in at the end of double track or at a 
 junction, it is responsible for the position of the switch. 
 
 A headlight partly covered should be considered the 
 same as if uncovered. 
 
 If a train of a diverging route is standing at a junc- 
 tion with double track and the connection is such that 
 the engine will be headed in same direction as the current 
 of traffic on the first main track with which it connects, 
 it is not necessary to cover the headlight. If the diverging 
 route connects in such a manner that trains will be headed 
 in the opposite direction to trains moving with the current 
 of traffic on the first main track with which it connects or 
 crosses, the headlight should be covered. 
 
 In the Standard Rule the following note to Rule 17 
 appears: "Railroads which do not find it necessary to 
 conceal headlight, as required in Rule 17, may omit that 
 provision from the rule". 
 
 Trains are permitted to pass headlights in yards when 
 displayed by yard engines, without stopping. 
 
 Road engines or trains standing in terminal yards 
 should not display headlight unless they obstruct the main 
 track. Trains entering terminal yards should be con- 
 fronted with as few headlights as possible. 
 
 When clear of main track to allow a train moving in 
 the same direction to pass it is not necessary to cover 
 
 the headlight. 
 
 Fage 27 
 
f4 
 
 Rule D-17 applies the same as Rule 17 with the excep- 
 tion of meeting trains on single track. 
 
 In case of failure of the headlight, a white lantern in 
 place of a headlight should be used as a signal to other 
 trains, although it is a very poor substitute. 
 
 The failure of a headlight should be reported to Dis- 
 patcher at once. Dispatcher should, if possible, notify 
 other trains. 
 
 When two or more engines are coupled at the head 
 of a train or other engines coupled in the train, all head- 
 lights should be covered or extinguished except that of 
 the leading engine. 
 
 "When an engine is running backward a white light 
 must be displayed at night on the rear of the tender." 
 
 Yard engines will display the headlight to the front 
 and rear by night. When not provided with a headlight 
 at the rear a white light must be displayed. 
 
 MABKEBS. 
 
 (Rules 19 and D-19). 
 
 The proper display of flags or lamps as markers is im- 
 portant, therefore it is necessary to watch them closely at 
 night to see if the lights are burning properly. 
 
 When flags are used during the day and it becomes 
 necessary to change the flags for lamps at night or before 
 passing through tunnels and snow-sheds, both flags should 
 not be rem.oved before a lamp is placed in position. 
 
 Markers should not be changed from red to green (or 
 yellow if used) until it is known that both head and rear 
 of train is entirely clear of main track. The fact that 
 the rear car has passed over the switch is not sufiicient. 
 Wait until clear. 
 
 If a train occupies a diverging route which parallels the 
 main route, the rule applies to one main track the same 
 as to the other, or the same as if paralleled by a foreign 
 line. 
 
 "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 as well as class signals. If, however, 
 the helper is without train orders and couples in as a part 
 of the train which it is helping, the markers must be dis- 
 
 Page 28 
 
 played upon the helper and not upon the caboose of the 
 train which it is assisting. Markers displayed upon the 
 caboose and upon the helper would indicate that they were 
 two independent trains closed up." (A. R. A. Ruling, 
 Oct. 19, 1908). 
 
 From this ruling we assume it is to apply only when 
 helper couples in behind the caboose or last car of train. 
 If helper is running as an extra and is coupled in the train 
 between the engine and caboose, then its orders should 
 be annulled and markers removed. 
 
 When a train turns out against the current of traffic, a 
 green light must be displayed to the rear toward the inside 
 or next to the track used in moving with the current of 
 traffic, and a red light to the rear on the outside. 
 
 If two red lights are displayed as markers by a train 
 turned out against the current of traffic it would stop or 
 delay any following train moving with the current which 
 may desire to pass. 
 
 If a train moving against the current of traffic en- 
 counters two red marker lights ahead, it indicates a train 
 on other track moving with the current of traffic. 
 
 When lamps are used as day markers it is not neces- 
 sary to turn them when clear. 
 
 When a conductor of a superior train registers his ar- 
 rival on a train register it is not then necessary for the 
 
 inferior train to see its markers. 
 
 » 
 
 In the Standard Rules the following note to Rule 19 
 appears: Where railroads desire to discontinue the use 
 of markers by day on passenger trains, it is permissible to 
 do so." 
 
 DISPLAY OF MABKEBS Q^ THBEE OB 
 
 MOBE TBACKS. 
 
 (Rule F-273). 
 
 Example (A) 
 
 Track 4 
 Track 3 
 Track 2 
 Track 1 
 
 Frt. Track 
 
 (( 
 
 << 
 
 Psgr. Track 
 
 (( 
 
 ( ( 
 
 Page 2g 
 
Nl" 
 
 1^ 
 
 Under Example (A) a train by night running with the 
 current of traffic on Nos. 1 and 2 Tracks will display 
 two red lights to the rear. 
 
 A train by night running with the current of traffic 
 on No. 3 Track will display a green (or yellow) light to 
 the rear on the side next to No. 2 Track in the direction of 
 the current of traffic, and a red light on the opposite side. 
 
 A train by night running with the current of traffic on 
 No. 4 Track will display a green (or yellow) light to the 
 rear on the side next to No. 1 Track in the direction of 
 the current of traffic and a red light on the opposite side. 
 
 Example (B) 
 
 Track 1 < Psgr. Track 
 
 Track 2 < Frt. Track 
 
 Track 3 > 
 
 Track 4 > 
 
 < ( 
 
 (( 
 
 Psgr. Track 
 
 Under Example (B) a train by night running with the 
 current of traffic on Nos. 1 or 4 Tracks will display two 
 red lights to the rear. 
 
 A train by night running with the current of traffic on 
 No. 2 Track will display a green (or yellow) light to the 
 rear on the side next to No. 1 Track in the direction of 
 the current of traffic, and a red light on the opposite side. 
 
 A train by night running with the current of traffic on 
 No. 3 Track will display a green (or yellow) light to the 
 rear on the side next to No. 4 Track in the direction of 
 the current of traffic, and a red light on the opposite side. 
 
 Under either of these examples a train by night using 
 any track against the current of traffic will display two 
 green (or yellow) lights at the rear, one on either side, 
 with a red light on the platform or cupola. 
 
 A train by night on a siding will display two green (or 
 yellow) lights to the rear." 
 
 DISPLAYING GBEEN SIGNALS. 
 
 (Bnle 20). ^ 
 
 It is important that both engineman and conductor 
 should inspect and know personally that proper signals are 
 displayed before leaving. They should be watched closely 
 and inspected at intervals, especially at night, to ascertain 
 
 Page 30 
 
 
 u 
 
 ^ 
 
 if burning. While the display of one signal has the 
 
 same meaning as two, two must be displayed. The object 
 
 of requiring day signals in addition to night signals at 
 
 night is due to the possibility of failure to display the 
 
 green flags at the proper time in the morning when the 
 
 green lights are dimmed by daylight. 
 
 The whistle signal 14 (k) has been eliminated on some 
 Railroads. 
 
 DISPLAYING WHITE SIGNALS, 
 
 (Rules 21 and D-21). 
 
 With a proper train indicator the use of white flags and 
 lights to denote an extra can be eliminated. However, 
 until such time it is just as important to have both white 
 flags displayed and, in addition two white lights by night, 
 as it is to display green signals for a following section. 
 
 The reason for the display of white signals is to prevent 
 an extra being taken for a regular train when running 
 ahead of the regular train on its time. The A. R A 
 authorizes the omission of Rule 21 on two or more tracks 
 when conditions make it desirable. 
 
 DISPLAY OF SIGNALS WHEN TWO OB MORE 
 
 ENGINES ABE COUPLED. 
 
 (Rule 22). 
 
 "When two or more engines are coupled, each engine 
 shall display the signals as prescribed by Rules 20 and 21." 
 
 The object of this no doubt is to prevent the possibility 
 of failure to transfer signals from the engine that may be 
 cut out to the engine that remains in the train. 
 
 It is presumed that Rule 22 applies only to two or more 
 engmes coupled on the head end of a train, as it is fre- 
 quently necessary on mountain roads to couple two or more 
 engmes in a train or at the rear of a train. 
 
 IDENTIFICATION OF TBAINS. 
 
 (Not Standard). 
 
 The Standard Rules do not treat on the identification 
 of trams, but leaves it to each Railroad to cover. 
 
 In the early days of railroading, and perhaps it still 
 exists m some places, the identification was verbal. When 
 trams met one conductor would announce to the other the 
 number of his train, and the other conductor would do 
 
 4 
 
 Page 31 
 
t 
 
 likewise When m^eeting under train orders the order 
 would state the engine number or conductor's name. 
 tt^ Later came the identification check. Conductors were 
 required to fill out a blank form stating their train number 
 and whether or not they were displaying signals, and ex- 
 change with one another. Later still the practice of iden- 
 tifying trains by observation check was used; for instaince, 
 if two superior schedules were due two trains had to be 
 met without signals regardless of the number of sections 
 displaying signals. : r^ : > 
 
 iln case trains were displaying signals and several over- 
 due, it mad^ no difference how mixed the sections of the 
 several schedules were, if there were three schedules 
 overdue, threer trains without signals had to go, then 
 the three schedules had been fulfilled. There were, how- 
 ever, possible; chances of mistakes being made under this 
 system if not; thoroughly understood. For example: 
 
 FIRST CLASS 
 
 i 
 
 FIRST CUiSS 1 
 
 
 2 
 
 f 
 
 9 
 
 
 
 L PM 
 300 
 
 A 
 
 A PM 
 
 430 
 
 /* PM 
 
 460 
 
 
 320 
 
 B 
 
 +10 
 
 430 
 
 
 340 
 
 C 
 
 34C 
 
 400 
 
 
 350 
 
 
 
 330 
 
 350 
 
 
 A PM 
 
 E 
 
 300 
 
 320 
 L P^ 
 
 6*NON TCLC^fTAfN OrPfCK 1 
 
 OO0 Nun0CI9S SW^CRtOI* 1 
 
 ' Order No, i: Second i Eng lOO meet No, 2 
 
 Eng 99 at"D'\ r:.-: ^ 
 
 No. 2 makes "C" for First 1, clearing its time. After 
 No. 2 leaves "B", First 1 meets with delay. No. 2 remains 
 at "C" for First 1 and No. 3. There are two sections of 
 No. 3 on time not known to No. 2 and they pass both 
 First and Second 1 owing to delay. At or after 4 :00 P. M. 
 a train passes "C" with green signals. No. 2 checks them 
 as First 1. Later a train passes without signals and is 
 checked as No. 3. Having met First 1 and No. 3 as they 
 
 Page 32 
 
 S 
 
 
 suppose. No. 2 proceeds to "D" to meet Second 1 as per 
 Order No. 1 and collides with First 1 between "C and 
 **D'*. The first train with green signals was First 3 and the 
 second train was Second 3 without signals, therefore No. 
 2 should have remained at "C for First 1. 
 
 The first train by with green signals could be First 1 
 and the second, without signals, No. 3, in which case No. 
 2 could proceed to "D" on the meet with Second L There- 
 fore, it is the duty of No. 2 just as soon as No. 3's schedule 
 becomes due to flag the first train and ascertain what it 
 is, and then the identity of the second train is known. 
 
 We may say the Dispatcher should prevent this condi- 
 tion, but sometimes he can not. If conductors and engine- 
 men thoroughly understand the movement of trains and 
 observation checking, nothing can occur. 
 
 Xrain indicators eliminate this possibility— engine num- 
 ber^ in orders will not do so. The best and latest system 
 of identification is the train indicator (not engine indi- 
 cator) consisting of white figures with a black back- 
 grpuiid placed in a casing on the front of an engine and 
 in front and. rear of a caboose cupola, illuminated at night. 
 Thi^ identification should be shown on rear of passenger 
 trains. Provision should be made to indicate last section. 
 When this system becomes Standard, the display of green 
 signals for sections and white signals for extras can be 
 discontinued. 
 
 TRAIX IJrDICATORS. 
 
 (Not Standard). 
 
 The improper display of train indicators should be 
 considered the same as the improper display of a signal. 
 
 The proper indicator should be shown on both engine 
 and caboose (when so equipped) as soon as it is possible 
 to do so after train is authorized. The indicator should 
 not be removed unless the identity of the train is changed 
 or the tram reaches the end of its run. When practicable 
 It IS well that indicators remain in position on reaching 
 the end of run for a reasonable time, if there is liability 
 of causmg delay to a train leaving in the opposite direction 
 which after having left the registering office, must make 
 Identification in the yard. When there is no indication of 
 an opposmg train ready to leave the indicator should 
 be removed promptly on arrival. 
 
 Page 33 
 

 Train indicators are additional safeguards but do not 
 relieve train and enginemen from noting the engine num- 
 ber when such information is given. 
 
 Indicators on all engines when helpers are coupled on 
 the head of train, if running extra, should correspond with 
 the engine designated in the order to run extra. 
 
 Although provision is made in some Indicators for an 
 "only" section, it is impossible to have one. There must 
 be two or more trains running on the same schedule before 
 sections exist. If only one train is fulfilling a schedule, it 
 is not an only section, but a regular train. 
 
 BLUE SIGNALS. 
 
 (Rule 26). 
 
 The proper placing of blue signals is important. 
 
 Care should be taken to place blue signals on engines 
 when they are coupled to a train that is being repaired. 
 
 Signal should in this case be placed directly in front of 
 the engineman. Before removing a blue signal from a 
 train to allow engine to couple on man in charge should 
 positively know that all his men are in safe positions. 
 Engineman should never apply air brake when train is 
 protected by a blue signal as it may catch a workman 
 who is changing a brake shoe. 
 
 When you assume that you will not move the train or 
 cars when coupling engine on, owing to brakes being set 
 on the train, you are inviting trouble. 
 
 When icing and watering trains with men on top or on 
 ladders, the train should be fully protected by blue signals. 
 
 When cars are under repairs they must be protected by 
 blue signals at one or both ends. When so protected the 
 signals must not be obscured by placing other cars or 
 engines in front of them without first notifying the work- 
 men, neither should they be coupled to nor moved until 
 blue signal is removed by car repairers who placed the 
 signal. 
 
 ABSENCE OF OB AN IMPEBFECTLY DISPLAYED 
 
 SIGNAL. 
 
 (Rule 27). 
 
 "A signal imperfectly displayed, or the absence of a 
 signal at a place where signal is usually shown, must be 
 regarded as the most restrictive indication that can be 
 
 Page 34 
 
 \ 
 
 given by that signal, and the fact reported to the . 
 
 Conductors and enginemen using a switch where the 
 switch light is imperfectly displayed, or absent, must also, 
 if possible, correct or replace the light". 
 
 If a stop signal is imperfectly displayed or absent from 
 the place where it is usually shown, train must stop. If 
 caution is the most restrictive signal that can be given, 
 and signal is imperfectly displayed or absent from the 
 place where it is usually shown, train must proceed with 
 caution. If a signal that may indicate either stop, caution 
 or proceed is imperfectly displayed or absent from place 
 where it is usually shown, it must be considered a stop 
 signal, except that the removal of a semaphore blade of 
 an automatic block signal indicates that the signal is out of 
 commission. 
 
 FLAG STOPS. 
 
 (Rule 28). ._: , i V , 
 
 A combination green and white flag by day and a green 
 and white light by night will be used to stop a train only 
 at the flag stations indicated on its schedule. The flag 
 should be placed stationary on the engineman's side of the 
 track where it can be plainly seen and should not be 
 waved across the traqk. If the signal is waved or swung 
 across' the track 'W would stop a limited or through train 
 in case they should be ahead of the train to be flagged— 
 the very object for which the green and white signal was 
 intended to avoid. If by special rule a train is instructed 
 to stop under special conditions, a red signal should be 
 used as the green and white signal only applies when the 
 letter "f" appears in the schedule opposite the time. 
 
 COMMUNICATION OF SIGNAL INDICATIONS 
 BETWEEN ENGINEMEN AND FIBEMEN. 
 
 (Rule 34). 
 
 "The engineman and fireman must, when practicable, 
 communicate to each other by its name the indication of 
 all signals effecting the movement of their train." 
 
 The communication of the indication of signals between 
 enginemen and firemen is so important that there should 
 be but few cases where it is not practicable. It should be 
 done in every case, especially on oil burning engines. 
 
 Page 35 
 
I 
 
 When an engineman is approaching a signal that can 
 not be seen a sufficient distance to enable him to stop be- 
 fore passing it, owing to obscure view on a curve, the 
 fireman should, if necessary observe its position and inform 
 the engineman as early as possible. If approach is badly 
 obscured the train should reduce speed sufficient tp; stop 
 at the proper place should the signal indicate stop. En- 
 ginemen should not approach a signal at high speed expect- 
 ing to obtain a proceed indication at the last minute. 
 
 SIGNALS USED BY FLAGMEN. 
 
 (Bale 85). 
 
 Day Signals — A red flag, torpedoes and fusees. 
 Night Signals— A red light, a white light, torpedoes 
 
 and fusees. 
 
 TBACK ORDERS. 
 
 Instructions relative to condition of track, bridges, 
 etc., issued on either the 19 or 31 form, are train orders and 
 should be handled accordingly. Such train orders should 
 be placed on either side of the section to be protected, and 
 the annulment of the order is evidence that repairs have 
 been made. It is best to specify a speed limit in miles 
 per hour or preferably the number of minutes wJiich must 
 be used in passing over the specified section. Dispatchers 
 should make track orders clear and concise, giving exact 
 locations and conditions, and define clearly the points be- 
 tween which the order applies in a manner that may be 
 easily determined, insisting on Roadmasters and others 
 furnishing the required information. Attention to same 
 should frequently be called to Chief Dispatcher with view 
 to obtaining authority to remove the restriction as soon . 
 as possible. , .. • :;:?Vi* 
 
 Enginemen and trainmen should comply strictly with 
 the order regardless of loss of time. Knowing that re- 
 pairs have been made does not excuse violation. 
 
 On two or more tracks where trains are authorized 
 to run extra without orders, and a particular track is 
 effected, trains on other tracks should be given the order 
 for their use should they desire to use the track so 
 effected. 
 
 Track orders should be consolidated from time to time 
 to keep the number down to a minimum. The speed 
 specified applies to the entire length of train and not to 
 the engine alone. ;. 
 
 Page 36 
 
 
 LjJ 
 
 CM 
 Q. 
 
 Q. 
 
 UJ 
 
 bJ 
 
 5 
 
 Ul 
 
 X 
 
 t 
 
 (0 
 
 "a 
 
 H 
 
 10 
 
 UJ 
 
 Q. 
 
 UJ 
 
^\ .1 
 
 SUPERIORITY OF TRAINS. 
 
 (Bules 71-78-73). 
 
 A superior train is one having precedence over another. 
 
 The word "right" is perhaps the most abused word in 
 the Standard Rules. With some it is used for expressing 
 all kinds of superiority. It should be understood as mean- 
 ing but one thing — superiority conferred by train order. 
 If no train order exists there is no superiority by "right". 
 The phrases "time card right", "time-table right", "right by 
 direction" should never be used as they indicate ignorance 
 of the rules. 
 
 Superiority is conferred in three ways — Right, Class 
 and Direction. When you say that a train is superior to 
 another train it may mean by either train order, class or 
 direction. The kind of superiority must be determined. 
 
 In a general sense the word "superiority" should be 
 used instead of "right" as is generally used. Superiority 
 by direction under normal conditions is conferred only by 
 time-table, and not by train order, and applies only to 
 opposing trains of the same class on single track. 
 
 Superiority by class is conferred by classifying the 
 schedules of the time-table. i 
 
 As a train order supersedes a time-table movement in 
 so far as it conflicts therewith, it necessarily is superior 
 to class and direction. The direction in which trains are 
 made superior as between trains of the same class must 
 be designated in the time-table. On roads of two or more 
 tracks, where it is not necessary to designate the direction 
 in which trains are superior by direction, provision should 
 be made in the rules, for the direction in which trains shall 
 be superior when a section of double track is to be used 
 as single track. 
 
 First class schedules are superior to second class sched- 
 ules. Second class schedules are superior to third class 
 schedules, and so on. As extra trains are created by train 
 order they have no superiority by class or direction and 
 are inferior to all trains running under schedule authority. 
 
 In Plate 3, Example 1, No. 1 is superior to No. 244 by 
 class and No. 244 must keep clear of No. 1. 
 
 In Example 2, No. 3 is superior by direction to No. 4 
 of the same class and No. 4 must keep clear of No. 3. 
 
 Page 3S 
 
 K 
 
 In Example 3, No. 5 is superior by direction to No. 6 
 but the order making a meet between Nos. 5 and 6 at D 
 makes No. 6 superior by right over No. 5 from the 
 point where it receives the order to the meeting point D, 
 and No. S remains superior by direction H to D, their 
 superiority by direction having been temporarily suspended 
 west of D by the order to meet at D. In making this 
 meet it is necessary to make the order effective to No. 5 
 before completing it to No. 6. If it is desired to change 
 the meet to C or any station between D and A it is first 
 necessary to place the order for No. 6 and make it effec- 
 tive before completing it to No. 5 as No. 6 is superior by 
 right to No. 5 west of D. If changed to E instead of D the 
 order must be sent to No. S and made effective before it is 
 completed to No. 6 as No. S is superior by direction to No. 
 6 between H and D. • • 
 
 In Example 4, No. 1 is superior by class to No. 244. 
 When the wait order is issued No. 244 becomes superior by 
 right over No. 1 between the point where the order is 
 received and D until 1 P. M. This wait order temporarily 
 suspends No. Vs superiority by class west of D until 1 
 P. M. At 1 P. M. the order is fulfilled, and No. Vs superi- 
 ority by class then governs west of D. If it becomes 
 necessary to reduce the time of the wait order, the order 
 must first be annulled to No. 244 before the annulling order 
 can be completed to No. 1. 
 
 In Example 5 we first give Engine 27 right by train 
 order to run H to A. Before an order giving Engine 26 
 right to run A to H is completed to Engine 26 provision 
 must be made for the opposing extras to meet as shown by 
 the order. Extra 26 East is then superior by right to 
 Extra 27 West A to D and Extra 27 West is superior by 
 right to Extra 26 East only as far as D. If necessary to 
 change the meeting point the same procedure must apply 
 as in Example 3. 
 
 In dispatching trains Dispatcher must always consider 
 an extra holding authority to run as superior to an oppos- 
 ing extra which he desires to create. 
 
 
 Page 39 
 
f 
 
 EXISTENCE OP TIME-TABLE SCHEBULES. 
 
 (Rule SZ). 
 
 Time-table schedules unless fulfilled are in effect for 
 twelve hours after their time at each station, therefore 
 if a schedule has two times at a station the arriving 
 time is in effect at such station until twelve hours after 
 the arriving time, and the leaving time is in effect until 
 twelve hours after the leaving time. 
 
 Orders addressed to such schedule number but not 
 yet delivered are in effect until the schedule becomes more 
 than twelve hours late on its leaving time, q o 
 
 A train running under the authority of a schedule may 
 become more than twelve hours late on the arriving time 
 and flag in, but this does not effect the schedule's leaving 
 time. The regular train having lost both right and sched- 
 ule can proceed only under train orderJ The same train 
 (equipment) or any other engine and equipment may be 
 authorized to run on the schedule by the Dispatcher issuing 
 a train order to that effect, provided the train can move 
 within the twelve hour limit based on the leaving time. 
 
 A train must not leave a preceding station more than 
 twelve hours late expecting to make the next station within 
 its twelve hour limit, even though the station at which such 
 train becomes more than twelve hours late is not a train 
 order office, or the office has been closed. When a train is 
 *'dead" it is nothing until authorized to move on the same 
 or another schedule by train order or created an extra. 
 
 The schedule is authority for the movement of a train 
 and the train running under its authority is the regular 
 train, therefore they are not the same. 
 
 Oct. 19, 1908, the American Railway Association ruled 
 '* Should a train at any point fail to make its schedule 
 within the 12 hour limit it can not thereafter resume its 
 schedule without train order, even though it overtakes it" 
 
 AHEAD OF TIME. 
 
 (Not standard). 
 
 The practice of authorizing trains by train orders to 
 run in advance of their schedule was discontinued several 
 years ago owing to numerous complications. Such orders 
 were never authorized by the Standard Rules but were 
 
 Page 40 
 
 t 
 
 I 
 
 generally used. The phrase "ahead of time" is a mis- 
 nomer as it is impossible for such condition to exist. There 
 is not an authorized regular train at any station until a 
 schedule exists and the schedule does not exist until the 
 time specified at the station, therefore, it would be im^ 
 possible for a regular train to run ahead of its time. 
 
 TRAIN BEGISTEB. 
 
 "A book or form which may be used at designated 
 stations for registering signals displayed, the time of af- 
 rival and departure of trains and such other infprmatidti 
 as may be prescribed." ' 
 
 A register book or form must provide for the kind of 
 signals displayed, if any, and where they are displayed to. 
 if displayed to a station intermediate between registering 
 stations (see last paragraph of Standard Rule 96). ' 
 
 The checking of a train on one register governs only 
 to the next register station, where a check must again be 
 made unless otherwise provided. The station to which 
 signals were displayed must be noted, and if signals 
 were taken down by an opposing superior train at a point 
 between register stations, the inferior train must on arrival 
 at such station be governed the same as if signals were 
 taken down at a register station unless the last section has 
 arrived or authority to proceed is received. If the last 
 section is met before reaching the next register, this does 
 not relieve the inferior train of responsibility of check- 
 ing it. ' * ' 
 
 When a register shows sections aiid a train has an order 
 to meet a section, all sections should be checked to see if 
 they appear in numerical order. If not, a mistake has 
 been made. • 
 
 If ati order to meet, for example, the third section and 
 the second section should by mistake register third, if the 
 train checking did not examine the register and know that 
 the sections appear in sequence— first, second, third — it 
 might result in a collision with the third sectioh. 
 
 Some Railroads authorize trains by special rule to leave 
 a' registering ticket with the operator who must enter 
 the contents on the register. If ticket is not filled out 
 properly, or conductor fails to leave one, operator should 
 
 Page 41 
 
 \ 
 
i it 
 
 I 
 
 } 
 
 confer with Dispatcher and obtain necessary information 
 to correctly register the train, and then make a written 
 report to the proper authority. When such authority is 
 given by special rule it relieves the conductor and engine- 
 man of checking against superior trains except those that 
 terminate or originate at such station. This does not, 
 however, relieve the train which has taken down signals 
 from notifying inferior trains or trains of the same class 
 that are met before reaching the next register sta- 
 tion, which are by special rule permitted to register by 
 ticket at the register station where signals were taken 
 down. When such special rule exists it places the 
 responsibility with the operator and conductor and engine- 
 man of the train taking down signals who must consider 
 such station equivalent to a non-register station for oppos- 
 ing trains authorized to register by ticket, and train that 
 took down signals must stop and notify such opposing in- 
 ferior trains or trains of same class, if met beyond the 
 register station, that signals were taken down at the sta- 
 tion where opposing train is authorized to register by 
 ticket. Operator must also notify inferior opposing trains 
 authorized to register by ticket at his station or if his reg- 
 ister shows that signals were taken down by any oppos- 
 ing superior train between the last preceding register sta- 
 tion and his station, until the last section arrives or sched- 
 ule becomes more than 12 hours late or is annulled, or fol- 
 lowing section is annulled into his station, in which case 
 there can be no more. 
 
 When trains have been made superior by train order 
 it is the Dispatcher's duty to designate the necessary sec- 
 tions in order to protect such conditions. However, it is 
 good practice to check registers at register stations within 
 the territory of a right order (Form C) against signals 
 displayed by train given right. 
 
 If a train is authorized by train order to register by 
 leaving a registering ticket it must obtain a train order 
 check of trains from the Dispatcher, and in such check 
 Dispatcher is held responsible to make an exception of 
 sections that have not arrived. 
 
 
 g' 
 
 
 The following form may be used but is not authorized 
 by the Standard Rules : 
 
 "Regular trains due 
 
 before 
 
 and left except 
 
 have arrived 
 
 J' 
 
 Page 42 
 
 The above form should be addressed only to those 
 authomed to register by registering ticket and such check 
 shouH^e assumed to include the train addressed. It is not 
 good^ practice to add a train order check of register to 
 orders that are addressed to other trains. When such check 
 is addressed only to train that is to use it, it should not be 
 necessary to state that they will register by ticket. 
 
 When a check of trains is received by train order such 
 check should apply only to the train as addressed and not 
 to another train that may be run by the same crew. 
 
 When checking a register see if any other train has 
 fulfilled the same schedule you are authorized to use. 
 
 Regular trains should register in on the date they are 
 
 due to arrive even though they do not arrive until the next 
 
 day. In this case the date should follow the time. The date 
 
 following the time is not compulsory, but good practice. 
 
 Extras should register in on the date they arrive. 
 
 CHECKING REGISTER BEFORE LEAVING INITIAL 
 
 STATION, JUNCTION OR PASSING FROM 
 
 DOUBLE TO SINGLE TRACK. 
 
 (Soles 83 and D-83). 
 
 "A train must not leave its initial station on any 
 Division (or Subdivision), or a junction, or pass from 
 double to single track until all trains due, which are 
 superior, or of the same class, have arrived and left. 
 Stations at which train registers are located may be 
 designated on the time-table." 
 
 Leaving a junction applies 
 
 (1) Trains coming off a branch or diverging route 
 to a main route 
 
 (2) Trains moving from a main route to a branch or 
 diverging route 
 
 (3) Trains of a main route originating at a junction 
 station 
 
 Page 43 
 
^^ 
 
 i I 
 
 I, 
 
 i 
 
 li 
 
 (4) Trains moving over a main route before leaving a 
 junction station where opposing superior trains terminate 
 or superior trains of same direction originate. 
 
 If a superior train terminates at an intermediate station 
 no opposing inferior train should leave such station until 
 it is ascertained that the superior train has arrived. 
 
 If a superior train originates at an intermediate station 
 no inferior train of the same drection should leave such 
 station until it is ascertained that the superior train has 
 left. 
 
 ^ r Rule D-83 is the same as 83 with the exception of 
 that part that applies to opposing trains. , . 
 
 In answer to a desire of some Railroads to add to Rule 
 
 D-83 "Extras may pass and run ahead of class 
 
 trains", the Committee on Transportation on Oct. 6, 1911, 
 replied as follow^: "The Committee sees no objectipi) to 
 the addition of these words by any Road so desiring, a^ it 
 considers the practice to be a good and safe one." 
 
 MEETING AN EXTRA BY CHECKING IT ON 
 - THE REGISTER. 
 
 J I. 
 
 (Not Standard). 
 
 In meeting extras at register stations the fact that an 
 extra as specified in an order appears on the register is 
 not sufficient The time of arrival of such extra must be 
 considered, as the same engine may be run extra into the 
 register station several times on the same day. 
 
 On some Railroads this is not sufficient and trains re- 
 ceiving an order which requires them to remain at a reg- 
 ister station until a specified extra arrives — whether it is 
 a meet order, right order or time order (during the time 
 existence) must either see the extra, have the order an- 
 nulled, superseded or obtain an order stating that such 
 
 extra has arrived at on Order (the 
 
 number of order held requiring the meet). 'Jvs:>.x 
 
 On Divisions where there are helpers an engine often 
 runs extra into a register station several times during 
 the day. Mistakes are occasionally made in registering 
 time of arrival and also in registering and reading the 
 time and this rule prevents a train from leaving before 
 the arrival of the extra. It also has a tendency to reduce 
 
 Page 44 
 
 i 
 
 the number of orders of no value that are sometimes 
 delivered when they should have been annulled. 
 
 If the meeting point is a register station and no means 
 of communicating with Dispatcher after arrival, it is then 
 his duty to furnish additional information by train order; 
 
 for example, "Meet Extra ~ at ^ — :- on 
 
 second (or third) trip" as the case may be, or any other 
 information t|iat will make it clear that the extra has 
 arrived on the trip they are required to meet it White a 
 condition of this kind is less liable to exist on Divisions 
 where there are no helpers, yet it may. All that is neces- 
 sary to create it is to run the same engine extra into the 
 same register station two or more times in one day. 
 
 CHECK OF TRAIN REGISTER. 
 
 (Not standard). , , 
 
 FORM 
 
 CHECK 6l=" TRAIN REGISTER 
 
 f?TATIOfsI — DATE 1Q1 
 
 CHECKED BY COND'R 
 
 Nn 
 
 AT M. 1 
 
 No. f 
 
 SIGNALS 
 
 DISPLAYED 
 
 ■ j 
 
 j 
 ARRIVED LEH 
 
 . . i ■ , 
 
 WbM Sipals Dnphni 
 
 to llM-RaeislBr Statin 
 
 State Where Te 
 
 .- 
 
 
 ■ 1 
 
 
 
 ■ 1 
 
 1 1 
 
 
 i - 
 t 
 
 i . 
 
 i 
 
 
 - 
 
 
 ' 1 
 
 Before leaving intermediate register stations conductors 
 must be governed by Rule 83 and enter on this blank all trains 
 that have arrived and left that are superior, and personally 
 deliver to enginemen. Englnemen must not leave such stations 
 unless this check indicates that all trains effecting their move- 
 ments have arrived and left, or orders received permitting them 
 to proceed. Check all sections of a schedule and see that none 
 are omitted. Conductors and enginemen must be governed 
 by signals displayed to and taken down at non-register sta- 
 tions as designated hereon (see Rule 96). 
 
 Page 45 
 
GIVING PROCEED SIGNAL. 
 
 (Rule 84). 
 
 "A train must not start until the proper signal is given''. 
 
 A proper signal is one given by the conductor as pro- 
 vided in the rules. Conductors should place themselves 
 in the most advantageous position to direct the movement 
 of their trains. If they are not in view of the engineman 
 and can not so place themselves they may pass the signal 
 to the brakeman, who will relay it to the engineman. The 
 practice of conductors authorizing brakemen to give pro- 
 ceed signal for them is wrong. While the rule does not 
 say the conductor is the only one authorized to give the 
 proceed signal, yet it is an undisputed fact that he is in 
 authority and should personally direct the movement of 
 his train. Only the conductor should announce "All 
 aboard" except in case of long trains 'when brakemen 
 may do so to prevent leaving passengers or to prevent a 
 condition where it would be necessary for passengers to 
 get on after train starts or get left 
 
 TRAIN OF ONE SCHEDULE ON TIME OF ANOTHER 
 
 SCHEDULE OF SAME CLASS. 
 
 (Bule 85). 
 
 If a train of one schedule is on the time of another 
 schedule of the same class in the same direction, it will 
 proceed on its own schedule. This applies whether it is at 
 an intermediate station or leaving an initial station. 
 
 Trains of one schedule may pass trains of another 
 schedule of the same class and extra trains may pass and 
 
 run ahead of class trains and extra trains. (The 
 
 regular trains which extras are allowed to pass and run 
 ahead of must be designated by each Railroad). 
 
 While the rule states that extra trains may pass and 
 
 run ahead of class trains it must be presumed that 
 
 extra may also run ahead of them if extra falls back on 
 their time and the regular train is not there to be passed. 
 
 A section may pass and run ahead of another section 
 of the same schedule, first exchanging orders, signals and 
 numbers with the section to be passed. When changes of 
 this kind are made conductors and enginemen should be 
 careful to exchange all train orders effecting their respec- 
 
 Page 46 
 
 \ 
 
 tive sections as some sections are sometimes restricted by 
 orders and the following section does not hold a copy. 
 
 Dispatchers should include all sections in orders when 
 practicable, especially those that are running closely to- 
 gether, and thereby avoid any possibility of collision should 
 an order be overlooked or lost in making the exchange. 
 
 If a section (light engine) without a conductor finds it 
 necessary to exchange with a section which has both a con- 
 ductor and engineman, then the exchange could only be 
 made with one of them, preferably the conductor, and 
 conductor should then consult with the engineman. Such 
 moves, however, should be discouraged. It should be 
 understood that the responsibility rests entirely with those 
 making the exchange. Dispatcher should be advised of 
 any change from the first available point of communica- 
 tion as it may make a difference in the issuance of orders, 
 especially where engine numbers are used for identification. 
 
 CLEAEANCE OF SUPEEIOB TRAIN (Rule 88, 87, 88 
 
 and 89). 
 
 (Rules 87, 88 and 89 appUoable to Singrle Track Only). 
 
 The following is based on clearance required in Stand- 
 ard Rules (5 minutes). Where such clearance differs 
 from that of any Railroad, the rules of such Railroad 
 should be respected. 
 
 "An inferior train must clear the time of a superior 
 train, in same direction, not less than five minutes, but 
 must be clear at the time a first class train, in the same 
 direction, is due to leave the next station in the rear where 
 time is shown." 
 
 If the stations are so close together that under that 
 portion of the rule requiring inferior train to be clear at 
 the time the first class train is due to leave the next station 
 in the rear where time is shown would be less than five 
 minutes, then a five minute clearance should be made. 
 The object of this portion of the rule being to permit the 
 inferior train, to use more time ahead of the superior 
 train, for, without this, the inferior train would have to 
 clear the following first class train five minutes before 
 they were due to leave the next station in the rear. 
 
 No form of block signals in any way modify rules 
 relative to clearance of superior trains. 
 
 ^ Page 47 
 
I1» 
 
 "An inferior train must keep out of the way of oppos- 
 ing superior trains and failing to clear the main track 
 by the time required by rule must be protected as pre- 
 scribed by Rule 99." 
 
 "Extra trains must clear the time of opposing regular 
 trains not less than five minutes, unless otherwise provided, 
 and will be governed by train orders with respect to oppos- 
 ing extra trains." 
 
 Before authorizing any extra train to move the Dis- 
 patcher must make provision for it to meet every op- 
 posing extra by placing the necessary orders for delivery 
 to opposing extras before they reach the meeting point, 
 and either have work extras over whose territory the extra 
 must pass under protection of flag or ordered to clear the 
 main track or require the extra to protect against the 
 work extra. 
 
 "At meeting points between trains of the same class the 
 inferior train must clear the main track before the leaving 
 time of the superior train." 
 
 It should be understood that clearing before the leaving 
 time does not mean to clear at the leaving time. The in- 
 ferior train should be clear of main track and switch 
 lined up and locked at least one minute before the leaving 
 time of superior train, and a greater clearance is prefer- 
 able. By force of habit many are of the opinion that it 
 is only necessary to clear at or by the leaving time of the 
 superior train which is not only wrong but unsafe. 
 
 "At meeting points between extra trains, the train in 
 the inferior time-table direction must take the siding unless 
 it is otherwise provided." 
 
 If westward regular trains are superior by direction 
 over opposing trains of the same class, an extra east must 
 take siding at the meeting point with an extra west unless 
 otherwise provided by train order or special rule in the 
 time-table. If eastward regular trains are superior by 
 direction over opposing trains of the same class the west- 
 ward extra must take this siding. Likewise northward and 
 southward. This in no way establishes superiority by 
 direction between opposing extras as superiority by direc- 
 tion can only be conferred by time-table, and extras can 
 not be created by time-table. 
 
 Page 48 
 
 The opinion of many that there is a superiority by 
 direction between extras at the meeting point is erroneous. 
 
 Whenever it becomes necessary to back in at a meet- 
 ing point with a superior train a flagman must be sent 
 ahead as prescribed by Rule 99 unless provision is made 
 by train order permitting the move without protection. If 
 such an order is issued the superior train must stop far 
 enough in advance of the switch to be used by inferior 
 train in backing in to permit them to pull by clear of the 
 switch. If the view is obscure such orders should not be 
 issued and if, through ignorance of conditions or, if tem- 
 porary conditions arise which obscure the view, extra pre- 
 caution should be taken by sending a flagman ahead. 
 
 When orders are issued for inferior train to back in, the 
 superior train must not assume they have already done so 
 because they see a train on the siding. If the inferior train 
 is clear before the arrival of the superior train they should 
 send a flagman out to signal superior train ahead. If 
 superior train is instructed to run by and back in on the 
 siding for inferior train the same procedure should apply. 
 
 "At meeting points between trains of the different 
 classes the inferior train must take the siding and clear the 
 superior train at least five minutes and must pull into 
 siding when practicable. If necessary to back in, the train 
 must first be protected as prescribed by Rule 99 unless it 
 is otherwise provided." 
 
 The practice of placing special rules in time-tables re- 
 quiring the superior train to take the siding when meet- 
 ing inferior trains at specified points when meeting under 
 time-table superiority, is not commendable owing to the 
 fact that superior train does not always know that inferior 
 train will be there and are sometimes unable to see owing 
 to obscure view. 
 
 In the standard rules the following note to Rule 89 
 appears: "Where greater clearance is necessary, Rule 89 
 should require a clearance of TEN minutes." 
 
 1 
 
 Page 49 
 
■^■''1 
 
 INFEBIOB TBAIN PASSIIfG SUPEBIOB TBAIIV ON 
 
 THEIBDEAD TIME. 
 
 If a schedule has an arriving and a leaving time at 
 an intermediate station (so called dead time) any inferior 
 train may pass it provided it can clear the time at such 
 station as required by the Rules. This, however, does not 
 authorize it to run ahead of the superior train oMllWriv- 
 ♦•■■■•■•■■■we, and it must respect the schedule of the 
 superior train as required by the Rules. 
 
 See A. R. A. Ruling, Feb. 24, 1893. 
 
 STOP AT SCHEDULE MEETING POINT. 
 
 BULE 90. 
 
 (Applicable to Singrle Track Only). 
 
 Trains must stop at schedule meeting stations, if the 
 train to be met is of the same class, unless the switch 
 is properly set and track clear. An inferior train must 
 fully protect itself against a superior train if it finds owing 
 to some unforseen delay that it is not able to make 
 the required clearance. The Train Rules Committee of 
 the American Railway Association on October 8, 1889, 
 stated in reply to a suggestion that the words "of the 
 same class" be omitted so that Rule 90 would apply to 
 all classes of trains, "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 should be inter- 
 posed 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 com- 
 pelling all trains to feel their way into stations expecting 
 to find trains occupying the main track without proper pro- 
 tection. The precaution required by Standard Rule 93 
 (present Rule 90) is thought to be necessary only for cases 
 in which there is no time clearance.*' 
 
 This rule does not in any way relieve the train of in- 
 ferior direction from properly protecting itself, neither 
 does It authorize it to crowd the required clearance. The 
 J first paragraph of Rule 88 requires that the train of in- 
 f f erior direction must be in to clear before and not at the 
 I leaving time of the superior schedule. 
 
 
 Page 50 
 
 If the superior train is five or more minutes late on its 
 schedule one would infer, from the decision of the Com- 
 mittee, Oct. 8, 1889. that Rule 90 (first paragraph), should 
 not then apply for the reason that the five minutes would 
 give inferior train ample time to get out a flagman if it 
 was delayed at the last minute in taking the siding, or at 
 least as much time as any other inferior train would have. 
 
 As the clearance under all time orders is the same as if 
 the movement is made against the schedule of the train, then 
 it would seem consistent to require the superior train to 
 apply the same principle if late and running under time 
 orders, at stations prior to reaching their regular schedule 
 meeting station, the same as they are required to do under 
 the second paragraph of the rule which reads as follows: 
 "When the expected train of the same class is not found at 
 the schedule meeting station, the superior train must ap- 
 proach all sidings prepared to stop, until the expected train 
 is met." Trains must stop clear of the switch used by 
 the train to be met in going on the siding. See No. 5, 
 Diagram (1), Plate 1, Page 17. 
 
 SIGNAL CALLING ATTENTION TO MEETING POINT. 
 
 (4th Par. Bole 90). 
 
 "The engineman will give Signal 14 (n) at least one 
 mile before reaching a schedule meeting point with a 
 train of the same or superior class, or a point where by 
 train order the train is to meet or wait for an opposing 
 train. Should the engineman fail to give Signal 14 (n) as 
 herein prescribed, the conductor must take immediate 
 action to stop the train." 
 
 Engineman, whether train is equipped with communi- 
 cating signal or not, should give two long and one short 
 sounds as provided to inform trainmen that he has not 
 overlooked the meeting point with the train of the same 
 class, or a point where by train order the train is to meet 
 or wait for an opposing train. Should he fail to do so train 
 must be stopped by trainmen before reaching the fouling 
 point of track to be used by train to be met. 
 
 This signal should be used by an inferior train when 
 approiiching a station where a superior train is to be met 
 under time-table superiority, whether it is a regular full- 
 faced schedule meeting point or not. It should also be 
 
 Page 51 
 
!H 
 
 ,u 
 
 given whether the trains are to meet under Form A or any 
 other form of train order. 
 
 On roads where the rules require conductor to give the 
 engineman a signal for this purpose, if engineman does 
 not immediately answer the signal, the conductor must take 
 immediate action to stop the train. 
 
 SPACING OF TRAIirS, 
 
 (Rule 91). 
 
 "Unless some form of block signals is used, trains in 
 the same direction must keep at least five minutes apart, 
 except in closing up at stations. A train following a train 
 carrying passengers must keep at least ten minutes be- 
 hind it." 
 
 The rules of many Railroads require trains moving in 
 the same direction to keep ten minutes apart unless some 
 form of block signals is used. If the above standard rule 
 is in effect it will be necessary for the Dispatcher in run- 
 ning extras carrying passengers to designate in the order 
 that it is a passenger extra and, in some instances, notify 
 freight trains that have no other means of obtaining the 
 information that there is a train ahead with passengers, 
 also issue instructions to operators to space following 
 trains ten minutes behind extras with passengers. The 
 same should be done when stock trains with men in charge 
 of stock are run extra or on a schedule. This would seem 
 to be rather unsatisfactory and no doubt it would be wise 
 to make it ten minutes in all cases where traffic permits. 
 
 AKBIVnrG OR LEAVDTG IN ADVANCE OF 
 
 SCHEDULE TIME. 
 
 (Bale 92). 
 
 "A train must^not arrive at a station in advance of its 
 schedule arriving time." 
 
 When but one time is shown, and it is indicated as the 
 arriving time, for example, the end of the run on a 
 Division or Subdivision, this rule applies just the same 
 as at an intermediate station where there is an arriving 
 time shown. 
 
 If a run-late order is issued requiring a train to run 
 late into a station where an arriving time is shown, then 
 the arriving time becomes the schedule arriving time plus 
 
 Page 52 
 
 the run-late, and the train must not arrive in advance of 
 
 that time. , 
 
 A train must not leave a station in advance ot its 
 
 schedule leaving time." 
 
 Should an order be issued to run late from a station,, 
 then the leaving time becomes the schedule time plus the 
 run-late. 
 MOYEMENT WITHIN DEFINED YARD LIMITS. 
 
 (Bale 93). 
 
 Within yard limits the main track may be used, pro- 
 tecting against first class trains. Second and inferior class 
 and extra trains must move within yard limits prepared 
 to stop unless track is seen or known to be clear. (The 
 trains which must be cleared or protected against and 
 those that must move prepared to stop are left optional 
 with the Railroad adopting the rule). 
 
 Under Rule 93 if any train or engine occupies the main 
 track on the time of a first class train, or a first class train 
 or any section of a first class schedule occupies the mam 
 track on the time of another first class train or any sec- 
 tion of a first class schedule, such train must be protected. 
 
 If a second or inferior class or extra train enters a 
 yard they should be held responsible for collision with any 
 train, engine or cars that may be occupying the mam track 
 within such defined yard. 
 
 It is not assumed, however, that cars will be left 
 standing entirely unprotected within yards when the view 
 is obscure or at points where they could not reasonably 
 
 be exoected. 
 
 In extreme cases even though no first class train is 
 due precautionary measures should be taken when the mam 
 track is occupied at unusually bad locations or when the 
 elements obscure the view. 
 
 Should it become necessary to back out of a siding, or 
 move on the main track where view is obscure, extra pre- 
 caution should be taken. This, however, should not re- 
 lieve the incoming train from the responsibility of a 
 
 collision. 
 
 Yard crews should be kept advised as to the probable 
 arrival of all trains. The time of arrival of first class 
 
 Page 5 j 
 

 trains should be given crews of yard engines to avoid de- 
 lay, but the manner in which either a yard engine, or other 
 engine or train may occupy the main track on the time of 
 a first class train without protection is by obtaining a train 
 order permitting them to do so. 
 
 The protection within a yard may not in all cases be 
 the same as required by Rule 99 outside of yard limits, 
 but it must be sufficient to prevent an accident. 
 
 An extra train moving under old Example 3, Form G 
 ^hich is no longer standard) through yard limits must 
 
 pwttt the same as any other extra unless otherwise 
 directed by train order. 
 
 Yard limits should be as short as practicable and as 
 few as possible to properly operate trains. Enginemen of 
 first class trains should always keep in mind that a car 
 may be shoved out of a switching lead or other track 
 at any time, or a switch may be left open. 
 
 The rule of any Railroad requiring flagmen to protect 
 
 rear of the train, while standing within yard limits, 
 
 whether a first class train is due or not, should be com- 
 plied with. 
 
 When a following section of a first class schedule is 
 run late or given an order to wait and same is held by the 
 preceding section, and the Dispatcher desires to reduce 
 the time or annul it, the annuling order must be given 
 the preceding section and conductor must immediately 
 inform his flagman. 
 
 The same should apply between first class trains when 
 the leading train holds an order requiring the following 
 train to run late or wait which might suspend Rule 93. 
 
 TBAIK DISABLED BETWEEN POINTS OF 
 
 COMMUNICATION. 
 
 (First Parasrraph Bale 94). 
 
 If a train overtakes another train so disabled that it 
 can not proceed, it will pass it, if practicable, and, if 
 necessary, will assume the schedule and take the train 
 orders of the disabled train, proceed to the next available 
 
 point of communication, and there report to . 
 
 (optional with Company adopting the rule). "If prac- 
 ticable" is interpreted as meaning— 1st Can follow- 
 ing train get by? 2nd. Has either train authority to pro- 
 
 P(^9^ 54 
 
 It 
 
 i 
 
 ceed. If the disabled train has authority to proceed, the 
 following train may use it after passing them, if it has 
 no authority of its own and the disabled train is the least 
 important of the two. If the disabled train is a first class 
 train, a stock train, a perishable or other important train, 
 and the train overtaking it is less important, then the im- 
 portant train should take the engine of the train of lesser 
 importance, if only an engine is needed. 
 
 The A. R. A., April 7th, 1891, ruled "that any trouble 
 in regard to the meaning of the word 'disabled' could only 
 occur when it is of minor importance. In sUch a case the 
 judgment of conductors and enginemen must be used, 
 always bearing in mind that the rule is intended to expe- 
 dite the movement of trains." Under, this ruling there 
 is no reason for an unusual delay. 
 
 When a train assumes the right or schedule and takes 
 the train orders of a disabled train, it becomes that train 
 the same as if it had always been, and the disabled train 
 becomes the train with which it exchanged. All authority 
 to move must be exchanged. If after an exchange is made 
 the disabled train is overtaken by a second train and the 
 conditions are such that the overtaking train can not pro- 
 ceed on its own authority, and by this time the disabled 
 train's authority will permit them to proceed, another ex- 
 change may be made as in the first case. The disabled 
 train will assume the right or schedule and take the train 
 orders of the last train with which it has exchanged, and 
 will, when able, proceed to and report from the next avail- 
 able point of communication. 
 
 Rule 94 applies between all kinds of trains whether 
 regular, extras, sections of the same schedule or sections 
 of different schedules, or between an extra and a regular 
 train, regular train and section or a section and an extra. 
 
 If, after a train has exchanged with a disabled train 
 between points of communication and they afterwards re- 
 ceive orders to proceed under their original authority, the 
 Dispatcher should issue the necessary orders to prevent 
 the disabled train (when able) from proceeding as the 
 train with which it last exchanged further than the point 
 at which the preceding train is authorized to resume its 
 original authority. 
 
 Page 55 
 
I 
 
 i^fi 
 
 PLATE 4. 
 EA8T 
 
 -AULC 94.- 
 
 B. 
 
 
 
 WEST.< 
 
 OROeRNo.1 
 
 2MO.Nm,^. 
 
 Ur.No.^. 
 
 N0M,T,O.0FS. 
 
 MOM, T,O.OfS, 
 A/0.9. 
 
 G. 
 
 O/?0CRN»2? 
 
 OiAOmAM*3, 
 H. MON. r. O, OFS, 
 
 MqJ 
 
 J. 
 
 ORDER No.3 
 .A»./ /m«/ 2Mr. %A0.2aJt7. 
 
 DiAGRAM'4. 
 K, N9M.T^0.0FS. 
 
 L. 
 
 MOM.r, 0,0 FS, 
 
 ORDER No.4. 9M.SmiujtJtO,6atLam/d (At. a at /f? 
 .AA 7/wuMt yhO. e aJt L. 
 
 TRAIN UNABLE TO PROCEED AGAINST OPPOSING 
 
 TRAIN. 
 
 (Second Para^rsph Rule M). 
 
 "When a train, unable to proceed against the right or 
 schedule of an opposing train, is overtaken between com- 
 municating stations by an inferior train or a train of the 
 same class having right or schedule which permits it to 
 proceed, the delayed train may, after proper understanding 
 with the following train, precede it to the next available 
 point of communication, where it must report to the 
 
 . (designated official). When opposing trains 
 
 are met under these circumstances, it must be fully ex- 
 plained to thei^ by the leading train that the expected train 
 is following." ' 
 
 The principle involved is that if a train is delayed be- 
 tween points of communication for an opposing train and 
 is overtaken by a train of the same class or an inferior 
 
 Page 56 
 
 train which holds authority to proceed to the next point 
 of communication against any train the delayed one can 
 not move against or any other opposing trains known to 
 them and an opposing train can not leave such point until 
 the train that overtook the delayed train gets there, and 
 Dispatcher has no means of restricting the following train 
 after the preceding train has left, they may proceed with 
 safety and save delay following a flagman. 
 
 If necessary (although not according to rule) to apply 
 the second paragraph of Rule 94 out of a train order office 
 it should be done only on authority from the Dispatcher, 
 in which case he must not then issue an order restricting 
 the following train should he get into communication with 
 the opposing train after the preceding train has left 
 
 If overtaken between stations by a superior train hav- 
 ing right or schedule which permits it to proceed, it is 
 not likely the conductor and engineman of the train over- 
 taken would delay the following train, their own train and 
 the opposing train they are unable to move against while 
 a flagman precedes them several miles, but apply the prin- 
 ciple of the second paragraph of Rule 94. 
 
 Diagram 1, Plate 4* 
 
 ORDER I 
 First 3 meet No. 4 at B, 
 
 Note: No. 3 superior by direction. No means of com- 
 municating with Dispatcher from B. 
 
 First 3 arrives at B, its meeting point, and is waiting for 
 No. 4. While so doing. Second 3 arrives. When a section 
 is restricted all sections following are equally restricted, 
 therefore, First and Second 3 must remain at B for No. 4. 
 The best evidence is that when No. 4 receives the order 
 to meet First 3 at B it is going to move not only against 
 the first but all the following sections of the same sched- 
 ule. The second section of No. 3 in this case does not 
 hold authority which permits it to proceed, as the sec- 
 ond section's authority depends on the movement of the 
 first, therefore First 3 could not precede it against No. 4. 
 
 Page 57 
 
f 
 
 f 
 
 If 
 
 I 
 
 r n 
 
 DJagrram 2, Plate 4. 
 
 ORDER 2, 
 No, p meet Second 4 at F. 
 
 Note: No. 9 superior by direction. 
 
 No means of communicating witli Dispatcher from P or E. 
 
 First 4 with no orders against No. 9 proceeds and is 
 
 unable to go further than E against No. 9*8 schedule. 
 
 While waiting at E for No. 9 it is overtaken by Second 4 
 
 holding an order to meet No. 9 at F. Second 4 can not 
 
 move out of E until First 4 goes, and First 4 can not 
 
 move until No. 9 arrives, and No. 9 can not leave F until 
 
 Second 4 arrives. The meet at F (order No. 2) is in effect 
 
 until fulfilled, superseded or annulled. First 4 consults 
 
 with Second 4 and it finds the second section has authority 
 
 to proceed against all opposing trains including No. 9, 
 
 therefore First 4 precedes Second 4 on its authority to F to 
 
 tneet No. 9, notifying No. 9 that Second 4 is following. 
 
 Blagram 3, Plate 4. 
 
 ORDER 3 
 No, I to meet Second 2 at I, 
 
 Note: No. 1 superior by direction. 
 
 No means of communicating with Dispatcher from H. 
 
 First 2 with nothing on No. 1 proceeds to H and be- 
 comes disabled. Second 2 overtakes First 2 at H, applies 
 first paragraph of Rule 94, passes it, exchanging all orders; 
 now First 2 is able to move but has no orders to move 
 against No. 1 that is overdue. First 2 consults with Second 
 2, which has authority to proceed, and first 2 precedes it 
 to I against No. 1 carrying a flagman from Second 2 
 authorizing No. 1 to proceed to H against disabled Second 
 2. All trains are moving except the disabled one. 
 
 Diagram 4, Plate 4. 
 
 ORDER 4 
 No, 5 meet No, 6 at L and No, 8 
 at K, No. 7 meet No, 8 at L. 
 
 Note: Nos. 5 and 7 superior by direction. 
 
 No means of communicating with Dispatcher from K or L. 
 
 No. 6 proceeds to K and is delayed until unable to 
 make L for No. 7. No. 8 overtakes No. 6 at K and as 
 No. 5 has not arrived and No. 6 can not proceed against 
 No. 7 to release No. S, both Nos. 6 and 8 are tied up at K 
 and Nos. 5 and 7 are tied up at L. No. 6 can not pre- 
 
 Page 58 
 
 cede No. 8 as No. 8 has no authority to move against No. 
 5, No. 5 can not precede No. 7 as No. 7 has no authority 
 to move against No. 8. All four trains would be tied up 
 because the conditions by which a train could move under 
 the principle of second paragraph of Rule 94 do not exist, 
 i, e., neither train has authority to move against all op- 
 posing trains. ' ^ 
 
 When a train is overtaken by an inferior train, or 
 train of the same class having right or schedule which 
 permits it to proceed from such point against all opposing 
 trains, and if train that is overtaken precedes the follow- 
 ing train it should not pass any station ahead of the sched- 
 ule time or ahead of the time of any time order that might 
 be held by the train preceded. If train preceded is re- 
 stricted by a meet or right order held by an opposing 
 train at a point beyond the station where leading train 
 is overtaken and the next point of communication, such 
 restriction must be respected. 
 
 That portion of Rule 94 reading "having right or sched- 
 ule which permits it to proceed" prevents its application 
 unless the train that overtakes the other has authority to 
 proceed from point where overtaken against all opposing 
 
 trains. 
 
 If a train is preceding another, the train preceded must 
 not sign a 31 form order if such order restricts its move- 
 ment or accept from any source a restricting order effect- 
 ing it within the limits in which the preceding train is using 
 its authority as the preceding train is using all the authority 
 held by the following train. 
 
 SECTIONS OF SCHEDULES. 
 
 (Rule 95). 
 
 Two or more sections may be run on the same sched- 
 ule. Each section has equal time-table authority. A train 
 must not display signals for a following section without 
 orders from . (Generally the Superintendent) 
 
 While running under time-table authority all sections 
 are equal but this should not be confused with sections 
 running under train order authority, where sections are 
 not always equal. All sections except the last must dis- 
 play signals. 
 
 Page 59 
 
 i 
 
/ 
 
 * ' 
 
 f 
 
 '[Ai 
 
 If a following section should pass the leading section 
 without knowing it has done so, and, for example, the 
 second section is running ahead of the first section or the 
 fourth ahead of the third, the section that passed the other 
 is responsible except where the leading section is into 
 clear on some track out of view of the following section, 
 in which case the leading section is at fault for not leav- 
 ing a flagman to prevent the following section from pass- 
 ing it. The result of a following section passing and run- 
 ning ahead of the leading section without any knowledge 
 of it or any order authorizing it is most likely to result 
 seriously. 
 
 Should a following section find that the leading section 
 has registered out of a registering station it is not positive 
 evidence that it has left the yard and the responsibility 
 still rests with the following section should it leave ahead 
 of them. The leading section after registering out should, 
 if it does not get out within a few minutes, change its 
 leaving time on the register and also see that the follow- 
 ing section does not leave ahead of it. At any station 
 the leading section should, when clear of the main track, 
 keep a sharp lookout for the following section and prevent 
 it passing. However, this is only an extra precaution 
 and does not relieve the following section of any respon- 
 sibility. The leading section is not required to give the 
 whistle signal (Rule 14-k) one long and two short, to 
 a following section. 
 
 PLATE 5. 
 A. 
 
 C. D. 
 
 NO opKnATon 
 
 NO SWITCH TENOBB 
 MOFUIQtiAM TOLBfWi 
 
 STirrfON. 
 
 T.O.OfS. 
 NO fl£Gl$TiR, 
 
 SWirCH 
 
 T£ND£H 
 
 ONLY, 
 
 NO neGisrgif 
 NO T.C.orf, 
 
 NO SWITCH T£MOgm 
 
 SiNQLe TR^CK 
 
 OfAQfiAM'Z. 
 
 6. 
 
 CAST. — 
 
 Page 60 
 
 ST/9T/0N. 
 
 t.:o,ors, i9£€isTcii 
 
 IHO I9£GIST£R, %TSTION, 
 
 TAKIICG DOWN SIGNALS. 
 
 (Rule 96). 
 
 This is one of the most important Rules. It seldom 
 becomes necessary to apply it and for that reason its im- 
 portance is sometimes overlooked. It applies to single 
 track only, as it is only necessary to notify opposing trains. 
 The general impression is that the Dispatcher should first 
 be notified, but this is only necessary in the regular man- 
 ner of reporting trains as he issued the order requiring 
 the signals to be taken down. The idea many have that 
 the Dispatcher will take care of such a move is wrong, as 
 it requires some one at the point where signals are taken 
 down to properly protect opposing trains until the follow- 
 ing section arrives, and that responsibility can not be dele- 
 gated to the Dispatcher. However, the Dispatcher should 
 see that proper protection is made when it is possible, con- 
 ferring with the operator to see if he thoroughly under- 
 stands his duty in this respect, but this does not relieve 
 the operator of the responsibility. 
 
 That portion of the rule reading "if there be no other 
 provision" refers to a register, as at Station B, Diagram 
 1, Plate S. 
 
 If a section of No. 1 scheduled F to A displays green 
 signals to register station B and takes them down, and 
 leaves with no signals, the conductor should register in 
 with green signals on one line showing his arriving time, 
 and register out with no signals on another line showing 
 time of leaving, unless register provides two columns — 
 one for signals arriving and one for signals leaving. It 
 is not then necessary to arrange with the operator at B to 
 protect opposing trains, except where there is a rule per- 
 mitting some opposing train of the same class or opposing 
 inferior train, to pass such register without registering in 
 person or checking, leaving a register ticket with the opera- 
 tor who registers for them. 
 
 The importance of a register is the checking of it. 
 
 If a train takes down signals at Station C (Diagram 1) 
 an open train order office but no register, and proceeds 
 before the following section arrives, the conductor must 
 arrange with the operator in writing to notify all opposing 
 
 Page 61 
 
trains until the following section arrives. If the following 
 section displays signals to the same station they should 
 do likewise, and so on until the last section has arrived. 
 Should the schedule for which signals were taken down 
 become more than 12 hours late at that station, or the 
 operator receives the annulment of the following section 
 into station C, it is not then necessary to notify opposing 
 trains as no more sections may run into that station. 
 
 If there is no register or operator, as at Station D, but 
 there is a switch-tender, then the same arrangement should 
 be made in the same manner with the switch-tender, pro- 
 vided, of course, he is a responsible person and thoroughly 
 understands what he is required to do. If any doubt exists 
 a flagman should be left to notify opposing trains. 
 
 If there is no register, no operator, nor switch-tender 
 as would be the case at Station E then a flagman must 
 be left with the same written instructions to notify all 
 opposing trains until the following section arrives. 
 
 After opposing trains have been notified they may then 
 proceed provided they have the necessary authority against 
 the following section. Such authority may have been re- 
 ceived at some previous station. 
 
 In case of a light engine running as a section displaying 
 signals and there is no register, no operator, no switch- 
 tender, nor flagman to leave as at Station F (Diagram 1) 
 it should remain there until the following section arrives 
 and then proceed unless instructions are received from the 
 Dispatcher to do otherwise. 
 
 In case it should become necessary to place signals on 
 No. 2 (running from A to F, Diagram 1) at Station C 
 for a train that is to be moved out of A as an extra to 
 C and then as Second 2 from C, and No. 2 passed an in- 
 ferior train at B while it had no signals, it would then 
 be the Dispatcher's duty to protect such inferior train from 
 leaving C between the sections without orders. 
 
 Under Diagram 2, if No. 2 displays signals from G to 
 J and an opposing inferior train is authorized by rule to 
 register by ticket at I (the end of double track) after 
 having checked the register at K and making a personal 
 check, if necessary, between K and the end of double track 
 
 Page 62 
 
 at I against those not on the register at K, it would be 
 the Dispatcher's duty to protect such opposing train against 
 the following sections of No. 2 by train order, as Station 
 J where signals are taken down is on double track and 
 Rule 96 does not apply to the operator at that station, and 
 he can not be held responsible. 
 
 This condition exists in some places but it should be 
 eliminated. 
 
 When signals are taken down at a point where there is 
 no register, but there is an operator or switch-tender or 
 if neither operator nor switch-tender, a brakeman is left 
 in addition to notice being given at such point, the con- 
 ductor must also give notice to opposing inferior trains 
 and trains of the same class met until the train has ar- 
 rived and registered at the next register station. This is 
 required of conductor as an extra precaution. It is also 
 necessary that provision be made on all registers for the 
 registration of signals displayed to any station between 
 registers. It is as important to check the column of reg- 
 ister provided for this information as it is to check the 
 column provided for signals displayed to the register sta- 
 tion. When signals are taken down between register sta- 
 tions and same designated on the next register, the opera- 
 tor at that register station should notify any opposing train 
 leaving such station, that is by rule authorized to register 
 by ticket,* that signals were taken down by the superior 
 train at the intermediate station. 
 
 In applying Rule 96 at the end of double track as at 
 Station I (Diagram 2) a train moving from single to 
 double track should be considered as a train of the single 
 track, and the rule applied to opposing trains moving from 
 double to single track the same as if it was single track 
 both ways from Station I. 
 
 WORK EXTRAS WITH AND AGAINST CURRENT OF 
 TRAFFIC. EXTRA^S RUNNING ORDERS. 
 
 (Bules 97 and D-97). 
 
 Extra trains must not be run without orders from 
 the — . (Generally the Superintendent.) 
 
 On double track extras are often permitted to run with- 
 out running orders by special rule upon receipt of a clear- 
 
 Page 63 
 
^ 
 
 ance card or order from the Yardmaster or other employe 
 
 to whom such authority is given. 
 
 "Work extras must move with the current of traffic 
 
 unless otherwise directed". 
 
 Note: See Work Extra D-Form H, page 143. 
 
 APPEOACHIJrG EITD OF DOUBLE TRACK, JUXCTIOIf, 
 RAILWAY CROSSING OR DRAWBRIDGE. 
 
 (Bole 98). 
 
 Trains must approach the end of double track, junc- 
 tions, railroad crossings at grade, and drawbridges with 
 caution. Where required by rule or law, trains must stop. 
 
 The object of this rule is to prevent any possible chance 
 of a collision with or side-swiping of trains on other tracks 
 or trains on a foreign road or running into open draws. 
 As different laws exist in different States it is necessary 
 that employes should make themselves familiar with laws 
 regarding the passage of trains of one road over grade 
 crossings of another. "Trains using a siding must pro- 
 ceed with caution, expecting to find it occupied by other 
 
 trains ** 
 
 PROTECTING REAR OF TRAIN. 
 
 ^ (Boles 99 Mid 100). 
 
 V When a train stops under circumstances in which it 
 'V'TOay be overtaken flagman must go back immediately with 
 flagman's signals a sufficient distance to insure full pro- 
 tection, placing two torpedoes and when necessary, in 
 addition, displaying lighted fusees. 
 
 If there is a clear view of track for several miles to 
 the rear the flagman should station himself at rear of 
 train ready to proceed in ample time to place his tor- 
 pedoes a sufficient distance to insure full protection. The 
 placing of torpedoes is a very important factor in flagging. 
 They are a protection should flagman fail for any reason 
 to perform his duty, after going out the necessary dis- 
 tance. They will attract attention of enginemen. Tor- 
 pedoes should always be placed though the flagman remains 
 only a moment. 
 
 When whistled out flagman must go immediately 
 whether he considers it necessary or not. If, after getting 
 out a distance short of what would be considered full pro- 
 
 Page 64 
 
 ^. 
 
 I 
 
 " 
 
 tection, he is recalled, he should continue to go back if he 
 sees or hears a train coming, or conditions are unusually 
 bad. If not, he should place two torpedoes and, if neces- 
 sary, at night a lighted red fusee before returning. 
 
 When a flagman reaches a point which is necessary to 
 insure full protection he should immediately place two 
 torpedoes on the rail and remain until recalled. When 
 recalled he should, if necessary, at night or during stormy 
 weather, leave a lighted red fusee to protect his train until 
 he reaches it and it gets under headway. If in snow storm 
 and he is making slow progress he should leave another 
 lighted red fusee after getting part way in. Flagman 
 should always keep in mind the most dangerous time is 
 when returning. When there is any doubt that train needs 
 protection he should not hesitate but go back immediately 
 and without being told. 
 
 Flagman should always be dressed to suit the weather 
 conditions and have with him the necessary flagging equip- 
 ment. He should not under any circumstances depend on 
 the block system to protect his train. He should never 
 have any previous understanding with a following train 
 that his train is going to head in at a certain station and 
 for the following train to look out for it heading in, 
 but must drop off and go back a sufficient distance to stop 
 the following train. 
 
 The flagging rule of the many Railroads varies consid- 
 erably. The Standard Rules permit each Railroad to desig- 
 nate positive action on part of flagman as to distance and 
 placing of torpedoes and fusees. Flagman should be par- 
 ticular to follow such instructions and, if weather condi- 
 tions require it, go farther than distance designated and 
 place additional torpedoes. 
 
 Engineman should always keep in mind when he stops 
 for a reason his own that trainman may take advantage 
 of the stop to repair some defect they may find, or put 
 in a brass, and not call in the flagman until so instructed 
 by conductor. 
 
 Whistling out a flagman should not become a habit 
 The reason for such a signal is in case engineman fore- 
 sees a delay that can not be foreseen by flagman. 
 
 Page 65 
 
> 
 
 During blizzards and heavy snow storms trains moving 
 in same direction (especially passenger trains) when 
 track is not protected by automatic or other form of block 
 signals should be manually blocked a station apart. How- 
 ever, trainmen must not expect this to be done. 
 
 In the protection of the rear of train trailing smoke 
 and sand storms should always be considered. When a 
 train has dead time at a station the rear should be pro- 
 tected the same as at other stations. The two exceptions 
 to Rule 99 are the temporary suspension of it by train 
 order and the exception in Rule 93. 
 
 Flagman should always take into consideration the 
 distance an engineman on a following train can see him. 
 If only a short distance flagman should go out further. 
 When flagged and engineman gives two short sounds 
 of the whistle, flagman should continue to signal engine- 
 man until he knows that his signal has been acknowledged. 
 The two short sounds of the whistle may have been an 
 answer to some other signal. 
 
 In placing torpedoes in stormy weather, on roads where 
 one torpedo is a signal to stop, as an extra precaution 
 they should be duplicated on opposite rail, if conditions 
 
 warrant 
 
 When flagged engineman should not proceed until the 
 cause for flagging is satisfactorily explained. When neces- 
 sary to protect the front of train, if one of the brakemen 
 or conductor is not available, the fireman should perform 
 
 the duty. 
 
 When speed is materially reduced and view is obscure, 
 either day or night, lighted fusees should be thrown off, 
 preferably yellow, but red if conditions are unusually bad. 
 
 When weather or other conditions are such that day 
 signals can not be plainly seen, night signals should also 
 be used. Flagman should have in his possession by day 
 a red flag and torpedoes, and by night a red light, a white 
 light, torpedoes and fusees. When near the end of the 
 day and there is a possibility of having to remain out until 
 night, flagman should have full night flagging equipment. 
 
 When weather conditions are such that one man can 
 remain out only a limited time, conductor should arrange 
 
 Page 66 
 
 to relieve flagman at intervals. Always keep in mind that 
 once out flagman must not come in until recalled or 
 
 relieved. 
 
 Before pulling out of a siding or a junction on to a 
 main route a flagman should first protect against following 
 trains when conditions require it before such track is 
 
 fouled. 
 
 There should be a flagman stationed on the rear of 
 every train ; if not on rear end of rear car he should take 
 position as near thereto as possible. Avoid stopping in 
 obscure places and on descending grades or in or near 
 tunnels, if possible. 
 
 When a stop of short duration is to be made with 
 badly obscured view to rear, a fusee should be thrown off 
 at a reasonable distance to rear of expected stop. 
 
 Never assume there is not a train following because 
 you have not passed a train on the road. A train could 
 leave some time after you, or an engine from a train in 
 opposite direction could be started behind you and over- 
 take you if running at a higher speed. 
 
 When a flagman receives instructions to hold, for 
 example, all except first class trains he should understand 
 that the equipment or general make-up of a train is not 
 positive identification. The only sure way is to stop all 
 trains in the particular direction and make a positive iden- 
 tification. Passenger equipment may be run on a freight 
 schedule, and vice versa. Leaving a flagman to notify a 
 following superior train that your train is rtmning ahead 
 of them is only a notice of your movement on their time. 
 
 PEOTECTIITG AGAIITST OBSTEUCTIONS. 
 
 (Bale 101). 
 
 "Trains must be fully protected against any known 
 condition which interferes with their safe passage at nor- 
 mal speed. When conditions are found which may inter- 
 fere with the safe passage of trains at normal speed and 
 no protection has been provided, such action must be 
 taken as will insure safety." 
 
 If any doubt exists as to the safe condition of track, 
 especially during storms or threatening conditions which 
 may interfere with safe passage of trains, train and engine- 
 men should not hesitate to send a flagman ahead. 
 
 Page 67 
 
m 
 
 When track conditions are found to be unsafe for nor- 
 mal speed, and no protection has been provided, flagman 
 should be left to notify following trains until notice can be 
 given by train order and the necessary signals displayed. 
 The train finding such conditions should notify opposing 
 trains met and provide for notice at junction points for 
 trains coming from a diverging route until assured that 
 necessary instructions have been issued. 
 
 When a caution signal is displayed it should be placed 
 to the right of track for the trains effected and a suf-t 
 ficient distance from the defect to permit engineman to 
 bring train under control before reaching it. A proceed 
 signal should be displayed to indicate the point at which 
 speed may be resumed. Care should be taken not to 
 lap caution signals where two places requiring reduced 
 speed are in close proximity, but place one set of signals 
 to cover both places. However, train and engine men 
 should keep in mind that a caution signal protects until 
 a proceed signal is reached and should two caution signals 
 be displayed the second one governs to the second proceed 
 signal. Signals should be reversed on opposite side of single 
 track for trains moving in opposite direction. On two or 
 more tracks it depends entirely on the position of the re- 
 spective tracks and whether trains keep to the right or left. 
 
 EUNICmG UNDER FLAG PEOTECTION. 
 
 (Not Standard). 
 
 Written instructions to flagmen should be issued to 
 avoid a misunderstanding, as the safety of a flag movement 
 depends on the flagman's instructions being literally obeyed. 
 
 A flag is the highest known law on a railroad in the 
 operation of trains. It is a higher authority than a rule 
 or train order. There is but one thing that equals it, and 
 that is another flag in the opposite direction. 
 
 A train may move under flag from a train order office 
 when the conditions warrant such movement. However, 
 when it is possible, the Dispatcher should be first con- 
 sulted. If conditions warrant and the time required to 
 confer with the Dispatcher would cause an unusual de- 
 lay or a blockade, a train may proceed following a flag- 
 man placed on a preceding train to a station where there 
 
 Page 68 
 
 ^r 
 
 j 
 
 CAST 
 
 A. 
 
 B. 
 
 PL^TE 6. 
 
 c. 
 
 I 
 
 w^rrn 
 
 H. 
 
 w«Te 
 
 K 
 
 \NflTlR 
 
 DIA.Gnj<M'X 
 
 M. N. 
 
 •2 (ftr. C!t«M) 
 
 W. 
 
 L^'2^Jl_x. 
 
 Ot^GfiAhS'S, 
 
 V. Me.3Y«7Ui*si) 
 
 
 **rZt^^^2r 
 
 N:^SMSST N: 2 4 MT W. 
 
 *"*^V, 
 
 is ample room to accommodate such train or to make a 
 movement against an opposing train to facilitate train 
 movement. 
 
 A train may move vmder flag from a meeting point or 
 ahead of a superior train if conditions warrant. When 
 such move is made the train against whom the movement 
 is made must be notified even though the train making 
 such movement arrives first at the station to which it 
 was flagging and is clear of the main track. This, to 
 avoid a possible delay to the train flagged against on reach- 
 ing the meeting point, and under some conditions which 
 will be considered later, to prevent a collision. 
 
 A movement against an opposing train under authority 
 of a following train should not be called flagging. If a 
 train flags against an opposing train there must be a 
 flagman preceding them, not behind them. 
 
 Page 69 
 
The flagman should ride on the engine and notify both 
 the conductor and enginemen of the train carrying him of 
 the flag movement. The engineman of the train carrying 
 the flagman should stop foul of the switch at which the 
 train that is to be held might enter the main track and see 
 that the flagman reaches a point or place where he can in- 
 form the train to be held of his instructions. 
 
 When flagging against an opposing extra under these 
 conditions, neither the flagman nor the engineman of the 
 train carrying him should assume the extra to be held is 
 not at the station because the extra at that station has not 
 the designated engine on the head end. The train engine 
 may not alwa3rs be the leading engine of the train or there 
 may have been a change of engines under Rule 94. 
 
 Under Diagram 1 Plate 6, should a westward train at 
 D or between D and C find it necessary to cut off its en- 
 gine and nm to B for water, leaving a flagman to hold 
 all westward trains or particular westward trains as agreed 
 upon, another flagman should be left at Junction C to pro- 
 tect movement of engine eastward after taking water at 
 B against any train moving west from the branch line. 
 Movement against any train that is passed en route to B 
 must be provided for before return movement is made. 
 The necessary signals should be placed and a flagman 
 placed in advance of rear portion of train to prevent en- 
 gine returning to train from striking it, and to protect 
 against an opposing train, if necessary. 
 
 Under Diagram 2, should a westward train have to 
 double from "I" to "H" and after reaching "H" finds it 
 necessary to run to "F" for water, having left a flagman 
 at "I" to hold specified westward trains until their engine 
 returns, those in charge of engine must notify all trains 
 which they meet or pass on their way to "F." 
 
 The engine that cuts and runs for water should notify 
 all engines and trains it meets or passes, because any one 
 of these engines may be returned from any station between 
 "F" and the flagman at "I", to a point west of "F", if ow- 
 ing to an engine failure of a more important train it be- 
 comes necessary to use any one of the engines. 
 
 There are times when communication may be had by 
 
 Page 70 
 
 ^ 
 
 l!>> 
 h 
 
 telephone or the helper of an eastward train, if one, may 
 hold return orders at the time the engine running for 
 water meets the train they are assisting. 
 
 Long runs for water with provision made to return 
 under flag should be discouraged. It is not good prac- 
 tice to pass train order offices without obtaining the neces- 
 sary orders or instructions and if no such offices exist 
 great care should be taken. 
 
 Under Diagram 3, Plate 6 (double track) if the engine 
 of the westward train is cut off and runs for water from 
 O to K leaving a flagman at O to protect the return of 
 engine against the current of traffic, it must always be 
 borne in mind that any eastward train may hold authority 
 to return on the westward track from any crossover be- 
 tween K and O. It, therefore, becomes necessary to pro- 
 tect all the crossovers to prevent such a move between the 
 engine and its flagman at O. 
 
 The proper move is to obtain orders (unless author- 
 ized to run without orders) to return on the eastward 
 track from K to O or to nearest crossover to the train 
 and then cross over and return to train under protection 
 of the flag. 
 
 Under Diagram 4, Plate 6, No. 27 finds it necessary 
 to double from V to R and can make R with head end 
 for No. 2. They place rear of train on siding at V and 
 clear No. 2 at R. No. 2 meets No. 3 at S. After No. 3 
 passes R, No. 27's engine returns from R to V for rear 
 end under protection of the flagman at V against all 
 except first class trains. 
 
 Under Diagram S, Plate 6, No. 25 holds Order 46 to 
 meet No. 24 at W. No. 25 finds it necessary to double 
 from Y to W. No. 25 should place rear of train on 
 siding at Y and take front portion to W and set it out 
 If W is not a train order office and No. 24 is there or in 
 sight, No. 25's engine should precede No. 24, flagging it 
 to Y to avoid delay to No. 24. If a train order office, No. 
 25's engine should not leave W until it ascertains from 
 Dispatcher the time No. 24 should reach W with the 
 object of waiting to flag No. 24 W to Y. No. 24 may be 
 permitted to move ahead of No. 25's engine from W to Y 
 
 Page 71 
 
tir 
 
 if the track is clear and conditions are explained and 
 understood. 
 
 When a flagman is sent ahead on a preceding train to 
 hold an opposing train written instructions should be fur- 
 nished him and those instructions shown to train that is 
 to be held. Flagman in such cases should be particular 
 to know that the train he is flagging against is not on some 
 obscure spur or other track. 
 
 TAKE SIDING. 
 
 There is no authorized form in the Standard rules for 
 "take siding" or "hold main track". 
 
 If inferior train is instructed to hold main track it is 
 equivalent to instructing the superior train to take siding. 
 
 "Take siding" may be placed in an order in several ways. 
 There is but one safe and proper construction to place 
 on it, and that is, no matter how "take siding" is inserted 
 in an order it applies only to the train at the station men- 
 tioned and to the order in which it appears. 
 
 The "take siding" portion of an order is a condition 
 belonging to the meet. The train is not only instructed 
 to meet the opposing train, but in meeting it it is instructed 
 to take the siding. The reasons therefor are many, i. e. : 
 (1) To facilitate the movement of a train by having 
 superior train clear of main track to avoid stopping a 
 more important one. 
 
 (2) To keep an inferior train ahead of a following , 
 superior train when an opposing train that is to be met 
 can not go beyond the meeting point for the following 
 superior train. 
 
 (3) To give a train descending heavy grades the main 
 track to avoid possibility of running by the switch where 
 it would be unable to back up. 
 
 (4) To allow a train long on the road to make its 
 terminal within the limit of the Law. 
 
 (5) To allow all trains in one direction to hold the 
 main track for all in the opposing direction. 
 
 "When a train is directed by train order to take siding 
 for another train, such direction applies only at the point 
 named in the order." 
 
 (See rule under Example P). 
 
 Page 72 
 
 i 
 
 I 
 
 Note: Under the foHowing examples westward trains are 
 superior by direction and are designated by odd numbers and 
 move from "A" to "H^. -^ 
 
 Example "A" 
 ORDER No. i: 
 
 No. T take siding and meet No. 2 at B. 
 ORDER No. 2: 
 
 No, I meet No. 2 at C instead of B. 
 
 Under Orders 1 and 2, No. 2 takes the siding at C as 
 the meet at B has been superseded. 
 
 Example "B" 
 No. I take siding meet No. 2 at D, No. 4 at C and No. 
 6 at B. 
 
 No. 1 should take siding at D, C and B. 
 
 Example "C" 
 No. I meet No. 2 at G, No. 4 at F and No. 6 at E and 
 take siding. 
 
 No. 1 should take siding at G, F and E. 
 
 Example "D" 
 No. I meet No. 2 at D, No. 4 at C and No. 6 at B, No. i 
 take siding at D. 
 
 No. 1 should take siding at D only. 
 
 Example "E" 
 Eng 25 run extra H to A, meet Extra 26 East at E, 
 Extra 28 East at D and Extra 30 East at B. Extra 23 
 West take siding at meeting points (or all meeting points). 
 
 Under Example "E" Extra 25 West should take siding 
 at all meeting points designated in the order. Should an- 
 other order be issued making a meet between Extra 25 
 West and Extra 30 East at C instead of ^, Extra 30 East 
 should take the siding at C under second paragraph of 
 Rule 88, if Eastward is the inferior time-table direction. 
 
 Example "F" 
 No. I meet No. 2 at C instead of D, No. 2 receives this 
 order at C. 
 
 Under Example F No. 1 should take the siding at C as 
 the order informs No. 1 (the superior train by direction) 
 that No. 2 will not know of the change until it receives 
 the order at C and it is then on the main track. 
 
 Page 73 
 
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 EAST — «► 
 
 OODNSiSUPERIon 
 (f^M£ CLASS) 
 
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 PLATE 7. 
 
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 47. 
 
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 •■■■^^■■■■HaMKsCHi 
 
 8. 
 
 £7. 
 
 DIA,GmAkNI»9, 
 
 EAST 
 
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 o. 
 
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 *— WEST 
 
 WEST 
 
 r. 
 
 EAST 
 
 j©/A6^AM-«6. r*<»<«r o»»tti *$6Mtu, 
 
 L. 
 
 OIAQRAM'T, 
 
 -*— WIST 
 
 TERMINAL R. 
 
 WTinLOCHlNG PLANT. 
 
 S/i/HQ 
 
 EAST. — ^ r^M 0A«/ir snit^t, 
 
 HKtISTgn STSTIOIt. 
 
 EA5T 
 
 A/AG^AM-a. 
 
 US£ TH£ TRBCK Gt\f€N, 
 
 IV£ST 
 
 OOUBie TJf/KK 
 
 srmTteN 
 
 Example "G" 
 ORDER No. i: 
 
 No. I meet No. 2 at B, No. 4 at D and No. 6 at E. No. 
 
 I take siding at D. 
 ORDER No. 2: 
 
 No. I meet No. 4 at C instead of D and No. 6 at D 
 
 instead of E. 
 
 Page 74 
 
 1 
 
 Under 1 and 2, Example G, No. 1 is entitled to main 
 track at D as the take siding portion of Order 1 applies 
 only to D when meeting No. 4. 
 
 Orders to "take siding and wait" should not be issued 
 for the reason that the inferior train if it makes the wait- 
 ing point in the wait order and is on the main track when 
 the time expires and superior train approaches after the 
 wait order has expired, it too, considering it is entitled to 
 main track, occupies it. Thus we have both trains trying 
 to occupy the same main track. Should inferior train 
 make the point designated it should protect after the time 
 is up. 
 WHERE A TRAIN'S AUTHORITY CEASES AT A 
 
 STATION. 
 
 (See Plate 7). 
 
 Diagram 1. 
 No. 2 must head in at first switch of siding at D. 
 
 Diagram 2. 
 Both Extras 100 East and 200 West must head in at 
 D, the end of their runs. 
 
 Diagram 3. 
 No. 5 scheduled H to D must head in at D. 
 No. 4 scheduled A to D must head in at D. 
 No. 3 scheduled D to A must head out at west end of D. 
 Under Diagrams 2 and 3 neither train has authority to 
 the main track and should occupy it only under protection. 
 
 Diagram 4. 
 Work Extra has authority only between the west switch 
 at E and the east switch at C. If it occupies main track 
 at either C or E it must do so only under protection. 
 
 Diagram 5. 
 If two trains running between F and J meet at H, the 
 siding at H should be considered the meeting place. If a 
 meet is made between a train running from F to J and a 
 regular train scheduled from J through H to station K 
 on diverging route, the junction switch should be consid- 
 ered the meeting place, unless the eastward train receives 
 the order at H, then the siding must be considered the 
 meeting place. If a meet is made between a train running 
 
 Page 75 
 
'• 
 
 from J to F and a train running from K on diverging 
 main route through H to J, the siding at H should be 
 considered the meeting place if train order signal is 
 located as shown. If the train order signal was located 
 west of the junction switch at H, the junction switch 
 should be considered the meeting place. 
 
 Diagram 6. 
 
 If two opposing trains running between L and O meet 
 at M, the siding applies. 
 
 If a meet between a train running L to O is made with 
 a train scheduled from N on the diverging route to L on 
 the main route, the west junction switch should be con- 
 sidered the meeting place. 
 
 If a meet between a train running O to L is made with 
 a train scheduled from N on diverging route to O on 
 main route, the east junction switch should be considered 
 the meeting place. 
 
 Diagram 7. 
 
 A train entering the interlocking plant at R must use 
 track authorized by the signals given. 
 
 If signals are taken down by a westward train at P (a 
 register station) before the following section arrives, the 
 following section should protect itself while moving from 
 the register to the siding to clear. 
 
 Diagram 8. 
 If meeting under train order at S the siding applies 
 and not the end of double track unless authorized by 
 order or special rule. Eastward regular trains or eastward 
 extras terminating at S head in at west switch of siding, 
 and westward trains terminating at S head in at east switch 
 of siding unless otherwise directed by train order or spe- 
 cial rule. No doubt the best results may be obtained by 
 designating the end of double track as the station. 
 
 TEAUr PARTED. 
 
 (Bales 100 and D-102). 
 
 If train parts while in motion trainmen must, if pos- 
 sible, prevent damage to detached portions, giving the pre- 
 scribed signals for train parted. If head end can be kept 
 moving owing to insufficient brakes or the air pump can 
 keep the brakes released on head end with rear angle cock 
 open, train should be kept in motion until it is knoyirn 
 that rear portion has stopped. 
 
 Page 76 
 
 
 V 
 
 When returning for detached portion same should be 
 done under protection of flag unless rear portion is in plain 
 view and has stopped. The rear portion of train should 
 never be passed by a following train, but this should not 
 authorize the front portion to return without being pre- 
 ceded a safe distance by flagman whether a superior train 
 is due or not. 
 
 With the present brake equipment the movement of the 
 head end for great distances before discovery that train 
 has parted is rather remote, yet it is possible to keep the 
 brakes released with a large pump. While this applies to 
 both double and single track, the following applies to 
 double track only: 
 
 "The enginemen and trainmen of the front portion 
 must give the train-parted signals to trains running on the 
 opposite track. A train receiving this signal or being 
 otherwise notified that a train on the opposite track has 
 parted, must immediately reduce speed and proceed with 
 caution until the separated train is passed. When a train 
 is disabled so it may obstruct the opposite track, trains on 
 that track must be stopped." 
 
 On two or more tracks trainmen of freight trains 
 should watch closely the side of their train next to other 
 main tracks for any material that may have shifted or 
 fallen off, car doors or car roofs blown off, that will 
 obstruct another track. This is an important duty and 
 should not be overlooked. ' 
 
 Dec. 9, 1896, the Committee on Rules of the American 
 
 Railway Association made the following rulings: 
 
 Question i: "A freight train pulling out of a siding 
 breaks loose three cars from the caboose. The three 
 cars and caboose are stopped on the siding by flagman, 
 who is on the rear end, before they run out of siding. 
 The conductor, who is at the switch, sees that the train 
 is broken apart and jumps on the last car as it passes the 
 switch, leaving flagman on the detached portion on the 
 siding. In the mean time a passenger train running in 
 same direction arrives and flagman stops it and informs 
 it of the circumstances. Has the front portion authority 
 to return for the detached portion?" 
 
 Decision of Committee: The engine had absolute right 
 
 to go back to recover the detached portion of train. 
 
 Page 77 
 
If 
 
 Question 2: "A passenger train arrives at a siding 
 and finds a caboose with several cars in front of it with 
 markers on rear end of the caboose and no train men at 
 the siding. The engineman 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 got assurance to the contrary/' 
 
 Decision of Committee: The passenger train should 
 
 not have w^aited. 
 
 Note: It Is presumed the switch was lined up for the 
 main track. 
 
 There would seem to be no reasonable excuse in the 
 first case for the engineman leaving the rear end as he 
 certainly knew the switch had to be closed and a signal 
 received after taking the main track. The author believes 
 the position of the switch used by the front portion should 
 always be considered. If lined up for the siding and no 
 trainman at hand to explain the conditions, as there should 
 be, the passenger train should wait. A wreck was once 
 caused by a section man finding the switch open and lining 
 it up with rear end of train on the siding. A following 
 train finding rear of train on siding and switch lined up 
 proceeded and ran into head end returning for detached 
 portion. 
 
 PBOPEB POSITIOir OF SWITCHES. 
 
 (Bnles 104 and 105). 
 
 Switches must be left in proper position after having 
 been used. While conductors are responsible for the posi- 
 tion of switches used by them and their trainmen (except 
 where switch-tenders are stationed) this does not relieve 
 other trainmen of responsibility. Enginemen should see 
 that the switches nearest the engine are properly set. 
 
 Switch should not be left open for a following train 
 unless in charge of a trainman of such train. He should 
 be at the switch to take personal charge and arrangements 
 in advance to leave switches lined up at certain places or 
 under certain conditions should not be permitted as it is 
 a dangerous practice. 
 
 Never permit any person other than one of the train 
 crew to open or close a switch, unless they are authorized 
 to perform such duty. Conductors should so arrange their 
 
 Page 78 
 
 
 work that they may be in a position where they can see 
 that switch is properly set before leaving it 
 
 In answer to a question as to the exact meaning of the 
 word "responsible" in Rule 104 the Committee on Rules of 
 the A. R. A., April 8, 1890, unanimously agreed that the 
 conductor is the person to be held responsible for the 
 proper use of the switches by himself or his train- 
 men, and that the word "responsible" should be taken in 
 its true literal dictionary sense, viz., answerable, amenable, 
 accountable. 
 
 After opening a switch to head in trainmen should take 
 position on opposite side of track from the switch. In 
 heading out, rear trainman should drop off on side opposite 
 the switch, unless he is on the rear of the last car. 
 
 When clear of the main track waiting for a train, 
 trainman should stand on opposite side of track from 
 switch while train is passing. 
 
 DEFECTIVE SWITCHES. 
 
 If a rigid split switch is run through it is thereafter 
 unsafe and must be protected. The switch must be spiked 
 unless section foreman is on hand to take charge. When 
 switch is spiked train crew should notify section foreman 
 if possible to find him; if not, watch for him on the line 
 and, if found, send him back immediately. Report should 
 be made to Superintendent by wire at first opportunity, 
 preferably at station where switch is located. 
 
 If an engine or car is run partially through a split 
 switch, the entire movement should be continued to prevent 
 derailment. 
 
 PASSOG TBAIN AT STATION ON DOUBLE TBACK. 
 
 (Rule 106). 
 
 "Trains must use caution in passing a train receiving 
 or discharging passengers at a station, and, except where 
 proper safeguards are provided, or the movement is other- 
 wise protected, must not pass between it and the platform 
 at which passengers are being received or discharged." 
 
 When two trains approach a station about the same 
 time the least important one should hold back a sufficient 
 distance to permit the important one to do its station work 
 first. 
 
 ^ Page 79 
 
i^ni 
 
 It is not good practice to pass a train receiving or dis- 
 charging passengers at the platform even though you can 
 pass on the outside track, as detrained passengers are 
 liable to cross the tracks at the rear of their train, in which 
 case your approach may not be noticed until it is too late. 
 
 CUEBEJTT OF TBAFFIC (D-151). 
 
 "Trains must keep to the unless otherwise 
 
 provided." 
 
 The rule leaves it optional with each Railroad to desig- 
 nate the direction. 
 
 "To the right" prevails on most Railroads. Conditions 
 exist where it is necessary to number the tracks and 
 direct trains of a specified direction to use No. 1 track 
 and those in opposite direction No. 2 track, owing to the 
 tracks crossing each other at various points and also 
 where there are more than two tracks. 
 
 Trains, yard engines, or other engines moving about a 
 yard must respect the current of traffic as specified in the 
 rules, including those in the time-table, unless they re- 
 ceive a train order authorizing a reverse movement, or do 
 so under protection. The responsibility rests with the train 
 or engine moving against the current of traffic unless the 
 train moving with the current of traffic disobeys stop 
 signals or train orders. 
 
 CROSSING OTEE ON DOUBLE TBACK (D-152). 
 
 "When a train crosses over to, or obstructs the other 
 track, unless otherwise provided, it must first be protected 
 as prescribed by Rule 99 in both directions." 
 
 The object of requiring protection in both directions 
 on the track obstructed or to be used is owing to a possible 
 movement of a train against the current of traffic by the 
 Dispatcher in addition to the movement permitted by the 
 Rules. 
 
 The fact should not be overlooked that the Dispatcher 
 may move a train against the current of traffic at any 
 time and such move does not in any way depend on trains 
 on the opposite track. ... 
 
 Block Signals do not protect a train movement against 
 the current of traffic ; they only protect movements with 
 the current of traffic. 
 
 Pagie 8o 
 
 MOVEMENT BY TBAIN OBDEBS. 
 
 (Bnle 201). 
 
 No information or instructions should be given in a 
 train order unless it affects the direct movement of a 
 train. 
 
 Dispatcher has authority under the second paragraph to 
 vary from a prescribed form if there is not a form by 
 which the movement may be made. Dispatchers should 
 not abuse this portion of the rule, but apply it only in 
 extreme cases, and then the order should be so worded 
 as not to leave any room for doubt or misunderstanding. 
 
 In issuing an order not according to form, or in form- 
 ing combinations of prescribed forms, Dispatcher should 
 so frame the order that it will be clearly understood 
 without punctuation marks. On every Railroad there 
 should be a uniform system for issuing orders not pre- 
 scribed by the forms, such as receipts from conductors 
 and enginemen for new time-tables. Dispatchers' check of 
 trains on train registers, orders at the meeting point and 
 take siding or hold main track at meeting point. 
 
 ISSUE OBBEBS IN SAME WOBDS TO ALL 
 
 ABDBESSED. 
 
 (Role 203). 
 
 It is very essential that all orders be given in the same 
 words to all employes or trains addressed and under no 
 circumstances should an operator copy just that portion 
 of an order effecting the movement of the train addressed 
 at his station, neither should the Dispatcher instruct opera- 
 tor to drop out at a given point. Such practice has re- 
 sulted in collisions. 
 
 NUMBEBING OF TBAIN OBDEBS. 
 
 (Bule 208). 
 
 When more than one set of Dispatchers are working 
 on a Division, each set should use a different series of 
 numbers, thereby preventing duplicate numbers for crews 
 that run over more than one Dispatcher's territory. 
 
 Train orders should be numbered consecutively each 
 day beginning at midnight. Where track orders are kept 
 in a separate book the general practice is to number them 
 consecutively for several months. As there are compara- 
 
 Page 8i 
 
f 
 
 lively few track orders, beginning to number them at mid- 
 night and numbering only for one day would result in 
 too many orders of the same number on different dates. 
 SEITBDre AND BELIVEBY OF TRAIN 0BDEB8. 
 
 (Bule 204). 
 
 Dispatchers should, in sending orders, first indicate by 
 office call or station name the station to whom the address 
 following is to apply. 
 
 A copy for each person addressed must be furnished 
 by the operator and it should be understood that this ap- 
 plies to 19 or 31 form orders relative to slow track, receipts 
 for new time-tables, or any information issued upon such 
 forms. 
 
 Messages should under no circumstances be written on 
 a train order form. 
 
 Orders addressed to operators restricting the movement 
 of trains, such as hold orders under Form J, or orders 
 issued under the third paragraph of Rule 208 must be re- 
 spected by conductors and enginemen the same as if ad- 
 dressed to them. 
 
 Orders should not be addressed to "All Concerned" as 
 it is too indefinite. They should be addressed to the par- 
 ticular train or trains, or to "All . Trains", to 
 
 "All Trains except " to "- 
 
 Class Trains", to "Extras 
 inating at '\ "to" 
 
 M 
 
 , to "Trains Orig- 
 via 
 
 99 
 
 Where there are two or more routes out of a station 
 in the same time-table direction a route should be desig- 
 nated when addressing orders to "all trains" in that 
 direction. 
 
 When there is a motorman instead of an engineman on 
 the train, orders should be addressed to "C&M" instead 
 of "C&E". 
 
 DI9PATCHEB'8 TBAITSFEB, 
 
 (Bule 205). 
 A uniform system of placing train orders in the Dis- 
 patcher's book and system of checking expired orders 
 should be adopted on each system. All Dispatchers should 
 check uniformly. ♦' / 
 
 If a proper system is adopted a transfer from one Dis- 
 patcher to another is not absolutely necessary. However, 
 Page 82 
 
 if a transfer is desired it should contain only the numbers 
 of unexpired orders properly dated, addressed, timed and 
 signed by Dispatcher going off duty. It should also be 
 signed by the relieving Dispatcher. 
 
 A log or general information book may be used but 
 should be separate from the train order book in which 
 transfers are made. The practice of making skeleton 
 transfers is dangerous, unnecessary and obsolete. 
 
 DESIGNATION OF TBAINS IN TBAIN OBBEBS. 
 IDENTIFICATION BY ENGINE NUMBEBS. 
 
 (Bule 206). 
 
 The Standard Rules permit the use of engine numbers 
 as identification of regular trains, if desired. Many rail- 
 roads require that engine numbers be designated, even 
 though trains are equipped with indicators. However, 
 there are times when it is impossible to give the engine 
 number; for example, if a Dispatcher helps an inferior 
 train against a superior train before the superior train 
 leaves its initial station, or when designating a train in 
 an order by its schedule number, and there are sections, 
 it would be impracticable to give the engine number. 
 
 In train orders regular trains must be designated as 
 "No. 10" and sections as "Second 10". 
 
 In designating extras by their engine numbers, the 
 direction must be given as "east" or "west", "north" or 
 "south". This includes the address as well as the con- 
 tents of the order. If an order is addressed to an engine 
 no direction is required, but after having once been 
 created an extra by issuance of running orders, the direc- 
 tion must always be given. 
 
 In case of a double-header extra the American Railway 
 Association recommended Sept. 24, 1900, that the number 
 of the leading engine should be designated in the order, 
 but this is not always practical as helpers are sometimes 
 coupled on the head end at intermediate stations to help 
 short distances, so if the engine designated in the order is 
 in the train it would seem sufficient, provided the train in- 
 dication, if any, corresponds therewith. 
 
 It is a practice on some railroads to indicate the time 
 in both words and figures, and the same is authorized by 
 
 Page 83 
 
iflj 
 
 the Standard Rules when train orders are transmitted by 
 telegraph. However the designation of time in words is 
 not compulsory under the Standard Rules. 
 
 Train and engine men should be careful to read closely 
 the time shown in both words and figures, when both are 
 used, and not read the figures only. 
 
 "In transmitting train orders by telephone the names 
 of stations must be plainly pronounced and then spelled, 
 letter by letter, thus: Aurora, A-u-r-o-r-a; all numerals 
 must first be pronounced and then followed by spelling, 
 thus: 1-0-S, O-n-e N-a-u-g-h-t F-i-v-e; the Train Dis- 
 patcher must write the order as he transmits it and under- 
 score it as it is being repeated. The letters duplicating 
 names of stations and numerals will not be written in the 
 order book nor upon train orders. Even hours must not 
 be used in stating time of day in train orders, such as 
 10:00 A. M." 
 
 Operators, and train and engine men, when receiving 
 orders at a point not a train order office or at one which 
 has been closed, should repeat orders in the same manner 
 as sent by Dispatcher. 
 
 DESIGIVATE FOEM NUMBERS AND COPIES 
 
 BEQUIBEI). 
 
 (Rule 207). 
 
 *n'dii ff Qniy one form of order is in use, Dispatcher 
 should always designate the form number as "19" or "31" 
 preceding the sending of an order, together with the direc- 
 tion and number of copies that are required. In issuing an 
 order under Form J (holding order) the Dispatcher should 
 designate as closely as possible the number of copies re- 
 quired, as all conductors and enginemen of trains held 
 must be delivered a copy of the operator's order. They 
 should also be given a copy of the annulment of the hold 
 order or an order permitting train to go, provided they 
 have all other necessary authority. 
 
 The following note appears under Rule 207: 
 "Where Forms '31' and 'W are not both in use the 
 signal may be omitted." 
 
 Page 84 
 
 COPT OF ORDER TO OPERATOR AT WAITING OR 
 
 MEETING POINT. 
 Transmitting of Orders Slmnltaneonsly. 
 
 (Bale 208). 
 
 A train order to be sent to two or more offices must 
 be transmitted simultaneously to as many as practicable 
 and the practice of adding to an order after it has been 
 repeated is bad. The rule states that the several addresses 
 must be sent in the order of superiority of trams, each 
 office taking its proper address. This, however, is not 
 always practicable as an order may be addressed to a 
 superior train and an inferior train at the same office, 
 owing to combinations that are necessary in issuing orders ; 
 for example, a meet is to be made between No. 1 (a west- 
 ward train) and an extra west with No. 2, an opposing 
 train, at B. The order must be first addressed to No. 1 
 and this will include the extra west. When repeated by 
 the office first addressed it is then in effect and a hold 
 order to the extra west before it has been repeated or X 
 response sent by the operator who holds the order for 
 No. 2. In case of circuit failure operators sometimes take 
 it upon themselves to complete orders for the Dispatcher, 
 which is a violation of the rules. Suppose the operator 
 who holds the order to No. 1 and the extra west should 
 complete the order, owing to it having been repeated. The 
 extra west would then be moving against No. 2 and No. 2 
 not held by the order. Should an operator assume such 
 responsibility, he alone would be responsible for an ac- 
 cident caused thereby. It might be safe for an operator 
 to complete such orders as track orders, annulment of 
 schedules, an order restricting the train addressed (pro- 
 vided the same order does not confer right upon it), or 
 a time order to wait or run late when such time order is 
 addressed to the train that is to wait or run late, but not to 
 the inferior train. 
 
 If an operator held an order helping a train to his 
 station against the superior train, and the train so helped 
 had arrived, it would be good judgment to complete the 
 order for the Dispatcher. When wires are working badly 
 and circuit failure is anticipated, Dispatcher may instruct 
 
 Page 85 
 
f 
 
 the operator to complete orders for him, but such instruc- 
 tion should never be given as a future convenience. The 
 possibility of circuit failure is one of best arguments in 
 favor of the almost unrestricted use of the 19 form of 
 train order. 
 
 When a meet or wait is made at an open train order 
 office the order must, when practicable, be addressed to 
 the operator at the meeting or waiting point. He must 
 deliver copies of the order to all trains effected until all 
 have arrived from one direction. For example: Nos. 1, 
 3 and 5 meet Nos. 2 and 4 at B. No. 1 arrives first. No. 
 
 2 second and No. 4 arrives third, each receiving copies. 
 Then all eastward trains (even numbers) having arrived 
 the order may be filed without delivering copies to Nos. 
 
 3 and 5, except that should such order be addressed to a 
 train as well as to the operator as a middle order, it must 
 be delivered to the train addressed regardless of it having 
 become void as a middle order. These orders should, when 
 possible, be issued to the operator on the 19 form. Should 
 it become necessary to issue it on the 31 form, the opera- 
 tor should sign his name in the space where conductors 
 are required to sign, transmit and obtain complete in the 
 usual manner. The 31 middle order is then ready to be 
 handled the same as if it were issued on the 19 form. Such 
 orders when issued on either the 19 or 31 form must be 
 respected by the conductor and engineman to whom deliv- 
 ered the same as if addressed to them. 
 
 When an order can not be sent to the several offices 
 simultaneously it must be sent first to the superior train, 
 as they must be held before the inferior train is permitted 
 to act on the order. 
 
 The addressing of a wait order issued under Example 
 4, Form E, to an operator at the waiting point would 
 seem impracticable, especially if there were many waits in 
 the order. The Interstate Commerce Commission severely 
 criticises the omission of the order to the operator at the 
 meeting point and Dispatchers should comply strictly with 
 the rule. 
 
 */ 
 
 
 \ 
 
 Page 86 
 
 TBANSMITTOG AXD WRITING ORDERS AND THE 
 HANDLING OF 81 FORM TRAIN ORDERS* 
 
 (Bales 209 and 210). 
 
 Operators receiving train orders must write them in 
 manifold during transmission. 
 
 "When a 31 train order has been transmitted operators 
 must (unless otherwise directed) repeat it at once from 
 the manifold copy in the succession in which the several 
 oflSces have been addressed." 
 
 If the telegraph is used for transmitting orders and the 
 Dispatcher abbreviates a word it should be so written. If 
 he sends a word in full it should be written in full, and 
 the order should be repeated to the Dispatcher exactly as 
 it appears on the blank. The repeating of just that portion 
 of an order effecting the train addressed at the particular 
 station where received should not be permitted. 
 
 Operators should not connect words and figures by 
 loops or lines, neither should they flourish or make un- 
 necessary long lines or use circles for dots or crosses for 
 periods. "Figures in train orders should not be surrounded 
 by brackets, circles or other characters." Always keep in 
 mind that the less there is in an order the safer it is. 
 Many bad combinations can be created by mixing the writ- 
 ing on one line with the writing in the line above. 
 
 Orders should not be underlined, interlined, altered, 
 scratched or erased in any manner. If a mistake is made 
 have the order sent again and never change an order that 
 has once been repeated. 
 
 Operators should not use indelible or black lead pencils 
 for writing train orders as the soft points make poor 
 under-copies and are hard to read, especially at night. 
 Train and engine men take an order for what it appears 
 to be and do not take an operator's peculiarities of pen- 
 manship into consideration. 
 
 In repeating orders operators should watch the copy 
 closely and should not be looking at something else, merely 
 taking an occasional glance at the order that is being re- 
 peated. After repeating a 31 train order the time of 
 repetition should then be written on the order, taking the 
 time from station clock or watch. 
 
 Page 87 
 
 
■I 
 
 ii 
 
 If the requisite number of copies are not made at the 
 first writing, additional copies should be made from a 
 copy previously made and the new copies repeated to the 
 Dispatcher. The Dispatcher is not required to O. K. the 
 original repeat as he must receive the first repeat before 
 he can complete the order ; it is however necessary that he 
 O. K. the repeat of the new copies, otherwise the operator 
 does not know that the Dispatcher has received it. 
 
 Referring to the original repeat the American Rail- 
 way Association ruled Sept. 9, 1902, that it was not neces- 
 sary for a dispatcher to give an operator "O. K." as an 
 acknowledgement of the repetition of an order. 
 
 Those to whom a 31 form order is addressed must sign 
 it, except the engineman, and in case it is addressed to 
 the engineman without a conductor then the engineman 
 should sign it in the place provided for the conductor's 
 signature. If a 31 form order is addressed to an operator 
 he should sign it in the place provided for the conductor's 
 signature and the order completed in the usual manner. 
 If an order is addressed to the conductor, engineman and 
 pilot, the pilot as well as the conductor must sign in the 
 conductor's column if blank does not provide a place for 
 signature of engineman and complete must be written op- 
 posite each signature. If two or more signatures are sent 
 to the dispatcher at one sending the complete must be 
 written opposite each signature, although the sending of 
 one complete is sufficient for all signatures sent. The com- 
 plete must be dittoed or written diagonally across the lines 
 on which tHe signatures appear. After each complete the 
 operator must sign his last name, but not until complete 
 has been received and written on the order. 
 
 In sending signatures to 31 form orders to the Dis- 
 patcher same should be preceded by the order number and 
 followed by the train number. The Dispatcher will, when 
 ready to complete the order, give the word "complete" 
 (which may be abbreviated "com"), the time and the 
 initials of the official authorized to sign train orders. ^ 
 
 The American Railway Association leaves it optional 
 with each Railroad to designate by whom train orders will 
 be signed. 
 
 Page 88 
 
 \ 
 
 A copy of each 31 form order must be delivered to each 
 employe addressed except the engineman (unless addressed 
 to him alone) and his copy must be delivered personally 
 by : . (This service is generally left to the con- 
 ductor to perform.) 
 
 An engineman should never be permitted to sign a con- 
 ductor's name to an order, nor should a conductor be 
 permitted to sign a helper engineman's name to an order 
 addressed to the helper engineman even though they are 
 to help his train. 
 
 Operators should not transmit a conductor's name t\ 
 a 31 form order before he has obtained signature, neitheA 
 should he put the complete or any part of the complete onV 
 an order before the Dispatcher sends it. The practice of 
 sending signatures to 31 form orders and getting the 
 complete in advance of the signature of the conductor has 
 caused a number of collisions. 
 
 The American Railway Association states that, if pre- 
 ferred, each person receiving an order may be required to 
 read it aloud to the operator. 
 
 One person reading an order to another is not goocfl 
 practice. Every person to whom an order is deliveredl 
 should be required to read it for himself, as the reading! 
 by one person to another is often misunderstood and the 
 wrong impression obtained. The reading of an order by 
 an operator who wrote it is certainly superfluous, as it 
 would be a poor operator who could not read his own 
 order. Furthermore, the operator is not the one who must 
 execute the order. 
 
 "Enginemen must show their train orders to firemen 
 and, when practicable, to forward trainmen. Conductor 
 must show train orders when practicable to trainmen." 
 
 When typewriter is used for train order work a large, 
 plain style of type should be used. An operator should 
 be particular to keep type clean. If the top copy should 
 be cut owing to striking the keys too hard, that copy should 
 not be delivered. Operators should not be permitted to 
 use typewriter for copying train orders until they are 
 known to be efficient typists. 
 
 Operators should preserve the lower copy of all orders. 
 However, when the top copy is torn by stylus, or cut by 
 
 Page 8g 
 
I 
 
 the type, it might be preserved provided the lower copy is 
 a plain one, but the Standard Rule requires the preserva- 
 tion of the lower copy. 
 
 The following note appears below Standard Rule 210: 
 "On Railroads where the signature of the engineman 
 is desired, the words 'except enginemen' and the last 
 sentence in the second paragraph may be omitted. If 
 preferred, each person receiving an order may be re- 
 quired to read it aloud to the operator." 
 
 In answer to a question as to who should fill in the 
 "Train Number" opposite signatures of 31 form orders 
 the Committee on Train Rules Feb. 23, 1905, stated that 
 it was their opinion that the conductor when he signs the 
 order should indicate the train he is running in the space 
 provided for the purpose. This should also apply to 
 enginemen in case there is no conductor with the train. 
 
 19 FOBM TBAIir OBDEB. 
 
 (Bale 211). 
 
 The use of the 19 form is not restricted by the Standard 
 Rules. However, some Railroads prohibit its use for re- 
 stricting the superiority of a train. - 
 
 There has been and no doubt is yet considerable 
 prejudice against the 19 form order. This is generally 
 caused by not thoroughly understanding the difference be- 
 tween the 31 and 19 forms so far as safety is concerned. 
 
 with a proper clearance made for 
 the purpose and a few restrictions placed upon its use, it 
 is equally as safe and certainly is by far the best order 
 for the prompt movement of trains. 
 
 When a 19 form order is received, comply with it be- 
 cause it is just as safe as a 31 form. It is the one you 
 never receive that may cause an accident — not the one you 
 get. ^ 
 
 If an operator holds one restricting order on the 31 
 form he can overlook it and clear the train as easily as 
 if it was on the 19 form. If he holds three restricting 
 orders on the 31 form he can overlook all three of them 
 as easily as if they were on the 19 form, the only difference 
 being the possibility of overlooking some restricting orders 
 
 and delivering others. If the orders were on the 31 form, 
 the Dispatcher would have an opportunity to call his at- 
 tention to those orders to which operator may have failed 
 to send signatures as he is held equally responsible with 
 operator in such cases. This objection can be eliminated 
 by adopting the proper form of clearance. The only dif- 
 ference between the 19 form order and 31 form order is 
 that the 31 form order must be signed by the employes ad- 
 dressed except the enginemen, and the 19 form order does 
 not require such signatures. 
 
 19 form orders must be delivered personally by the 
 operator unless it will take him away from the immediate 
 vicinity of his office, then the engineman's copy may be 
 delivered by the conductor or other employe so authorized 
 by the rules. 
 
 If an order issued on the 19 form restricts the train ad- 
 dressed at point where same is to be received by them 
 the operator must bring the train to a stop before making 
 the delivery. The object of this is to avoid the train run-| 
 ning by the switch at which an inferior train may be 
 heading in before the inferior train is clear. If the 19 
 form is delivered to the train as it passes engineman may 
 not stop until he reads the order and it may then be too 
 late to prevent an accident. 
 
 A train may be restricted with Form C (right order) 
 or Form E (time order) as well as with Form A (meet 
 order). 
 
 If an inferior train is given right (Form C) over a 
 superior train to the point where the order is placed for 
 the superior train, the superior train should be stopped 
 before delivery is made, unless the time of opposing train 
 will permit it to make the next station and clear opposing 
 train holding right, in which case it would be safe to de- 
 liver without stopping the train as opposing train would 
 not be due out of next station ahead, thus saving a delay. 
 
 A time order restricts until time has expired at the 
 station named after which time the 19 form order may be 
 delivered without stopping the train. 
 
 Page go 
 
 Page gi 
 
i 
 
 USE OF 19 FORM TO RESTRICT SUPERIORITY OF 
 
 TRAINS. 
 
 The use of the 19 form train order to restrict the 
 superiority of trains is now in effect on several large Rail- 
 roads and has by actual practice proven to be not only as 
 safe as the 31 form order, but has eliminated delay and 
 accidents caused by stopping and starting heavy trains. 
 
 i Jf its use is restricted to the conferring of right, as is 
 the practice on many railroads, such rule will first have 
 to be modified to permit of its use for the restriction of 
 trains (provided order numbers shown on clearance cards 
 are checked by the Dispatcher) except in the following 
 cases, when the 31 form order should be used. 
 
 (1) If necessary to know positively that the superior 
 train has actually received the order before completing it 
 to the inferior train when it confers right on the inferior 
 train to a point beyond that at which the order is placed 
 for the superior train. 
 
 (2) Where necessary to restrict a train at a point not 
 a train order office or at one at which the office is closed 
 as per last paragraph of Rule 217. 
 
 (3) When reducing a time order. 
 
 (4) When receipting for a new time-table. 
 
 (5) When restricting a train that has been cleared or 
 of which the engine has passed the train order signal. 
 
 (6) When restricting a work extra when such work 
 extra is within the territory where order restricts. 
 
 "When a 19 form train order restricting the superiority 
 of a train is issued for it at the point where such superi- 
 ority is restricted, the train must be brought to a stop be- 
 fore delivery of the order." 
 
 Operators should fill out clearance card, designating 
 thereon numbers of all orders (19 and 31 forms), repeat 
 to Dispatcher train and order numbers and will obtain an 
 
 O. K. with the time and initials, writing same as 
 
 sent by Dispatcher in space provided on the clearance card. 
 
 As operator repeats clearance card with train and order 
 numbers Dispatcher will write same in his train order 
 
 Page ()2 
 
 book and, if the numbers of all orders for the train have 
 been repeated, Dispatcher may then transmit the O. K., 
 
 time and initials, indicating the time in train 
 
 order book. 
 
 Conductors and enginemen must carefully check the 
 orders received with the numbers designated on the clear- 
 ance card and, if all are not received, stop at once and 
 obtain them. Train order offices should be approached at a 
 moderate rate of speed. Conductors and enginemen must 
 know contents of orders received before passing fouling 
 point at which an inferior train would take siding. 
 
 Form 
 
 CLEARANCE CARD 
 
 Conductor and Engineer No.. 
 
 ORDERS FOR f FORM "I9"_ 
 YOUR miN \ p^^^ .,3j„_ 
 
 STATION 
 
 191 
 
 (If no orders form'*19"or*'31 "endorse "NONE" in space provided for order numbers.) 
 O. K. at M 
 
 Do not leave before 
 
 (Fill in this line only when necessary to comply with Rule 221) 
 Issued by Opr. at 
 
 Conductors and Enginemen must each have a copy and see that their train is 
 correctly designated in the above form, also see that the numbers of all train 
 orders received correspond with numbers inserted above. 
 
 Operator must retain a carbon copy. 
 
 Clearance must be filled out by the Operator before repeating train and order 
 numbers to the Dispatcher. 
 
 After receiving O. K. from the Dispatcher no additions must be made, but a 
 new clearance issued. 
 
 If the 19 form is authorized for the restriction of the 
 superiority of trains where not protected by block signals, 
 then the 31 form should be used when the superiority of a 
 train is restricted and the order issued for it at a point 
 where such superiority is restricted. 
 
 The six restrictions placed on the use of the 19 form 
 order apply to the Dispatcher and should not be consid- 
 ered by conductors, enginemen or operators. 
 
 It may become necessary to give the inferior train right 
 over the superior train to a point beyond the train order 
 office where the superior train receives the order. The 
 19 form order may be used provided the clearance with the 
 order number thereon has been O. K'd by the Dispatcher 
 
 Page 93 
 
 
% 
 
 and he has been advised of the delivery of the order or re- 
 ceiving report from receiver operator of departure of train. 
 The order may then be completed to the inferior train. 
 
 ACKNOWLEDGEMEJTT BY X BESPOJVSE. 
 
 (Bule 212). 
 
 When directed to do so by the Dispatcher, operator 
 may before repeating the entire order send the X response, 
 responding "X", number of order, to whom addressed and 
 the initials of his name and office signal, after which the 
 train order becomes a hold order, but must be repeated 
 before complete can be given and order delivered. The 
 order number should be preceded by the form number. 
 After sending the X response, the operator must write the 
 time it was sent on the order, together with his initials 
 (not his private sign or last name). 
 
 If not directed to send the X response the order must 
 be repeated in the usual manner. The object of sending 
 the X response is to permit the movement of the inferior 
 train at the earliest possible moment. 
 
 If the X response portion of the order blank is not filled 
 in by the operator, it indicates that it was not X'd, but this 
 does not concern conductor or engineman. 
 
 COMPLETING AN OBDEB. 
 
 (Bule 218). 
 
 When issuing orders they should be addressed to the 
 superior train first as required by Rule 208. Dispatchers 
 must in every case have the acknowledgment from the 
 operator holding the order for the superior train, either 
 by the operator sending the X response or, by repeating 
 the order before he completes same to inferior train. 
 Should the order be completed to inferior train before it 
 becomes a hold order to superior train, even though it is 
 only for a moment it would be a lap order. 
 
 Where the various forms are combined, as is the gen- 
 eral practice. Dispatcher should be particular to know that 
 he has the acknowledgment from every operator who has 
 the, order addressed to a superior train. ' 
 
 Page 94 
 
 WHEK AN OBDEB IS IN EFFECT OB BECOMES A 
 
 HOLDING OBDEB. 
 
 (Bute 214). 
 
 'When a train order has been repeated, or *X' response 
 sent, and before 'complete' has been given, the order 
 must be treated as a holding order for the train addressed, 
 but must not be otherwise acted upon until 'complete' has 
 been given." 
 
 The above applies to either the "19" or "31" form. An 
 order issued on the "19" form is just as much a holding 
 order after the "X" response has been sent or the order 
 entirely repeated and before "complete" has been given as 
 a "31" form order. No "O. K." or any response what- 
 ever is necessary. The act of the operator in sending the 
 "X" response or repeating the order makes it a hold order, 
 and the operator must hold the train until the balance of 
 the order can be repeated (if only X'd) and completed, 
 and then make the delivery. 
 
 If an order that has not been "X'd" has only been partly 
 repeated it is not a hold order and Dispatchers and 
 Operators should be particular to know that all of the 
 
 order including the signature of has been 
 
 repeated. Advising conductors and enginemen that the 
 circuit has failed and "complete" cannot be obtained in no 
 way facilitates the movement of the train so far as the 
 order is concerned. They have no right to act on an order 
 that is not complete. 
 
 "If the line fails 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 then treated as if it had 
 not been sent." 
 
 DELIYEBY OF OBDEBS BY DISFATCHEB. 
 
 (Bale 216). 
 
 When it becomes necessary for Dispatcher to deliver 
 orders to trains at his office, such orders should be copied 
 through the manifold on the leaf of the order book before 
 they are sent to other trains, or copied in the same manner 
 from the first operator repeating. 
 
 Delivery of orders personally by the Dispatcher is not 
 good practice. A separate office should be provided and 
 the operator required to handle orders the same as at other 
 stations. 
 
 ® Page 95 
 
■! 
 
 II 
 
 DELIVERY OF OEDEE AT POIKT NOT A TEAIN 
 
 OEDEE OFFICE OE AT ONE AT WHICH 
 
 THE OFFICE IS CLOSED. 
 
 (Rule 217). 
 
 Such orders must be addressed to C&E — (at 
 
 ), care of ■ , or to Engineer 
 
 (at 
 
 ), care of 
 
 and if it is not 
 
 ,JL^ ' 
 
 definitely known at what station the train is located it 
 may be addressed to C&E between — 
 
 and •. 
 
 The order may be sent in care of a conductor or 
 other employe but never in care of both conductor and 
 
 engineman. 
 
 The order must be signed and completed if a 31 form, 
 and completed if a 19 form, to the employe in whose care 
 it is sent, and delivered as addressed, taking signatures 
 if a 31 form, of both conductor and engineman and pilot, 
 if any, on one copy and deliver it to the first accessible 
 operator. If a 19 form order is used, after the delivery 
 is made to those addressed the operation is complete. 
 
 When a 31 form order is delivered to an operator the 
 signatures of those to whom delivered must be sent at 
 once to the Dispatcher and then placed on file. 
 
 When a 19 form order is sent to a train in this 
 manner, the employe in whose care it is sent must deliver 
 the order, stopping if necessary to do so. Dropping it 
 off as train passes is not good practice because of the 
 liability of its being lost. Failure on part of train to 
 receive an order sent them in this manner is equivalent to 
 non-delivery of an order by employe in whose care it 
 
 is sent. 
 
 The complete received by the employe in whose care 
 the order is sent is sufficient for the train addressed and 
 they should act on it the same as if completed in the regu- 
 lar way. . . , ^ . 
 
 If the Dispatcher desires to restrict a tram that is at 
 a point not a train order office, or one that is closed,^a 
 31 form order must be used and the order must not be 
 completed to the inferior train until the signatures of the 
 conductor and engineman of the superior train have been 
 received. 
 
 Page 96 
 
 It may become necessary to send an order to a train in 
 care of a signal maintainer, section foreman or other 
 responsible person, in which case the same procedure 
 would apply as if sent in care of a conductor or engineman. 
 
 WHEN A TEAIN IS NAMED IN AN OEDEE BY 
 
 SCHEDULE NUMBEE ALONE, ALL 
 
 SECTIONS AEE INCLUDED. 
 
 (Rule »18). 
 
 When a train is named in a train order by its schedule 
 number alone (whether engine number is given or not) all 
 sections of that schedule are included, and each must have 
 copies delivered to it (A. R. A. Ruling Oct. S, 1915). 
 
 If the section is stated then it is not named by its 
 schedule number alone. 
 
 If an inferior train receives an order to meet an op- 
 posing superior train and such train is designated by its 
 schedule number alone (as No. 1) all sections are included 
 the same as if each and every section was specified. 
 
 ODD NUMBERS WESTWARD AND 
 SUPERIOR BY DIRECTION 
 
 A 
 O- 
 
 FIKST CLASS Nl 
 
 UMBbtS 
 
 D 
 O- 
 
 E 
 O 
 
 F 
 O 
 
 G 
 
 O- 
 
 W 
 
 H 
 -O 
 
 1 TO 10. SEGOND CLASS NUMBERS 20 TO 30. 
 THIRD CLASS NUMBERS 40 TO 50. 
 
 Should No. 2 (inferior) receive an order to meet No. 
 1 at C and it finds the first section of No. 1 at B, No. 2 
 may proceed to C for the remaining sections. 
 
 Should No. 2 (inferior) receive an order to meet Fir?;* 
 1 at C and it finds the fif^ section at B, No. 2 must remain 
 at B for all following sections of No. 1 for the reason 
 that after meeting the first section of No. 1, No. 2 could ^ 
 not then move against the second section which is superior. 
 
 If No. 1 (superior) receives an order to meet No. 2 at 
 C it must meet all sections. Should First 2 go to D under 
 flag or otherwise, No. 1 may proceed to C owing to its 
 superiority over No. 2 and remain at C for the remaining 
 sections. Should No. 1 (superior) receive an order to 
 meet First 2 at C and it finds First 2 at D, No. 1 may pro- 
 ceed on its run paying no more attention to sections of 
 No. 2 as No. 1 is superior to all sections after meeting 
 the first. 
 
 Page 97 
 
Sections must run in numerical order. When an inter- 
 mediate section is withdrawn the following sections must 
 
 close up. 
 
 Under no circumstances may a second or following 
 section pass a first or leading section and run ahead of 
 it, as the second ahead of the first. 
 
 If No. 2 (inferior) receives an order to meet First 1 
 at C and First No. 1 goes to B under flag or otherwise, 
 then the following sections of No. 1 may follow, but must 
 not pass the first section. No. 2 must remain where it 
 meets the first section. If First 1 goes to B it must flag 
 No. 2 and notify it, also send out a flag to the rear a suf- 
 ficient distance to stop Second 1 and prevent it from strik- 
 ing No. 2 on the main track between switches at B as 
 neither No. 2 nor Second 1 know that they are to meet 
 
 at B. 
 
 When a train flags from its train order meeting point 
 it must protect all openings caused thereby, but should not 
 flag except in extreme cases. 
 
 REPEAT OE ^X'' RESPONSE IF TRAIN HAS BEEN 
 
 CLEARED OR ENGINE IS BY TRAIN 
 
 ORDER SIGNAL. 
 
 (Bale 219). 
 
 "An operator must not repeat or give the "X" re- 
 sponse to a train order for a train which has been cleared 
 or of which the engine has passed his train order signal 
 until he has obtained the signatures of the conductor and 
 engineman to the order." 
 
 When a train has been given a proceed train order 
 signal or a clearance card clearing it on the train order 
 signal, or a clearance card at a train order ofiice where 
 there is no train order signal, the order must not be re- 
 peated or "X" response sent until the signatures of the 
 conductor and engineman have been obtained.- 
 
 If the normal position of the train order signal is 
 "stop" and the train has been cleared with a "proceed 
 signal", whether the engine is by the signal or not, opera- 
 tor must not repeat or give the "X" response until the 
 conductor and engineman have signed the order. 
 
 Once the operator displays the "proceed signal" he 
 
 Page 98 
 
 must consider the train cleared and not depend on holding 
 them by placing the signal at "stop" before engine passes 
 it If the signal is placed at "stop" before engine passes 
 it, after having once indicated "proceed", it must be re- 
 spected as a stop signal and conductor and engineman 
 would not be relieved of any responsibility owing to having 
 once received the "proceed signal". 
 
 If "stop" is displayed for a train, when it arrives and 
 no clearance has been issued, an operator may repeat or 
 give the "X" response to orders for the train without 
 further notice as the fact that the signal was at "stop" 
 when the train arrived is sufficient notice that there are 
 orders for them. It matters not whether there is one 
 order or a dozen — the responsibility then rests with the 
 conductor and engineman. 
 
 HOW LONG TRAIN ORDERS ARE IN EFFECT. 
 
 (Rule 220). 
 
 "Train orders once in effect continue so until fulfilled, 
 superceded or annulled. Any part of an order specifying 
 a particular movement may be either superseded or 
 
 annulled." 
 
 It makes no difference how many orders you may have. 
 All must be respected as long as they are in effect. One 
 order may for the time being prevent you from fulfilling 
 another. 
 
 An order is fulfilled by obeying it. 
 
 An order is annulled by issuing another order stating 
 
 "Order No. is annulled" or "That part of Order 
 
 No. reading is annulled." 
 
 An order is superseded by stating that a train will do 
 a certain thing "instead of" what it was previously re- 
 quired to do. (See Superseding of an Order). 
 
 "Orders held by or issued for or any part of an order 
 relating to a regular train become void when such train 
 loses both right and schedule as prescribed by Rules 4 and 
 82, or is annulled." 
 
 When a train loses both right and schedule as pre- 
 scribed by Rules 4 and 82 at any point, all orders held by 
 that train become void. All orders addressed to a train 
 at any station, provided the traiii's schedule becomes more 
 
 Page 99 
 
r 
 
 than 12 hours late on its leaving time at such station, be- 
 comes void. Should an order be also addressed to other 
 trains it would have no effect on the order for other 
 trains addressed, and only that part of the order pertain- 
 ing to the train which has lost both right and schedule 
 would be void. 
 
 If a schedule is annulled, all orders held by or issued 
 for the train authorized by such schedule (only within 
 the territory where annulled) become void in so far as 
 they refer to that train. 
 
 When an order becomes void under the rules there is 
 nothing to annul. The operator should be careful to 
 know the time of the schedule at his station, and that it is 
 more than 12 hours late by the correct time, before filing. 
 If the order is addressed to other trains it must only 
 be considered filed to the train annulled, and not actually 
 placed in the file until it has been delivered to all other 
 trains addressed. 
 
 The annulling of a schedule over the entire run or part 
 thereof only effects orders or that portion of an order 
 directly concerning such train and in no way changes the 
 status of other trains with respect to portions of the order 
 applying to them, 
 
 "When a conductor or engineman (or both) is re- 
 lieved before the completion of a trip, all train orders 
 and instructions held must be delivered to the relieving 
 conductor or engineman. Such train orders or instruc- 
 tions must be compared by conductor and engineman be- 
 fore proceeding." 
 
 This is an important duty and conductors and engine- 
 men should be careful that nothing is overlooked, always 
 keeping in mind that the responsibility rests entirely with 
 
 them. ^ ^^^^^.» 
 
 TEADT OEDER SIGNAL. 
 
 (Rule 221 "A' 'and "B"). 
 
 The Standard Rules give the choice between two sys- 
 tems of handling Train Order Signal. 
 
 (1) Normal position "Stop" when there is an opera- 
 tor on duty. 
 
 (2) Normal position "Proceed" to be placed at 
 "Stop" when trains are to be stopped for train orders. 
 
 Page lOO 
 
 Both rules state that a fixed signal must be used at 
 each train order office. There are good reasons why a 
 fixed signal should not be used at some train order offices ; 
 for example, at initial stations where the office is located 
 some distance from the main track and at stations where 
 there is a fine station building and a place where all trains 
 stop, and it is not desired to decorate the building with the 
 average style train order signal when it is not necessary 
 and does not add to the safe movement of trains. 
 
 "A" 
 
 "A fixed signal must be used at each train order office, 
 which shall indicate 'stop' when there is an operator on 
 duty, except when changed to 'proceed' to allow a train 
 to pass after getting train orders, or for which there 
 are no orders. A train must not pass the signal while 
 'stop' is indicated. The signal must be returned to 'stop' 
 as soon as a train has passed. It muct b8 fagtsnid at 
 *pg ocood' unb ' wh s ft u s op i rntnr if t in i fllity " 
 
 Under this rule, after a train receives orders it may 
 proceed if the operator displays signal in proceed position. 
 
 At night after the engine of a train passes a train 
 order signal the engineman can not observe its position, 
 although the entire train has not passed the signal (see 
 definition of train). If the engine is not permitted to 
 pass the train order signal at stop it would in many 
 cases be impracticable. A train may be given a '^proceed" 
 signal even though the operator has orders for other trains 
 in the same direction. Considering the unreliability of in- 
 formation received by operators and the possibility of one 
 train passing another at a point not a train order office, 
 or one at which the office has been closed, this could 
 hardly be considered safe practice, except perhaps on 
 double track. If the signal can be fastened at "proceed" 
 only when no operator is on duty, then when a train is 
 to be given a "proceed" signal it is necessary that the 
 operator hold the signal in that position until entire 
 train passes. There is nothing to indicate to engineman 
 and conductor that an office is closed other than the fact 
 that the signal indicates "proceed". It the semaphore 
 governing train movement in opposite direction indicates 
 
 Page loi 
 
"stop" that could in the day time be considered sufficient 
 to denote an open office, but how is a train to be governed 
 at night under conditions that the opposite semaphore can 
 not be seen? 
 
 It is just as necessary to reply "stop displayed" under 
 221-A as it is under 221-B. 
 
 ttjyff 
 
 'B' 
 
 "A fixed signal must be used at each train order office, 
 which shall indicate 'stop' when trains are to be stopped 
 for train orders. When there are no orders the signal 
 must indicate 'proceed'. When an operator receives the 
 signal *3r or 'IP* followed by the direction, he must imme- 
 diately display the 'stop signal' for the direction indicated 
 and then reply 'stop displayed' adding the direction, and 
 until the orders have been delivered or annulled the 
 signal must not be restored to 'proceed'. While 'stop' is 
 indicated trains must not proceed without a clearance 
 card Form (A)." 
 
 The operator must, as soon as he receives the signal 
 "31" or "19" with the direction, reply "SD", and this must 
 be done before the order is sent, not as each operator re- 
 peats the order or sends the "X" response. 
 
 If the operator has orders for a train and he wishes 
 to clear a train running ahead of it, for which he has 
 no orders, he will have to do so by giving them a clearance 
 card. 
 
 "Operators must have proper appliances for hand 
 signaling ready for immediate use if the fixed signal 
 should fail to work properly. If a signal is not dis- 
 played at a night office, trains which have not been 
 notified must stop and ascertain the cause and report the 
 
 facts to the from the next available point of 
 
 communication." 
 
 Where the semaphore is used except within manual 
 block territory the arm indicates "stop" when horizontal 
 and "Proceed" when in a vertical or diagonal position. 
 Diagonal means above or below the horizontal. When 
 trains pass a train order signal at "Proceed" by using a 
 track other than the main track, conductor or engineman, 
 if no conductor, should be required to obtain a clearance 
 card or report to the operator before proceeding. 
 
 Page 102 
 
 i 
 
 y 
 
 In the Standard Rules the following note to Rule 
 221 (A) appears: "The conditions which effect trains at 
 stations vary so much that it is recommended each Rail- 
 road adopt such regulations supplementary to this rule as 
 may best suit its own requirements." 
 
 Also note to Rules 221 (A) and 221 (B) : "The Com- 
 mittee has recommended two forms of Rule 221, leaving 
 it discretionary to adopt one or both of these forms ac- 
 cording to the circumstances of traffic." 
 
 THE NORMAL POSITION OF TRAIN ORDER SIGNAL 
 ^STOF' AS USED BY MANY RAILROADS. 
 
 (Not Standard). 
 
 When an operator is on duty the normal position must 
 indicate "stop", both semaphores at "stop" by day and in 
 addition a red light at night. The absence of the light at 
 night offices is a signal to stop. Some Railroads require 
 a green light to be displayed in train order signal at night 
 when the office is closed as a station marker. It is also a 
 safeguard in case an operator is called during the night 
 when an office is supposed to be closed, and the light 
 should fail after receiving an order. If the green light, 
 or "proceed signal" is not displayed the train is required 
 to stop, examine position of semaphores and, if both indi- 
 cate proceed, relight the signal lamp if possible and pro- 
 ceed, reporting same from next point of communication. 
 
 When engineman comes in view of train order signal, he 
 is required to call for it by four short sounds of whistle, 
 and, if operator has no order for his train, or any other 
 in the same direction, a "proceed" signal will be given 
 and same answered by two short sounds of the whistle. 
 Some Railroads permit the operator to display a proceed 
 signal any time after the engineman sounds whistle for the 
 station in order to eliminate whistling. 
 
 When a train order signal is out of order trains should 
 be notified and the operator must display a red flag by day 
 and a red light by night, removing same when called for 
 if no orders for the train or other trains in the same direc- 
 tion, and display a green flag by day and a green light by 
 night. After rear of train has passed, again display the 
 red signal. 
 
 Page 103 
 
f. 
 
 V 
 
 In some cases the office hours are designated in the 
 time-table so train and engine men may determine when 
 office is closed. Others permit the display of both sema- 
 phores at "proceed" to indicate a closed office at any hour, 
 either day or night, to which there is some objection. 
 
 To determine whether an office is closed engineman 
 and conductor must see both semaphores at proceed at 
 night and, in addition, a green light if one is required. 
 The light may be seen but it is not always possible to sec 
 the semaphores. The light indicates position of only one 
 semaphore. 
 
 In the regular manner of handling a train order 
 signal operator frequently indicates a closed office under 
 this rule when in reality it is not closed. This is done by 
 indicating "proceed" for a train that takes the siding and 
 then indicating "proceed" for a train in opposite directon 
 or vice versa. Should a third train approach before the 
 operator places one or both semaphores to "stop" position 
 the office is closed to that train and they may proceed. 
 
 When it is known that one train is to pass another, the 
 operator should not clear the train to be passed with the 
 semaphore, but use a clearance card, keeping signal in 
 "stop" position for the following train that is to pass it. 
 
 STAITDARD CLEARANCE 
 
 Form A. 
 
 NAME 
 
 COMPANY. 
 
 C31.ELA.Pl.A.l>^CE CAI^X) 
 
 a> 
 
 OQ 
 
 Dover 
 
 015AM 
 
 November 17 
 
 19J5. 
 
 Conductor and Engine man _^2ii? 
 
 I have 8 No No further orders for your train. 
 
 Stop signal is Hi«tpiayeH For Extra 452 Cannot be Cleared 
 
 Rlnrk Clear 
 
 John Jones 
 
 Operator. 
 
 This does not aflfect any orders you may have received. 
 
 Conductor and Engineman must each have a copy, and see 
 that their train is correctly designated in the above form. 
 
 Where Clearance Card, Form A, is used when the block is not clear* 
 the line griving: block indication will be left blank, and Permissive Card, 
 Form C, used in addition to Form A. 
 
 (See Rules 331 A, 331 B and 36 J.) 
 Railroads which do not use Form A in connection with block sig-nals may 
 omit reference thereto in this form. 
 
 Page J04 
 
 ■) 
 
 I 
 
 The Standard Clearance provides for the total number 
 (not each number) of orders to be shown and conductors 
 and enginemen are responsible for the receipt of that 
 number addressed to them. If more or less, train should 
 be stopped and clearance corrected. The provision "sig- 
 nal is out for" would seem to be of no apparent value 
 under present day practices. Train men do not care 
 what the signal is displayed for provided it is not for 
 them. If clearance is received addressed to their train, 
 that is evidence signal is not displayed for them. Why 
 should it be necessary for an operator to explain to a con- 
 ductor and engineman that signal is displayed for some 
 other train? 
 
 If no orders, "no" should be written in the space fol- 
 lowing "I have". 
 
 If train has once been cleared and it becomes neces- 
 sary to clear them again, the words "no further" should 
 be written in the space following *T have". 
 
 AUTHORIZATION OF TRAIN BY CLEARANCE CARD. 
 
 At initial stations where regular trains are by Special 
 Rule required to obtain a clearance card before leaving, 
 such clearance card authorizes the train to run on the 
 schedule designated thereon. If it is desired to start a 
 train from any station other than its initial station it 
 should be authorized by train order: 
 
 Eng, run as No to . 
 
 ORDER OR CLEARANCE CARD TIMED, DATED 
 
 AND COMPLETED BEFORE MIDNIGHT 
 
 DELIVERED AFTER MIDNIGHT. 
 
 An Order or Clearance Card timed, dated and com- 
 pleted before midnight may be accepted after midnight 
 and should 'be respected the same as if issued on date of 
 departure of train. 
 
 A. R. A. Ruling Sept. 9, 1902. 
 
 "OS'' RECORD OF TRAINS. 
 
 (Rule 22Z). 
 
 "Operator must promptly record and report to the 
 the time of departure of all trains and the 
 
 direction of extra trains. They must record the time of 
 arrival of trains and report it when so directed." 
 
 Page 105 
 
 I \\ 
 

 -ft 
 
 { I 
 
 Where train registers are provided, the conductor, or 
 engineman if no conductor, registers time of arrival and 
 departure. However, the operator should use the correct 
 time of arrival and departure if time on the register is 
 not correct. The rule only requires the time of arrival 
 to be given when directed, when in fact it is always re- 
 quired and should always be given. 
 
 OPEEATOB^S TRANSFER. 
 
 (Not Standard). 
 
 A form and record for operator's transfer is left by 
 the American Railway Association to the judgment of each 
 Railroad to be determined according to the circumstances 
 governing its operation. 
 
 The making of a written transfer when one operator 
 is relieved by another in person is of vital importance. 
 It is not only a protection to the Company, but to the 
 operators and, above all, a greater protection to the public. 
 A suitable transfer book should be provided at each 
 office where it may be necessary to transfer from one 
 operator to another with provision made to indicate the 
 numbers of all outstanding or undelivered orders, overdue 
 trains if any, and trains that may have been cleared and 
 are still in the yard. The transfer book should not be 
 burdened with other information. Provision should be 
 made for both the relieving operator and the operator 
 relieved to sign their names as a receipt to one and a re- 
 lease to the other, giving time and date that transfer is 
 made. The outgoing operator should be held responsible 
 until his transfer is signed as acceptance by the operator 
 relieving him, but should not be signed until all orders 
 listed thereon are checked. The relieving operator should 
 refuse to go on duty until such transfer is received. 
 
 In case of failure of one to make the required transfer, 
 or the other refusing to accept a transfer, the matter 
 should be immediately taken up with the Chief Train 
 Dispatcher. 
 
 Should it become necessary for operators to relieve 
 one another for lunch, or any short period of time, a trans- 
 fer should be made the same as if relieving for the day. 
 
 M 
 
 If there are no orders or overdue train to transfer, the 
 record should so state and must be handled in same man- 
 ner as if there were orders. 
 
 When an operator is required to work with two or 
 more Dispatchers and it becomes necessary to transfer the 
 work on one portion of the road to another operator, a 
 transfer should be made. 
 
 The operator holding the transfer should not under 
 any circumstances permit another operator to assist in 
 the handling of train orders or permit any person to clear 
 trains with train order signal or clearance card until he 
 has accepted a transfer. 
 
 When there is a space of time that the office is 
 closed between the hours of two operators, it is the same 
 as closing an office when there is only one operator. 
 
 The office should not be closed when there are orders 
 on hand, except in cases where only track orders or annul- 
 ments have been placed; for example, at the end of branch 
 lines to be delivered only to trains leaving during the 
 office hours, or when there are two tricks with a space 
 of time the office is closed the operator may, on instruc- 
 tions from Dispatcher, leave a transfer with the track 
 orders or annulments for the other operator coming on 
 duty later. 
 
 MANUAL BLOCK SYSTEM. 
 
 The Manual Block System is additional to and does 
 not supersede the superiority of trains, nor dispense with 
 the use or observance of other signals. 
 
 The train order signal in addition to being used for 
 train orders is also used to block trains and generally in- 
 dicates three positions— STOP, CAUTION and PRO- 
 CEED— normal position STOP. 
 
 Block stations at both ends of a block should be con- 
 nected by a local block wire. 
 
 When proceed is indicated a train may proceed to 
 the next block station provided it has authority by right or 
 schedule. When caution is indicated by card or signal, 
 train must proceed under control to next open block 
 station with the understanding that the block is occupied 
 by a train moving in the same direction. 
 
 Page io6 
 
 Page 107 
 
The manual block may be operated under any of the 
 following four systems: 
 
 (1) Absolute block for following and opposing move- 
 ments on the same track. 
 
 (2) Absolute block for opposing and permissive block 
 for following movements on the same track. 
 
 (3) Absolute block for following movements (double 
 track). 
 
 (4) Permissive block for following movements 
 (double track). 
 
 Snow plows, wedge plows, rotaries and flangers in- 
 cluding engines equipped with flangers in service should 
 be moved only under a positive block. 
 
 Proceed signal must only be given when authorized by 
 Dispatcher except in case of circuit failure, then if block 
 is clear of opposing trains and operator at opposite end of 
 block is instructed to hold opposing trains, assuming that 
 local block wire is intact, operator may space trains ten 
 minutes apart restricting them with a caution card with 
 notation thereon "circuit failed". 
 
 The approach of trains should be reported to the Dis- 
 patcher as early as possible who will give instructions 
 regarding their movement, either stop, caution or pro- 
 ceed as requirements demand. 
 
 Operators must observe markers of all trains. Should 
 a train pass without markers, the fact must be reported 
 at once. If markers are displayed after the rear end has 
 
 passed the train order signal feet (generally 
 
 300 feet) operator will place signal at stop and report train 
 promptly to Dispatcher stating whether it is on the main 
 track or siding. 
 
 If necessary to pass a stop signal to take the siding, or 
 pull by on the main track to meet a train or do station 
 work, permission must first be obtained from the signal- 
 man, but this would not relieve train and engine men from 
 properly protecting themselves when necessary. After 
 passing a stop signal, train must not proceed without a 
 clearance card. 
 
 When clear of the main track at meeting or passing 
 points, conductor must report promptly to signalman and 
 
 Page io8 
 
 t 
 
 should not again occupy main track without first obtaining 
 authority from the signalman. 
 
 To avoid delay to a following passenger train, inferior 
 train should clear in time to prevent holding the passenger 
 train at the last open block station in the rear. 
 
 Work extras must clear and report in time to prevent 
 delay to passenger trains from either direction. 
 
 A train, having passed beyond the limits of a block, 
 must not back into that block without permission from 
 the signalman, or without proper flag protection when 
 
 required. 
 
 On double track, unless otherwise provided, trains 
 
 should not cross over or return until permission is 
 obtained from the signalman and the movement fully pro- 
 tected in both directions as per Rule 99, when required. 
 
 When taking siding at a closed block station or at a 
 siding where there is no block signalman conductor, should 
 report clear to the Dispatcher by telephone and before pro- 
 ceeding obtain a clearance. If circuit fails conductor will 
 be governed in the same manner as an operator insofar 
 as it is possible to do so. 
 
 Freight trains going to such closed stations or sidings 
 to meet freight trains should obtain a caution card at the 
 nearest open block station to the meeting point; or, if to 
 meet a passenger train, after freight train is into clear, 
 it should report to the Dispatcher, before he will permit 
 the passenger train which is to be met, to leave the nearest 
 block station to the meeting point. 
 
 Some Railroads require that a passenger train be given 
 a train order meet with an opposing passenger train in 
 addition to the caution card. 
 
 Trains must not pass a stop signal without receiving 
 a clearance, caution or permissive card, or a train order 
 authorizing it to do so, neither should it proceed on a 
 hand signal as against a block signal. Unless otherwise 
 directed, when two or more trains have been coupled and 
 move past any block station coupled; they must be separ- 
 ated only at a block station and the signalman notified. 
 
 Train parted signals must be given by engineman and 
 signalman and answered in the usual manner. After 
 
 Page 109 
 
parted train has been recoupled the signalman must be 
 notified. 
 
 A block station must not be considered closed, except 
 as provided for by time-iable or special instructions. 
 
 Operators should keep a block record sheet and be 
 particular to make all entries thereon, including crossover 
 movements and not depend on memory. 
 
 Copies of all clearance, caution or permissive cards 
 should be filed. 
 
 Note: The foregoing are the general principles of 
 operation under the Manual Block System. Rules for 
 manual blocking vary to some extent on the various roads 
 operating under it. The manual block system is becoming 
 obsolete. 
 
 CONTBOLLED MAITUAL BLOCK SYSTEM. 
 
 (Staff System). 
 
 The Controlled Manual Block System is so constructed 
 as to require the co-operation of the signalman at both 
 ends of the block to display a Clear or Permissive Block 
 Signal. 
 
 The signals govern the use of the blocks, and unless 
 otherwise provided, their indications supersede time-table 
 superiority and take the place of train orders. 
 
 On single track, when from any cause a signalman is. 
 unable to communicate with the next block station in ad- 
 vance, or if the block signal apparatus fails so it can not 
 be changed from the normal indication, he must set his 
 signal and other apparatus so as to display their most 
 restrictive indication, stop all trains approaching in that 
 direction and be governed by instructions from the Super- 
 intendent. If he is unable to communicate with the Super- 
 intendent he may, after a train that has been authorized 
 to use the block is clear of such block, permit regular 
 trains to pass stop signal and proceed with caution or their 
 time-table authority, expecting to find a train in the block, 
 broken rail or switch not properly set. Other than this, the 
 same principle applies as with the Manual Block System. 
 
 Where the staff system is used, a train must be gov- 
 erned by the signals "Head in," "Proceed on main track 
 at speed," "Staff in position," "Proceed on main track" 
 
 Page no 
 
 prepared to stop before passing the staff crane, "staff not 
 in position." The signals are so arranged and interlocked 
 that signalman can not indicate "proceed on the main 
 track" to two opposing trains at the same time. The nor- 
 mal position of these signals indicate "Head in." 
 
 When staff has been received, engineman must first 
 ascertain if it authorizes a move in the direction of his 
 
 train; if so, give whistle signal o o to trainmen and 
 
 proceed regardless of opposing trains. 
 
 When staff system is out of order trains must be moved 
 by a train order giving them right over all opposing trains 
 to the next block station as there is no time-table superi- 
 ority within the staff limits. 
 
 A switching movement must only be made on authority 
 of a staff for the block used. 
 
 EU^r^IlVG EXTBAS WITHOUT OBDEBS OX 
 
 DOUBLE TBACK. 
 
 (Not Standard). 
 
 When, by special rule, extras are permitted to run ou 
 double track without running orders, it should be under- 
 stood that such rule does not apply if a section of double 
 track is singled by train order. An order to run extra 
 must be obtained in this case regardless of the distance. 
 
 The special rules of some Railroads the authority 
 to run extra on double track must be authorized by obtain- 
 ing a clearance card before leaving specified points, on 
 other Railroads extras are permitted to run without orders 
 from and to any station by displaying white signals and 
 markers and moving with the current of traffic. When 
 extras are so authorized Dispatchers should never give 
 work extras on double track orders to "not protect" 
 
 against extras or an order that "all extra trains 
 
 wait at until " as he has no definite 
 
 way of controlling movements. When necessary to move 
 trains against the current of traffic or single a section of 
 double track Dispatcher must not only first clear the track 
 of trains but know that there are no trains between those 
 points on the opposite track that may go through a cross- 
 over and run extra under the special rule. The order must 
 be given to trains in both directions on both tracks. 
 
 ^ Page in 
 
"■' 
 
 A work extra should not be given right over all trains 
 on one of the tracks unless all trains both ways on either 
 track have received a copy of the order. » ^ 
 
 £XTBAS RUNinirG WITHOUT OBDEBS— 2, 8 AM) 
 
 4 TRACKS. 
 
 PLfiTZ 8, 
 
 ro¥^£/f 
 
 - WEST 
 
 TOW£/f 
 
 <C(f/f^£Mr or r^/trr/c > 
 
 C^eSSO¥£ft 
 
 MOVEMENT BETWEEN E AND F BY MANUAL BLOCK. 
 
 A&SIGNMBNT OF TRACKS. 
 
 ALL TRAINS BETWEEN F AND E. 
 
 NO. 2 TRACK WESTWARD TRAINS G TO F, E TO C AND WESTWARD 
 PASSENGER TRAINS ONLY C TO A. 
 
 NO. 3 TRACK EASTWARD PASSENGER TRAtNB ONLY A TO D, EAST- 
 WARD TRAINS D TO E AND F TO G. 
 
 NO. 1 TRACK WESTWARD FREIGHT TRAINS ONLY C TO A. 
 
 NO. 4 TRACK EASTWARD FREIGHT TRAINS ONLY A TO D. 
 
 The only orders necessary are to help freight trains 
 ahead of passenger trains, when late, from G to C on No. 
 
 2 track (including single track F to E) and from D to G 
 on No. 3 track. If necessary to run a fast eastward freight 
 train around a slow one Dispatcher may notify signalman 
 at Tower B to line up and head the slow freight in on No. 
 
 3 (if no passenger train to use it) and signalman at Tower 
 C or D to hold them in if necessary, and follow the fast 
 freight In this way both trains can be kept moving and 
 the delay, if any, is slight. The same may be done between 
 westward trains between C and B. 
 
 An eastward local passenger train may be moved in 
 the same manner on No. 4 track between C and D per- 
 mitting a limited passenger train to pass them with prac- 
 tically no delay. 
 
 The westward or No. 2 track between Crossover 1 and 
 Tower F may be used as a run-around track by an east- 
 ward freight train by placing a flagman at Crossover 1 to 
 hold all westward trains, while a flagman from rear end 
 flags a passenger train against the current of traffic on 
 
 Page ii2 
 
 I 
 
 •( 
 
 \ 
 
 westward track or between any two crossovers where dis- 
 tance and switch line up permits, thus saving a long 
 freight train from backing through a crossover and 
 flagging both ways. The same may be done by west- 
 ward trains between Tower E and Crossover 2, 
 
 MOVEMENT OF TBAIITS WITH CUBBEITT OP 
 
 TBAFFIC m TWO OB MOBE TBACKS 
 
 BY MEANS OF BLOCK SIGNALS. 
 
 Normal position of station signals, STOP. * 
 
 When it is desired that train continue its move- 
 ment on the main track, the upper station signal indicates 
 PROCEED. 
 
 When it is desired that train take the siding, the lower 
 station signal indicates PROCEED.' ^ ' ' ' 
 
 The only effect the station signals have on the auto- 
 matic block system is that the first automatic signal in the 
 rear of the station signals (when in their normal position) 
 indicates CAUTION, or when the lower signal indicates 
 take siding the first automatic block signal in the rear of 
 it indicates CAUTION. 
 
 When the upper or main track signal indicates PRO- 
 CEED, the automatic block signal in the rear of it would 
 indicate PROCEED. Station signals are handled manu- 
 ally, and after train passes a proceed station signal it auto- 
 matically goes to stop and can not be changed to proceed 
 until the train is clear of the block. 
 
 When it is desired to indicate permissive movements a 
 second semaphore signal is placed below. 
 
 Station signals are placed far enough beyond station 
 building to permit passenger trains to do station work 
 without passing them. 
 
 On portions of the road so specified in the time-table 
 trains will run with the current of trafiic by block signals 
 whose indications will supersede time-table superiority. 
 
 Movements will be supervised by Dispatchers who will 
 instruct signalmen when necessary. 
 
 A train having work which may detain it more than 
 the specified time stated in the rules, at points where com- 
 
 Page 113 
 
\ 
 
 ..^ 
 
 N 
 
 ' 
 
 munication can not be had, should obtain permission from 
 signalman, approved by Dispatcher, before entering the 
 block. 
 
 Scheduled trains will not be run in sections. 
 
 Extra trains will move without train orders and will not 
 display signals. 
 
 Passenger trains should not leave a station in advance 
 of their schedule leaving time. 
 
 When stopped by a station signal where sidings are 
 located, on or near the time of a passenger train, other 
 trains should clear the main track unless otherwise directed 
 by signalman. 
 
 Conductors must advise signalman when clear of main 
 track. • ^' / • 
 
 Yardmasters and signalmen at terminal stations should 
 obtain permission from Dispatcher before permitting other 
 trains to proceed on or near the time of passenger trains. 
 
 A station signal may be passed when stop is displayed 
 when necessary to take siding or for purpose of doing 
 station work, but the proper signal should be displayed, 
 or permission obtained, before the train proceeds from the 
 station. 
 
 A clear or caution block signal should not be displayed 
 for, or accepted by, a train occupying a siding. 
 
 At outgoing switches, where telephones are placed, con- 
 ductors or enginemen must receive permission from sig- 
 nalmen before proceeding, and ascertain whether a clear 
 or following movement is to be made. Where there are 
 no telephones conductors and enginemen should obtain per- 
 mission from signalman to proceed after obtaining infor- 
 mation as to condition of the block. 
 
 Signalman must enter upon his block register in place 
 provided the track upon which trains leave from his sta- 
 tion, and whether the movement is made under a clear 
 or caution indication. 
 
 In reporting the train to the block station in advance, 
 the name or number of track on which train is moving 
 should be stated. 
 
 Except as effected hereby, all block signal and train 
 rules should be respected. 
 
 Page 114 
 
''I 
 
 "J 
 
 I; » 
 
 
 f i^ 
 
 >"6i 
 
 PLATE 3. MOVEMENT OF TRAINS WITH AND AGAINST THE 
 
 CURRENT OF TRAFFIC ON DOUBLE TRACK BY BLOCK SIGNALS 
 
 WESTWARD STA. SIGNALS y s 
 CSEM\ AUI) T±£J^ 
 
 CROSSOVER NO. J 
 
 WESTWARD 
 SIDING 
 
 WESTWARD STA. 5IGNALS 
 (SEMl-AUT.) 
 
 STATION C. 13 
 
 WESTWARD 
 SIDING C. 
 
 EASTWARD STA. 
 SIGNALS 
 
 ^^ (SEMl-AUT.) 
 
 E STATION D. 
 
 WESTWARD STA. 
 
 WESTWARD STA 
 
 CSEMI-AUT.] 
 
 EASTWARD 
 SIDING C. 
 
 .EASTWARD STA. 
 SIGNALS 
 
 (SEMl-AUT > 
 
 SIGNALS 
 (SEMI-AUT.) 
 
 WESTWARD 
 SIDING B. 
 
 CROSSOVER NO. I. 
 
 CROSSOVER N0.2 
 5TA.C 
 
 EASTWARD 
 SIDING B. 
 
 EASTWARD STA. 
 SIGNALS 
 
 (SfMI-AUT.) 
 
 1^1 g STATION B. 
 
 EASTWARD 
 SIDING A. 
 
 EASTWARD STA. 
 SIGNALS. 
 
 (SEMl-AUT 1 
 
 g| STATION a 
 
 m2 MOVING ^GdlNSr CURRENT 
 OF JRflFFIC FROM CROSSOVER 
 miflT STM.TO CROSSOVER 
 N0.2 NCflRSmC. 
 
 NOTE 
 
 siemi BLMs 
 
 m Pfl/NTfD 
 
 DfFERENTQN 
 
 SOt£BfllLWflYS. 
 
 MfffBEinm 
 
 IPPER OR iOV/EB 
 
 moBmi 
 
 I 
 
 ■««j 
 
 i 
 I 
 
 I 
 
 I 
 
 i 
 
 STATION signals: 
 
 NORMAL. 
 
 PROCEED 
 ON 
 JIAIN 
 
 PROCEED WITH CAUTION 
 1 jt JL PREPARED 
 
 r q5 head in, 
 
 PROCEED 
 
 AT 
 SPEED. 
 
 MOVEMENT OF TBAOS AGAIKST THE CURBEITT 
 
 OF TRAFFIC OJf TWO OB MOBE TBACKS 
 
 WHEBE TBAINS ABE OFEBATED BY 
 
 MEANS OF BLOCK SIGNALS. 
 
 (See Plate 9). 
 
 D-FORM R 
 
 No, 2 has right over opposing trains 
 on No. I (or westward) track A to C, 
 
 or 
 After No. 3 arrives at A No. 2 has right 
 over opposing trains on No. i (or west- 
 ward) track A to C. 
 
 Before No. 2 is authorized to move against the current 
 of traffic from Station A to Station C the westward track 
 must be cleared of all opposing trains and D-Form R 
 order completed to signalman at C and to all opposing 
 trains at the first station (D) preceding Station C, at 
 which point (C) the train returns to the eastward track, 
 also to the signalmen at each intermediate station between 
 the limits of the reverse movement, which would be Sta- 
 tion B under this order. See plate 9, page 115. 
 
 The signalman at Station C where No. 2 returns to 
 the eastward track must not send the X response or repeat 
 the order until he is positive his signal is at STOP and dis- 
 tant signal indicates CAUTION. The following signals 
 will then be displayed against opposing trains protecting 
 the movement of No. 2 against the current of traffic A to 
 
 block signal east of D at CAUTION, 
 station signal at D at STOP, 
 block signal east of C at CAUTION, 
 station signal at C at STOP, 
 block signal east of B at CAUTION, 
 station signal at B at STOP, 
 other automatic block signal indications between A and D 
 as may be caused by the line-up of crossover, or by the 
 movement of No. 2. 
 
 Before permitting the reverse movement the signalman 
 at Station A must examine his block record and ascertain 
 that block is clear of opposing trains. If so, he must 
 then ask permission of Signalman at B, the next block 
 
 Page 113 
 
INTENTIONAL SECOND EXPOSURE 
 
 y 
 
 PLATE 9 MOVEMENT OF TRAINS WITH AND 
 
 * CURRENT OF TRAFFIC ON DOUBLE TRACK 
 
 AGAINST THE 
 
 BY BLOCK SIGNALS 
 
 1 
 
 , I? 
 
 WESTWARD STA. SIGNALS yK 
 
 (5fMI AUT.) y-^ y 
 
 CROSSOVER NO.J 
 
 WESTWARD 
 SIDING D, 
 
 EASTWARD STA 
 SIGNALS 
 
 (SEMI-AUT.) 
 
 STATION 0. 
 
 WESTWARD STA. SIGNALS 
 
 (SEMI-AUT.) 
 
 STATION C. B 
 
 EASTWARD 
 SIDING C. 
 
 EASTWARD STA. 
 SIGNALS 
 
 (SEMI-AUT) 
 
 WESTWARD 
 SIDING C 
 
 WESTWARD STA. 
 
 SIGNALS 
 (SEMI-AUT.) 
 
 WESTWARD 
 SIDING B. 
 
 WESTWARD STA 
 
 ISEMI-AUi: 
 
 CROSSOVER NO. I. 
 
 EASTWARD STA. 
 
 SIGNALS. 
 (SCMI-AUT) 
 
 STATION a 
 
 m2 Movm f^Qmsf current 
 
 OF TRAFFIC FROM CROSSOVER 
 mi^TSWATOCROSSOl/ER 
 NO. 2 NEf^RSJfl.C. 
 
 I 
 
 I 
 
 ""J 
 
 I 
 
 So 
 I 
 
 mi 
 
 SIGNAL BLflDES 
 
 m Pfl/NTfD 
 
 DIFFERENJON 
 
 SOMEBfllLWflYS. 
 
 sTfnmsiems 
 
 MftYBEElim 
 UPPER 0« mEP 
 
 STATION signals: 
 
 NORMAL. 
 
 PROCEED 
 ON 
 JiAIN 
 
 TRACK, 
 
 PROCEED WITH CAUTION 
 
 PREPARED 
 TO 
 HEAD IN, 
 
 PROCEED 
 
 AT 
 SPEED. 
 
 MOTEMENT OF TEAIXS AGAOST THE CURRENT 
 
 OF TRAFFIC Olf TWO OR MORE TRACKS 
 
 WHERE TRAINS ARE OPERATED BY 
 
 MEANS OF BLOCK SIGNALS. 
 
 (See Plate 9). 
 
 DEFORM R 
 
 No. 2 has right over opposing trains 
 on No. I (or westward) track A to C, 
 
 or 
 After No. 3 arrives at A No, 2 has right 
 over opposing trains on No. i (or west- 
 ward) track A to C. 
 
 Before No. 2 is authorized to move against the current 
 of traffic from Station A to Station C the westward track 
 must be cleared of all opposing trains and D-Form R 
 order completed to signalman at C and to all opposing 
 trains at the first station (D) preceding Station C, at 
 which point (C) the train returns to the eastward track, 
 also to the signalmen at each intermediate station between 
 the limits of the reverse movement, which would be Sta- 
 tion B under this order. See plate 9, page 115. 
 
 The signalman at Station C where No. 2 returns to 
 the eastward track must not send the X response or repeat 
 the order until he is positive his signal is at STOP and dis- 
 tant signal indicates CAUTION. The following signals 
 will then be displayed against opposing trains protecting 
 the movement of No. 2 against the current of traffic A to 
 
 V^j 1. C.J 
 
 block signal east of D at CAUTION, 
 station signal at D at STOP, 
 block signal east of C at CAUTION, 
 station signal at C at STOP, 
 block signal east of B at CAUTION, 
 station signal at B at STOP, 
 other automatic block signal indications between A and D 
 as may be caused by the line-up of crossover, or by the 
 movement of No. 2. 
 
 Before permitting the reverse movement the signalman 
 at Station A must examine his block record and ascertain 
 that block is clear of opposing trains. If so, he must 
 then ask permission of Signalman at B, the next block 
 
 Page 115 
 
 \\ 1 
 
I ■'■ 
 
 m 
 
 ' 1} 
 
 station in advance, to permit the move. Before giving this 
 permission Signalman at B must see that STOP is dis- 
 played for opposing trains on westward (or No. 1) track 
 and reply S.D. for No. 2 on westward ( or No. 1) track. 
 Signalman at A may then deliver clearance card (Form 
 A) as hereinafter provided. If block is not clear signal- 
 man at B will so inform signalman at A and movement 
 can not be made. 
 
 The same procedure must apply before No. 2 enters 
 blocks between B and C. 
 
 Before making a movement against the current of 
 traffic, after having received an order under D-Form R, 
 conductor and engineman must obtain a clearance card 
 reading "No orders" or "No further orders" and, in addi- 
 tion, "Block clear" or "Block occupied by train 
 
 ahead, proceed with caution", and must stop before pass- 
 ing each train order or block signal cabin or office, unless 
 they receive such a clearance card. Signalmen at inter- 
 mediate stations must not permit any engine or train to 
 cross over or occupy the opposite track until ^fter the 
 passage of No. 2 on westward track. No other drains 
 should be permitted to occupy the same block with a pas- 
 senger train, but other trains may be permitted to make 
 following movements when directed by Dispatcher and 
 authorized clearance card is received from signalman. 
 
 On arrival at C, No. 2 should if practicable return to 
 eastward track through first crossover protecting the move 
 as provided by Rule 99, unless properly protected by 
 signals. 
 
 After returning to eastward track, No. 2 must obtain 
 clearance card (Form A) stating if block is "clear" or 
 "occupied" by trains ahead, and other information re- 
 quired by such clearance. 
 
 The display of markers must be the same as required 
 when moving against the current of traffic where time- 
 table superiority applies. 
 
 u 
 
 Page ij6 
 
 ADDITIONAL RULES FOB THREE OR MORE 
 
 TRACKS. 
 
 (Rules F-271» 27S and 273). 
 
 "The main tracks shall be designated by numerals, and 
 their use indicated by special instructions. 
 
 "On portions of the road so specified on the time-table, 
 trains will run with the current of traffic by block signals, 
 whose indications will supersede time-table superiority." 
 
 Note: For display of markers on three or more tracks see 
 page 29. 
 
 ORDER NUMBERS AND DATE SHOULD BE 
 
 CONSIDERED. 
 
 While an order of a higher number or later date does 
 not constitute a supersedure, it is sometimes necessary to 
 consider the order first issued more as a matter of pre- 
 caution. Also, where several orders are received at the 
 same train order office it helps to obtain a clear under- 
 standing of them. 
 
 FORM A— MEETING POINTS. 
 
 Trains can not meet on double track but may meet at 
 the end of double track. 
 
 In moving a train against an opposing superior train to 
 the end of double track Form "C (right over) should be 
 used. 
 
 If a meet is made on single track and it becomes neces- 
 sary to change the order to advance the inferior train to 
 the end of double track the "meet" should be annulled and 
 a "right" order, Form "C", issued, which is preferable. 
 However, the order may be changed to read "meet at End 
 of Double Track (or the station which is the end of 
 
 double track) instead of ". In this case if the 
 
 train on double track has not reached the meeting point, 
 the train moving from the single to double track may pro- 
 ceed on its run on double track with safety provided it 
 has not received an order which singles the double track 
 or order moving train to be met against the current of 
 traffic. The register at the end of double track may then 
 be checked by the train going from double to single track. 
 
 If an opposing extra on single track can not be reached 
 before it arrives at the end of double track, an engine may 
 
 Page 117 
 
I ! 
 
 Station in advance, to permit the move. Before giving this 
 permission Signalman at B must see that STOP is dis- 
 played for opposing trains on westward (or No. 1) track 
 and reply S.D. for No. 2 on westward ( or No. 1) track. 
 Signalman at A may then deliver clearance card (Form 
 A) as hereinafter provided. If block is not clear signal- 
 man at B will so inform signalman at A and movement 
 can not be made. 
 
 The same procedure must apply before No. 2 enters 
 blocks between B and C. 
 
 Before making a movement against the current of 
 traffic, after having received an order under D-Form R, 
 conductor and engineman must obtain a clearance card 
 reading "No orders" or "No further orders" and, in addi- 
 tion, "Block clear" or "Block occupied by train 
 
 ahead, proceed with caution", and must stop before pass- 
 ing each train order or block signal cabin or office, unless 
 they receive such a clearance card. Signalmen at inter- 
 mediate stations must not permit any engine or train to 
 cross over or occupy the opposite track until $fter the 
 passage of No. 2 on westward track. No other trains 
 should be permitted to occupy the same block with a pas- 
 senger train, but other trains may be permitted to make 
 following movements when directed by Dispatcher and 
 authorized clearance card is received from signalman. 
 
 On arrival at C, No. 2 should if practicable return to 
 eastward track through first crossover protecting the move 
 as provided by Rule 99, unless properly protected by 
 signals. 
 
 Aittr returning to eastward track, No. 2 must obtain 
 clearance card (Form A) stating if block is "clear" or 
 "occupied" by trains ahead, and other information re- 
 quired by such clearance. 
 
 The display of markers must be the same as required 
 when moving against the current of traffic where time- 
 table superiority applies. 
 
 Page ii6 
 
 ABDITIOXAL BULES FOB THBEE OB MOBE 
 
 TBACKS. 
 
 (Rules F-271, 272 and 278). 
 
 "The main tracks shall be designated by numerals, and 
 their use indicated by special instructions. 
 
 "On portions of the road so specified on the time-table, 
 trains will run with the current of traffic by block signals, 
 
 whose indications will supersede time-table superiority." 
 
 Note: For display of markers on three or more tracks see 
 page 29. 
 
 OBBEB JrUMBEBS AND DATE SHOULD BE 
 
 COKSIDEBED. 
 
 While an order of a higher number or later date does 
 not constitute a supersedure, it is sometimes necessary to 
 consider the order first issued more as a matter of pre- 
 caution. Also, where several orders are received at the 
 same train order office it helps to obtain a clear under- 
 standing of them. 
 
 FOBM A— MEETING POINTS. 
 
 Trains can not meet on double track but may meet at 
 the end of double track. 
 
 In moving a train against an opposing superior train to 
 the end of double track Form "C" (right over) should be 
 used. 
 
 If a meet is made on single track and it becomes neces- 
 sary to change the order to advance the inferior train to 
 the end of double track the "meet" should be annulled and 
 a "right" order, Form "C", issued, which is preferable. 
 However, the order may be changed to read "meet at End 
 of Double Track (or the station which is the end of 
 
 double track) instead of ". In this case if the 
 
 train on double track has not reached the meeting point, 
 the train moving from the single to double track may pro- 
 ceed on its run on double track with safety provided it 
 has not received an order which singles the double track 
 or order moving train to be met against the current of 
 traffic. The register at the end of double track may then 
 be checked by the train going from double to single track. 
 
 If an opposing extra on single track can not be reached 
 before it arrives at the end of double track, an engine may 
 
 Page 117 
 
i 
 
 1-': 
 
 •!il 
 
 be given running orders from a point on the double track 
 to a point on single track with orders to meet the oppos- 
 ing extra at the end of double track, or an order not to 
 
 leave the end of double track unless Extra has 
 
 arrived. If no other provision for checking against the 
 Extra to be met an observation check must be made while 
 running on the double track. If any doubt as to positive 
 identification in this case, proceed only under protection. 
 
 «. ^ ODD NUMBERS WESTWARD AND ' 
 
 A 
 O 
 
 SUPERIOR BY DIRECTION 
 
 C D E F G 
 
 O O O-^ O O- 
 
 -W 
 
 H 
 -O 
 
 HRST CLASS NUMBERS 1 TO 10. SECOND CUSS NUMBERS 20 TO 30. 
 THIRO CLASS NUMBERS 40 TO 50. 
 
 If an engine is given an order to run extra and it is 
 necessary for it to remain at its initial station for an 
 opposing extra, the order should read "After the arrival 
 of Extra 99 West at B Eng 200 run extra B to H." As 
 the order to the extra is not effective until the arrival of 
 Extra 99 West, Engine 200 must remain into clear until 
 it arrives. 
 
 If a meet is made at C by Order No. 1 and is after- 
 wards superseded to meet at D instead of C by Order 
 No. 2 and it then becomes necessary to change the 
 meet again to C instead of D, Order No. 2 should first be 
 annulled and a meet made at C. If Order No. 3 reads 
 "meet at C instead of D" it is liable to be misunderstood, 
 especially should a train receive Orders Nos. 2 and 3 at 
 the same office. Conductors and enginemen should in this 
 case note the numbers of the orders and read the lower 
 number first unless they are of different dates, then 
 read the one of earlier date first regardless of the num- 
 ber. The Dispatcher, however, should not create such a 
 condition. 
 
 If a meet is made with a work extra with the time 
 limit of the work extra known, the American Railway 
 Association has ruled that the meet holds good after the 
 expiration of time limit. A. R. A. Ruling Sept. 7, 1893 
 and Oct. 17, 1910. 
 
 If a train receives an order to meet a regular train ^t 
 "D" and on arrival at "D" it is given right over the same 
 
 Page ii8 
 
 i] 
 
 / 
 
 train "D'' to "H", it must meet it at "D" unless the Dis- 
 patcher annuls the meet. 
 
 If a superior train receives an order to meet an in- 
 ferior train at a Register Station and it finds the inferior 
 train in the yard without signals and with niarkers prop- 
 erly display before it reaches the register, the superior 
 train must not consider it has met the inferior train 
 but check the register for signals that the inferior train, 
 may have displayed to the register station. If the inferior, 
 train is not to be seen on arrival of the superior train the 
 register must be checked to ascertain if it has arrived. 
 If not, should the superior train move out to the opposite- 
 end of yard and find the inferior train without signals 
 and with markers properly displayed (also indicators, if 
 so equipped) it might proceed against a following section. 
 
 The importance of checking the register, even though 
 inferior train is not in sight, is that it may have arrived 
 and equipment moved elsewhere, or may have arrived 
 displaying signals to that point, registered in, and, after 
 so doing, backed up into the yard where it can be seen 
 without signals, or signals taken down after registering 
 m and before train passes the register. The superior train 
 should be held responsible if it leaves before it positively 
 knows the schedule of the train it is to meet has been 
 fulfilled mto the register meeting point. 
 
 "A train order must not be sent to a superior train at 
 the meeting point if it can be avoided. When a train order 
 is so sent, the fact will be stated in the order and special 
 precautions must be taken to insure safety." The follow- 
 ing form is generally used: ''This order to ■ 
 
 ^! " ''' I" addition to this notice, the Dispatcher 
 
 should always instruct the operator to take the necessary 
 precaution to stop the train before it reaches the switch 
 at which the inferior train (that the superior train knows 
 nothing about) takes the siding. If the station where the 
 superior train receives the order is not a regular stop or 
 there is a descending grade, or the approach of the superior 
 train IS obscure by fog, storm or obstruction of any kind 
 or the station is located near the switch where inferior 
 tram takes the siding, the operator should go out in the 
 
 Page ii^ 
 
• I 
 
 
 I » • 
 
 direction from which the superior train is coming and 
 
 give it additional stop signals. 
 
 If an order is received reading as follows: 
 
 ''No. I meet No. 2 at B • 
 instead of C" 
 
 if No. 1 has not as yet received the order to meet No. 2 
 
 at C, they must respect the meeting point at B and it is 
 
 not necessary that they have a copy of the order to meet 
 
 at C when or after the order to meet at B is received. If it 
 
 is given them, the moment it is received it is superseded. 
 
 FORM B— PASS OR BXTS AHEAD. 
 
 When a train is to pass another by train order both 
 should run according to rule to the designated point and 
 there arrange for the rear train to pass promptly. The 
 rule is silent in regard to taking the siding, no doubt 
 owing to conditions that may exist, i. e., length of trains, 
 siding, grade, whether there are cars on the siding or not, 
 whether it is a spur or a matter of delay to the important 
 train. 
 
 Unless there is some good reason for not doing so the 
 leading train should take siding and allow the following 
 train to pass without delay and possibly without stopping. 
 The train that is to pass should always approach tfie 
 passing point prepared to stop if the train to be passed is 
 on the main track, and not assume that they are on the 
 siding or that they have the switches lined up for passage 
 through the siding. If the train to be passed holds the 
 main track they should not assume that it is not necessary 
 to send a flagman to the rear, even though the switches 
 are lined up to run the following train through. The 
 fact that the first switch is lined up does not mean that 
 the switch at farther end is also lined up or that the siding 
 is clear. The train that is to pass must be prepared for 
 any emergency. 
 
 If the train to be passed lines up one or both switches 
 they should dose them and the train that is to pass should 
 close only those they open unless those they find open are 
 not in charge of a trainman. 
 
 When an order is given for a train to run ahead of an- 
 other until overtaken or to pass when overtaken unusual 
 
 Page 120 
 
 precaution should be taken at the point where they are 
 to pass as the passing point is indefinite and following train 
 does not know where they are to pass until they get there. 
 These two forms should not be used except in extreme 
 cases. Some Railroads prohibit their use and some omit 
 the forms when adopting a book of rules. When such is 
 the case the positive form has to be used and rather than 
 delay an important train the leading train generally permits 
 them to pass before the point named in the order is 
 reached, if overtaken, and in such cases we have created 
 about the same condition that the Standard form would 
 create. 
 
 When a train receives an order to run ahead of another 
 until overtaken, and sections are not mentioned, the Ameri- 
 can Railway Association ruled Oct. 21, 1912, that when 
 overtaken by the first section the train has no authority 
 to proceed ahead of the following sections from that point 
 without further orders. The same principle undoubtedly 
 should apply when a train is given an order to pass an- 
 other when overtaken. 
 
 A freight train should not be given an order to run 
 ahead of a first class train except in emergency cases, and 
 then, only to the first practicable point of passing. 
 
 A time order should be used when possible. 
 
 When a first class train is being indefinitely delayed or 
 in case of a blockade, the form to run ahead may have to 
 be used, also in moving extras ahead of local freight 
 trains. 
 
 When an inferior train is given an order to pass a 
 superior train right is conferred to run ahead of the 
 superior train from that point. After passing the train the 
 same relative condition exists as it does when an order is 
 issued to run ahead. 
 
 Under the old rule of Example 3, Form B, the second 
 named train must not exceed the speed of the first named 
 train between the points designated. 
 
 A ruling by the American Railway Association April 
 19, 1909, states "The Standard Code of The American 
 Railway Association does not provide for rules covering 
 certain details of operation, but, as pointed out in numer- 
 
 Page 121 
 
/ 
 
 I f 
 
 ous 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 equipped 
 with automatic or other block signal systems, the answer 
 to this question is found in the protection afforded by such 
 systems. In the absence of block signals, information 
 covering speed would probably be found in the special in- 
 structions contained in the time-table, or by bulletin notice, 
 or other practice in vogue. Thus, if the rules of the rail- 
 road restricted the speed of extra trains to 30 miles per 
 hour, or to 20 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 the part 
 of the engineman of that train as to the average, or prob- 
 able, speed that an extra train would actually make on that 
 portion of the road should govern." 
 
 It would seem that the object of the rule stating the 
 second named train must not exceed the speed of the first 
 is to confine the speed of the following train to that of the 
 leading train to prevent a rear end collision while both 
 trains are moving. As is ruled by the American Railway 
 Association, if within a block signal system, protection is 
 afforded by such system. If on straight track and a clear 
 day the absence of the leading train for a reasonably safe 
 distance also affords protection, but where the view is 
 obscure by fogs, storms, canyons, tunnels, smoke or at 
 night the only safe procedure is to run under control, that 
 is, to be able to stop if leading train should suddenly 
 appear in view. The brakeman (flagman) on the leading 
 train should take these conditions into consideration and 
 occasionally throw off a fusee, if conditions warrant and 
 especially if speed is materially reduced. 
 
 "When an inferior train receives an order to pass a 
 superior train, right is. conferred to run ahead of the train 
 passed from the designated point". This means to run 
 from the designated point to the end of the run of the 
 
 Page 122 
 
 e 
 
 inferior train on the Division, or Subdivision, if subdivided, 
 whether it is a regular or extra train. 
 
 Under the new 1915 revision it states "Unless some 
 form of block signals is used, the following train will 
 run with caution, looking out for the designated train 
 ahead until the order is fulfilled". 
 
 FOEM C— BIGHT OVEB AlV OPPOSING TEAIJV. 
 
 (This form applies to sing^le track only). 
 
 The general assumption that an order giving one train T 
 right over another reverses superiority by direction is\ 
 wrong. Superiority by direction is conferred by time- 
 table and applies only on single track between opposing 
 trains of the same class. An order giving one train right 
 over another under Form C applies not only between op-l 
 posing trains of the same class, but of different classes! 
 and also between a classified train and an extra train. It 
 we say the form reverses superiority by direction, we are 
 conferring superiority by direction by train order as long 
 as the order is in effect, and when applied between trains 
 of different classes we would have to admit that superiority 
 by class could be conferred by train order when, in fact, 
 only superiority by right can be so conferred. Right is 
 simply a higher superiority than superiority by direction or 
 class, and supersedes in so far as they conflict. 
 
 It is not permissible under the Standard Rules to apply 
 this form between trains of the same class in the same 
 direction. However, it becomes necessary at times to do 
 so, the authority for which is that portion of the second 
 paragraph of Rule 201 relative to train orders, i. e., "They 
 must be brief and clear in the prescribed form when 
 applicable". 
 
 If a local or slow first class train, making stops on flag 
 at many stations, is running ahead of a fast train, espcT 
 cially when train order offices are few it would be goodl 
 judgment to use Form C and give the fast train right over! 
 the slow one and require the slow train to clear its time. 
 Such clearance should be at least five minutes. Form B 
 would not be practicable and, if used, would be more dan- 
 gerous, especially if no block signal system, than Form C, 
 not considering the delay that might result from the use 
 of Form B. 
 
 Page 123 
 
 \ 
 
y.. 
 
 This form does not authorize, so far as the examples 
 go, the Dispatcher to give an extra right over an opposing 
 extra, yet it is the general practice and not only good, 
 but necessary. Without its use between opposing extras it 
 would be next to impossible to handle manifest and stock 
 trains without serious delay, or to get helper engines to 
 the cutting in point to help important trains. 
 
 "If the trains meet at either of the designated points, 
 the first named train must take the siding, unless the 
 order otherwise prescribes." 
 
 When a regular train is given right over an opposing 
 regular train, the opposing train, when it reaches the 
 limits of the order, may proceed within the limits before 
 the other train arrives, provided it can clear the train 
 given right as many minutes as it was before required 
 to clear the superior train, in which case the conductor 
 should notify the train holding right of its arrival, stopping 
 if necessary. If this is not done it is liable to cause delay 
 when the train given right arrives at the limit of the 
 order and has to wait for the unidentified train that may 
 have been met and that is superior beyond that point. It 
 may also cause a collision in case a section, over which 
 right has been given, displays green signals and clears the 
 time within the limits of the order and is not identified, 
 and the train given right has nothing against the following 
 section. 
 
 It is the Dispatcher's duty to issue the necessary orders 
 to prevent such a condition. In case of a flag move, how- 
 ever, unforseen conditions might arise to prevent him from 
 doing so, therefore the importance of complying with the 
 rule. 
 
 When an extra is given right over a regular train, the 
 regular train must not go into the limits of the right 
 order unless directed by train order to do so. When so 
 directed, whether a regular train or an extra, such order 
 does not supersede the right order and must be considered 
 as only helping an inferior train against a train of superior 
 right as was conferred by the right order. 
 
 If Eng 99 holds a running order H to A and Dis- 
 patcher desires to move opposing Extra 100 East A to H 
 
 Page 124 
 
 9^ 
 
 k 
 
 ^ ODD NUMBERS WESTWARD AND ^ 
 '^ SUPERIOR BY DIRECTION 
 
 A 
 O 
 
 c 
 
 D 
 -0- 
 
 E 
 -0 
 
 F 
 O 
 
 G 
 O- 
 
 -W 
 
 H 
 -O 
 
 i 
 
 FIRST CUSS NUMBERS 1 TO 10. SECOND CLASS NUMBERS 20 TO 30. 
 THIRD CUSS NUMBERS 40 TO 50. 
 
 and gives it right over Extra 99 West A to D or 
 short of its destination, it would be necessary to pro- 
 tect t^e two opposing extras between D and H in case 
 Extra 99 West had not arrived at D before order is com- 
 pleted to Extra 100 East. This may be done by adding 
 to the order "Extra 100 East take siding and not leave 
 D unless Extra 99 West has arrived." Stating that Extra 
 99 West receives the order at D is not suflScient protection. 
 If the above form does not appear in the order conductors 
 and engineman cannot object as it may be that the oppos- 
 ing extra arrived at D before the order was completed 
 to Extra 100 East, or did not exist between H and D. The 
 responsibility rests with the Dispatcher unless conductors 
 and enginemen held copies of each other's running orders, 
 and no provision is made to meet, in which case it would 
 be proper to object. 
 
 When an extra is given right over an opposing extra 
 no portion of the opposing extra's territory must be left 
 unprotected. 
 
 FOEM £— TIME OBBEBS. 
 
 There is quite a difference in the application of a 
 "run late" and a "wait" order to a schedule. The "run 
 late" applies between the stations named in the order, while 
 the wait order applies between the "waiting" station and the 
 first station in advance where the schedule time is the 
 same or later than the waiting time, or the greatest waiting 
 time when there is more than one "wait", for example : 
 (i) No. 2 run 30 mins. late B to E. 
 
 The 30 minutes applies additional to the schedule times 
 at B, C and D, but U Qt to the leaving time at E. because 
 No. 2 is moving out ofE and the leaving time at E would 
 be applicable only between E and H and not between B 
 and E. If No. 2 had an arriving time at E, then the 30 
 minutes would apply at B, C, D and to the arriving time 
 at E. As the 30 minute run late does not apply to the 
 
 Page 12^ 
 
t 
 
 »■ ' 
 
 :r 
 
 U1 
 
 leaving time at E, the Dispatcher may, if he desires, start 
 a first section of No. 2 from E on time, therefore an 
 opposing inferior train must clear No. 2's schedule time 
 at E, but may use the 30 minute run late between E and B. 
 (2) No, 2 run 30 mins. late B to E and 20 mins. late 
 ^ to G. ,> ,.,. lui^ 
 
 This is equivalent to two orders, one 30 minutes late 
 B to E, the other 20 minutes late E to G. The Dispatcher, 
 under this order, can not start a first section from B, 
 C or D less than 30 minutes late or from E or F less 
 than 20 minutes late, but one may be started from G on 
 time. When a schedule is restricted by a train order any 
 tram that may be run on that schedule, whether a section 
 or a train without signals, must be given such restriction. 
 
 Order 3 „ - 
 
 No. 2 wait at C until p.jj A. M. 
 for Extra 99 West, 
 Schedule time of No. 2 
 
 A 8:50 A. M. 
 
 9:00 A. M. 
 
 9:10 A. M_.q35 
 
 9:20 A. M. . ^: 
 
 9 :30 A. M. 
 
 9 :40 A. M. 
 
 9 :S0 A. M. 
 H 10 :00 A. M. 
 
 This order makes No. 2'.s time at C, D and E 9:35 
 A. M., or the wait order applies between C and F but 
 not at F, because the leaving time at F is greater than 
 the wait at C. The Dispatcher must not start a first 
 section of No. 2 from C, D or E before 9:35 A. M., but I 
 may start one from F on time. If the wait was '9:3o' 
 A. M. instead of 9 :35 A. M. it would apply only between 
 C and E. The wait and schedule time at E then being 
 the same (9:30 A. M.) the Dispatcher could start a first 
 section from E on time. Under this form only Extra 99 
 West may use the order and No. 2 may leave C before 
 9:35 A. M. if Extra 99 West has arrived, the order then 
 being fulfilled. When a wait order does not state what 
 the train is waiting for, it must not leave before the speci- 
 fied time as any inferior opposing train may use it. Under 
 
 Page 126 
 
 B 
 C 
 D 
 E 
 F 
 G 
 
 Example 4 of the form any inferior train (either direc- 
 tion) may use the time and No. 2 must not leave any 
 of the stations designated before the time specified. 
 
 Order 4 
 No, 2 wait at C until 9:35 A, M. 
 
 D until 9:43 A, M. 
 E until 9:30 A, M, , 
 
 This order makes the schedule time at C 25 minutes 
 later, D 2Z minutes later, E 20 minutes later and F 10 
 minutes later, and permits No. 2 to make up time on its 
 schedule. In case of bad track the waits may be made 
 such as to require No. 2 to lose time. This is, beyond 
 doubt, one of the best time orders that can be issued, 
 however, if it is desired that a train make only its sched- 
 ule time then the "run late" form should be used. The 
 wait at E (the greatest wait of the three) being 10 min- 
 utes later than the schedule at F, this order effects the 
 schedule time at F 10 minutes. The Dispatcher must not 
 start a first section from C, D or E before the times op- 
 posite those stations, nor from F before 9:50 A. M. A 
 first section may be started from G on time as the sched- 
 ule at G is not restricted. Any inferior train moving ii 
 the same direction may run ahead of No. 2 clearing thesi 
 times as much as it was before required to clear th^ 
 schedule time. As the last or greatest wait (at E) is later 
 than the schedule time at F any inferior train in same 
 direction may go as far beyond F as possible clearing 
 the 9 :50 A. M. as required by the rule. This form may 
 be used over a part of a Division or Subdivision (see A. 
 R. A. ruling Oct. 18, 1915). As we are not restricted as 
 to the number of w^its that may be made in one order 
 If the order under this example contained only one wait' 
 It should apply in principle the same as if there were two h 
 or more, but Dispatcher should not use the one wait to4 
 permit a movement in same direction. The time of a 
 run late" order should be such as to be easily added to 
 the schedule time as 5 or 0, preferably 0. 
 
 If No. 4 is given right over No. 5 B to F and a wait 
 at D until 9 :30 A. M., No. 4 must not consider that the /I 
 wait applies only to No. 5, but remain at D until 9 -30 A 
 
 Page 12;^ 
 
i 
 
 M. although No. 5 arrives before that time. Any train 
 receiving such order may use the 9:30 A. M. wait east 
 of D against No. 4 unless it states that they are waiting 
 
 for No. 5. 
 
 The following is not standard but it or its equivalent 
 has been in general use on many Railroads for a number 
 of years and has proven helpful in the prompt and 
 safe movement of trains. The A. R. A. seems to be unable 
 to see its way clear to adopt it as standard like some other 
 forms and rules that have been used and proven highly 
 
 beneficial: 
 
 Order 5 
 
 No. 2 run lo mins. late on Order 4, 
 This order states that No. 2 will run 10 minutes late on 
 Order 4, therefore the 10 minutes must only be added to 
 the times of Order 4 and does not in any way apply to 
 the schedule time of No. 2. The order increases each wait 
 in Order 4, 10 minutes, and Dispatchers, train and engine 
 men should be governed the same as if a new wait 
 order had been issued making the time 10 minutes greater 
 than the time of Order 4. Should it become necessary 
 to run No. 2 ten minutes late and not have it apply at C 
 then the order should read ''No. 2 run JO minutes late on 
 Order 4 from D." The 10 minutes must then only be 
 added to the times of Order 4 at D and E. The object 
 of not giving the station to which No. 2 is to run 10 
 minutes late on Order 4 is to make the time apply at the 
 last wait in the order and in this respect it only differs 
 from the run late form authorized by the Standard Rule. 
 There are many good reasons why this form is bene- 
 ficial and space only prevents giving those reasons. The 
 fact that it has been used for over twenty-five years and 
 given good results ought to be sufficient. It should not 
 be used unless authorized by the proper official. 
 
 A time order in no way effects the 12 hour existence 
 
 of a schedule. 
 
 Even hours must not be used in stating time of day in 
 
 train orders, such as 10:00 A. M. 
 
 A 
 O 
 
 FOEM F— SECTIONS. 
 
 ^ ODD NUMBERS WESTWARD AND ^ 
 SUPERIOR BY DIRECTION ^' 
 
 C 
 O- 
 
 D 
 -0- 
 
 E 
 O 
 
 F 
 O 
 
 G 
 -0- 
 
 -W 
 
 H 
 
 -O 
 
 Page 128 
 
 FUST CUSS NUMBERS 1 TO 10. SECOND OASS NUMBERS 20 TO 31 
 THIRD CUSS NUMBERS 40 TO Sa 
 
 Example (i) Eng 21 display signals and run as First i 
 
 H to A. 
 
 Example (2) Eng. 25 run as Second i H to A. 
 
 These are single order forms. Example 1 is to be used 
 when the number of the engine for which signals are dis- 
 played is unknown, and is to be followed by Example 2. 
 
 In case there are to be more than two sections and Dis- 
 patcher does not know what engines they will have he 
 will continue to use Example 1, changing only the engine 
 and section numbers until the last section is to be author- 
 ized, when Example 2 must be used. Under Example 2 
 signals must not be displayed, however another order to 
 display signals may be subsequently issued. 
 
 The following section does not require a copy of the 
 leading section's order, it being the Dispatcher's duty to 
 have first ordered signals displayed on the leading section 
 before authorizing the following section to run. These 
 forms should be addressed to "C&E Eng ." 
 
 Example (3) No. i display signals H to D for Eng 65. 
 
 Second i display signals F to E for Eng pp. 
 This form' should be addressed to C&E No. 1, and 
 C&E Eng 65, at H and C&E Eng 99 at F and should be 
 used when creating a following section to an intermediate 
 station, or from one intermediate station to another, other- 
 wise Example 4 should be used. On arrival of No. 1 at D 
 it will take down its signals (complying with Rule 96) and 
 proceed as No. 1. On arrival of Second 1 at E it will take 
 down its signals (complying with Rule 96) and proceed 
 as Second 1 to D. Eng 99 will run as Third 1 F to E. 
 Under Example (3) the engine last named will not display 
 signals. 
 
 Example (4)—Engs 21, 25 and 99 run as First, Second 
 
 and Third i H to A, 
 
 Under Example (4) the engine last named will not dis- 
 play signals. This order should be addressed to C&E 
 
 Page 129 
 
mm 
 
 ™ I 
 
 LI 
 
 • * 
 
 Engs 21, 25 and 99 at initial station ; if created at an inter- 
 mediate station, addressed to No. 1 and Engs 25 and 99. 
 
 Example (5) Eng 85 display signals and run as Second 
 r I D to A. Following sections change num- 
 
 bers accordingly. 
 
 This example taken in connection with Example (4) 
 
 adds an intermediate section and makes Eng 25 Third 
 
 and Eng 99 Fourth 1 D to A, and should be addressed to 
 
 Second and Third 1 and C&E Eng 85. 
 
 Example (6) Eng 85 is withdrawn as Second i at C Fol- 
 lowing sections change numbers accordingly. 
 
 After having added Eng 85 as Second 1 at D, Example 
 (6) withdraws it as Second 1 at C and the engine drops 
 out and Eng 25 becomes Second and Eng 99 Third sec- 
 tion from C. This form may be used to drop any inter- 
 mediate section. It should be addressed to C&E Second, 
 Third and Fourth 1. The third section will not display 
 signals. 
 
 Examples (5) and (6) are for adding and dropping an 
 intermediate section. If it becomes necessary to cut in or 
 cut out a first section the original signal order should be 
 annulled and a new one issued as there is nothing to be 
 gained by using Examples (5) or (6). In this case all 
 sections should receive a copy of the order. When adding 
 or dropping an intermediate section, the sections ahead of 
 the one cut in or out need not be addressed. 
 
 Order No. 1 _ 
 
 Example (7) Engs 21, 85, 2$ and pp run as First, Second, 
 
 Third and Fourth i H to A, 
 
 Order No. 2 
 
 Eng 17 instead of Eng 85 display signals 
 and run as Second i F to A, 
 
 Under Order No. 2 of this example Engine 85 will drop 
 out at F and Engine 17 will run as the second section from 
 F to A displaying signals. If it is desired to change en- 
 gines on the last section, omit that part reading "display 
 signals and". This order (No. 2) should be addressed to 
 Second 1 and Engine 17. It is not necessary to include 
 following sections. 
 
 Example (8) Second J take down signals at C. 
 Page 130 
 
 T^i 
 
 U 
 
 Second 1 will take down signals at C, comply with 
 Rule 96 and follow the signals displayed by the first sec- 
 tion, and third and following sections must not proceed 
 beyond C. The order must be addressed to second and all 
 following sections. If it becomes necessary to again create 
 a third section from some point beyond C it may be done 
 by using the last portion of Example (3). See ruling of 
 A. R. A. March 2, 1898. 
 
 Example (g) Engs 99 and 25 reverse positions as Second 
 
 and Third i C to A, 
 
 This example makes Engine 99 the second and Engine 
 25 the third section, or Engine 99 passes Engine 25. Ex- 
 perience teaches that this example is confusing to many 
 during an examination inasmuch as it shows the engines 
 already reversed in the order that reverses them. Pre- 
 sume the purpose was to show the engines in their new 
 position under the order. It seems natural to some to 
 consider the order by itself and when this is done they 
 naturally assume that they must reverse their position as 
 shown in Example 9. Knowing the positions on the road 
 before receiving the order tliere is, however, not much 
 excuse for a misunderstanding. Conductors and engine- 
 men of Engs 99 and 25 must exchange all orders and will 
 be held responsible for failure to do so. Dispatchers are 
 relieved of all responsibility if the second section holds 
 orders restricting them and fail to give them to the crew 
 that takes their place, and vice versa. Each section affected 
 by the order must arrange signals accordingly. Following 
 sections, if any, need not be addressed. 
 
 When authorizing sections to run to an intermediate 
 point of a schedule, except under example 3, the train order 
 must specify which engine shall assume the schedule be- 
 yond the intermediate point named, by adding: 
 
 Eng 21 run as No. i C to A. 
 
 "Each section affected by these orders must have copies, 
 and must arrange signals accordingly/' 
 
 To annul a section for which signals have been dis- 
 played over a Division, or any part thereof, when no train 
 is to follow the signals. Form K must be used. 
 
 Page 131 
 
 
After a section has been annulled, no following section 
 of the same schedule can run over the territory where 
 such section was annulled. 
 
 If Engines 70 and 80 are running as First and Second 
 6 from A to D and Engine 70 as No. 6 from D to H, 
 and it becomes necessary to run Engine 90 as Second 6 
 from D or any station between D and H, it should not be 
 done unless Engine 80 has arrived at D as the second sec- 
 tion, or unless Engine 90 (second out of D) is required 
 to display signals and third section not allowed to leave 
 D until second section arrives. This would protect Second 
 No. 6 west of D. 
 
 Dispatcher should not permit a schedule to be fulfilled 
 on the last portion of the run before it is fulfilled on first 
 portion, except by section, thereby causing its fulfillment by 
 installments. If there is a register at intermediate station 
 D it would be bad practice to permit the schedule of No. 6 
 to be fulfilled between D and H before it is fulfilled be- 
 tween A. and D. However conductors and enginemen are 
 responsible for proper checking of register at D against 
 all sections of No. 6 as well as other schedules. 
 
 ^ ODD NUMBERS WESTWARD AND ^ 
 SUPERIOR BY DIRECTION ^ 
 
 A 
 O 
 
 C 
 
 o 
 
 D 
 ■O- 
 
 E 
 -O 
 
 F 
 O 
 
 G 
 O- 
 
 W 
 
 H 
 -O 
 
 FIRSTOASSNUMBERSITOIO. SECOND ClASS NUMBERS 20 TO 3(L 
 THIRD GUSS NUMBERS 40 TO 50. 
 
 FOBM G— EXTBA TRAOS. 
 
 Example (i) Eng go run extra A to D. 
 
 Under this order Engine 90 will run extra, keeping clear 
 of the time of regular trains, unless authorized by train 
 order to do otherwise, and need not consider opposing 
 extras unless instructed to do so by train order. On arrival 
 at D, head in at the first switch of the siding. If necessary 
 to use the main track between switches, do so only under 
 protection as authority to run extra expires at the first 
 switch of the siding. 
 
 Example (2) Eng 100 run extra A to G and return 
 
 to D. (May read "return to A"). 
 
 Under this order Engine 100 will run extra as directed, 
 clearing regular trains, if any, and need not consider op- 
 
 Page 132 
 
 posing extra trains unless instructed to do so by train 
 order. On arrival at the turning station (G) head in at 
 the first switch of the siding and, when ready to return, 
 head out of the switch of siding nearest the return destina- 
 tion. If necessary to use main track between switches do 
 so only under protection. Extra 100 must not return 
 before reaching the turning point whether a train order 
 office or not except it does so under flag in case of emerg- 
 ency, and then only to the first open train order office, 
 where order must be annulled and new order received. 
 If there is an operator on duty at the turning point a h 
 clearance should be obtained before returning as it would ■ 
 be impracticable in many cases to move beyond the train n 
 order signal in order to be properly cleared by it. Signals 
 are 4lpt to be considered as they are approached and not 
 from the wrong side. At night when semaphore can not 
 be seen it would be impossible to read the signal unless 
 on the opposite side, as the light that governs could not 
 otherwise be seen. As orders may be placed at the turn- 
 ing station affecting return movement there should be no 
 question as to proper clearance, therefore if a clearance 
 card is obtained, the train has something to show it 
 was cleared. If no operator on duty, it is equivalent to 
 a point not a train order office. All orders received on 
 going trip may be used returning if of any value or in 
 any way affect the move. 
 
 If after arrival of an extra at destination and order 
 fulfilled it is desired to run the same engine extra to a 
 point beyond or return to any point, it may use annul- 
 ments of schedules which it may have received on pre- 
 vious trip and should respect all track orders imtil it 
 reaches end of run, but under no circumstances should it 
 use the same run late or wait orders received on previous 
 trip. New ones should be obtained. When a schedule is 
 annulled, it can not be restored. If there is no lapse ] 
 of time between arrival under one order and the authority 
 to run extra under another; for example, Eng 50 run 
 extra A to H, and on arrival at D it receives an order 
 annulling its original running order and in the same order 
 authorizing it to run extra D to H, then all run late and 
 
 PcLge 133 
 

 *i' 
 
 wait orders may be used as there was no lapse of time 
 between annulment of one and creation of the other in 
 which the Dispatcher could annul or reduce a run late or 
 wait order. 
 
 Example 3, Form G, has been eliminated from the 
 Standard Rules but may be in use on some Railroads. 
 
 (Not Standard). 
 
 Old Example (3) Eng 78 run extra leaving A on Thurs- 
 day, Feb. 17th as follows with right 
 over all trains: 
 Leave A 11:30 P. Af. 
 C 12:25 A, M. 
 E 1:47 A. M. 
 Arrive F 2:22 A. M. 
 
 This example may be varied by specifying the kind of 
 extra and the particular trains over which the extra shall 
 or shall not have right Trains over which the extra is 
 
 thus given right must clear the time of the extra 
 
 minutes 
 
 This order makes the extra superior over all trains 
 over which it is given right As the extra is created by 
 train order the 12 hour rule does not apply and the extra 
 exists until it arrives at the end of its run or the order 
 is annulled. All trains on the road within the limits of 
 this extra over which it is given right must have copies 
 of the order before it is completed to Extra 78. All other 
 trains must have a copy of the order before being per- 
 mitted to move over its limits. 
 
 Regular trains must clear this extra the amount of time 
 specified in the rules. 
 
 Any work extra previously given an order not to pro- 
 tect against extras must respect the time of Extra 78 the 
 same as it would respect the time of a regular train. 
 
 If Dispatcher desires to move an extra in the opposite 
 direction, using the same form, he must make an exception 
 of Extra 78 East and it must then clear Extra 78 East the 
 same as other trains are required to clear. 
 
 Extra 78 East should respect yard limits the same as 
 other extras. 
 
 Form E may be used in connection with this order (if 
 such is authorized) and applies the same as it would apply 
 to a regular train. 
 
 Page 134 
 
 \ 
 
 V 
 
 WOBK EXTRA. 
 
 Both extras and work extras are extra trains as they 
 are not authorized by the time-table. 
 
 A work extra may move in either direction for any I 
 distance within its station and time limits as many times* 
 as desired. 
 
 The definition of an extra train says it may be desig- 
 nated as extra for any extra train except Work Extra, and 
 work extra for work train extra. 
 
 When extras are moved over the limits of a work I 
 extra they must be protected as against each other by one \ 
 of the several forms used for that purpose. 
 
 If a work extra holds orders to work within a speci- 
 fied time limit between C and E (as shown in Diagram 
 4, Plate 7, page 74) it may move at any time from and 
 to any point, and as often as may be necessary, but must be 
 protected by flagmen in both directions as prescribed by 
 the rules, whether standing or moving on the main track, 
 also clearing the time of regular trains. If it becomes 
 physically impossible to clear regular trains it should be 
 protected as prescribed by the rules. 
 
 There are times when it would cause unnecessary delay 
 to obtain orders to occupy main track on the time of regu- 
 lar trains when important work must be done, then if 
 properly protected, it is safe. However, this should not 
 enter too largely in the Dispatcher's consideration of the 
 work extra's requirements, neither should train and engine 
 men abuse the authority of the flag. 
 
 Dispatchers should anticipate delay to scheduled freight 
 trains, especially unimportant ones, and give the work 
 extra orders to protect against them. The scheduled 
 freight trains then have advance notice of the work 
 extra's flag, but if the order is not given and the work 
 extra finds it must protect against a regular train without 
 orders to do so, the regular train does not have this ad- 
 vance notice. Inasmuch as the rules require the regular 
 tram to have a copy of the work extra's order, train and 
 
 engine men should take extra precaution when protecting 
 
 without an order when urgency of work demands. 
 
 A work extra moving against a superior train into a sta- 
 
 Page 135 
 
 ^S 
 

 tion should clear five minutes. If moving ahead of the 
 
 superior train they should clear five minutes or the amount 
 required by the rules of the Railroad where employed, 
 
 except when running ahead of a first class train, then it 
 
 should be clear at a station by the time the first class train 
 is due to leave the next station in the rear where time 
 is shown. (See Rule 86 and D-86). 
 
 Conditions may exist making it necessary to work on 
 
 the time of a first class train under protection of flag 
 without orders, in such cases as having a pile partially 
 driven or track obstructed. 
 
 Work extras should take the siding for extras and 
 
 should allowr all trains to pass with as little delay as 
 
 possible. 
 
 If the limits of a work extra extend beyond a tele- 
 graph station, as at Station D (Diagram 4, Plate 7, page 
 
 74), the train order signal at D governs the work extra 
 
 the same as it governs other trains. 
 
 A work extra is not required to register at a register- 
 ing station within the limits every time it goes into such 
 
 Station, but should register if it passes a register in run^ 
 
 ning from one point to another or when starting to work 
 and also when it arrives after finishing work for the 
 day, if there is a register, ^nductor should notify the 
 Superintendent by message of the work performed during 
 the day, time stopped work and the limits desired the next 
 day. 
 
 Work extras should not permit their flagmen to go 
 too far beyond the flagging distance, neither should they 
 
 pull away from their flag too far. When a movement of 
 any consequence is to be made in the opposite direction 
 from the flagman, he should be notified to move up. 
 
 The limits of a work extra neither in time nor dis- 
 tance should be extended. When necessary to give it 
 authority to work longer or on new territory, a new work 
 order should be issued. 
 
 As work extras may move back and forth repeatedly 
 and for short distances it would be unreasonable to ex- 
 pect them to always display markers on rear of train, or 
 
 what would be considered the rear if they were running 
 extra or as a regular train. ^ 
 
 Page 136 
 
 It is not good practice to give work extras "wait 
 orders" on regular trains when such waits apply entirely 
 outside of the limit of the work extra although the time 
 
 of the wait is greater than the schedule within the limits 
 
 of the work extra. However, should it be done, the time 
 may be used. 
 
 P > ODD NUMBERS WESTWARD AND ^ ^ 
 
 ^ SUPERIOR BY DIRECTION * ^ 
 
 A JB C D e r C H 
 
 o o — o o o o o o 
 
 FIRST CUSS NUMBERS 1 TO 10. SECOND CUSS NUMBERS20T0 3a 
 THIRD CUSS NUMBERS 40 TO Sa 
 
 FORM H— WORK EXTRA. 
 
 Example (i) Eng 75 works 6:30 A, M, to 6:30 P. ¥. 
 
 between B and D. 
 Work Extra 75 must clear regular trains and protect 
 against extras in both directions at all times, whether 
 standing or moving, when occupying the main track, un- 
 less otherwise provided. All extras run over the limits of 
 a work extra must be giveiTa copy of the work extra's 
 order. Dispatchers, when creating a work extra, shoulck 
 place the order on both sides of the working limits adf 
 dressed to all extras. 
 
 Example (2) Eng ^T works 6:30 A. M. to 6:30 P. M, 
 
 between A and B not protecting against 
 eastward extra trains. 
 
 Under this order Work Extra 77 must clear regular 
 
 trains, but must protect against westward extra trains. All 
 
 eastward extra trains must protect against Work Extra 77 
 
 if they move over its limits. Work Extra 77 will have no 
 
 notice of eastward extra trains. 
 
 Example {j) Eng 95 -works ^:jo P, M. to 6:30 A. M. 
 
 between D and C not protecting against 
 extra trains. 
 
 Under this order Work Extra 95 must clear regular 
 
 trains and need not protect in either direction against 
 extra trains. Any extra train moving over the limits of 
 
 Work Extra 95 must protect as required by the rule 
 against the work extra. Work Extra 95 will have no 
 notice of extra trains moving over its limits under pro- 
 tection. When a work extra is not under protection 
 against an extra train, the extra train although the rules 
 permit it to move over limits of the work extra under 
 
 Page 137 
 
m 
 
 protection of flag, should not go into the limits if the view 
 Is obscure. If it does, it is liable to crowd its flag too 
 closely and the work extra, not knowing the extra train is 
 
 on the roaa, may be moving at speed against tnem. An 
 extra train should only move over the limits of a work 
 extra under this order when conditions are favorable. If 
 the extra train can send a flagman on some train to hold 
 
 the work extra, it would then be safe. 
 
 Example (4) '' 
 
 (a) Work Extra 93 clears Extra t6 East between 
 D and C after 2:10 P. M. ,. 
 
 (b) Work Extra 95 protects against Extra 76 East 
 b^iw^m D and C afhr P.* 10 P. M. 
 
 Under (a) Work Extra 95 whether protecting or not 
 
 must under this order clear Extra 76 East between D 
 and C by 2:10 P. M. Extra 76 East must not pass into 
 
 the limits until after 2 :10 P. M. and will then run expecting 
 
 to find Work Extra 95 clear of the main track. 
 
 Under (b) Work Extra 95 having previously received 
 an order not to protect must, after receiving this order, 
 be protected against Extra 76 East by 2:10 P. M. and 
 
 Extra 76 East must not pass into the limits until after 
 2:10 P. M. and will then run expecting to find Work 
 Extra 95 protected. 
 
 Example (5) Work Extra 95 protects against No. 55 
 
 (or class trains) hetiveen D 
 
 and C, 
 
 Under this order Work Extra 95 may work on the 
 time of No. 55 or other regular trains included, under 
 
 flag protection. The regular trains against which Work 
 
 Extra 95 is protecting must have a copy of this order 
 and run expecting to find the work extra protecting. 
 
 Example (6) Work Extra 99 has right over all trains 
 
 between D and E 7:30 P. M, to 5:30 A, M, 
 
 This order should be addressed first to all trains on 
 both sides of the limits and no train must move into the 
 limits as order gives work extra the exclusive right between 
 D and E from 7 :30 P. M. to 5 :30 A. M. No flag protec- 
 tion whatever is required of Work Extra 99. If a train 
 should find the work extra at either limit it may ap- 
 ; proach, it has no right to proceed. The track may be 
 
 Page 138 
 
 f 
 
 L 
 
 
 impassable. Under this order the section of track within 
 the limits named belongs unquestionably to the work 
 extra. Dispatcher should not move any train into thef 
 
 limits of Work Extra 99 even on an order to meet. Ij 
 
 it becomes necessary to move trains over the limits o 
 Work Extra 99, its order should be annulled and an ordei 
 issued that will permit such move. In extreme emergency 
 cases a train might proceed under flag protection with 
 the understanding that they not only will find Work Extra 
 99 without protection at any point, but find it moving to- 
 ward them at speed, or may find the track open or ob- 
 structed. When an extra train is reauired to protect over 
 
 the limits of a work extra, should it pass the work extra, 
 it must not permit the work extra to pass them without 
 again protecting against them. 
 
 Dispatcher in moving an extra train over the limits 
 of a work extra should not make a meet between them 
 within the limits without giving the extra train a copy of 
 the work extra's order. 
 
 That portion of the rule reading "if the order indicates 
 
 that the work extra is protecting itself against other trains 
 
 they will run expecting to find the work extra protecting 
 itself" should not be misconstrued as meaning that if the 
 work extra is under protection against any other train an 
 extra train may move over the limits under the protection 
 provided for other trains. It means if the order indi- 
 cates that the work extra is under protection against 
 trains of which the extra train is one they may run ex- 
 pecting to find the work extra protecting itself. 
 
 The protection on part of a work extra may be tem- 
 porarily suspended by issuing an order that all eastward 
 or westward extra trains will wait until a specified time 
 
 When two or more work extras are to occupy the 
 same limits provision should be made for protection as 
 against each other, and the work extras must not consider 
 an order for all extra trains to wait, or an order not to 
 protect against extra trains in one or both directions as 
 
 applying to any work extra occupying the same limits. If 
 
 it is desired that one or more of the work extras, as well as 
 extra trains in one or both directions, wait until a specified 
 
 Page 139 
 
 \ 
 

 time, then such work extras should be included in the wait 
 order and must be given a copy of the order. 
 
 "The working limits should be as short as practicable, 
 
 to be changed as the progress of the work may require.** 
 
 When it is necessary to create a work extra over double 
 and single track in the same order Dispatcher should not 
 attempt to apply one form covering both the double and 
 
 single track, but use both forms, as prescribed. 
 
 FORM J— H0LBIK6 ORDER. 
 
 ''Hold No. ^\ or 
 
 ''Hold all or eastward, trains". 
 
 These orders must be addressed to the operator and 
 completed in the regular manner. 
 
 If issued on the 31 form operator must sign his name 
 
 in place provided for conductor to sign and write com- 
 plete when received opposite his signature. It is then 
 ready to deliver as required by the rules the same as if 
 issued on the 19 form. Copies of the hold order, re- 
 
 gardlcss of the form used, must be delivered to conduc- 
 tors and enginemen of all trains held. Conductors are 
 not required to sign the order, but they as well as the 
 engineman must respect it the same as if addressed to them. 
 After receiving a copy of the hold order the train must 
 not go even though it receives a clearance card until it is 
 given an order addressed and completed to the operator 
 stating that they may go or a copy of the annulment of the 
 hold order. Operators should not issue clearance card 
 
 until tnis order permitting the train to proceed is ready 
 
 for delivery. These order numbers must appear on the 
 clearance card the same as other order numbers where 
 such requirement is necessary. If it is desired to move a 
 
 particular train or trains and to hold others, the "May 
 
 Go" form should be used. If all may go, then the order 
 
 should be annulled. Under no circumstances must this 
 form be used to hold a superior train while an inferior 
 
 train is moved against it. The only use of the form is 
 
 to hold trains on either side of a washout, wreck or other 
 obstruction to prevent them from moving until Dispatcher 
 
 Page 140 
 
 IS ready for them to move should they hold authority to do 
 so and the operator should clear them. 
 
 A 
 O- 
 
 _> ODD NUMBERS WESTWARD AND 
 
 SUPERIOR BY DIRECTION *~ 
 
 B C D E F G 
 
 -O O O O O O- 
 
 -w 
 
 H 
 
 ^. 
 
 
 f ^ 
 l^ 
 
 WT OASS NUMBERS 1 TO 10. SECOND CUSS NUMBERS 20 7031 
 HMD CUSS NUMBERS 40 TO 50. 
 
 POKM K— AJfyUlLING A SCHEDULE OB A SECTION. 
 
 (a) No, 2 due to leave A, Dec. 25th, is annulled A 
 to H, 
 
 (b) Second 5 due to leave G, July 4th, is annulled 
 G to D. 
 
 Under (a) the rule states that the schedule of No. 2 
 due to leave A, Dec. 25th, becomes void between A and H 
 and can not be restored. In substance the Superintendent, 
 or one authorized to issue train orders, states that no train 
 will be permitted to use the schedule of No. 2 due to 
 leave A, Dec. 25th, and all inferior trains may move the 
 same as if it did not exist on the time-table on that 
 date. 
 
 Under (b) the use of tKe schedule of No. S due to 
 leave G, July 4th, is restricted to the first section only, 
 between G and D. The second or following sections, if 
 any, can not use it between those points. The second 
 
 section of No. 5 due to leave G, July 4th, can not be re- 
 stored between G and D. 
 
 After Dispatcher has issued an order under this form, 
 even though it has not been delivered, he should not annul 
 
 the annulment. 
 
 The annulment of a section is only necessary over the 
 territory where signals have been or will be displayed by 
 the preceding section. 
 
 FORM L-AOULLOG AJT OBDER. 
 
 Order No. 10 is annulled. 
 Any order which has not been delivered to a train 
 may be annulled by addressing the annulment to the opera- 
 tor who should destroy all copies except his own, and on 
 
 that make the following notation: "Annulled by Order 
 No. '* 
 
 An order which has been annulled must not be r^- 
 
 Page 141 
 
h' o 
 
 r 
 
 ' t 
 
 J * 
 
 1 1''' 
 
 * i. 
 
 
 issued under its original number. However, the contents 
 may be made effective again by re-issuing under a new 
 number, thereby making a new order of it. 
 
 In making^ notation of annulment across the face of 
 an operator's copy of an order it is nbt necessary to state 
 the time, operator's name or initials. If, however, an 
 order is annulled on a date following the date of issue, the 
 date should be given. The annulment of an order should 
 never be written across the face of the order annulled, 
 but should be copied on a separate form. 
 
 ODD NUMBERS WESTWARD AND 
 SUPERIOR BY DlREGTIdN 
 
 A 
 O 
 
 C 
 
 o- 
 
 D 
 
 o- 
 
 c 
 -o 
 
 F 
 
 o 
 
 c 
 o- 
 
 W 
 
 H 
 -O 
 
 FRST CUSS NUMBERS 1 TO 10. SECOND OASS NUMBERS 20 TO 30. 
 THIRD CUSS NUMBERS 40 TO 50. 
 
 FORM M— AJfyULLIKO PAKT OF IX ORDER 
 
 Order No, jo: No, i meet No. 4 at D and No. 2 at C. 
 
 If it is desired that the meet at C be annulled the order 
 should read: 
 
 Ordsr No. 15: That part of Order No. 10 reading. No. 
 
 I meet No. 2 at C is annulled. 
 If it is issued in the following manner: 
 That part of Order No. 10 reading ''and No. 2 at C 
 
 is annulled 
 
 it would be improper. 
 
 After an order is issued annulling a part of an order, 
 the same principle applies as if an entire order had been 
 annulled — ^that part of Order No. 10 annulled can not be 
 
 restored by annulling Order No. 15. 
 
 FOBM P— SUPERSEDING AIT OBBEB OB A PABT OF 
 
 AN OBBEB. 
 
 Example (i) No. i meet No. 2 at C instead of B, 
 
 Under this order the meet at B becomes void and can 
 
 fnot be re-issued or again made effective by annulling 
 the superseding order. If order under Example (1) is 
 annulled there is no meet existing between No. 1 and No. 
 2 and, If No. 1 IS superior by direction. No. 2 must keep 
 clear of No. 1. 
 
 Example (2) No. 2 has right over No. i B to E in- 
 stead of D. ' i 
 
 Page 142 
 
 
 Under this order the right given No. 2 B to D under 
 previous order is superseded and can not be re-issued 
 under its original number. If order under Example (2) 
 
 IS annulled no right exists and inferior train must keep 
 clear of the time of superior train. . 
 
 Example (3) No. 2 display signals for Eng 86 A to G 
 
 instead of F, 
 
 Under this order No. 2 will display signals to G and 
 the order to display them to F is void and can not 
 be re-issued under its original number. If order under 
 
 Example (3) is annulled no order then exists reauirmg 
 
 No. 2 to display signals. 
 
 Example (4) No. 3 pass No. i at D instead of C. 
 
 Under this order, No. 3 will pass No. 1 at D and the 
 
 order requiring them to pass at C is void and can not 
 
 be re-issued under its original number. If order under 
 Example (4) is annulled there is no passing point between 
 No. 1 and No. 3. 
 
 If No. 1 holds an order to take siding and meet No. 2 
 
 at C and the order is superseded to meet at D instead of 
 
 C, the take siding in the order to meet at C does not apply 
 to the order to meet at D. 
 
 "When a train is directed by train order to take siding 
 
 for another train, such instructions apply only at the point 
 named in that order, and do not apply to the superseding 
 order unless so specified." 
 
 D-FOBM H— WOBK ESTBA. 
 
 yNESrW/9f9D 
 
 1? 
 
 Example (i) Eng 292 works on eastward track (or both 
 
 tracks) 6:45 A. M. to 5:45 P. M, between 
 A and D. 
 
 "Under (1) the work extra must, whether standing or 
 
 moving, protect itself within the working limits against 
 extras moving with the current of traffic on track or 
 tracks named. The time of regular trains must be 
 cleared." 
 
 11 
 
 Page 143 
 

 Under this order and rule we have a rear end protec- 
 tion only as there are no opposing trains on double track. 
 
 The work extra has nothing more to do in the way of 
 
 rear protection than has other trains. If any train stops 
 where it may be overtaken by a following train it must 
 be protected. If any train's speed is materially reduced 
 in obscure places it must also be protected. If a work 
 extra is making a direct run within their limits and per- 
 haps running as fast as any other train, it should not be 
 necessary to leave a flagman. 
 Example (2) Not protecting against extra trains. 
 
 When this is added to Example (1) protection against 
 extra trains is not required, and the work extra may move 
 in either direction on track or tracks named without pro- 
 tection or an order to move against the current of traffic 
 
 provided they clear regular trains. 
 
 Oct. 17, 1910, the A. R. A. ruled on an order to work 
 on double track not protecting extra trains as follows : 
 "This order gives the extra ample authority to move 
 
 against the current of traffic within the limits and times 
 named, properly clearing regular trains." 
 
 Oct. 5, 1915, the A. R. A. also ruled on an order to 
 work on double track, stating that all eastward extra trains 
 wait at — until a specified time, that the order 
 
 gave the work extra ample authority to move against the 
 current of traffic within limits of time named, properly 
 clearing the time of regular trains. 
 
 On single track if the order indicates that the work 
 
 extra is not protecting against an extra the extra is re- 
 quired to protect against it. Considering these rulings, 
 which authorizes a work extra to move against the cur- 
 rent of traffic clearing regular trains if they hold an order 
 not to protect against extra trains or that all extra trains 
 in a specified direction wait, it would be necessary for the 
 extra train to protect against the work extra; provided 
 they go into their limits. However, there is nothing in 
 
 the <loul>le track rule as there is in the single track rule 
 w^hich requires the extra train to protect. 
 
 Example (3) Work Extra 292 protects against No. 35 
 
 (or class trains) between A 
 
 Example (4) Work Extra 275 has right over all trains 
 
 on eastward and westward tracks between 
 B and C 7:30 P. M. to 1:30 A. M. 
 
 Under Examples (3) and (4) the conditions are the 
 same as apply to single track. 
 
 When it is desired to move a train against the current 
 of traffic over the working limits provision should be 
 made for the protection of such movement. 
 
 On Railroads where tracks are numbered, the current 
 of traffic being first to right, then to left, owing to over- 
 head crossings of the two tracks, it might be well to 
 
 designate the numbers of the tracks, instead of eastward 
 and westward tracks. 
 
 -- wesryv^/fo 
 
 and D. 
 
 Page 144 
 
 IKFOKM B— PKOVIBING FOR MOTEMEXT AGAIl^ST 
 
 CUBBENT OF TBAFFIC. 
 
 "No. 2 has right over opposing trains on 
 
 No. I (or westward) track B to C." 
 
 A train must not be moved against the current of 
 traffic until the track on which it is to run is clear of 
 opposing trains, and if extras are by special rule author- 
 ized to run without running orders from and to any poinr, 
 then all engines holding authority to move either bv 
 schedule or as an extra on the other track, or engines 
 within the limits without authority, must be restricted 
 from usmg the track under the special rule while the 
 movement Js being made against the current of traffic 
 
 A work extra is always an opposing train. 
 
 Under this order No. 2 must use the westward track 
 and is therefore prohibited from using the eastward 
 track between B and C while the order is in effect. 
 
 The schedule time of No. 2 does not apply on the west- 
 ward track even though -the stations are the same for both 
 tracks, as the order is arbitrary and gives No. 2 the right 
 
 over opposing train on the westward track and no oppos- 
 ing train must leave C until No. 2 arrives. 
 
 An inferior eastward train on the eastward track be- 
 tween B and C must be given a copy of this order and 
 
 Page 143 
 
! I 
 
 II 
 
 
 m 
 
 'f 
 
 it may then proceed on its schedule or right regardless of 
 No. 2^8 schedule, but must not leave C unless No. 2 has 
 
 returned to and left C on the eastward track or authority 
 
 to proceed ahead of it is received. 
 
 If there is no register or operator at C, it will be 
 necessary to make an observation check of No. 2 on the 
 westward track. If in doubt as to the return of No. 2 
 to the eastward track at C, inferior eastward trains should 
 proceed under necessary protection to a point where in- 
 formation can be obtained. 
 
 If an inferior train following No. 2 reaches B before 
 
 No. 2 returns to eastward track at C, it should be given a 
 
 copy of the order, and should it make C on the eastward 
 track before No. 2 arrives on the westward track, it should 
 be governed the same as an inferior train on the east- 
 ward track that is between B and C at the time No. 2 
 leaves B on the westward track. 
 
 The order may be modified as follows : 
 
 "After No. 5 arrives at B, No, 2 
 
 has right over opposing trains 
 
 on No. I (or westward) track 
 B to C. 
 
 This order is not effective to No. 2 until No. 5 has 
 
 arrived at B, then the same conditions exist as before the 
 
 order was modified. 
 
 D-FOBM S— PBOYIDING FOB USE OF SECTION OP 
 DOUBLE TBACE AS SINGLE TBACK. 
 
 Under this form one of the tracks may be used as single 
 
 track, single track rules applying. If a track is blocked 
 
 by derailment, or can not be used owing to a defect for 
 a considerable time, it has been found advisable in many 
 cases to operate the other as single track instead of mov- 
 ing each train belonging to the defective track against the 
 
 current of traffic. 
 
 On double track railroads when it is desired to operate 
 a section of track as single track it is necessary to desig- 
 nate the direction in which trains of the same class are 
 
 to be superior by direction on the section of track to be 
 so used. 
 
 In this case as single track rules must apply so must 
 
 Page 146 
 
 the schedules of the track that is out of commission apply 
 to the track that is used as single track, except where the 
 
 tracks separate and have different stations, then it wouU 
 
 not be possible. 
 
 When it is possible, a pilot engine and crew should be 
 used to flag trains over the track used by trains in both 
 directions. 
 
 Dispatcher must not authorize a reverse movement 
 until the track to be used as single track has been cleared 
 of trains, and the order placed at the nearest convenient 
 point on both sides of the singled track. 
 
 If there is no register at the ends of single track some 
 provision must be made to furnish the information as to 
 arrival and departure of superior trains. 
 
 Block signals, if any, do not protect opposing move- 
 ments. They may stop trains belonging to the track to 
 which they apply, but will not stop the trains that are 
 temporarily using it in the opposite direction. 
 
 Before the section of track is again used as double 
 
 track all opposing trains that are authorized temporarily 
 to use the track must be clear of it. 
 
 If an order is issued authorizing the use of a section 
 of track as single track, it must be so considered as long 
 
 as the order is received, or until time limit expires if a time 
 
 limit is designated, and when once received it applies only 
 for one movement over that section. If the same crew and 
 engine is to be run over the single track again, they must 
 
 receive the order singling it as often as they make trips 
 
 over it. If a round trip order to run extra is received, 
 the order creating single track applies both ways. 
 
 AUTOMATIC BLOCK SIOITALS. 
 
 Normal position of Home and Distant Signals of 
 
 Lower Quadrant (two position) is "Proceed". Normal 
 position of Upper Quadrant (three position) is "Proceeds 
 One semaphore of the upper quadrant may give the same 
 indications as two semaphores of the lower quadrant (two 
 position). See comparative signal indications, Plate 16, 
 page 176. 
 
 The shape, color and stripe of semaphore blades vary, 
 making it impossible to cover all styles in the following 
 
 Page 14/ 
 
-t 
 
 ^1 
 
 1'^ 
 
 I* * 
 
 
 plates. Some home signals are square end, painted red 
 with a white stripe; others with pointed end, painted yel- 
 
 low with a vertical black stripe or of same angle as the 
 
 pointed end. Some distant signals have a notched end, 
 painted yellow with a black stripe of the same angle as 
 the notch. The pointed end semaphore is also used as a 
 distant signal on some Railroads. Other Railroads use the 
 square end semaphore as an absolute block signal and the 
 pointed end semaphore as a permissive block signal. The 
 latest single track block system is an absolute block sig- 
 nal governing departure at stations with the permissive 
 block signal governing the arrival and the movement be- 
 tween stations. This system lacks the simplicity of the 
 older system, but it has the merit that it permits trains to 
 run closely together when moving in the same direction 
 
 and holds opposing trains a station apart instead of holding 
 
 them at the staggered signals between stations. 
 
 Automatic signals, when practicable, are placed either 
 over or upon the right of and adjoining the track upon 
 
 which trains are governed by them. For less than three 
 tracks, signals for trains in each direction may be on the 
 same signal mast. On roads operated with the current of 
 traffic to the left, the signals may be placed upon the left. 
 
 Where tracks separate sufficiently to permit, the signals 
 
 may be placed on the right of the track governed where 
 the current of traffic is to the left. 
 
 Block signals control the use of blocks, but unless 
 
 Otherwise provided, do not supersede the superiority of 
 
 trains, nor dispense with the use or observance of other 
 signals whenever and wherever they may be required. 
 
 Interlocking signals, except dwarf or short arm sig- 
 nals coming within the block signal limits, may be made a 
 part of the block signal system and when so arranged they 
 will be semi-automatic. 
 
 When an indicator (small signal) is placed opposite 
 or near a main track switch it is so controlled that when 
 there is a train or an open switch within the block in 
 which the switch in question is located it will indicate 
 STOP. 
 
 Page 14S 
 
 
 
 Block signals for double track apply only to trains 
 running with the current of traffic and if a train is mov- 
 ing against the current of traffic no protection to such 
 
 train is afforded. 
 
 "When a train is stopped by a 'stop' signal, it may pro- 
 ceed when the signal is cleared. If not immediately cleared 
 it may proceed (a) on single track, preceded by a flagman 
 to the next clear signal (b) on double track at once with 
 caution." 
 
 It is good judgment, and it is required on some Rail- 
 roads, to wait at least fivt minutes after stopping on single 
 track to aUow the flagman to get out a sufficient distance 
 to insure full protection and, if weather or other condi- 
 tions are unfavorable, wait a longer time. If the sig- 
 nal next in advance is in plain view and in proceed posi- 
 tion, and the track ahead Is seen to be clear, trains may 
 proceed not exceeding six miles per hour with safety 
 without being preceded by flagman. 
 
 On double track, stop and proceed at once with caution 
 
 unless the view is badly obscured or during foggy or 
 
 stormy weather, in which case it may be necessary to 
 send a flagman ahead before starting. 
 
 In proceeding with caution, be prepared to stop if block 
 
 is occupied, switch open, rail broken or other obstruction. 
 
 When a block signal is out of service the fact may be 
 indicated by placing a small yellow board on the mast, or 
 by removing the signal blade, or by any other authorized 
 
 provision. Trains finding such indication must, unless 
 
 otherwise directed, proceed with caution to the next block 
 signal, and engineman of a train entering the block should 
 be held responsible in case of accident caused by over- 
 taking a preceding train, but this does not relieve the 
 leading train from complying with Rule 99. 
 
 Trainmen and trackmen should never yellow board a 
 signal. This is the signal maintainer's duty and he should 
 not do so until he inspects the track to the next opposing 
 
 signal and displays a yellow board thereon. 
 
 The advisability of placing a yellow board on the op- 
 posing signal at the opposite end of the block has been 
 
 Page 14^ 
 
' I 
 
 ' I 
 
 1' ^ 
 
 ■i 
 
 
 questioned for the reason that its indication may stop an 
 opposing train if not yellow boarded. If a yellow board 
 
 is displayed at both ends, opposing trains would be run- 
 ning with caution and that is rather indefinite. 
 
 "When a train is stopped by a block signal which is 
 evidently out of order and not so indicated, the fact must 
 
 be reported to the designated officials/' 
 
 If the signal on the left is seen to indicate proceed as 
 it is passed it means that it is out of order and should be 
 so reported to the proper official. 
 
 Both switches of a crossover between two main tracks, 
 or between a main track and any adjacent track, must not 
 
 be closed while a train, engine or car occupies the con- 
 nection between the switches. 
 
 On single track if th^re are no block signals visible 
 
 from a spur or other track, unless a switch indicator is 
 provided to denote the condition of the block ahead, trains 
 shotild not use such tracks to meet or be passed by other 
 trains. Neither should these tracks be used in switching 
 
 unless one or more cars are left on the main track to give 
 signal protection when ready to proceed. 
 
 On single track if train clears main track, thus plac- 
 ing signals to indicate proceed, they should upon re- 
 turning have flagman precede the train to a point where 
 the position of the next signal and the track between the 
 train and such signal can be seen to be clear. Do not 
 overlook the fact that a train moving in the same direc- 
 tion may have passed the last signal to the rear before 
 
 you entered the main track, and be governed by Rule 99. 
 
 After clearing a main track on double track the signal 
 to the rear may indicate proceed, and if such signal can 
 
 not be seen from the point where you desire to re-enter 
 
 the main track, flag protection must be provided as a train 
 may have passed that signal before switch was opened. If 
 there is a switch indicator it will denote whether or not the 
 
 block is clear. 
 
 A block signal system does not in any way modify the 
 time clearance of the superior train, either moving against 
 or ahead of them. It permits a train to follow another 
 
 Page 150 
 
 when signal indicates a clear block thereby eliminating the 
 spacing time required by the rules where there is no block 
 system. 
 
 Permissive Automatic Signals are designated by a 
 pointed blade and, in addition, at night by two lights placed 
 diagonally on mast, the lower or marker light always 
 
 showing same color (no standard color) and the upper 
 
 light showing color corresponding with the position of 
 signal arm. The lower or marker light of permissive 
 signals is placed on opposite side of mast from upper 
 
 light to show the two lights on a diagonal line to distin- 
 guish a permissive from an absolute signal. The two 
 
 lights on an absolute signal are placed one directly over 
 the other, or on a vertical line. 
 
 On single track when a train is stopped by a permissive 
 signal, if caution or clear signal is not displayed, train 
 may proceed under control expecting to find the block oc- 
 cupied, a switch open or track broken, or otherwise ob- 
 structed provided it holds authority to proceed. 
 
 A "calling on" arm is an additional arm placed on mast 
 
 below semi-automatic home signal. When route is clear, 
 but block is occupied or obstructed so that semi-automatic 
 home signal can not be cleared, the "calling on" arm will 
 be used to govern movement of train to the opposing home 
 signal, beyond which point it will proceed in accordance 
 with the rules. 
 
 On some roads the normal position of automatic block 
 
 signals is STOP. If block is clear the signal so indicates 
 
 when train reaches a given point in advance of the signal. 
 
 ENGINEMEN SHOULD NEVER OVERLOOK 
 
 THE FACT THAT THEY MAY RECEIVE A CLEAR 
 
 INDICATION AIJD THEN FIND THE NEXT SIG- 
 
 NAL AT STOP. 
 
 ..i,.^?^'?^^^®^ * ^^^^^ ^s stopped by a home signal on 
 single track, some roads permit It to proceed tlirough the 
 Pr^^oi ^* reduced speed If track is seen to be clean and next 
 oi^noi n ^?^*°c® ^s in view, regardless of the position of that 
 
 « Jt2S!;>'^ neavy aSOending grades on double track, some roads 
 h^ t?f-l®*^°*^^.?^ ^^^^ ^^^ °^^st restrictive indication that can 
 Died hwd® caution, thus permitting a train to enter an occu- 
 piea Diock without stopping. 
 
 Page i^i 
 
f 
 
 If 1 1 
 
 ■I i 
 
 
 INTERLOCKING. 
 
 A mast is the post to which semaphore signals are 
 
 airectly attacned. Wnen more than one home signal is 
 
 on one mast, the upper home signal will govern the main 
 or superior route, and the next lower home signal the in- 
 ferior or diverging route. A short arm home signal is 
 equivalent to a dwarf signal. It is placed on the mast 
 with other signals to avoid placing a dwarf signal near 
 the mast, unless it is necessary to place a "calling on" arm 
 in that position. A home signal governs only to the next 
 
 . "home signal, or through limits of plant, or into the auto- 
 
 matic system, if any. When both a home and distant sig- 
 nal are on one mast the home signal controls the block 
 ahead, the distant signal indicates the position of the next 
 
 home signal. Bracket post as shown on mast of Signal 
 248, Plate 16, page 176, indicates a track between the 
 mast and the track governed by Signal 248. This bracket 
 post is indicated by a blue light at night. 
 
 The normal indication of home and advance signals is 
 
 STOP and of distant signals CAUTION— derails or di- 
 verging switches, for railroad crossings, drawbridges, 
 junctions, and in sidings connected with the running tracks, 
 OPEN. The interlocking of signals with switches, de- 
 rails, railroad crossings or drawbridges is such that a 
 "proceed" signal can not be given unless the route to be 
 used is clear, and stop signals displayed and all derails or 
 diverging switches for all conflicting routes in their nor- 
 mal position, 1. e., stop, or to derail. The display of a 
 proceed home signal locks all switches and derails in the 
 route as far as the point to which such signal gives per- 
 mission to proceed, locking all opposing or conflicting sig* 
 nals and releasing the corresponding distant signals where 
 
 such signals are used. 
 
 Dwarf signals take you through any cross-over into any 
 track or against the current of trafiic or other line up that 
 
 may be given but not beyond the next home signal. After 
 
 receiving a short arm or dwarf proceed signal the line 
 up must be duly noted. When a purple (or red) light is 
 displayed in a dwarf signal it indicates STOP. 
 
 Page 152 
 
 { 
 
 Home signals of an interlocking plant are generally 
 semi-automatic, that is, after being placed at proceed, the 
 train or engine entering the block automatically places 
 them jn normal or stop position, and the signalmen can not 
 again indicate proceed with these signals until train or en- 
 gine has passed out of the block. ' • 
 
 A separate signal must be given for each move made. 
 Not more than one train or engine is permitted to use a 
 given signal. 
 
 "A reverse movement within the limits of an interlock- 
 ing plant, or forward movement after making a reverse 
 movement, must not be made without the proper inter- 
 locking signal or permission from the signalman." 
 
 If a home and distant signal are on the same mast the 
 distant signal always indicates caution when the home sig- 
 nal is at stop. ^ 
 
 "Interlocking signals govern the use of the routes of 
 an interlocking plant, and as to movements within home 
 
 signal limits, their indication supersedes the superiority ol 
 trains, but do not dispense with the use or observ- 
 ance of other signals whenever and wherever they may be 
 required." 
 
 Trains or engines may be run to but not beyond a sig- 
 nal indicating stop, except when it is necessary to discon- 
 tinue the use of interlocking signals and they are fully 
 informed of the situation and know that they are fully 
 
 protected, In such cases train and enginemen may accept 
 
 hand signals as against interlocking signals, same to be 
 given from the tower or the ground as provided in your 
 rules. Some Railroads require in addition to the Standard 
 Rule that train be preceded by a flagman of such train 
 
 through interlocking plants which protect railroad cross- 
 ings and drawbridges. 
 
 Trainmen must not give proceed hand signals which 
 conflict with interlocking signals. 
 
 If a clear or caution signal, after being accepted, is 
 changed to a stop signal before it is reached, stop must 
 be made at once and such occurrence must be reported 
 to proper official. 
 
l'\ 
 
 \ 
 
 '4 
 1 
 
 h 
 
 Trains and engines stopped by the signalman in mak- 
 ing a movement through an interlocking plant must not 
 
 move in eitner direction until they have received the 
 proper signal from him. 
 
 If a stop signal is over-run train or engine must back 
 up sufficiently to permit it to be be cleared. 
 
 Pl/^TF 10 --jr/fi/MCf BLOCK S/QN/fL"- i^trsrANDAm 
 
 ^^^^^^ SUBOmSION 
 
 'IL 
 
 cU 
 
 Block-c, 
 
 7CL 
 
 0-. 
 
 •hd^ "n^ 
 
 L 
 
 B4i OCH'/7 
 
 i 
 
 
 y^T] 
 
 BLOCK'S 
 
 BLOCK-C 
 
 { 
 
 auocK-o 
 
 After No. 2 in Block C passes Signal 8 signalman may 
 then advance No. 4 into Block Or but not beyond Signal 8. 
 Both Nos. 2 and 4 are then occupying the same block but 
 with an advance block signal (8) between them. No. 6 
 
 may then move into Block B. 
 
 NOTE : The 1915 revision of Standard Rules eliminated the 
 advance block signal. 
 
 An advance signal is a signal having the same func- 
 tion as a home signal, placed some distance in advance of 
 the home signal at a block or interlocking signal station, 
 providing in effect a short block section in which the sig- 
 nalman may hold a train while not interfering with the 
 movement of trains in the main block section, either in 
 
 advance or in the rear. 
 
 Signalman can accept another train in the rear block 
 as soon as the arriving train has passed completely beyond 
 the home signal and he can hold the arriving train at the 
 advance signal until block in advance is clear. 
 
 The advance block signal is used in manual block sys- 
 tems and interlocking plants. 
 
 In interlocking plants where there are more than two 
 main tracks and three semaphores on one mast, the upper 
 
 arm authorizes movement on track governed at speed, the 
 second arm authorizes movement on another main track 
 with current of traffic at a reduced speed, say 30 miles 
 per hour, and the lower or short arm semaphore authorizes 
 
 Page 134 
 
 movement against current of traffic, through crossovers, or 
 other line-ups at a reduced speed of perhaps 15 miles per 
 hour. 
 
 Where there are both passenger and freight tracks 
 within an interlocking plant, there are generally two kinds 
 of signals, one type for the passenger track and a differ- 
 ent type for freight track. The type used for passenger 
 track being the regulation signal, while the signal for the 
 freight track may be round on the end with a circle on the 
 semaphore. This signal at night will show two lights of the 
 same color when in caution position only; while in other 
 
 positions the lights will be the same as other signals. 
 
 In terminals where fast movements are required the 
 mast or bridge is used to place signals high so they can 
 
 be seen from long distances, but at terminals and on some 
 
 tracks where the movements are slow all signals may be 
 of the dwarf or low type and are therefore in the natural 
 line of vision. 
 
 Interlocking home dwarf signals are never semi- 
 automatic. Interlocking distant dwarf signals are always 
 semi-automatic, and in addition are controlled by the next 
 home signal in advance. Trains moving under a clear 
 home signal must therefore be prepared to stop short of 
 another train or obstruction in the block or route, unless 
 there is a distant signal showing clear on the same mast. 
 If the distant signal shows clear it indicates that the block 
 is clear and that the next home signal (if any) is clear. 
 
 Pog^ ^55 
 
« ■ ' < 
 
 u 
 
 W 
 
 ,. > i 
 
 ) . ,• 
 
 XKtTrg 
 
 'ur POSITIQM Liam SIg«ALS> DAY h MIGHT (Ko Colors) 
 
 -ARRAKGEMEMT OF LIGUTS JlfDICATIWG 
 SAME AS UPPER QUAORAUT SIGNALS 
 
 tgMSPttofte 
 
 ttymmnti i.t6$tT$ 
 
 MTO^ 
 
 MKttm. '« 
 
 UMsmc/r 
 
 STOP. 
 
 BLOCK AHEAD 
 OCCUPIED. 
 
 CAUTI05. 
 
 OVE BLOCK AHEAD 
 
 CLm.BUT SEGOID 
 
 OCCUPIED. 
 
 PROCEED PREPARED 
 TO PASS WEXT 
 SIGKAL AT KfEDIUM 
 SPEED. TWO HLOdCS 
 CLEAR, BUT THIRD 
 OCCUPIED'* 
 
 PROCEED. THREE OR 
 KORE BLOCKS 
 AHEAD CLEAH. 
 
 PROCEED AT 
 MEDIUM SPEED 
 PREPARED TO STOP 
 AT ¥EXT SIGNAL. 
 
 PROCEED AT 
 MEDIUM SPEED. 
 
 CAUTION 
 
 UQHTS 
 
 f 
 
 pmfcfso 
 
 mgaiiiKia 
 
 PROCEED AT LOW 
 SPEED PREPARED 
 
 TO STOP. TRACK 
 MAY BE OCCUPIED 
 OR UEXT SIGNAL 
 AT STOP. 
 
 PROCEED AT 
 
 LOW Sf£GD. 
 
 STOP THEM 
 PROCEED -KULK 
 504. 
 
 PROCEED 
 
 PREPARED TO STOP 
 AT KEXT SIGNAL. 
 
 PROCEED PREPARED 
 TO PASS JIEXT 
 STCVAL AT 
 iCEDIUM SPEED* 
 
 PROCEED. 
 
 POSIT ipy LIGHT SIGMALS EQUIVELANT TO TWO SEMAPHORES 
 
 TQR STAffPARD 3ISBAL INBICATIOM SEE PLATES 18 TO 22 IHCLUaiVE 
 
 Page 136 
 
 POSITION LIGHT SIGNALS. 
 PLATE 11. 
 
 The Position Light Signal is the latest signal known 
 and its use is as yet confined to electric railroads or por- 
 tions of steam railroads where electric current is available. 
 
 It eliminates both motion and color and is a positive 
 signal both day and night. The apparatus is so con- 
 structed with hoods or shields that a beam of light can 
 be plainly seen a sufficient distance in the day time as 
 well as at night, the light beams indicating the same posi- 
 tions as semaphore blades, thus obviating a mistake in a 
 signal indication owing to color blindness. 
 
 Each beam consists of four lights (18 inch centers), the 
 second light from the bottom being the axis or in com- 
 mon with either indication. With these signals a clear 
 indication may be given for three blocks in advance, the 
 same as may be done with some other systems. 
 
 The difference between the positions in the two "STOP" 
 
 indications in the Position Light Signals is that the two 
 
 horizontal rows indicate STOP AND STAY when directly 
 under each other, and STOP AND PROCEED AS PER 
 RULE 509 (old rule 504) when staggered as shown on 
 plate. When two full size beams are not shown engine- 
 man knows the signal is imperfectly displayed. 
 
 Page ij/ 
 
n 
 
 J 
 
 11- 
 
 M 
 
 PLATE SYMBOLS AND OTHER INDICATIONS. 
 
 A-P-B SYSTEM— ABSOLUTE-PERMISSIVE block system. 
 
 A ABSOLUTE BLOCK SIGNAL 
 
 P — ^PERMISSIVE BLOCK SIGNAL 
 H — HOME BLOCK SIGNAL ' 
 
 D— DISTANT BLOCK SIGNAL 
 S — SEMI-AUTOMATIC BLOCK SIGNAL 
 I — INTERLOCKING SIGNAL 
 DW — ^DWARF SIGNAL 
 
 F— FOREIGN LINE INTERLOCKING SIGNAL 
 INDICATES LENGTH OF BLOCK 
 INDICATES LENGTH OF OVERLAP 
 TRAIN 
 
 WESTWARD TRAINS ODD NUMBERS 
 EASTWARD TRAINS EVEN NUMBERS 
 
 THE GOVERNING ARM IS DISPLAYED TO THE RIGHT OF SIGNAL 
 MAST AS SEEN FROM THE APPROACHING TRAIN 
 RED — STOP 
 
 GREEN ^PROCEED (oR CLEAR SIGNAL) 
 
 YELLOW CAUTION 
 
 Note : The Standard Rules permit each Railroad to desiir- 
 nate other colors to indicate caution and proceed if desired. 
 
 QUESTIONS Am ANSWERS-BLOCK SIONIE. 
 
 Q. Beflne a Block. 
 
 A. A length of track of defined limits, the use of which by 
 trains is governed by block signals. 
 Q. Define a Block Station. 
 
 A. A DlaCG from which blcok signals are operated. 
 Q. Beflne a Fixed Signal. 
 
 A. A signal of fixed location indicating a condition affect- 
 ing the movement of a train. 
 Q. Define a Block Signal. 
 
 A. A fixed signal governing the use of a blook. 
 
 Q. Define a B[ome Block Signal. 
 
 A. A fixed signal at the entrance of a block to govern 
 trains entering and using that block. 
 Q. Define n m A ^ kw u n e^ Block Signal. 
 
 A. A fixea signal usefl in conneotion with a Home Block 
 
 Signal to govern the approach thereto. 
 
 Q. Define an Advance Block Signal. 
 
 A. A fixed signal used in connection with a Home Block 
 Signal to sub-divide the block in advance. (Eliminated by 
 
 1915 Revision of Standard Rules). 
 
 Page 158 
 
 Q. Define a Block System. 
 
 A. A series of consecutive blocks. 
 
 Q. I>eflne a Manual Block System. 
 
 A. A series of consecutive blocks governed by block sig- 
 nals operated manually, upon information by telegraph, tele- 
 phone or other means of communication. 
 
 Q. Define a Controlled Manual Block System. 
 
 A. A series of consecutive blocks governed by block sig- 
 nals, controlled by continuous track circuits, operated man- 
 ually upon information by telegraph, telephone or other means 
 of communication, and so constructed as to require the co- 
 
 operfltion of the signalman at both ends of the block to dis- 
 play a clear or permissive block signal. 
 
 Q. Define an Automatic Block System. 
 
 A. A series of consecutive blocks governed by block sig- 
 nals operated by electric, pneumatic or other agency actuated 
 by a train, or by certain conditions affecting the use of a 
 
 block. 
 
 Q. How many kinds of semaphore block signals are there? 
 
 A. Four; the upper and lower quadrant three position and 
 the upper and lower quadrant two position. 
 
 Q. Whftt do the Vftvious pMitions 6l the upper quadrani 
 Indicate? 
 
 A. 
 
 THB£E POSITION. 
 
 (1) Semaphore horizontal and to the right of the mast 
 as seen by the approaching train— STOP. 
 
 (2) Semaphore vertical (upward) and to the right of the 
 mast as seen by the approaching train— PROCEED. 
 
 (3) Semaphore at an angle above the horizontal and to 
 the right of the mast as seen by the approaching train— 
 CAUTION. 
 
 TIVO POSITION. 
 
 (1) Semaphore horizontal and to the right of the mast as 
 seen by the approaching train — STOP. 
 
 (2) Semaphore vertical (upward) and to the right as seen 
 by the approaching train— PROCEED. 
 
 (3) Distant semaphore within block signal system and 
 when used as a protection to obscure switches not within a 
 block signal system, when vertical (upward) and to the right 
 of the mast as seen by the approaching train— PROCEED. 
 
 When at an angle above tlie Iiorizontal— CAUTION. 
 
 Q. What do the various positions of the lower ouadrant 
 indicate? 
 
 A. 
 
 TWO POSITION. 
 
 (1) Semaphore horizontal and to the right of the mast 
 
 as seen by the approaching train — STOP. 
 
 12 
 
 Page 139 
 
'U 
 
 
 (2) Semaphore at an angle below the horizontal and to 
 the right of the mast as seen by the approaching train— 
 PROCEED. *• *• '^ ^* 
 
 (3) Distant semaphore within block signal system and 
 when used as a protection to obscure switches not within a 
 block signal system, when horizontal and to the right of the 
 mast as seen by the appi?oachinfif train— CAUTION. When at 
 an angle below the horizontal— PROCEED. 
 
 THBEE POSITION. 
 
 (1) Semaphore horizontal and to the right of the mast 
 
 as seen by the aDProaching train— STOP, 
 
 (2) Semaphore vertical (downward) and to the right of 
 the mast as seen by the approaching train — PROCEED. 
 
 (3) Semaphore at an angle below the horizontal and to 
 the right of the mast as seen by the approaching train— 
 
 CAUTION. , 
 
 (4) Distant semaphore when used as a protection to 
 obscure switches not within a block signal system, when ver- 
 tical (downward) and to the right of the mast as seen by the 
 approaching train— PROCEED. When at an angle below the 
 
 norlzontal-CAUTION. 
 
 Note: As between the various systems in use the three 
 position upper quadrant and two position lower quadrant sys- 
 tems prevail as against the other two systems. For other types 
 of signals, see Standard Signal Indication Plates. 
 
 Q. DefiDA mn overlap. (No standard definition). 
 
 A. A section of track immediately beyond a homft signal 
 within the limits of which a train is protected not only by that 
 home signal but by the preceding home signal. 
 
 Q. Define a Mannal Block System. 
 
 A. A block system In which the signals are operated 
 
 manually. 
 
 Q. Define a Switch Indicator. 
 
 A. A miniature signal located at main track switches to 
 indicate the condition of the block or approach of a train. 
 Q. When upper or lower quadrant three position signal 
 
 U used ai a maanal block fltfttion, what are the indications? 
 A. Horizontal— STOP. 
 
 Vertical above or below— PROCEED, BLOCK AHEAD 
 
 CLEAR. 
 Angle upward or downward— PROCEED WITH CAU- 
 TION, BLOCK OCCUPIED BY TRAIN AHEAD 
 
 MOVING IN SAME DIRECTION. 
 
 
 Pa^^e i6o 
 
 quESTioirs and aitswebs-automatic BIOCI 
 
 SYSTEM. 
 
 Q. What is the normal position of Home and Distant 
 Signals of an Automatic Block System? 
 
 A. Generally PROCEED. A few railroads operate the 
 
 automatic block system with normal position STOP. 
 
 Q. If the current of traffic is to the left may the block 
 sisrnals be placed upon the left? 
 
 A. Yes. However, where tracks separate sufficiently to 
 permit, they may be placed on the right. 
 
 Q. v% block signals supersede the superiority of traiuSf 
 
 or dispense with the use or observance of other signals? 
 
 A. No, not unless otherwise provided. 
 
 Q. May interlockinir sismals coming within block signal 
 limits be made a part of the block siirnal system? If so 
 what are they called? ' 
 
 A. Yes, semi-automatic signals. 
 
 Q. For what purpose Is an Indicator (small signal) placed 
 opposite or near a main track switch? 
 
 A, It is to indicate whether or not there is a train or 
 open switch in the block in which the switch in question is 
 
 located. If tbe block is occupied the small red gemflphore 
 
 (or disc) will indicate "stop" ; if not, it will indicate "proceed**. 
 
 Q. Where switch indicators are used do the indications 
 displayed relieve engrinemen and trainmen from protectinr 
 their train as required by the rules. 
 
 A. No. 
 
 <J. If a train is movinir airainst the current of traffic do 
 block sifimais afford any protection? 
 
 A. Yes, the signals will stop an opposing train or one 
 
 moving with current of traffic, but will have no effect on the 
 
 train moving against the current of traffic. 
 
 0. When a train is stopped by a block si^rnal (not a per- 
 missive signal) when may it proceed? 
 
 A. When the signal indicates proceed, unless otherwise 
 provided. 
 
 Q. On single track, if not immediately cleared, how should 
 
 train be go?erned? 
 
 A. Wait the time specified, or longer if necessary, and If 
 no time is specified, wait sufficient time for flagman to advance 
 to a safe distance and follow flagman to the next clear signal. 
 
 Q. If the next signal in advance can be plainly seen and 
 
 |8 in proceed position and track is seen to be dear, wonld 
 
 it be safe to proceed at six mUes per hour without a flas. 
 and why? 
 
 A. Yes, if the next signal in advance is in proceed posi- 
 tion it indicates there is no opposing train in the second 
 block ahead, and by proceeding it will place a home signal 
 in stop position for any opposing train, and there will be 
 
 Page i6i 
 
I' 
 
 II 
 
 I,! 
 ' 'I 
 
 n I J 
 
 r 
 
 
 ample protection. By not exceeding six miles per hour a 
 
 broken rail, should it be the cause of placingr signal at stop, 
 
 would not cause serious trouble. 
 
 Q. If a home slirnal is at stop and the next siirnal in ad- 
 vance can be seen in proceed position, but the track inter- 
 vening is obscure owing: to tonneis or other obstructions, how 
 
 should train be fOTerned? 
 
 A. Proceed under fla^ until track is seen to be clear and 
 signal in advance in proceed position, then pick up flagman 
 and proceed n6t exceeding six miles per hour through the 
 block. 
 
 Q. If OB double track ftftor stoppiiif tho lifUAl doM not 
 
 Immediately clear, how should train proceed? 
 
 A. 'Proceed with caution, prepared to stop if there is a 
 broken rail, open switch or other obstruction. 
 
 Q. What would yon consider caution or a safe speed in 
 this case? 
 
 A. Six miles per hour as a broken rail or open switch 
 may be the cause of the signal indicating STOP. 
 Q. How is a signii^ out of service Indicated? 
 
 A. By a yellow board on the mast, or signal blade re- 
 moved, or other authorized provision. 
 
 Q. If a siirnal is yelloiv^-boarded, or sl^rnal blade removed, 
 how should train proceed? 
 
 A, Proceed with caution (unless otherwise directed) to 
 the next block signal. 
 
 Q. If a signal is yellow-boarded and in stop position, 
 
 should the train stop? If not, why? 
 
 A. No, as the yellow board indicates the signal Is out of 
 service and maintainer is required to place the signal at stop 
 when the yellow board is displayed. 
 
 Q. While proceeding with caution through a block when 
 
 » sifnal is out of serricei who is held responsible for rear 
 
 end collision? 
 
 A. Engineman of following train. 
 
 Q. After passing a signal yellow-boarded, or signal blade 
 removed, assuming that engineman of the following train is 
 held responsible for an accident, does this relieve the flagman 
 of train ahead from protecting as per Bule 99? 
 
 A. No. 
 
 Q. Is it necessary to yellow-board or remove a signal 
 blade of a distant signal? 
 
 A. No, as the most restrictive indication of a distant sig- 
 nal is the same as the indication of a signal out of service — 
 
 CAUTION. 
 
 Q. Who should yellow-board signals? , ^,. 
 
 A. The signal maintainer. 
 
 Q. If a train is stopped by a block signal which Is evi- 
 dently out of order, what Is your duty? 
 
 A. Report it to the designated official and to the signal 
 maintainer. 
 
 Page 162 
 
 Q. On single track if the signal on the left is found in 
 
 proceed position with yonr train in the block, does It effect 
 
 the movement of your train, and what should be done? 
 
 A. No, but report it to the proper ofllcial and signal 
 maintainer. 
 
 Q. While a crossover is occupied by a train, engine or 
 car should either switch be lined up? 
 
 A. No, the movement must be completed before either 
 switch is restored to normal position. 
 
 Q. Must both switches of a crossover be opened before 
 a train starts to make a crossover movement? 
 A. Yes. 
 
 ^ ?*^^'J* ** al)80lutftly neeessary io use a spar or other 
 track for the purpose of allowing a train to pass or to clear 
 for an opposing train, and no block signals near enough to 
 be seen (especially ahead on single track) what course should 
 you pursue? »»*««*« 
 
 A. Proceed under protection of flag to the next signal 
 
 or until next signal is in plain view and track between train 
 
 and signal is seen to be clear. 
 
 *^*^l^i"*f l*^y*"? • ■"**■ *"'*^*^ »"•• y«" required to pro- 
 teet^ against following trains before again entering main 
 
 A. Yes, 
 
 supeHor^traiiT^ signals changre or modify the clearance of a 
 
 A. No, superior trains must be cleared within block sig- 
 nal limits the same as if there were none. 
 
 Q. Within automatic block signal limits may trains fol- 
 low each other less than the required time provided the sig- 
 nal Indicates proceed? 
 
 A. Yes. 
 
 fla ?■ ^^^^ flagging through a block how far would yon 
 
 A. To the next clear signal if the view of track is 
 
 Obscure and signal in advance can not be seen in proceed 
 position. ^ 
 
 Q. What should flagman look for while preceding a train? 
 
 A. Broken rails or broken bond wires. 
 *!. x^\ ^® ** Important that both train and engine men know 
 their train is clear of the insulated joints when occupying n 
 siding? It not. What might be the result? I'J k » 
 
 A. Yes, to prevent placing signals in stop position both 
 ways, thereby causing delay to trains. 
 
 elear%Tn*riat:S%XtsT ""*' *' " ""^"^^^'^ *" ^'^^^ **^^™ 
 
 A. les. 
 
 a «iS;-.f?^J.**^i'^***?'^ *?, notice the switch points after closing 
 a switch within automatic block limits? 
 A. Yes. 
 
 a,it«2;«*f**i!^ can you tell when a switch is connected with 
 automatic block signals? 
 
 xs^i.t\^^ I ®^^*^^ ^""^ ^^ ^^""^^"^ '^^^'' ^^^"''^1 H-38, Plate 13, 
 page ib9. Example 4. 
 
 Page 163 
 
if 
 
 ii; 
 
 i 
 
 ii 
 
 R 
 
 J' 
 l*'f 
 
 QUESTIONS AND ANSWEBS— INTEELOCKINft 
 
 C^. Define Inierlockinir. 
 
 A. An arrangement of switch, lock and signal appliances 
 so interconnected that their movements must succeed each 
 other in a predetermined order. 
 
 Q* Define an Interlocking Plant. 
 
 A. An assemblage of switch, lock and signal appliances, 
 
 interlocked. 
 
 Q. Define an Interlocking Station. 
 
 A. A place from which an interlocking plant is operated. 
 
 Q. Define a fixed signal. 
 
 A. A Signal of fixed location indicating a condition affect- 
 ing the movement of a train. 
 
 Q. Define Interlocking Signals. 
 
 A. The fixed signals of an interlocking plant. 
 
 Q. Define a Home Interlocking Signal. 
 
 A. A fixed signal at the entrance of a route or block to 
 govern trains in entering and using said route or block. 
 Q. Define a Distant Interl<K;king Signal. > . > «> 
 
 A. A fixed signal used in connection with one or more 
 Home Signals to govern the approach thereto. . »f . 
 
 Q. Define an Advance Interlocking Signal. ^ 
 
 A. A fixed signal used in connection with the Home Sig- 
 nal to facilitate the movements within an interlocking plant. 
 (Not now Standard). 
 
 Q. Define a Dwarf Signal. 
 
 A. A low Home Signal. (Some roads dwarf distant 
 signals). 
 
 Q. Ho^r should a Short Arm Home Signal ^vhen on the 
 same mast as other signals, be regarded? 
 
 A. The same as a Dwarf Signal, unless the system in use 
 provided for a "calling on" arm. 
 
 Q. What effect will the failure of any part controlling the 
 
 operation of a signal have on the signal? 
 
 A. It will cause it to display its most restrictive in- 
 dication. 
 
 Q. What is the normal indication of an interlocking 
 Home or Advance Signal? v 
 
 A. Stop. 
 
 Q. What is the normal indication of a Distant Signal? 
 
 A. Caution. 
 
 Q. What is the normal indication of a Dwarf or Short 
 Arm Home Signal? 
 
 A. Stop. 
 
 Q. "What Is the normal position of a derail? 
 
 A. Open. 
 
 Q. When there are two Home Signals on a mast what 
 do they govern? :. - > 
 
 A. The upper the superior route, the lower the diverging 
 
 route. 
 
 Page 164 
 
 Q. When there is a Home and Distant Signal on a mast, 
 
 the iMt one controlling moYement into tlie end of a track 
 
 beyond the last Interlockingr Signal, and Home Signal indi- 
 cates proceed and Distant Signal caution, how should train 
 accepting such signals be governed, and who is responsible 
 for a collision with car or train on such track? 
 
 A. The engineman accepting such signal is responsible 
 and must run prepared to stop before reaching train or 
 obstruction. 
 
 Q. How far does a Home Signal govern? 
 
 A. To the next Home Signal in advance. 
 
 Q. What does a Dwarf Signal govern? 
 
 A. A movement over any track, crossover, derail or 
 
 switch into any siding, spur or other track that Is lined up 
 
 but not beyond the first Home Signal on the route as lined. 
 
 Q. When three home semaphores on a mast, what do they 
 Indicate when in proceed position? 
 
 A. Upper arm — proceed at usual speed, route is set. 
 
 Middle arm— proceed at restricted speed, route is set. 
 
 . Lower arm — proceed at slow speed, route is set; track 
 may or may not be occupied. 
 
 LOWEE QUADEANT SIGNALS. 
 
 Q. How does a Home Signal indicate STOP? 
 
 A. Semaphore horizontal to the right of the mast as 
 seen by approaching trains by day and a red light at night. 
 
 Q. How does a Home Signal indicate PBOC£ED? 
 
 A. Semaphore diagonal below the horizontal to the right 
 of mast as seen by approaching trains by day and a green 
 
 light at night. If it is a three position signal then the 
 
 semaphore pointed downward parallel with the mast indi- 
 cates PROCEED. 
 
 Q. How does a two-position (lower quadrant) Distant 
 Block Signal indicate CAUTION? 
 
 A. Semaphore horizontal to the right of mast as seen by 
 
 approaching trains by day and a yellow light at night. 
 
 Q. How^ does a two position (lower quadrant) Histant 
 Block Signal indicate PBOC£EI>? 
 
 A. Semaphore diagonal below the horizontal to the right 
 of mast as seen by approaching trains by day and a green 
 light at night. 
 
 UPPEK QUADBAJfT SIGNALS. 
 
 . Q. How is STOP indicated? 
 
 A. Semaphore horizontal with the mast as seen by ap- 
 proaching trains by day and a red light at night. 
 
 Q. How is PBOCEED indicated? 
 
 A. Semaphore vertical with the mast above the horizontal 
 as seen by approaching trains by day and a green light at 
 night. 
 
 Q. How is CAUTION indicated? 
 
 A. Semaphore diagonal above the horizontal as seen by 
 approaching trains by day and a yellow light at night. 
 
 Page 165 
 
■i J. 
 
 »t ; 
 
 Q. May a clear slirnal be displayed, before derails or 
 dtrergliii: switches,, if any, in conflictinsr routes are in their 
 
 normal position and the switches for the reanired route are 
 
 set and locked? 
 
 A. No. _^..:.,-^. ...-,.. 
 
 Q. How far^will the display of a clear sirnal lock all 
 switches and derails in the route iriven? 
 
 A. Only as far as such clear signal gives permission to 
 
 proceed. 
 
 Q. How does a tw^o position (upper quadrant) Distant 
 Block Signal Indicate caution? 
 
 A. Semaphore diagonal above the horizontal to the right 
 
 of the mast as seen by approaching trains by day and a 
 
 yellow light at night. 
 
 Q. How does a two position (upper quadrant) Distant 
 Block Sigrnal indicate proceed? 
 
 A. Semaphore vertical with the mast above the horizontal 
 
 as seen by approaching trains by day and a green light at 
 
 night. 
 
 Q. When both a Home and Distant Signal are on one 
 mast i¥hat does the Home Signal control? 
 
 A. The block ahead. 
 
 Q. What does the Distant Signal indicate when the Home 
 Signal above it Indicates stop? 
 
 A. Caution. Tbe next Home Signal may also indicate stop, 
 
 Q. What does the Distant Signal at caution Indicate when 
 the Home Signal above It Is at proceed? 
 
 A. Indicates next Home Signal is at stop. 
 
 Q. What do bracket posts by day and blue lights by 
 night indicate? 
 
 A. A track corresponding to each such bracket post be- 
 tween the mast and the track governed by the signals on the 
 mast. 
 
 Q. Can a PROC!E£D signal be given to move a train or 
 engine over a derail, railroad crossing, drawbridge or switcli 
 before the route Is clear and locked^ and all signals, derails 
 
 and diverging svritches for conflicting routes in their normal 
 positions ? 
 
 A. No. 
 
 Q. Does the display of a proceed Home Signal lock all 
 switches and derails In the route, and how far? 
 
 A. Yes, to the point to which the signal gives permission 
 to proceed. 
 
 Q. After receiving a Short Arm or Dwarf Signal to pro- 
 ceed, what must be ascertained? 
 
 A. If the track line up is proper. 
 
 Q. What effect does a train or engine have on any seml- 
 
 ftutAmatic sifiial indiefttinir proceed on pafising the sisrnftl? 
 
 A. It automatically goes to STOP and can not again be 
 displayed at PROCEED until train or engine is out of the 
 block. 
 
 Q. How many moves may be made on one clear signal? 
 
 A. One. 
 
 Page i66 
 
 w 
 
 % 
 
SKmL5H-5gH-4 
 2000 TO 2S00 Fin 
 
 4/WlT. 
 
 STATION 
 A. 
 
 EXAMPLE 
 
 ELSIE- L2 
 
 STATION 
 
 M 
 
 STATION 
 B. 
 
 B^22 
 
 H 
 
 X3 Signal. BtflDfS 
 mi pRium 
 
 Df FERENl ON 
 SOME ftfl/L WAYS 
 
 D-24 
 
 STATION 
 C. 
 
 B-^B- 
 
 HI3 
 
 YELLOW BOARDED 
 
 HIS 
 
 'B23 
 
 OVBKAfiS 
 
 9900 70 WO FT, 
 MUMent 
 
 H-IS 
 
 t 
 
 W1 
 
 ' BI9 
 
 '017 
 
 STATION 
 
 / 
 
 Q. Do InterlockiniT Home SiiriiAl indlemtions supersede 
 the superiority of trains within the limits of their eontroi? 
 
 A, Yes. 
 
 Q. Do their indications dispense with the use or observ- 
 ance of other siirnals whenever and wherever they may be 
 required ? 
 
 A. No. 
 
 Q. If a signal permitting a train to proceed, after being 
 
 accepted, is changed to STOP before It is reached, how should 
 train be iroverned? 
 
 A. Stop at once; report occurrence to proper official. 
 
 Q. When may a train or engrine proceed on a hand stir- 
 nai as agrainst interloclcing: sigmals? 
 
 A. Not until englnemen and trainmen are fully informed 
 of the situation and all local or special rules are complied with. 
 
 Q. May trains or enipines pass a siirnal indicatinir stop? 
 
 A. No, except under conditions of preceding question. 
 
 Q. After a train or enirine is stopped by a sigrnalman 
 in mailing a movement through an interlocldng plant, when 
 may it move in either direction? 
 
 A. After receiving the proper signal from the signalman. 
 
 Q. May a reverse movement within an interlodcin^ plant, 
 or a forward movement after mailing: a reverse movement, be 
 made without proper interloclcingr sigrnal or permission from 
 the signalman? 
 
 A. No. 
 
 DESCRIPTION SINGLE TBACK BLOCK SIGNALS- 
 PLATE 12. , 
 
 Example L 
 
 Train 3 holds signal at H-11 against No. 5 until No. 3 
 passes over Block B-3 and out of Overlap 0-3 at point "b." 
 
 Train 1 holds Signal H-4 against No. 2 after passing 
 Signal H-5. 
 
 Train 2 holds Signal H-3 against No. 1 after passing 
 
 bignal H-2, thus preventing a head-on collision. 
 
 Signals H-3 and H-4 are approximately 2500 feet apart. 
 
 Example 2. - • 
 
 Train 7 holds Signal H-15 until it passes Signal H-13 
 
 After passing beyond H-13, H-15 indicates proceed and 
 Tram 7 then holds only D-13 and H-13 to the rear. Train 
 9 before opening switch to head out at Station E should 
 note position of Signal H-18. If H-18 on the left is at 
 stop it may indicate that a train moving in the same direc- 
 tion IS in the block. 
 
 If Signal H-13 shows the yellow board it indicates the 
 signal IS out of service and trains must proceed with 
 caution through the block. 
 
 Train 11 holds Signals D-19 and H-21 to the rear and 
 Signals H-20, H-18 and D-18 ahead. 
 
 Page 167 
 
 i 
 
I* ' 
 
 i 
 
 .' 
 
 QUESTIONS AND ANSWERS— PLATE 12. 
 
 Example 1. 
 
 Q. What is the approximate distance between two Home 
 Signals intermediate between Stations, for example, between 
 Sisrnals H-8 and H-4? 
 
 A. 2,600 feet. 
 
 Q. As soon as l^rain 3 passes Signal D-l, what sifnaU 
 will it hold? 
 
 A. Signals D-7 and H-9 to the rear and D-B, H-6 and H-8 
 ahead. .» 
 
 Q. After Train 5 passes Signal U-ll» how long will it 
 hold it at stop? « <^ h. * 
 
 A. Until It passes out of Overlap 0-3 at point "b". 
 
 Q. How loniT will Train 8 hold Sigrnals H-11 and H-9? 
 
 A. Will hold H-11 until it passes out of Overlap 0-8 at 
 point "b" and hold H-9 until it passes Signal H-7. / 
 
 Q. At what point did Train 1 put Signal H-4 at stop 
 against Train 2? h ^ u 
 
 A. When it passed Signal H-5. *' ^' * 
 
 Q. At what point did Train 2 put Sigrnal H-3 at stop 
 against Train 1? 
 
 A. When it passed Signal H-2, thus preventing a head-on 
 
 collision. 
 
 0. Ai what point did Train 9 put Signal H-S at stop? 
 A. When it entered Overlap O-IO at point "h". 
 
 ilxample 2. 
 
 Q. How should Train 7 proceed after passing Signal H-13 
 yellow-boarded? 
 
 A. Proceed with caution to the next signal. 
 Q. If on Train 9 ready to head out of sidinsr at Station "E, 
 what signals would you consider before opening switch? 
 
 A. H-17 to ascertain if block ahead is clear, then H-18 to 
 ascertain if train is following that might side-swipe Train 9. 
 
 Q. If H-18 indicates proceed, would that relieve Train 9 
 
 of protecting against a following train while taking: main 
 track? 
 
 A. No. 
 
 Q. How long are overlaps? 
 
 A. Two thousand to five thousand feet. 
 
 Q. If moving: from Station F to Station B and Sigrnal 
 H-23 is at stop and H-21 is seen and it indicates stop, how 
 should train proceed? 
 
 A. Under protection of flag. 
 
 Q. If moving from Station F to Station £ and Signal H-23 
 is at stop and Signal H-21 is in plain view and indicates pro- 
 ceed and track is seen to be clear, ho^w should train proceed? 
 
 A. Not exceeding six miles per hour. "^ 
 
 Q. If moving from Station F to Station F and Signal H-23 
 is at stop and Signal H-21 can not be seen until you get 
 around a curve beyond Signal H-23, how should train proceed? 
 
 A, Under protection of flag to the point where Signal H- 
 21 can be seen, and if in proceed position and the track be- 
 
 Page i68 
 
 \ 
 

 - I 
 
 PLfllElS 
 
 STATION 
 J. 
 
 ^OVER INSULATED 
 JOINT 
 
 o 
 
 DW-^7 
 
 tween that point and Signal H-21 is seen to be clear, would 
 
 then proceed not exceeding six miles per hour to Sig^nal H-21. 
 Q. If Train 11 backs ont of sidinar at Stati<m E and 
 track ahead is obscure to the next sis^nal, how far should it 
 back up? 
 
 A. Far enough to allow Signal H-19 to indicate condi- 
 tion of track between Signals H-18 and H-17. 
 
 DESCKIPTIOX SIJfGLE TEACK BLOCK SIGNALS— 
 
 PLATE 13. i I 
 
 Example 3. 
 
 Train 13 holds Signals H-31 and D-31 as rear protec- 
 tion, also holds H-30 and D-30 against opposing trains. 
 Train 4 held Signals H-26 and H-28 until it passed point 
 V when Signal H-26 went to proceed and Train 4 then 
 
 held Signal H-28 at stop and had the length of the over- 
 lap from H-28 to point V to the rear. 
 
 Train 4 in meeting Train 13 at Station H, after stop- 
 ping for Signal H-30, it may, if Train 13 is at H and track 
 is seen to be clear, proceed not exceeding six miles per 
 hour from Signal H-30 to west end of siding at Station 
 H and head in. If view is obscure it should proceed 
 only under flag. ,. , , 
 
 Example 4. 
 
 Train IS by overlap post at Station K holds Signal 
 H-36 at Station J against opposing trains. If back of 
 overlap post it holds only Signals D-38 and H-38 against 
 opposing trains. Train 15 also holds Signals H-39 and D- 
 
 39 to the rear. Train 17 over insulated joint at Station K or 
 
 open switch ahead or a car foul of the west switch holds 
 Signals H-36, D-38 and H-38 against eastward trains, 
 also holds Signals H-39 and D-39 to the rear. 
 
 QUESTIOirS AO AirSWEES-PLATE IS, 
 
 Example S. 
 
 _^ Q. If Train 4 is to meet Train 13 at Station H and Train 
 13 is on main track clear of west switch of siding-, may Train 
 4 after stopping at Signal H-30 proceed on signal from flag- 
 man of Train 13 to the west end of siding and head in? 
 A. Yes. 
 
 Q. If Train 4 after meeting Train 13 at Station H desires 
 to back out of west end of siding and view of Signal H-82 
 is obscure, how may it proceed? 
 
 A. Under flag to Signal H-32 or to a point where Signal 
 H-32 can be seen, and then if it indicates proceed and track 
 
 is clear it may proceed to the signal not exceeding six miles 
 per hour. 
 
 Page 169 
 
 \ 
 
(t ■ 
 
 ■i 
 
 Q. If the §witch in sidinf at Station H is left lined up 
 
 for the teftin track, what sigrnals would it hold? 
 A. Signals D-30, H-30, H-31 and D-31. 
 
 Q. If either switch in the main track at Station H is left 
 open, what effect would it haTe? 
 
 A. Signals H-30 and H-31 would indicate STOP and 
 Signals D-30 and D.31 would Indicate CAUTION. 
 
 Example 4. 
 
 Q. Train 17 over insulated Joint at Station K, what sig- 
 nals does it effect? 
 
 A. Signals H-38 and H-39 indicate STOP and Signals D-38 
 and D-39 indicate CAtTTION. 
 
 Q. lil^'liat is the object of the overlap post at Station K? 
 
 A. To prevent a westward train passing Signal H-37 at 
 proceed and an eastward train passing Signal H-36 at pro- 
 ceed at the same time with no stop signals between them. 
 
 0. If Train 15 at Station K passes tlie ov«plap post be- 
 
 fore an opposingr train it is to meet passes Signal H-36, what 
 would be the result? 
 
 A. It would hold the opposing eastward train at Station J. 
 
 Q. If Train 15 is to meet an opposing train at Station 
 K, how should it be governed? 
 
 A. Should not pass overlap post at Station K until the 
 opposing train has passed Signal H-36 at Station J. 
 Q. What does Dwarf Signal DW-47 govern? 
 
 A. Derail 5 and movement out of siding at Station L over 
 crossing to Signal H-43. 
 
 Q. What does Interlocking Signal 1-48 to the left of main 
 
 track at Station L. govern, and why was it placed to the left 
 of main track? 
 
 A. Signal 1-48 governs westward movement on the main 
 track over crossing to Signal H-43. It was placed to the left 
 of the main track owing to there not being room for it 
 
 between the main traelf and siding. i )i 
 
 Q. How far would a westward train hold Signal 11-48 at 
 «top? 
 
 A. Until it passes out of Block B-43 at Signal H-39. 
 
 Q. Where would Signal 8^-44 take an eastward train if 
 it indicated proceed? 
 
 A. Over the crossing to the next automatic signal, or 
 through interlocking plant. 
 
 Q. Where would Signal 1-44 take an eastward train if it 
 indicated proceed? 
 
 A. Over the crossing and into siding at Station L. 
 
 Q. Why was Signal H-42 placed opposite Signal D-39 and 
 
 Signal 11-41 placed opposite to Signal I>-44? 
 
 A. Owing to a short block and to prevent overlapping 
 into Stations K or L. 
 
 Q. If Signal H-41 was eliminated and Block B-43 over 
 lapped into Station K, where would a westward train in the 
 overlap at Station K hold a following train? 
 
 A. At Signal H-43. ' 
 
 Page 170 
 

 
 
 BROKEN 
 BONO WIRE - 
 
 SAME crrccT 
 
 AS BROKEN RAIL 
 
 I 
 
 
 J 
 
 Q. With Siirnal 11-41 where would a train in the same 
 position at Station K hold a following: train? 
 
 A. At Signal H-39 instead of H-43. 
 
 Q. After Tr»iii 15 passes overlap post at Station K, what 
 signals does it then hold against an opposing train? 
 
 A. Signals H-38, H-38 and D^. 
 
 Q. If an opposing eastward train passes signal 11-36 
 before Train 15 passes the overlap post at Station K, what 
 signal will it hold against Train 15? 
 
 A. Signal H-37. 
 
 Q. Without any Home Signals between Stations J and 
 
 K may- a buttiiiflr c(4lision be prevented by the sigrnals; if so, 
 which ones? 
 
 A. Yes. Signal H-36 would hold an eastward train at 
 
 Station J and Signal H-37 would hold a westward train at 
 
 Station K. ^^ 
 
 DESClilPTlOX SINGLE TRACK BLOCK SIGNALS- 
 PLATE 14. 
 
 Example S. 
 
 Broken rail near Signal H-50 holds Signals D-49 and 
 H-51 against trains moving from Station N to Station M 
 and holds Signal H-50 and a home and distant signal west 
 of Station M against eastward trains. Closed Derail 6 at 
 Station N holds Signals D-54 and H-54 against eastward 
 movements, and holds Signals D-SS and H-SS against west- 
 ward movements. .. i 
 
 Signal D-53 indicates caution until a westward train 
 passes out of Overlap 0-61 at "hh" as shown by dotted 
 
 line. 
 
 Signal D-56 indicates caution until an eastward train 
 passes out of Overlap 0-62 at "11" as shown by dotted 
 line. 
 
 Broken bond wire between Signals D-60 and H-60 
 holds Signals H-58 and D-60. against eastward trains, also 
 holds Signal H-59 and a Home and Distant Signal east 
 of Station O against westward trains. 
 
 DESCBIFTIOJf DOUBLE TRACK BLOCK SIGNALS- 
 
 PLATE 14. 
 Example & 
 
 Normal line up for westward track at "S" holds Sig- 
 nals H-80, D-82 and D-80 against eastward movements 
 
 from double to single track. Train 19 holds Signals H-77, 
 D-75 and D-77 until it passes Signal H-7S, then Signals 
 
 Page 171 
 
« 
 
 H-77 and D-77 go to proceed position and Train 19 will 
 then hold Signals H-7S, D-73 and D-7S until it passes Sig- 
 nal H-73, then Signals H-7S and D-7S will go to proceed 
 position, and so on. 
 
 Train. 6 holds Signals H-76, D.78 and D-76. Signal 
 D-80 indicates caution and Signal H-80 indicates stop, 
 which protects No. 6 against the westward line up at "S". 
 
 When switch at "S" is lined up for an eastward move- 
 ment to the single track Signal H-81 goes to stop and 
 Signals D-79 and D-81 indicate caution. 
 
 After switch at "S" is lined up for the eastward move- 
 ment Signals H-80 and D-80 go to proceed. 
 
 The normal line up. of siding at Station "R",U foi; a 
 
 back in movement from either main track to tlie siding 
 after main track switch is lined up. 
 
 The normal line up of the siding at Station "P" is for 
 
 a head in movement from either main track to the siding, 
 
 after main track switch is lined up. 
 
 QUESTIONS AKD AITSWEBS— PLATE U. 
 
 Example & 
 
 Q. Whftt holds Sitrnals H 60 and H-Kl td uUp And D-40 
 
 at caution? 
 
 A. Broken rail In Block B-56. 
 
 Q. If there was a broken rail in Block B-61 at point 
 Indicated by a ♦ wliat sigrnals would it effect and how? 
 
 A. Signals H-50, H-52 and H-53 would indicate stop. 
 
 Q. Is Derail 6 in its normal position? 
 A. No, it should be open. 
 
 Q. How longr will a westward train hold Sinial D-5S 
 at Caution? 
 
 A. Until train passes out of Orerlap 0-61 at "hh" or Sig- 
 nal D-49. 
 
 an eastward train hold Signal D-56 at 
 
 it 
 
 11" between 
 
 Q. How far will 
 Caution? 
 
 A. Until train passes out of Overlap 0-62 at 
 signal H-58 and D-60. 
 
 . *% ?£ ^^^^ ^ *" »*^^^ »* station "N" ig closed (linod up 
 
 to take the main track) by a westward train before an oppos- 
 inar train it is to meet passes, what sitrnals would it hold 
 asrainst the eastward train, and what would be the result? 
 
 A. Would hold Signal H-54 at stop and Signals D-54 and 
 
 D-56 at caution, perhaps causing eastward train to flag 
 
 Block B.60. 
 
 •I, 
 
 Page 1J2 
 
ELflKJB 
 xe.t 
 
 flBSOLUTr-PgRMIggwp HI nmt 
 
 ""hi 
 
 P-57F 
 
 OS 
 
 ! 
 
 ^PROCEED Ccm20cA 
 
 |«|p*2 md/ml 
 
 P-39i 
 midjtiic.2 ^ 
 
 JP-40 mly6QC3 
 
 P-62 
 
 STOP-fM 
 PROCEED WITH 
 OWTDNTD 
 
 next: 
 
 QUESTIOirS AKD AJTSWEBS— PLATE 14* 
 
 Example 6. 
 
 Q. If Switch 12 of sidingr at Station "P" was lined up for 
 an eastward train to liead in, wliat signals wonid it liold? 
 
 A. Signals H-70, D-72 and a distant signal on the next 
 
 mast west of Signal H-70. 
 
 Q. If Switeh 7 of siding: at Station "P*' was lined np for 
 a westward train to head in, what signals would it hold? 
 
 A. Signals H-75, D-73 and D-75. 
 
 Q. If Sw^itches 1, % and 8 Mrere lined up for a crossover 
 movement, wliat sigrnals would they hold? 
 
 A. Signals H-76, D-76 and D-78 on eastward main route 
 
 and Signals H-79, D-79 and D-77 on westward main route. 
 
 Q. If Switch 1 was open, what signals would it hold? 
 
 A. Signals H-79, D-79 and D-77. 
 
 Q. If Switch 8 was open» what signals would it hold? 
 A. Signals H-76, D-76 and D-78. 
 
 Q. If Switches 4, 6 and 6 were lined up for a crossover 
 movement, what signals would they hold? 
 
 A. Signals H-76, D.76 and D-78 on eastward main route 
 
 and Signals H-77, D-77 and D-75 on westward main route. 
 
 Q. If Switch 11 was lined np for a back in movement 
 from the westward main track to the siding, what signals 
 would It hold? 
 
 A. Signals H-73, D-73 and D-71. 
 
 Q. If Switch 8 is lined up for a back in movement from 
 
 the eastward main track to the sldin8r» what sinials will it 
 hold? 
 
 A. Signals H-72, D-72 and D-74. i \ 
 
 Q. If Switches 12, 7, 4, 5 and 6 are lined up for an eastward 
 movement against the current of traffic on westward track 
 
 from Station P to Station R, what signals wiU it effect. 
 
 and how? 
 
 A. Signals H-75 and H-77 would indicate stop for west- 
 ward movements. Signals D-73, D-75 and D-77 would indicate 
 caution for westward movements. Signals H-76 and H-70 
 would indicate stop for an eastward movement. Signals D-78, 
 D-76 and D-72 and the distant signal on the first mast west 
 
 of Signal H-70 would indicate caution. 
 
 DESCEIPTIOir DOUBLE TRACK BLOCK SIGNALS- 
 PLATE 15. 
 
 Example 7. 
 
 Tlie crossover open at "V" Iiolds Signals H-93, D-91 
 and D-93 against westward trains, and Signals H-94, D- 
 96 and D-94 against eastward trains. 
 
 Switch 17 at west end of siding at Station U lined up 
 for the crossover holds Signals H-90, D-92 and D-90 
 against eastward trains. 
 
 Page 173 
 
/ 
 
 ♦.r f ? j^ 
 
 Car 2 foul of the crossover at Switch 23, Station T, 
 
 holds Signals H-87, D-85 and D-87 against westward trains. 
 
 Car 1 foul of the crossover at Switch 20, Station T, 
 
 holds Signals H.86, D-88 and D-86 against eastward 
 trains. 
 
 QUESTIONS AND ANSWERS— PLATE 16. 
 
 Example 7* 
 
 Q. What is the norimil line up of switches 14 and 17 at 
 
 station U ? 
 
 A. To permit a back in movement from either main tracli. 
 
 Q. If both switches of Crossover V were lined up for 
 main route what effect would it have on the sisnaU? 
 
 A. The same effect as if only one switch was lined up. 
 
 ; Q. If both switches of Crossover V were lined up what 
 sijcnals would it effect, and how? 
 
 A. It would place Signals H-93 and H-94 at stop and 
 Signals D-94, D-96, D-91 and D-93 at caution. 
 
 *.. ^' Would you line up either switch of Crossover V for 
 the main if there was a car or engine on the crossover? 
 A. No. 
 
 Q. If Car Z at Station T was placed into clear what sig- 
 nals would it release? 
 
 A. Signals H-87, D-85 and D-87. 
 
 Q. What effect has Car t fool of Switch 23, Sidlnr T. on 
 
 Sianals H-86, D-86 and D-88? 
 
 A. No effect. 
 
 Q. What is the cause of Sigrnal H-86 indicating stop and 
 Signals D-SO and D 88 indicating caution? 
 
 A. Car 1 foul of Switch 20, Station T. >^ ^ 
 
 Q. If a train was moving against the current of traffic 
 
 from Station T to Station U would the signals afford it any 
 protection ? 
 
 A. No. The position of the semaphores may be seen 
 from the rear of the signal but it is the train moving against 
 the current of traffic that is holding them. 
 
 Q. Before a train holding authority to proceed on the 
 
 westward track crosses over from westward to eastward track 
 at Crossover "V" what flag protection is necessary? 
 
 A. A flagman should be sent west to protect against east- 
 ward trains on eastward track and a flagman sent east to 
 protect against westward trains on both tracks. 
 
 Q. Why is it necessary to protect asrainst westward trains 
 
 on the eastward track as well as cm the westward track? 
 
 A. Because the Dispatcher may be moving a train against 
 the current of traffic on eastward track and it is not necessary 
 to notify the westward train before doing so. 
 
 Q. If an engine without schedule or train order authority 
 desire to use a crossover, what flag protection does it require? 
 
 A. A flagman both ways to flag trains on both tracks as 
 the Dispatcher may be moving trains against the current of 
 traffic on either track. 
 
 Page 174 
 
/ 
 
 
 l> *• 
 
 1.41,' 
 
 QUESTIOirS AM) AITSWEBS— INTERLOCKING, 
 DOUBLE TBACK CBOSSING AND DRAW- 
 BRIDGE— PLATE 16. 
 
 Q. Where would Sifirnal 120 take yon? 
 
 A. Oyer railroad crossing and to Signal 132. > 
 
 Q. If Signal 120 indicated PBOCESD what position would 
 Signals 129, 114, 111 and 125 indicate? 
 
 A. Stop. 
 
 Q. If Siirnal 182 indicated PROCEED and Automatic Sig- 
 nal 187 indicated STOP, what position would Signal 181 
 indicate? *; ♦ 
 
 A. Cantion. 
 
 Q. If Automatic Signal 187 indicated PROCEED, and 
 Signal 132 also indicated PROCEED, what position would Sig- 
 nal 181 indicate? 
 
 A. Proceed. 
 
 Q. How far would Signal 185 take yon? 
 
 A. Against the current of traffic over drawbridge ' to 
 Signal 127. 
 
 O. How far would Sigrnal 1S7 take you? 
 
 A. Against current of traffic over crossing through inter- 
 locking plant. 
 
 Q. Where would Signal 100 take you? 
 
 A. Over drawbridge to Signal 105. 
 
 Q. Where would Signal 105 take you? 
 
 A. Over crossing to Automatic Signal 116. 
 
 Q. Where would Signal 118 take you? 
 
 A. Against the current of traffic on eastward track over 
 crossing to Signal 104. 
 
 Q. Whero would Signal 104 take you? 
 
 A. Against the current of traffic on eastward track over 
 drawbridge through Interlocking plant. 
 
 Q. If train or engine desires to back up before passing 
 through entire block, may it do so? 
 
 A. No, It must proceed through the block and obtain a 
 
 "proceed*' signal for back up move. 
 
 Q. May two or more trains or engines use a given signal? 
 
 A. No. A signal must be given for each movement. 
 
 Q. Do interlocking Home Signal indications supersede the 
 superiority of trains within the limits of their control? 
 
 A. Yes, but this does not relieve trains from having the 
 necessary right or schedule to move through Interlocking 
 plants of a railroad crossing or drawbridge. 
 
 Q. Do interlocking signals dispense with the use or ob- 
 servance of other signals whenever and wherever they may be 
 reauirod? 
 
 A, No. -'-- 
 
 Q. May a distant signal indicate PROCEED when you 
 pass it and the Home Signal in advance indicate STOP after 
 
 
 
 13 
 
 Page 175 
 
vr 
 
 ( 
 
 you pass Distunl Signal and before you reaeh the Home 
 
 A. Yes. ' ' ^'- ■'' ••-■• * -'■"■" '-'-- 
 
 ^. If the Distant Sigrnal indicates PROCEED when passed, 
 would ii excuse train for passinsr the Home Sigrnal in adTance 
 in STOP position? 
 
 A. No. 
 
 Q. Must engrinemen and yardmen be positive when a hand 
 signal is griven against a fixed signal that the hand signal 
 is intended for their train before acting upon it and that 
 ih«y are proiecied9 . , ^ , , ^ i 
 
 A. Yes. 
 
 Q. If a hand signal to proceed against a fixed signal at 
 stop is received from signalman, how far does it govern? 
 
 A. Only to the next home signal or through the inter- 
 locking plant. 
 
 Q. What would you do approaching a signal -with the 
 light out? 
 
 A. Regard it as the most restrictive indication that can 
 be given by that signal until position of semaphore can be 
 seen, then be governed by its position and report absence of 
 
 light to propep official. 
 
 Q. After calling for a signal and failing to receive it, 
 are you required to lools for hand signal from signalman and. 
 If view of tower Is obscured, send a flagman ahead to a point 
 from which tower is visible? 
 
 DESCBIPTIOir IirTEKL0CKI]?rO PLANT EASTWARD 
 
 MOTEMENTS— PLATE 16. 
 
 Signal 201 takes you over eastward main route to Sig- 
 nal 226, and Signal 226 continues the move through inter- 
 locking limits to Automatic Home Signal 242. Distant 
 Signal 202 indicates position of Home Signal 226. If 
 Signal 226 is at proceed Distant Signal 227 indicates posi- 
 tion of Automatic Signal 242. If Signal 226 indicates stop 
 Signal 227 indicates caution regardless of position of 
 
 Signal 242. 
 
 Signal 265 takes you over diverging main route No. 1 
 to Signal 248, and Signal 248 continues the move to east- 
 ward main route to Automatic Home Signal 242. Dis- 
 tant Signal 264 indicates position of Home Signal 248. 
 
 Short Arm Signal 263 takes you into Siding 2. Short 
 Arm Signal 247 takes you over eastward main route and 
 through crossover of Switches 232 and 233 to westward 
 
 main route. 
 
 Dwarf Signal 245 takes you out of Siding 2 to eastward 
 main route or through crossover of Switches 232 and 233 
 to westward main route. 
 
 N 
 
 «. v/ ■' ^' 
 
 Page i/6 
 
PLATE 16 
 
 ,1' 
 
 INTERLOCKING 
 PLANT 
 
 ^\# 
 
 1. 
 
 i' 
 
 Dwarf Signal 224 takes you out of Siding 1 against 
 current of traffic on westward main route to Signal 237. 
 
 Dwarf Signal 237 takes you against current of traffic 
 on westward main route through interlocking limits. 
 
 Dwarf Signal 210 takes you from Spur 3 to diverging 
 main route No. 2 to Signal 259 or to eastward main route 
 to Signal 226. 
 
 Dwarf Signal 205 takes you through crossover switches 
 
 to diverging main route No. 2 to Signal 259 or to east- 
 ward main route to Signal 226 or against current of 
 traffic on westward main route to Signal 237 or into 
 Siding 1, 
 
 DESCBIPTION INTEMiOCKIKG PLANT WESTWARD 
 
 MOVEMENTS— PLATE 16. 
 
 Signal 234 takes you over westward main route to 
 Signal 218, and Signal 218 continues the move and takes 
 you out of interlocking limits to Automatic Home Signal 
 206. Distant Signal 235 indicates position of Signal 218. 
 If Signal 218 is at proceed Distant Signal 219 indicates 
 position of Automatic Home Signal 206. If Signal 218 
 indicates stop. Signal 219 indicates caution regardless of 
 position of Signal 206. f 
 
 Short Arm Signal 236 takes you over Switches 233 and 
 232 against current of traffic on eastward main route 
 
 through Switch 231 and over diverging main route No. 
 
 1 to Signal 252, and Signal 252 continues the move and 
 takes you out of interlocking limits to Automatic Home 
 Signal 267. If Signal 252 is at proceed Distant Signal 
 253 indicates position of Automatic Home Signal 267. If 
 S*^al 252 indicates stop Distant Signal 253 indicates cau- 
 tion regardless of position of Signal 267. 
 
 Short Arm Signal 236 also takes you over Switches 233, 
 232 and 243 to Siding 2, or against current of traffic on 
 eastward main route to Signal 22S or to Siding 1. 
 
 Short Arm Signal 263 takes you over diverging main 
 route No. 2 to Signal 256, SLtid Signal 256 takes you 
 through crossovers to westward main route to Automatic 
 Home Signal 206. 
 
 Short Arm Signal 255 takes you to Spur 3 or against 
 current of traffic on eastward main route out through 
 interlocking limits. 
 
 Page 177 
 
fs 
 
 1, 
 
 Short Arm Signal 203 takes you from eastward main 
 
 route over Switches 211 and 212 and over diverging main 
 
 route No. 2 to Signal 259. and Signal 259 continues the 
 
 move out of interlocking limits to Automatic Home Sig- 
 nal 267. 
 
 Dwarf Signal 238 takes you against current of traffic 
 on eastward main route to Signal 225 or on diverging main 
 
 route No. 1 to Signal 252, or to Siding 2. 
 
 Dwarf Signal 225 takes you against current of traffic 
 on eastward main route through interlocking limits, or to 
 Spur 3, or on eastward main route through crossover of 
 Switches 209 and 208 to westward main route. 
 
 .. Dwarf Signal 217 takes you from Siding 1 to westward 
 main route. 
 
 Dwarf Signal 249 takes you from Siding 2 .to Auto- 
 matic Signal 267. --fr n .V; 
 
 BESCMPTlOJr OF COMPABATIVE SIGNAL 
 DTDICATIOirS— PLATE Id. 
 
 Semaphores 1, 2, 3, 4, 5, 6 and 7 belong to the absolute 
 automatic block signal system and Signals 8, 9 and 10 to 
 the permiggive system. 
 
 Positions shown in Figures 1, 2 and 3 are given by one 
 semaphore, and of the upper quadrant system. It re- 
 quires two semaphores to give the same indications with 
 
 the lower quadrant system as shown by Figures 4. S, 6 
 
 and 7 unless the lower quadrant signal is a three position 
 signal. Positions in Figures 4 and 5 are made by one 
 semaphore and positions in Figures 6 and 7 are made by a 
 separate semaphore. The semaphore shown in Figures 6 
 and 7 may be attached to the same mast (under the sema- 
 phore shown in Figures 4 and 5), or may be placed on a 
 separate mast. Semaphores 6 and 7 work in conjunction 
 with Semaphores 4 and 5 except where they are used only 
 as a protection to obscure switches. 
 
 Under the upper quadrant system the semaphores of 
 signals protecting switches indicate one of two positions, 
 either proceed with caution as shown by No. 3, or pro- 
 ceed as shown by No. 2. When in caution position, it 
 
 indicates switch is set for siding or diverging route, and 
 when in proceed position, it indicates switch is set for main 
 track or route. 
 
 Page 178 
 
 When a permissive block signal indicates stop, train 
 will stop and if caution or clear signal is not displayed, 
 train may, if it has other authority under the rules, proceed 
 under control expecting to find the block occupied, switch 
 open, rail broken or track otherwise obstructed. 
 
 With the absolute block system, under the same condi- 
 tions, train may proceed only under flag protection or as 
 
 required by rule governing the absolute block. (See 
 Rule 509), (old rule 504). 
 
 The marker light on the mast of Signal 3 not only in- 
 dicates the location of the signal, but also indicates that it 
 
 is an absolute block signal owing to the light being directly 
 
 under the signal light. 
 
 The marker on the mast of Permissive Signal 10 is on 
 the opposite side of the mast which places the two lights 
 
 diagonal to distinguish the permissive from the absolute 
 
 signal. 
 
 Disc switch indicator on double track, when showing a 
 red disc indicates that the block it governs is occupied, 
 or a switch open. When a white disc is displayed, it indi- 
 cates the block is clear. When it governs a crossover 
 between main track and siding, it shows the condition of 
 adjacent main track. 
 
 When the semaphore indicator is used the position of 
 the small semaphore applies to condition of the track the 
 
 same as the disc of the disc indicator. 
 
 The three position upper quadrant train order signal 
 (Fig. 12) is used both for train orders and manual block 
 
 purposes. The caution position authorizes two or more 
 
 trains moving in the same direction to occupy a block at 
 the same time. 
 
 The two position lower quadrant train order signal is 
 the usual type. 
 
 DISK TYPE OF SIGNALS. 
 
 Home Signal 15 indicating STOP shows a red curtain 
 in the large circular opening by day and a red light in the 
 
 small opening at night 
 
 Home Signal 16 indicating PROCEED shows a white 
 curtain in the large circular opening by day and a green 
 light in the small opening at night. 
 
 Pag6 m 
 
 I 
 
^' 
 
 .^ 
 
 Distant Signal 17 indicating CAUTION shows green 
 curtain with a white cross in the large circular opening by 
 day and a .green light to the left and red light to the 
 
 right in the two small openings at night. 
 
 Distant Signal 18 indicating PROCEED shows a white 
 curtain in the large circular opening by day and a green 
 light in both of the small openings at the top at night. 
 
 QUESTIONS AND ANSWERS ON INTERLOCKING. 
 
 PliATB 16 
 Q. Where would Sigrnal 234 take you? ' 
 
 A. On westward main route to Signal 218. * 
 Q. Where would Sisnal 286 take yon? 
 
 A. Through Crossover Switches 233 and 232 on to east- 
 ward main route against current of traffic to Signal 225, or 
 through Switch 231 on to diverging main route No. 1 to 
 Signal 252, or through Switch 243 on to Siding 2. 
 
 Q. Where would Simal 288 take you? 
 
 A. On eastward main route against current of traffic to 
 Signal 225, or through Switch 231 on to diverging main route 
 No. 1 to Signal 252, or through Switch 243 on to Siding 2. 
 
 Q. Where would Signal 249 take you? 
 
 A, From Siding 2 on to diverging main route No. 1 to 
 
 Automatic Signal 267. 
 
 Q. Where would Signal 225 take yon? 
 
 A. On eastward main route against current of traffic 
 through interlocking plant, or through Crossover Switches 209 
 
 and 208 on to westward main route to Automatic Signal 206. 
 
 or through Crossover Switches 223, 222, 212, 211, 209 and 208 
 
 on to westward main route to Automatic Signal 206, or through 
 
 Crossover Switches 223, 222, 212 on to Spur 3, or through 
 
 Crossover Switches 223, 222, 212 and 211 to eastward main 
 
 route against current of traffic through interlocking plant. 
 
 Q. Where would Signal 217 take you? 
 
 A. From Siding 1 on to westward main route to Auto- 
 matic Signal 206. 
 
 Q. Where would Signal 218 take you? 
 
 A. On westward main route to Automatic Signal 206. 
 
 Q. W^here would Signal 256 take yon? 
 
 A. Through Crossover Switches 212, 211, 209 and 208 on 
 to westward main route to Automatic Signal 206. 
 
 Q. Where would Signal 255 take you? 
 
 A. Through Crossover Switches 212 and 211 on to east- 
 ward main route against current of traffic through interlock- 
 ing plant, or on to Spur 3. 
 
 Q. Where would Signal 259 take you? 
 
 A. From diverging main route No. 2 on to diverging main 
 route No. 1 to Automatic Signal 267. 
 
 ?aQ(t i8o 
 
 Q. Where would Signal 252 take you? ' ■ . 
 
 A. On diverging main route No. 1 to Automatic Signal 267. 
 
 Q. Where would Signal 201 take you? 
 
 A. On eastward main route to Signal 22«. 
 
 Q. Where would Signal 208 take yon? 
 
 A. Through Crossover Switches 211 and 212 on to diverg- 
 ing main route No. 2 to Signal 259, or through Crossover 
 Switches 211, 212, 222 and 223 to Signal 226. 
 
 Q. Where would Signal 205 take yon? 
 
 A. Through Crossover Switches 208 and 209 on to east- 
 ward main route to Signal 226, or through Crossover Switches 
 208, 209, 211 and 212 on diverging main route No. 2 to Signal 
 259, or on westward main route against the current of traffic 
 to Signal 237, or through Switch 214 on to Siding 1, or through 
 
 Crossover Switches 208, 209, 211, 212, 222, and 223 on to 
 eastward main route to Signal 226. 
 
 Q. Where would Signal 224 take yon? 
 
 A. From Siding 1 on to westward main route against 
 
 current of traffic to Signal 237. 
 
 Q. W^here would Signal 287 take you? . 
 
 A. On westward main route against the current of traf- 
 fic through the interlocking plant. 
 
 Q. Where would Signal 210 take you? 
 
 A, From Spur 3 on to diyerging main route No. 2 to 
 
 Signal 259 or through Crossover Switches 222 and 223 on to 
 eastward main route to Signal 226. 
 
 Q. W^here would Signal 226 take you? 
 
 A. On eastward main route to Automatic Signal 242. 
 
 Q. Where would Sifnal %%^ take you? 
 
 A. Through Crossover Switches 232 and 233 on to west- 
 ward main route through interlocking plant. 
 
 Q. Where would Signal 265 take you? 
 
 A. On diverging main route No. 1 to Signal 248. 
 
 Q. Where would Signal 268 take you? 
 
 A. Through Switch 262 on to diverging main route No. 2 
 to Signal 256, or through Switch 251 on to Siding 2. 
 
 Q. Where would Signal 248 take you? 
 
 A. From diverging main route No. 1 on to eastward main 
 route to Automatic Signal 242. 
 
 Q. W^here would Signal 247 take you? 
 
 A. From diverging main route No. 1 through Crossover 
 Switches 232 and 233 on to westward main route through 
 interlocking plant. 
 
 Q. Where would Signal 245 take yont 
 
 A. On to eastward main route to Automatic Signal 242, or 
 through Crossover Switches 232 and 233 on to westward main 
 route through interlocking plant. 
 
 Page iSi 
 
 k 
 
-^ 
 
 ■/ 
 
 THE ABSOLUTE>P£BMISSITE BLOCK SYSTEM— 
 
 P^^. 
 
 •A 
 
 V 
 
 I 
 
 I 
 
 PLATE 17. 
 
 The Absolute-Permissive Block System is unlike other 
 
 Systems in that the stop control of a signal extends to a 
 certain point when the train is running in the direction 
 in which the signal governs and to another point when 
 that train is running in the opposite direction, that is, 
 block for opposing movements is from siding to siding, for 
 following movements from signal to signal. There is 
 usually one stop and one caution signal to the rear of 
 every train. A caution indication precedes every stop 
 indication, except when the main track is fouled at a sta- 
 tion or track circuit broken after a train passes the last 
 signal preceding the one governing the entrance to the 
 station. 
 
 Under other Systems in order to get the necessary 
 
 protection between opposing trains the signals must be so 
 placed that they space trains moving in the same direction 
 further apart than this System. Under the protection 
 afforded opposing trains by other Systems, if a train over- 
 looks another the opposing trains are not stopped by block 
 signals until they have reached a point between stations, 
 and that necessitates the backing up of one train perhaps 
 several miles to let the other by. 
 
 Under the A-P-B System opposing trains are held a 
 station apart or, in other words, they do not have an op- 
 portunity to meet between stations unless a signal is 
 disregarded. 
 
 The square end signals are absolute or starting signals 
 
 and the pointed end signals are permissive signals. Start- 
 ing signals in addition to being square on the end are 
 designated on some roads by a stationary arm below the 
 active one and on others by a round disc or marker light 
 six feet below the semaphore. 
 
 All signals between stations are permissive (or spacing) 
 signals the same as signals on double track, and the prac- 
 tice of a train having to proceed through blocks pre- 
 ceded by a flagman has been almost eliminated. If an 
 absolute or starting signal at a station is in stop position 
 the train can immediately get into communication with 
 
 Pa2^ 182 
 
 <k 
 
 i 
 
 i 
 
 Dispatcher and receive instructions if telephones are pro- 
 vided at the absolute or starting signal. 
 
 When a train is stopped by a permissive signal, if 
 
 caution or clear is not displayed, train may proceed under 
 control expecting to find block occupied, a switch open, 
 track broken or otherwise obstructed, provided such move 
 can be made without conflicting with operating rules. 
 
 Referring to Plate 17, when No. 2 passed Point T or 
 into Overlap at Station A, Signal A-11, (the absolute or 
 starting signal) at B, and also all westward permissive 
 signals between B and A were placed in stop position for 
 an opposing train, thus holding an opposing train at B 
 instead of permitting two opposing trains to meet at sig- 
 nals between stations. 
 
 In order to avoid opposing trains passing Signals A-6 
 
 and A-11 at the same moment an overlap is necessary at 
 
 stations. 
 
 No. 2 between Signals A-6 and P-8 holds Signal A-6 
 at "stop" and Signal P-4 at "caution" behind it, permitting 
 a following train to pass Signal P-4 and run with caution 
 to and stop at Signal A-6, unless by ftiat time No. 2 has 
 passed Signal P-8 (or out of overlap beyond), placing 
 it at "stop" and changing Signal A-6 to "caution". No. 2 
 also holds opposing Signals P-7, P-9 and A-11 at "stop" 
 
 and, in addition. Signal P-13 and P-IS at "caution" against 
 
 No. 1. If the distance between A-11 and P-13 is less than 
 maximum breaking distance, then Signal P-IS gives ample 
 protection. If No. 2 passes Signal P-10 and stops at point 
 indicated by star, Signal P-10 would indicate "stop" and 
 Signal P-8 "caution", and Signals P-9 and P-7 "pro- 
 ceed". Assuming that No. 2 should desire to back up from 
 this point to A it will find Signals P-9 and P-7 in pro- 
 ceed position permitting it to proceed westward if no 
 
 opposing eastward train has arrived at A. No. 2 would 
 
 have Signal A-11 at "stop" and P-13 and P-15 at "caution". 
 After No. 2 backs by Signal P-9 it establishes its direc- 
 tion as a westward train and Signals P-8 and A-6 would 
 indicate "stop" and Signals P-4 and P-2 "caution", pro- 
 tecting It against opposing eastward trains. No. 2* after 
 backing by Signal P-9 has Signals P-9 at "stop" and A-11 
 at "caution", protecting No. 2 to rear while backing up 
 and permitting Signals P-13 and P-IS to go to "proceed". 
 
 Page 183 
 
wl 
 
 1 
 
 
 1 i>;'r 
 
 i 
 
 After No. 2 stops at point indicated by star and desires 
 to back up and Signal P-9 indicates **stop", it should stop 
 and proceed following a flagman as the stop indication of 
 Signal P-9 may mean an opposing train has passed Signal 
 A-6 in proceed position before No. 2 started backward. 
 If this is not done No. 2 would be proceeding under caution 
 from Signal P-9 and the opposing eastward train pro- 
 ceeding at speed against it if between Signals A-6 and 
 P-8. Otherwise the opposing trains would meet under cau- 
 tion signals. If train opposing No. 2 while No. 2 is back- 
 ing up, had not reached Signal P-8 at the time No. 2 
 backs by Signal P-9 at caution they could meet between 
 Signals P-7 and A-6, one moving at caution and the other 
 at speed. 
 
 No. 3 after meeting No. 4 at D has switch open ready 
 to head out thus placing all opposing eastward signals 
 
 between C and D in stop position and Signal P-18 at 
 "caution". The same condition could exist by a defective 
 track circuit. Were it not for the position of No. 1, 
 Signal P-16 would also indicate "caution". 
 
 Point R at Statjpn E is where an opposing train (No. 
 5) would cause all opposing (eastward) signals between 
 D and E to indicate "stop", holding opposing train (No. 
 4) at D. 
 
 On arrival of an eastward (superior direction) train at 
 
 Point S at Station D all opposing signals between E and 
 D indicate "stop", holding opposing trains a station apart. 
 If No. 5 at Station E occupies main track west o*f 
 Point R to meet No. 4 before No. 4 passes Signal A-28 at 
 east switch at D, No. 5 must push the button at E to 
 release Signals A-28 and P-30 and to place P-32 at "cau- 
 tion", as shown, to permit No. 4 to proceed from D to E 
 without being preceded by a flagman. 
 
 If No. S remained east of overlap at Point R the use 
 of the push button would not be necessary. . 
 
 It is claimed that overlaps at stations are not absolutely 
 necessary under the A-P-B System. If not installed the 
 
 use of the push button is jiot required. If such overlaps 
 
 were not used No. 5 at E could occupy the main track 
 between switches at E and only hold Signal P-32 at "cau- 
 tion" and P-34 at "stop" against No. 4. Where there are 
 
 Pag^ 184 
 
 ) 
 
 no station overlaps there is a possibility of No. 5 over- 
 looking its meet at E and passing Signal A-33 at the exact 
 moment No. 4 passes Signal A-28, leaving the opposing 
 trains protected only by Signals P-30 and P-31 which per- 
 mit the trains to meet under caution indication only. 
 
 ''No. 4 take siding meet No, 5 at E\ 
 
 No. S arriving at E and passing Overlap Point R before 
 No. 4 passes Signal A-28 at D placed all eastward sig- 
 nals between D and E against No. 4 as shown by dotted 
 outline positions of Signals A-28, P-30 and P-32. No. 4 
 
 placed all westward signals between E and D against No. S 
 
 when it reached its present position at Station D. In 
 order not to cause No. 4 to follow a flagman from D it 
 was necessary for No. S to push the button at west end of 
 Station E to release eastward Signals A-28, P-30 and P-32 
 
 as shown, or place them in same position as they would 
 be if an eastward train was running ahead of No. 4 and 
 was in same position No. S now occupies, thus permitting 
 No. 4 to proceed from D to E in the usual manner. If 
 a westward train was in the position as shown by dotted 
 outline at Point U, No. 5 at E could not release Signals 
 A-28 and P-30 from "stop" to their present position until 
 this train passed Signal A-28. 
 
 When No. 6 opens east switch at F to head out It has 
 
 Signal P-42 to west end of F at "stop" and Signal P-4a 
 at "caution" to protect it against following trains while 
 heading out, also all westward signals between G and F 
 are placed in "stop" position if station overlaps are pro- 
 vided at F and G. If owing to an oversight on part of 
 No. 7 it should open west switch at G to head out at the 
 same time No. 6 opened switch at F (as shown) it would 
 place all eastward signals between F and G at "stop'' 
 
 against No. 6 and neither No. 6 nor No. 7 could leave 
 their respective stations. By restoring either switch to its 
 normal position it would cause signals in one direction to 
 indicate "proceed", permitting one of the trains to move. 
 If there is an overlap at G, but none at F, then if Nos. 6 
 and 7 opened the switches at the same moment No. 7 
 would cause all opposing signals F to G to indicate "stop" 
 against No. 6, but when No. 6 opened switch at F it 
 
 Page 185 
 
i 
 
 i ■ I 
 
 I 
 
 only affected Signals P-43 and P-4S, leaving Signals P-47 
 and A-49 in their normal position (proceed) permitting 
 No. 7 to move G to F, in which case Signal A-44 in stop 
 position would prevent No. 6 from leaving F. 
 
 There is an ascending grade westward commencing at 
 a point near Signal P-S3 and extending to Signal P-51 at 
 
 east switch at G as indicated by the arrow. In order to 
 
 permit trains to run closer together on the grade, a grade 
 (or tonnage) semaphore is placed below Signal P-S3 (some 
 Railroads denote grade signal by placing a "G" upon a 
 disc attached to a semaphore blade) and only trains of a 
 certain tonnage are permitted to accept it. 
 
 After a westward train passes Signal P-53 the grade 
 signal underneath indicates "caution" permitting a follow- 
 ing train to enter block between Signals P-S3 and P-51 be- 
 hind No. Q (as shown by dotted outline) without stopping 
 heavy tonnage trains ascending grades. The normal posi- 
 tion of grade signal is horizontal. 
 
 A study of No. 8 and No. 11 approaching meeting point 
 
 at Station I shows the opposing and rear protection. 
 
 Assuming Nos. 11 and 13 are not in their present posi- 
 tion, after Extra is clear at Spur I, all signals, between 
 Stations I and J assume their normal positions. Before 
 
 again occupying main track Extra must note position of 
 
 Signals P-73 and P-74, if in view. If Signal P-73 indi- 
 cates "stop", there is a train between I and Spur 1. If 
 Signal P-74 is at "stop", there is a train between J and 
 Spur 1. The extra must not leave Spur 1 unless both 
 Signals P-73 and P-74 (if they can be seen) indicate 
 "proceed", or the switch indicator indicates that the block 
 is clear in case signals can not be seen. After the Extra 
 enters main track all signals between I and J, both ways, 
 
 will indicate "stop" until the Extra's direction is estab- 
 lished. If Extra moves westward toward I, after it has 
 passed Signal P-71, Signal P-71 will go to "stop" and 
 P-73 to "caution". After the Extra passes P-71 it estab- 
 lishes its direction as a westward train and also releases 
 Signals P-72 and P-74, Signals A-66, P-68 and P-70 re- 
 maining at "stop" to protect it against opposing eastward 
 trains. If the Extra moves eastward toward J after it 
 passes Signal P-74 causing same to indicate "stop", it 
 
 Page i86 
 
 1 
 
 establishes its direction as an eastward train and after 
 it passes Signal P-74, Signal P-72 wiU indicate "caution'' 
 and Signals P-70, P-68 and A-66 will go to "proceed", thus 
 permitting an eastward train to follow. 
 
 Train order signals where normal position is proceed 
 are some times connected with the entering signal at sta- 
 tions. When such is the case if the eastward train order 
 
 signal is at "stop" as shown at J, the entering Signal P-76 
 indicates "caution". 
 
 When a train is stopped by an absolute or starting sig- 
 nal and a clear or caution signal is not immediately dis- 
 played, conductor ( or engineman, if no conductor) should 
 confer with the Dispatcher. If unable to communicate 
 with the Dispatcher, it may proceed when preceded by a 
 flagman to the next signal displaying a proceed indication. 
 
 See Rule SOO of 1915 Revision of the Standard Rules 
 (Old Rule 504). 
 
 Note: Some roads require the train to flag to the first 
 proceed or caution signal only. 
 
 QUESTIONS AM) ANSWEES-ABSOIUTE- 
 
 PEBMISSIYE BLOCK SYSTEM. 
 
 Q. What is an absolute block sigmal? 
 
 A. A signal that requires a train to stop and stay when 
 it is in stop position, unless it is proceeded by a flagman to 
 the next clear signal. It must be considered as indicating 
 
 an opposing movement, although it may be held at "stop" by 
 a preceding train, broken rail or other condition interfering 
 with the track circuit. 
 
 Q. What is a permissive block signal? 
 
 A. A signal that requires a train to stop when it is in 
 
 stop position, and may then proceed under control to the 
 
 next signal, assuming there is a train in the same block 
 moving in the same direction, or track obstructed. 
 
 Q. What is the difference in the shape of the semaphores 
 of the absolute and the permissive signals? 
 
 A. The absolute block signal semaphore blade is square 
 
 on the end and the permissive pointed. 
 
 Q. At night what distinguishing feature between the abso- 
 lute and permissive signals? 
 
 A. On the absolute signal the light in the signal and the 
 marker light on the mast are in a vertical line. On the per- 
 missive signal the light in the signal and the marker light 
 on the mast are in a line diagonally downward to the left. 
 
 Q. If marker light is not burning how should train be 
 governed? 
 
 A. Relight it if practicable and notify Signal Maintainer 
 and Superintendent. 
 
 Page 187 
 
Q. If signal lif^ht is not barni]i|r» how should train be 
 iroverned? 
 
 A, Stop if necessary to ascertain its position and whether 
 
 It Is an absolute or permlsslTe signal, be governed by Its 
 indication and report it, giving signal number to Signal 
 Maintainor and Superintendent. 
 
 Q. What is a station OTorlap? 
 
 A. A section of track at a station within which a train 
 
 will cause all signals protecting an opposing movement be- 
 tween that station and the next to indicate "stop". 
 
 Q. What effect would this have if a train is to meet an- 
 other and passes into the station overlap at the meeting point 
 before opposing train leaves the next station? 
 
 A, It would cause opposing train to flag to the meeting 
 
 point unless otherwise directed, or signals released by use of 
 
 push button as shown at Station E. 
 
 Q. How may this be overcome? : >- 
 
 A. By pushing the push button provided for that purpose 
 
 at tbe meeting point (see Station E) or remaining back of 
 
 the overlap. 
 
 Q. Should there be a train between the meeting point and 
 the next station in advance moTing in same direction as the 
 train that has passed into the overlap (see No. 5 at S) would 
 the push button release the necessary signals to allow op- 
 posing train (No. 4) to proceed? 
 
 A. No, the train moving ahead of No. 5, as shown by 
 dotted outline would hold opposing signals at "stop" for its 
 own protection. 
 
 Q. Is there always a caution indication preceding a stop 
 
 fiignal? 
 
 A. Yes, usually, if train has not passed signal preceding 
 the signal that indicates stop before it assumed that position. 
 
 Q. What effect would the opening of a switch to head out 
 have on signals governing an opposing train, if there is a 
 station overlap? 
 
 A. It would place all signals between stations at stop 
 against opposing train. 
 
 Q. If there is no station overlap, what opposing signals 
 would the opening of a switch effect? 
 
 A. It would place the first opposing signal beyond the 
 
 switcli at "gtop" and the signal in advance of it at "caution". 
 
 Q. If no station overlap, when does a train cause all op- 
 posing signals to indicate "stop" to next station in advance? 
 
 A. When train passes the absolute (starting) signal at 
 
 the station. 
 
 Q, How close may trains moving in tbe same direction run? 
 
 A. If signal indicates caution trains may run one block 
 apart. If permissive signal indicates stop, after stopping it 
 may proceed under control into the same block following pre- 
 ceding train. 
 
 Page i88 
 
 \ 
 
 
 Q. What is a grade signal and how should trains be 
 governed? 
 
 A. A signal placed on a mast below automatic signal at 
 the foot of a grade (normal position horizontal) to permit 
 a following train to enter the block without stopping when 
 such signal indicates caution and signal above stop when 
 grade signal is horizontal and signal above indicates proceed 
 the block ahead is clear. 
 
 Q. If a train ahead, what indication would these signals 
 give? 
 
 A. The automatic signal would indicate stop and the 
 
 grade signal proceed with caution, thus permitting a following 
 
 train with not less than the specified tonnage to pass into 
 
 the block without stopping on the grade, but with the under- 
 standing there is another train ahead in same block. 
 
 Q. Is it possible for trains approaching a station to re- 
 ceive a clear signal and then find the next signal (entering 
 station) at stop? 
 
 A, Yes, it is possible, the main track may be fouled after 
 
 train passes the clear signal. ' ' ^ . ' 
 
 Q. Where switch indicators are installed must they be 
 consulted before opening a switch? 
 
 A* Yes. ., 
 
 Q, If switch indicator indicates stop, what does it mean? 
 
 A. There is a train in the territory governed by that 
 
 indicator, or a switch is open. ' * 
 
 Q. Do the indications displayed by a switch indicator 
 relieve enginemen and trainmen from protecting their trains 
 as required by the rules? 
 
 A, No, 
 
 Q. lIFhen has a train, in this case establisbed its direction 
 placing the signals for rear protection in their proper position 
 permitting a following movement in the usual manner? 
 
 A. After passing the first signal in direction train is 
 
 moving. 
 
 Q. What position are all signals in before passing the 
 first signal in this case? 
 
 A. All signals In both directions are In stop position to 
 
 the next station. 
 
 Q. If train should use a spur in clearing main track and 
 
 switch indicator indicates clear, may- train again enter main 
 track? 
 
 A. Yes. 
 
 Q. When a train order signal (normal position proceed) 
 is connected with absolute-permissive block system and indi- 
 cates stop, what position is indicated by the signal entering 
 station from direction to which train order signal applies? 
 
 A. Caution. 
 
 Q. When a train (No. 2) causes opposing signals to In- 
 dicate stop to the next station (B), Plate 17, what is the posi- 
 tion of signals (P-IS and P-15) beyond Station B to which 
 opposing train is moving? 
 
 A. Caution, 
 
 . Page 189 
 

 C|. In the A-P-B System at what points are absolute and 
 permissive slgrnals located? 
 
 A. Absolute signals at both ends of siding on tbe leaving 
 
 side only, permissiye signals at all other locations. 
 
 STANBABD (1915 SEYISION) BLOCK SI6NAL BULBS 
 FOB TBAHrMEN AND ENenrEMBN. 
 
 Block Signals for a track apply only to trains moving 
 
 with the current of traffic on that track. 
 
 When a train is stopped by a Stop-signal it must stay 
 until authorized to proceed, or in case of failure of means 
 of communication it may proceed when preceded by a 
 flagman to the next signal displaying a proceed indication. 
 
 When a train is stopped by a Stop and Proceed-signal 
 it may proceed— . .^ , 
 
 (A) On single track ^ . (Under conditions 
 
 as may be required by local rules) . * '^ ' * - 
 
 (B) On two or more tracks, at once at slow speed, ex- 
 pecting to find a train in the block, broken rail, obstruc- 
 tion or switch not properly set. 
 
 When a train is stopped by a block signal which is 
 
 evidently out of order, and not so indicated, the fact must 
 
 be reported to — . 
 
 Both switches of a crossover must be open before a 
 
 train starts to make a crossover movement, and the move- 
 ment must be completed before either switch is restored 
 to normal position. 
 
 Where switch indicators are used, the indications dis- 
 played do not relieve enginemen and trainmen from pro- 
 tecting their train as required by the rules. 
 
 Block signals govern the use of the blocks, but, unless 
 otherwise provided, do not supersede the superiority of 
 trains; nor dispense with the use or the observance of 
 
 other signals whenever and wherever they may he required. 
 
 STAITDABD (1915 BEVISION) INTERLOCEHTO 
 BULE8 FOB TBAIITMEK AITD EITGmEMEir. 
 
 If a signal, permitting a train to proceed, after being 
 accepted, is changed to a Stop signal before it is reached, 
 the stop must be made at once. Such occurrence must be 
 reported to — . 
 
 Train or engines must not pass a signal indicating 
 
 Stop, except as provided in the next paragraph, 
 
 Page 190 
 
 Trains or engines must not proceed on hand signals 
 as against interlocking signals until enginemen and train- 
 men are fully informed of the situation and . 
 
 {Other conditions that may be required). 
 
 The engineman of a train which has parted must sound 
 the whistle signal for Train-parted on approaching an in- 
 terlocking plant. 
 
 An engineman receiving a Train-parted signal from a 
 signalman must answer by the whistle signal for Train- 
 parted. 
 
 When a parted train has been re-coupled the signalman 
 must be notified. 
 
 Sand must not be used over movable parts of an inter- 
 locking plant. 
 
 Conductors must report to any unusual de- 
 tention at interlocking plants. 
 
 Trains or engines stopped by the signalman in making 
 a movement through an interlocking plant, must not move 
 in either direction until they have received the proper 
 signal from him. 
 
 A reverse movement within the limits of an interlock- 
 ing plant, or a forward movement after making a reverse 
 movement, must not be made without the proper inter- 
 locking signal or permission from the signalman. 
 
 14 
 
 Page igi 
 
«! 
 
 ^<><'^0l STAMOARD BLOCK SIGNAL RULg$- 
 
 MANUAL BLOCK SYSTEM - CONTROLLCO HANUAL 8L0CK SYSTEM 
 
 TMtCf-pOSlTIOH BLOCK SICNALS. 
 Th« asptctfl fhowA art typiciil t«a m*^ be fiv«n in 
 any one of tK« oth«r ^wadrantt. Each r«ad thouia 
 Show tha aspects aai colors of lightt it usts. 
 
 THETOLLOWmC SICMAtS wi LI. APPEAR WMERC COM0ITION5 ftCOU I RC TMe^ff usr. 
 
 3^U,46IA. 
 
 BLOCK IS 
 VOT CLSAB 
 
 r 
 
 IHDICATIOH-STOP. 
 HAMB-STOP-SIGBAL. 
 
 e §dlC,40lC 
 
 H-* BLOCK 
 
 I IS CLS. 
 
 CLSAR 
 
 IBDICATI0B-PR0CS2D. 
 9ilIE-CL£AB-SIGBAL. 
 
 1 
 
 ^ 9ot6.40(C. 
 
 lO^ BLOCK 
 
 IS OCetJPISD. 
 I IIDIOATIOH- 
 PROC££D tflTE CAUTIOB 
 PRSPAiU» TO STOP SBORT 
 
 or TRAU OR OBSTRUOTIOS. 
 
 lAMB-PBBMISSITS-SIOIAIi* 
 
 302,402. TWO-POSIT lOH HOME BLOCK 3IGBALS. 
 
 The aspeots shown are typical* Baoh road should 
 ahow the aepeote and oolore of the lights it uses. 
 
 h-m 302A.402A. 
 
 IHDICATIOH-STOP. 
 I VAMB-STOP-SIOBAL* 
 
 BLOCK IS 
 107 CUiR. 
 
 fA302C 402C. __^ ^^ 
 
 \^ «f««a Offcowr nrpii) 
 
 IBDICATIOI-BROCXEI). 
 BAMB-CLBAR-SIGIIAL. 
 
 30 3. 403. 
 
 TWO»POSITIOH DISTABT 
 
 303J,403J. 
 
 rr HOHB SlOIil. 
 18 HOT CLSAR* 
 IVBICATIOH. 
 APPROACH BOMB 
 8I6BAL WITH CAimOH. 
 BAMB-CATJTIOB-SIGIAL* 
 
 rK 
 
 SOI 
 
 BLOCK SIGHALS- 
 303IC,40rt(. ^ 
 
 ^ 
 
 HOME SIGIAL 
 ABDICATES 
 
 FROCEBP* 
 
 IHPICATIOB-FROGBSD. 
 BAME-CLSiR-SIGHAL. 
 
 SOI A. 
 
 * AUTOmXIG BLOCS SISTBI.- 
 
 THRBB P08ITIOB BLOCK SIGHALS. 
 The aspeots shown are typioal cmd may be glTen in 
 any one of the other quadrants. Saoh road should 
 show the aspeots and oolors of lights used* 
 
 ZID ZED HD olooo tn] tlD 
 
 I 
 
 ^ bm oi 
 
 o>o o o 
 
 I 
 
 ^ i 9 ijl 
 
 BLOCS 
 
 IS HOT 
 CLSAR. 
 
 V O'^X' 
 
 
 IBPICATIO]I«STOF« 
 
 BAMB-STOP-SIGBAL . 
 
 "> 
 
 SOI A A . 
 
 22> t32> tS> 
 
 o'o o o 
 
 I 
 
 I 
 
 Z22> oo.oo 
 
 9 9 9 
 
 ^ 
 
 I25> 
 
 ^ 
 
 ^ 
 
 lo 
 
 *»! 
 
 I 
 
 OO 00 
 
 I 
 
 ^ 
 
 9 9 P 
 
 ^ 
 
 ^ 
 
 <f 
 
 BLOCK IS HOT CLEAR* 
 
 Ifl])ICATI0I»STaP:THE9 PROOSED* 
 
 BAMB^STOP AH D PROCSEIX-SIOBAL. 
 
 501 B. 
 
 ^ \^ 
 
 ,1° 
 
 I 
 
 9 9 cji^-'-r rt 
 
 ,o ^i^OCK I^ 
 "^ CLEAR; 
 SSCOBD 
 BLOCK IB 
 
 A277AICE 
 
 IS MOT 
 CLEAR. 
 
 IBDICATIOB-APPROACH HSZT SIGBAL PREPARE TO STOP 
 
 HAMB-APPROACH SIGBAL* 
 
 lOTS TO RULSS 909,403«503 and 609«Wher6 Distant Bloolt Signals 
 
 are not used Rules 303,409,503 and 603 will be omitted. 
 
 I 
 
 PL/9 7E /S 
 
 ;oiC 
 
 ^ ^ S :l J J 
 
 JD "Trt o.o o o 
 
 1 1 -f « f" rt H 
 
 ^ 
 
 A 
 
 A 1 A 
 
 O 
 
 o 
 
 !^ 
 
 O 0|0 o 
 
 I 
 
 I 
 
 KtfMOCHJL 
 
 ftaxfU 
 
 feic 
 
 TWO OB ■QBl 
 HLOCD ASS 
 OLSiR. 
 
 IBDICATIOB-PBOCBES. 
 
 r 
 
 HAME-CLEAH SIGBAL. 
 
 5*0/ £ 
 
 k;^ 
 
 I 
 
 
 1^ 
 
 5 
 
 7 
 
 9 
 
 J" 
 
 o TWO 
 . BL00K8 
 ^ Att 
 
 Ig CLBAB4 
 
 lo 
 
 |o 
 
 4> 
 
 I 
 
 PB n 
 
 NVMBCR I 
 
 IBSIQATIOB-AFPROACa ISST 
 
 SIGBAL AT BBSTRICTBI) SPEED. 
 BAMB-APPROACH-RBSTRI CTIHG- 
 ^IGBAL. . 
 
 sot e 
 
 j-o/x 
 
 ,0 
 
 ^■MM 
 
 I 
 
 ? 
 
 lo 
 I 
 
 ZED 
 
 nn 
 
 TWO OS WSB 
 
 BLOC9E8 
 AHB GLIAR* 
 
 X]IPXCATIOI-FfiQC£BD AT 
 
 RESTRICTED SPEED. 
 IAMB-CLEAB-RESTRICTIBG-8I0XAL 
 
 ^ 
 
 t 
 
 
 so/ 6 
 
 ^ 
 
 9 9 
 
 HvmBtn V 
 
 I P4.ATC I 
 
 <^ 
 
 BLOCS IS OCCUFIS]) OB 
 
 SWITCH IS SST TO DITSRGS* 
 
 9 
 
 IBDICATIOB-PROCBBD AT SLOW SPBBI? PREPARfiP TO STOP SfiOBT OF 
 
 TRAIB OR OBSTRUCTIOB. 
 BAME-PSRMISSIVE-S IGBAL . 
 
 5*02 
 
 TWO-POSITION HOME BLOCK SIGNALS. 
 The aspeots shown are typioal. Eaoh road should 
 show the aspeots and colors of lights It uses* 
 
 S^X AA 
 
 ® 
 
 t ? 
 
 BLOCK IS 
 BOT CLEAR. 
 
 IHDICATIOB-STOP;THEB PROCEED. 
 BAME-STOP. AND PROCEED- SIGNAL. 
 
 So 9 
 
 9 9 
 
 ^02 e 
 
 BLOCK 
 
 IS CLEAR. 
 
 INDICATIOM-PROCBED. 
 BAMB-CLSAR-S IGNAL . 
 
 son 
 
 31 fk 
 
 ^ 
 
 i?WO^POSITlON DISTANT BLOCK SIGBALSl 
 
 ? ? V 
 
 
 BLOCK IS BOT 
 CLEAR cm TRACK 
 
 IS OBSTRUCTED 
 BETWEEN 
 DISTANT AND 
 HOME SIGNAL. 
 
 IBDICATIOB-APPROACH HOKE SIGNAL 
 
 WITH CiHTIOI. 
 
 BAHE-C AUT lON-S IGNAL . 
 
 f^ra 
 
 J 
 
 50% K 
 
 ^ BLOCK. 
 CLEAR. 
 
 ■? ? ? T 
 
 tBDICATIOB-PROCEBD. 
 
 BAME-CLSAR-SI6NAL. 
 

 X0 4 
 
 PLI^TE 20 
 
 TWO-POSITION UOIIE J^J) DISTANT BLOCK SIGflALS. 
 
 mMa^ 
 
 
 SbAkk 
 
 BLOCK 
 IS HOT 
 OLEAR. 
 
 MVMBC" 
 
 9 1*1 MVMBti 
 
 IHDICATIOI-STOP; 
 THEN PROCEBr. 
 KAME-STOP-THEN- 
 
 ?R0CgB)-8Iffiritf'» 
 
 BLOCK IS 
 (S) CLE^ 
 ^^^ SECOND 
 
 BLOCK IE 
 
 ADVANCE NOT 
 
 QL8AR. 
 INDI CATION- APPROACH 
 NEXT SIOXAI PRSPAREB 
 TO STOP. 
 HAMg-APPROACH-SIGNAL 
 
 ? ? 
 
 ^ 
 ^ 
 
 9 T 
 
 I© 
 
 TWO 
 OR MORE 
 BLOCKS 
 CLEAR. 
 
 IIBICATIOV- PROCEED. 
 SAME- CLEAR-SIGNAL . 
 
 - INTERLOCKING - 
 THREE-POSITION SIGNALS. 
 
 9h% ftspeots shown *r« tTpioal and may be 
 
 gT«n In any of the other quadrants. 
 Oh road ehoald show the aspects and 
 eolors of lights It uses. 
 
 601 A 
 
 o'ooo 
 
 o.ooo 
 
 I 
 
 =m zm 
 
 p ^r 
 
 IIPIOATBS-STOr. lAME-STOF-SIGNAL. 
 
 K^ i^y if 
 
 OjOOO 
 
 I 
 I 
 
 INDICAT8S-AFFR0ACH NEZT SIGNAL 
 
 PREPARED TO STOP. 
 -lAMB-AFFROACH-S IGNAL . 
 
 ^ 
 
 «oi 
 
 J 
 
 6 
 
 O 
 
 601 C 
 
 I 
 
 J J 
 
 dooo 
 
 I 
 
 I 
 
 no 
 
 no 
 
 INDICATION-PROCEED. 
 IIME-CLEAH-SIGNAL. 
 
 601 D. 
 
 DO 
 
 <f 
 
 I 
 I 
 
 I 
 
 IIDIOATBS-FROCEBD AT RESTRICTED SPEED 
 PREPARED TO STOP AT NEZT SIGNAL. 
 NAKB-RSSTRICTING SIGNAL. 
 
 f^O/f SEMI- 
 
 
 IS NOT 
 
 CLEAR. 
 
 BLOCK IS 
 
 CLEAR 
 SECOND 
 BLOCK IN 
 ADVANCE 
 
 CLEAR. 
 
 TWO 
 OR MORE 
 BLOCKS 
 
 ARE CLEAR 
 
 BLOOE IS 
 CLEAR; 
 
 SECOND 
 BLOCK II 
 ADVANCE IS 
 NOT CLEAR 
 
 FOR NOM» 
 
 SJCMMi 
 
 S/GM/IL WILL 
 AFPLafl WHiH. 
 
 R00T8 
 
 IS NOT 
 SET. 
 
 ROUTE IS 
 
 SET 
 
 NEXT 
 
 SIGNAL IS 
 
 NOT CLEAR 
 
 ROUTE 
 
 IS 
 SET. 
 
 R899RtOV- 
 ED 9PBBD 
 SOOTS IS 
 SET; 
 
 SIGNAL 
 
 I9I0T 
 
 CLEAR 
 
 1^/ 
 
 ff 
 
 o o o 
 
 '•mo 
 
 ^ 
 
 ^ 
 h 
 
 PL/9Te2i 
 
 co/r. 
 
 INDICATES- APPROACH NEXT 
 SIGNAL AT RBSTRICTBD 
 SPEED. 
 NAUE-APPROACH- 
 
 RB3TBICTIB6-SIGNAL. 
 
 COI t. 
 
 TWO 
 BLOCKS 
 ARE 
 CLEAR. 
 
 J 
 
 zm 
 
 INDICATION-PROCEED AT 
 RESTRICTED SPEED. 
 NAXE-CLEiR-RESTRICTING- 
 SIGNAL. 
 
 10 
 
 'oo o 
 
 I 
 
 & 
 
 ZED INDICATION-PROCEED 
 AT SLOW SPEED 
 PREPARED TO STOP. 
 NAHB-SLOW-SPEED- 
 
 ^ /. SIGIAI. 
 
 TWO 
 OB MORE 
 
 BLOCKS 
 ARE CLEAR 
 
 RBSTRICTBD 
 
 SPEED 
 ROUTE IS 
 3FT AT 
 NEXT SIGNAL 
 
 o|o o o 
 
 I 
 
 o o nm 
 
 M J 
 
 HOI H 
 
 INDICATION-PROCEED 
 AT SLOW SPEED. 
 
 NAIIE-CLEAR-SLOW-SPEED- 
 
 JQ S SIGNAL. 
 
 COA 
 
 ROUTE IS 
 SET, TRACK 
 MAY OR 
 
 MAY NOT BE 
 
 OCC^JTIET. 
 
 RESTRICTED 
 SPEED 
 ROUTE 
 IS SET 
 
 BLOCK 
 
 IS 
 CLEAR. 
 
 SLOW SPEED 
 ROUTE IS 
 SET; TRACK 
 MAY OR 
 
 MAY HOT BE 
 
 OCCUPIED. 
 
 SLOW 
 
 SPEED 
 
 ROUTS 
 
 IS SET. 
 
 TWO-POSITION HOME SIGNAL. 
 Tho Jjppor auftarant aspeots tihemh in Rales 608 C. 608 P and 
 sot Q my U glTon In a ny one of ths other cnadr^tsT 
 
 €02 A 
 
 INDICATiON- 
 STOP. 
 NAME- 
 3T0P- 
 SIGNAL. 
 
 h 
 
 zm 
 
 3D HD 
 
 nn 
 
 BLOCK 
 IS NOT 
 CLEAR. 
 
 €Oie 
 
 P 
 
 ^h 
 
 % 
 
 INDICATION- B Q B B 
 U, PROCEED. JJ UJ Jj Jj 
 
 nXnamb- 
 
 ^ CLEAR- 
 SIGNAL. 
 
 HD HD 
 
 BLOCK 
 
 18 
 CLEAR. • 
 
 ^^ INDICATION -PROCEED AT 
 ^ RESTRICTED SPEED. 
 
 A NAME-CLEAR-RESTRICTING- 
 
 HO 
 
 SIGNAL. 
 
 zm 
 
 I 
 
 «oa « 
 
 % 
 
 % 
 
 ^ 
 
 II])ICATION- 
 PROCEED AT 
 SLOW SPEED 
 l>v ^ PRBPiRED 
 
 ^^ Ki TO 8f 6P. 
 I NAME- 
 SLOW-SPEED-SIGNAL. 
 
 ID 
 
 PP 
 
 &^ 
 
 P 
 
 BLOCK 
 IS 
 
 CLEAR. 
 
 ROUTE 
 IS NOT 
 SET. 
 
 ROUTE 
 IS SET. 
 
 ROUTS IS 
 SET; TRACK 
 MAY OR 
 MAY NOT 
 
 BE 
 OCCUPIED. 
 
 RESTRICTED 
 
 ROUTE 
 IS SET. 
 
 SLOW SPEED 
 ROUTE IS 
 SET; TRACK 
 HAY OR 
 
 MAY NOT BE 
 OCCUPIED. 
 
 ta# 
 
fL fire a» 
 
 Jl 
 
 «03 
 
 fWO POSITIOH ])I991S9 SIOIlLi 
 
 The aspect shown are tTploal* Baob roaA sbonia 
 show tlis aspect 8 and oolora of lights It uses. 
 
 «0) J. 
 
 
 1^ f 
 
 HQUE SIOIiL IS 
 109 OIEiS. 
 
 IHDICATIOH-APPROACH HOME SIGHjU: WITH CAUTION. 
 HAME-CAUTIOH-SIGNAL. 
 
 603K 
 
 HOilE 
 SIGNAL 
 
 IS 
 CLS^. 
 
 nrDICATIOV-PHOCHED. 
 VAHE-CLEAB-SIGHAL. 
 
 603 L. 
 
 ^ 
 
 1 
 
 i^ 
 
 HOME SIOIAL 
 M IHDICATES 
 ^ PROCEED AT 
 
 RESTRICTED 
 
 SPEED. 
 
 IIDIQlTIOI-lPPPCiCH IKI9 
 
 SIGHAL AT RESTRICTED SPEED. 
 NAME- APPROACH-RBSTR ICTIHG- 
 SIGEAL. 
 
 u 
 
 QUESTIONS AND ANSWEES— TEAIN BULES. 
 
 1 to 16 Inclnsiye. 
 
 Note: Examine on special rules of 
 time-table and bulletins. 
 
 Q. Do special Rules, General Orders or Bulletins super- 
 sede the Book Of Rules wherever they conflict? 
 
 A. Yes. f ' 
 
 "Oeflne Everything: Under Head of Definitions''. 
 Q. Have you a standard watch? 
 A. Yes. 
 
 Q. Within what variation of time should watch run? 
 A. Within a variation of thirty seconds. 
 
 Q. How often should watch be examined and certificate 
 sent to designated Official? 
 
 A. (Consult your rules). 
 
 Q. How frequently should watch be compared with Stand- 
 ard Clock 9 
 
 A. Daily, before commencing work. 
 
 Q. Must the time watch is compared be registered on 
 prescribed form? 
 
 A. Yes. 
 
 Q. If held over night at station not equipped with a §tand- 
 ard clock, how should conductor and engineman be governed? 
 
 A. Compare with a conductor or engineman who has com- 
 pared that day with a standard clock. If impossible, obtain 
 correct time from Dispatcher. 
 
 Page ig6 
 
 QUESTIONS AND ANSWERS— RULE 4. 
 
 Q. What is ft 8ch«dnle? 
 
 A. That part of a time-table which prescribes class, di- 
 rection, number and movement for a regular train. 
 Q. What is the date of regular train? 
 A. The date of its schedule at initial station. 
 
 Q. If No. 2 due to leave A at 11:30 P. M. Jan. 1st, does 
 
 not leave until 1:00 A. M., Jan. 2nd, what is its date? 
 A. Jan. 1st. 
 Q. What is a Division? 
 
 A. That portion of a Railroad assigned to the supervision 
 of a (Generally the Superintendent). 
 
 Q. What is a Subdivision? 
 
 A. A portion of a Division, designated by time-table. 
 
 Q. If there are no Subdivisions designated, what is the 
 unit of railroad? 
 
 A. Division. 
 
 Q. If there are Subdivisions designated by the ilme-iable, 
 what is the unit of railroad? 
 A. A Subdivision. 
 
 Q. If 12 hours has elapsed after the latest time printed 
 in a schedule of the New, could such schedule of that date 
 have any existence after New takes effect? 
 
 A. No. 
 
 Q. What is the difference between a time-table schedule 
 and a train that runs under its authority? 
 
 A. A time-table schedule is time existence given a num- 
 ber to designate it from other schedules, and authorizes a 
 train movement. Its existence ceases as it becomes more 
 
 than 12 hours late at each station. The train is the equipment 
 that moves over the Division, or Subdivision, as authorized 
 by the schedule existence. •....», 
 
 Q. When does a schedule exist? 
 
 A. When it becomes due. 
 
 Q« How long does a schedule exist? 
 
 A. Until more than 12 hours late. 
 
 Q. When Rule 4 refers to a schedule of a preceding (Old) 
 time-table, does it mean one that is due or overdue, not ex- 
 ceeding IZ hours at the time of change? 
 
 A. Yes, one that actually exists and authorizes a train. 
 
 Q. If a schedule of Jan. 1st has been fuiftlled max ^t 
 again be fulfilled? 
 
 A. No. 
 
 Q. What is meant by "same day of leaving"? 
 
 A. If "daily" on the Old and "daily" on the New they 
 
 would be the same day of leaving any day of the week. If 
 
 "dally" on the Old and "daily except Sunday" on the New, 
 or vice versa, they would not be the same day of leaving on 
 Sunday, but would be, every other day of the week. 
 
 Q. If "daily except Saturday" on the Old and "daily ex- 
 cept Sunday" on the New, could they be considered of the same 
 day of leaving and how would it effect the schedule on Mon- 
 day, Tuesday, Wednesday, Thursday or Friday? 
 
 Page 197 
 
h 
 
 / / 
 
 .'!' 
 
 i.i 
 
 A. They would be the same day of leaving Monday, Tues- 
 day, Wednesday, Thursday and Friday, but would not on 
 Saturday and Sunday. 
 
 Q. If on an opposing inferior train at B at S:80 P. M. and 
 No. 1 is due to leave A at 8:30 P. M., could you moTe Against 
 it without orders? 
 
 A. No. J 
 
 Q. If No. 1 does not arrive at B until one hour late, would 
 
 th« ODPOfiillf inferior train have to remain at B during that 
 hour if it did not receive orders to move agrainst No. 1; if so, 
 why? 
 
 A. Yes, an opposing superior schedule exists authorizing 
 an opposing superior train. 
 
 Q. May we have a train authorized (meaning a schedule in 
 
 effect) without the equipment on the road under authority of 
 
 the Old schedule. 
 
 A. Yes, without the equipment there is a train authorized 
 if schedule is due and is not more than 12 hours late. 
 
 Q. Is it necessary that we have an authorized train or 
 that a schedule is due or overdue not to exceed 12 hours at 
 
 some Station on the Old time-table at the time of chani^e 
 
 before a schedule of the New could be assumed? 
 A. Yes. 
 
 Q. If there is a train authorized under the Old at time of 
 change, is it necessary to also have a train authorized 
 under the New before the schedule of corresponding number 
 
 may be assumed? 
 
 A. No, the schedule of the New which may be assumed 
 may not be due to leave the station where it is to be assumed 
 at the time of change, and the train may wait until it is due 
 even though it is not due at any station under the New until 
 after the New takes effect. 
 
 0» If the schedule of the New^, corresponding as required 
 is not due or overdue at the time of change, when does it first 
 exist ? 
 
 A. At its leaving time, and dates from its initial station. 
 
 Q. Why may a train running on a schedule of the Old 
 assume the schedule of the New that corresponds and becomes 
 due on the New after the time of change? 
 
 A. Because it is the same schedule, and we may^have one 
 schedule in effect of one date and if it has been partly fulfilled 
 under the Old the remainder of the schedule may be fulfilled 
 under the New. 
 
 Q. If there is not a schedule on the preceding: (Old) time- 
 table corresponding: in every particular as required by the rule 
 
 ^V^^,*. »«5®?«1« o' the New, what would you consider the 
 schedule of the New? 
 
 A. A new schedule of the New time-table. 
 
 Q. When does a schedule of the New first exist if no 
 schedule on the Old corresponds? 
 
 A. At the first leaving time at initial station at or after 
 New takes effect. 
 
 ♦1,- ?• '^ ""^^^r^ ^l^ ^^^ ^®^ time-tables, what is one of 
 the important things to consider first? " » oi 
 
 A. Note whether the limit of the Division, or Subdiyigion, 
 Pa^e 198 
 
 / 
 
 ^i 
 
 if subdivided, has been changed. 
 
 Q. Is it necessary that the schedule of the Old and New be 
 
 of the same day of arriving? 
 
 A. No. 
 
 Q. What are the six requirements in which a schedule 
 of the Old and New must be alike, or correspond, before a 
 schedule of the New may be assumed? 
 
 A. NUMBER, CLASS, DAY OF LEAVING, DIRECTION, 
 INITIAL. AND TERMINAL STATIONS. 
 
 Q. If a schedule of the Old and New are alike in Num- 
 ber, Class, Day of I^eaving, Initial and Terminal Stations, but 
 they do not follow the same route, would they correspond? 
 
 A. No, direction means that they must follow the same 
 route. 
 
 Q. How should train running under the Old be governed 
 after New takes effect if the direction (route) is not the same? 
 
 A. Proceed under train orders. 
 
 Q. If a schedule of the Old of the same number as the 
 New but of different route is due under the Old at time of 
 change, aitkongrk It may not have been fuiniled, has there been 
 a schedule in effect at time of change? 
 
 A. Yes. 
 
 Q. What is first time such schedule exists under the New? 
 
 A. At the first leaving time under the New on the first 
 
 date it is authorized following the date of the Old schedule. 
 
 Q. If on the New a station name has been changed would 
 this prevent the ^ew being assumed provider! all other re- 
 quirements are the same? «i"er re 
 
 A. No, the change in the name of a station would not 
 affect the route or direction. 
 
 Page igg 
 
♦ ''T 
 
 I 
 
 C0BBESP0NDIX6 SCHEDULES OF THE OLD AND 
 
 ITEW TIME TABLES. 
 
 Time at Stations Later on tlie ^ew. 
 
 ; *' 1 <■ ^ -r 
 
 PLATE A 1 
 
 I NEW TIME TABLE EFFECTIVE 1201 AM SUNDAY] 
 
 OLD 
 
 ; 
 
 WESTWAR D 
 
 "7 
 
 
 m CLASS 
 
 , 
 
 1 
 
 J 
 
 DAILY 
 
 "1 
 
 A 
 
 ''1000PM 
 
 j 
 
 B 
 
 1040PM 
 
 
 C 
 
 1120 PM 
 
 ) 
 
 D 
 
 1201AM 
 
 J 
 
 E 
 
 1250AM 
 
 T 
 
 F 
 
 140AM 
 
 J 
 
 G 
 
 220AM 
 
 1 
 
 H 
 
 ^ 300AM 
 
 J 
 
 NEW 
 
 J 
 
 WESTWARD 
 
 
 
 1LT CLASS 
 
 1 
 
 1 
 
 ) 
 
 DAILY 
 
 I 
 
 A 
 
 'nooPM 
 
 ) 
 
 B 
 
 1140 PM 
 
 ( 
 
 C 
 
 1220AM 
 
 \ 
 
 D 
 
 100AM 
 
 ) 
 
 E 
 
 150AM 
 
 ' 
 
 F 
 
 240AI1 
 
 __/ 
 
 G 
 
 320 AM 
 
 7 
 
 H 
 
 " 400AM 
 
 J 
 
 
 QUESTIONS AND ANSWERS— PLATE A 1. 
 
 Q. Do the schedules correspond in the six requirements? 
 A. Yes. 
 
 Q. Is there a train authorized (meaning a schedule in 
 effect not fulfilled) under the Old time-table at time of chang^e* 
 13:01 A. M. Sunday, and if so, where? 
 
 A. Yes, at D. 
 
 Q. Is there a schedule due or overdue (existingr) on the 
 New at time of change? 
 
 A. Yes. 
 
 Page 200 
 
 I Q. At 12:01 A. M. Sundaj^, when must No. 1 of the New be 
 
 '^ eonsidered as haying taken effect? 
 
 A. At 11:00 P. M, Saturday, one hour and one minute 
 before the change. 
 
 Q. 3Iust No. I's time on Old be exactly 12:01 A. M. at I> 
 in order that a train may be authorized? 
 
 A. No, if due at D at 11:50 P. M. ^nd not fulfilled at D 
 
 at 12:01 A. M., a schedule would exist as it is not 12 hours 
 late at time of change. 
 
 Q. If No. I's schedule of the Old is not fulfilled out of 
 A before 12:01 A. M. Sunday, over what part of the Division 
 or Subdivision is th^re a train authorized at time of change? 
 
 A. From A to D. 
 
 Q. As new time-table talces effect at 12;01 A. M. Sunday, 
 what is the date of the last No. 1 existing out of A under the 
 Old? - 
 
 A. No. 1 of Saturday. 
 
 Q. What time is No. 1 of Saturday due to leave as printed 
 
 on the Neiv? 
 
 A. 11:00 P. M. Saturday. 
 
 Q. How many No. I's of Saturday may exist? 
 
 A. One. 
 
 Q. Do you understand that it is only necessary to have a 
 
 train autliorized under tlie Old somewliere on tlie Division 
 
 ^^ or Subdivision, if sub-divided, at 12:01 A. M. Sunday, in order 
 that No. 1 of the New^ may be assumed? 
 
 A. Yes. 
 
 '*-*■ Q. If a train inferior to No. 1 is moving: in the same direc- 
 tion and could clear No. I's schedule time at D on the New, 
 
 could it leave ahead of or pass No. 1 without orders? ^ 
 
 A. Yes, it could pass No. 1 at D, between 12:01 A. M. 
 of the Old and 1:00 A. M. of the New. 
 
 Q. If an opposing inferior train leaves H Saturday and 
 reaches E at 11:45 P. M., how much time would it then have^ 
 to go to D under the Old time table? 
 
 A. Sixteen minutes, less required clearance, 
 Q. If it is a 30-minute run, E to D, when could this oppos- 
 ing: inferior train leave E, and how much time would it then 
 have to go to D? 
 
 A. At 12:01 A. M. Sunday, and would have 59 minutes 
 
 less required clearance to go to D against the New time. 
 
 Q. Would it bo safe to assume that as No. 1 could not 
 jet out of D before 12:01 A. M. Sunday, and at that time the 
 Mew would take effect, the inferior train could leave £ at 11:45 
 J:*. M. and move against the New time at D (1:00 A. M.) ? 
 
 A. It would be safe, but technically improper to move out 
 
 of E without sufficient time to make D under the Old schedule 
 
 which is yet in effect at 11 :45 P. M. 
 
 Page 2or 
 
♦ ' 
 
 cobbespoifding schedules of old and new 
 ' time-tables. 
 
 { Schednle of the Old Partly Fnlfllled at Time of Chansre. 
 
 PLATE Bl 
 
 [MEW TIMETABLE EFFECTIVE 1201 AM SUNDAY | 
 
 f' 
 
 OLD 
 
 WESTWAR D 
 
 Ft '1 
 
 II I 
 
 ( 
 
 NEW 
 
 WESTWARD 
 
 ) 
 
 ¥" 
 
 ILT CLASS 
 
 1 
 
 DAILY 
 
 D 
 
 F 
 
 G 
 
 H 
 
 100AM 
 
 tSOAM 
 240AI1 
 
 320 AM 
 
 400AM 
 
 
 ■ 
 
 1*4 
 
 Page 202 
 
 QUESTIONS AND ANSWERS— PLATE B 1. 
 
 Q. Do the schedules carreepond in the six requirements? 
 
 A. Yes. 
 
 Q. Is there a train authoriied under the Old at time of 
 
 ohftnire, 12:01 A. M. Snndny? If so, wh«re? 
 
 A. Yes, at D. 
 
 Q. If a No. 1 of Saturday runs under the Old sehedule 
 from A to D, reachingr D at 18:01 A. M. Sunday, as indicated 
 by the arrow, what effect would this have on the correspond- 
 ing: portion of the New schedule of Saturday? 
 
 A. The corresponding portion of the New schedule of No. 
 1 of Saturday between A and D, as indicated by shaded por- 
 tion, could not be used. 
 
 Q. Of what value is that portion of the Old, I> to H, a» 
 indicated by shaded portion, after 12:01 A. M. Sunday? 
 
 A. Of no value. 
 
 Q. What takes its place? 
 
 A. The corresponding portion of the New from D to H 
 as indicated by the arrow between the two schedules. 
 
 Q. What would No. 1, arriving at D at 12:01 A. M. Sunday^ 
 
 do? 
 
 A. Take siding at D and wait until due to leave on the 
 New at 1 :00 A. M., and proceed on the new time as indicated by 
 the arrow. 
 
 Q, If No. 1 received an order to meet an opposing train 
 between D and H while running under the Old, should the 
 
 order he respected »fier No. 1 assumes the nei^ tiime? 
 
 A. Yes, if an extra or if a regular train (not more than 12 
 
 hours late). 
 
 Q. If No. 1 received an order to meet No. 2 at O an^ 
 there is no No. % under the New, how should No. 1 be 
 
 gOTerned? 
 
 A. Proceed, as there is then no No. 2 to meet. '^ 
 
 Q. W^hen would No. 1 of Saturday become 12 hours late 
 at H? 
 
 A. At 4.K)0 P. M. Sunday. 
 
 Page 20s 
 
♦ '• ■,'. 
 
 COBBESFONDIITG SCHEDULES OF OLD AND NEW 
 
 TIME.TABLES. 
 
 Train Knnnin? Late on Old at Time of Chanire. Time 
 
 on the Kew Later. 
 
 PLATE CI 
 
 IWEWTIMETABLE CFFECTIVE 1201 AM SUWDAYl 
 
 bi 
 
 h i! 
 
 I 
 
 NEW 
 
 WESTWARD 
 III CLASS 
 
 DAILY 
 
 n 
 
 D 
 
 E 
 
 1220AM 
 
 lOOAM 
 
 G 
 
 H 
 
 150AM 
 
 240AW 
 
 320 AM 
 400AM 
 
 QUESTIONS A^B ANSWERS— PLATE CI. 
 
 Q. Do the schedules correspond in the six requirements? 
 A. Yes. 
 
 Q, Is there a train authorized under the Old at time of 
 changre 1S:01 A. M. Sunday? 
 
 A. Yes, at D, and if not fulfilled out of A, B or G before 
 12:01 A. M., it would exist at any of those stations. 
 
 Q. If No. 1 leaves A Saturday under the Old and reaches 
 C at 11:60 P. M. (11 minutes before the change), assuming: that 
 
 it i§ a 80 minute run, C to D, how should it be governed? 
 
 A. Remain at C under the Old until 12:01 A. M. Sunday, 
 then No. 1 is not due to leave C until 12:20 A. M., at which 
 time it could proceed, clearing all superior schedules of the 
 New. 
 
 Q. What would be the result if No. l of Saturday of Old 
 
 left C at 11:50 F. M. and unable to make D by 1»:01 A. M. 
 Sunday ? 
 
 A. It would be between C and D when New time- 
 table takes effect; 19 minutes before due out of C (the station 
 behind it), on the New. 
 
 Q. Tf an opposing inferior irftin at D, is unable to mftk« 
 C for No. 1 under the Old, could it move agralnist No. 1 under 
 the New leaTlng: I> at 12:01 A. M. Sunday, provided it can 
 clear the New time of No. I at C (12:30 A. M.), as required 
 by rule? 
 
 A. Yes. 
 
 I 
 
 J- 
 
 P 
 
 Page 204 
 
 Page 205 
 
 t 
 
CORBESPOOIJfG SCHEDULES OF THE OLD IJfD 
 
 ITEW TIM£-TABL£S. 
 
 Train Bnimingr Late on the Old at Time of Cbange. 
 
 Time on the New £arlier. 
 
 PLATE D 1 
 
 I NEW TIMETABLE EFFECTIVE 1201 AM SUNDAY 
 
 I 
 
 H 
 
 ll 
 
 I 
 
 "] 
 
 ..A 
 
 I '' ' 
 
 \ 
 
 QUESTIONS AND ANSWERS— PLATE D !• 
 
 Q. Do the schedules correspond in the six requirements? 
 A. Yes. 
 
 Q. Is ihere a irftln Authorized nnd«P th« Old at time Of 
 change 18:61 A. M. Sunday? 
 
 A. Yes; at D, or at A, B or C if not fulfilled before 
 
 12:01 A. M. 
 
 Q. If No. I's time on the New is earlier than on the Old, 
 
 as Shown, and No, 1 leaves A Saturday under the Old, and is 
 
 at C at 11:50 P. M., could it proceed, and if so, why? 
 
 A. Yes; No. 1 becomes an hour later under the New 
 instantly the New takes effect, and an opposing train would 
 not have time to move against them. 
 
 Q. Would it, then, be proper for No. 1 of Saturday to be 
 between C and D at 12:01 A. M. Sunday, ppovidMl it Wfl« 
 not on the time of an opposinir superior schedule under the 
 New? 
 
 A. Yes. 
 
 Q. Would No. 1 be permitted to make up time under the 
 New if no order to prevent its doing so? 
 
 A. Yes. 
 
 Q. Could No. 1 of Saturday pass D on time at 12:01 A. M. 
 Sunday, and if so, why? 
 
 A. Just the minute No. 1 is due at D on the Old the New 
 takes effect; it may pass or leave on the new one hour and 
 one minute late—the difference between the times of No. 1 at 
 
 D on the Old and on the New. 
 
 Q. If an opposing inferior train is at F at 11:40 P. M. 
 Saturday on the Old, how much time would it have to make 
 K, and why? 
 
 A. Twenty-one minutes. At 11:40 P. M. at F it has 
 
 imtil 12:20 A. M. to make E as long as the Old time-table is in 
 effect, but as the New takes effect at 12K>1 A. M. ^o. l*s time at 
 E is then 11:50 P. M.; instead of 12:20 A. M., and it only has 
 until 12:01 A. M. to make E. 
 
 I 
 
 Page 206 
 
 K 
 
 15 
 
 Page 207 
 
fi 
 
 .1 
 
 j 
 
 SCHEDULES OF THE OLD AND NEW TIME-TABLES 
 
 COBBESPONDING IN ALL PABTICULABS 
 
 EXCEPT THE NUMBEB. 
 
 PLATE A3 
 
 NEW TIME TABLE EFFECTIVE tZOI AM SUNDAY| 
 
 OLD 
 
 J 
 
 WESTWARD 
 
 J 
 
 
 ISJ CLASS 
 
 J 
 
 3 
 
 Jj 
 
 DAILY 
 
 ~! 
 
 A 
 
 ''1000PM 
 
 _j 
 
 B 
 
 1040PM 
 
 "1 
 
 C 
 
 1120 PM 
 
 ) 
 
 D 
 
 1201AM 
 
 "j 
 
 E 
 
 12E0AM 
 
 "\ 
 
 F 
 
 140AM 
 
 ) 
 
 G 
 
 220AM 
 
 J 
 
 H 
 
 "" 300AM 
 
 J 
 
 NEW 
 
 WESTWARD 
 
 A 
 
 B 
 
 C 
 
 D 
 
 F 
 
 G 
 
 H 
 
 Isj CLASS 
 
 30 
 
 DAILY 
 
 '300PM 
 
 340 PM 
 
 1020PM 
 
 1100 PM 
 
 1150 PM 
 
 1240AI1 
 
 120 AM 
 
 200AM 
 
 ■„r # 
 
 QUESTIONS AND ANSWEBS— PLATE A3. 
 
 Q. Do the schedules correspond in the six requirements? 
 
 A. No. 
 
 Q. In what do they fail to agrree? 
 
 A. Number. 
 
 Q. As there is not a schedule of No. 8 of Saturday on 
 the New that corresponds in the six requirements with No. 
 S of Saturday of the Old at time of chanflre, 12:01 A. M. 
 Sunday, what becomes of the schedule of No. 3 of the Old? 
 
 A. It expires with the Old time-table at 12:01 A. M. 
 
 Sunday. 
 
 Q. How may a train runninir as No. 8 of Saturday of 
 the Old proceed after the New takes effect? .^ 
 
 A. By train order. 
 
 Q. As there is not a No. 80 of Saturday on the Old cor- 
 responding: in the six requirements with No. 30 of Saturday 
 of the New, when is No. 30 of the New first authorised to 
 
 run ? > -^.- . 
 
 A. At 9 :00 P. M. Sunday, which is its first leaving time at 
 
 its initial station after the New takes effect at 12:01 A. M. 
 Sunday. 
 
 
 Page 208 
 
 Page 209^ 
 
H 
 
 i* 
 
 , 
 
 1 
 
 
 
 
 1 
 
 
 1 1 
 
 
 1 
 
 
 
 
 KEW (SCHEDULE OF NEW TIME-TABLE DUE 
 
 TO L£Ay£ INITIAL STATION AFTER THE 
 
 NEW TAKES EFFECT AND ON THE 
 
 SAME DAT. 
 
 PLATE A 5 
 
 I NEW TIME TABLE EFFECTIVE tZOI AM SUNDAY 
 
 WESTWARD 
 
 A 
 
 B 
 
 C 
 
 E_ 
 
 F_ 
 
 G 
 H 
 
 NEVNT 
 
 J 
 
 WESTWARD 
 
 {^ 
 
 
 ILT CLASS 
 
 I 
 
 5 
 
 _) 
 
 DAILY 
 
 3 
 
 A 
 
 "1000 PM 
 
 ^ 
 
 B 
 
 1100 PM 
 
 ~( 
 
 C 
 
 1215 AM 
 
 \ 
 
 D 
 
 130AM 
 
 ) 
 
 E 
 
 235AM 
 
 
 F 
 
 345 AM 
 
 ) 
 
 G 
 
 450AM 
 
 7 
 
 H 
 
 '^ 60DAM 
 
 J 
 
 QUESTIOJrS AO AKSWEHS-PIATE AS. 
 
 Q. As there is no No. 5 on the Old, when does No. 5 of 
 the New llrst exist or is first authorized to run? 
 
 A. At 10:00 P. M. Sunday at its initial station, which is 
 its first leaving time following the time of change. 
 
 Q. Ag there ig no schedule on the Old eonld No. 5 of the 
 
 New become authorized at any intermediate station at the 
 first leaving: tin»e after the New takes effect? For example, at 
 C at 12:15 A. M. Sunday? 
 
 A. -No. 
 
 Q. If the New took effect at 10:00 P. M. Sunday instead 
 
 Of 12 :01 A. M. Sunday, when ig No. 5 of the New first author. 
 
 ized to run? 
 
 A. At 10:00 P. M. Sunday, the exact minute the Wew 
 takes effect. 
 
 Q. If the New took effect at 10:01 P. M. Sunday instead 
 of 12:01 A. M. Sunday, when is No. 5 of the New first author- 
 ized to run? 
 
 A. At 10:00 P. M. Monday, 23 hours and 59 minutes after 
 the New takes effect. 
 
 >\ 
 
 1^' 
 
 
 Page 210 
 
 Page 211 
 
Tl / 
 
 
 SCHEDULES OF OLD AND NEW TIME-TABLES 
 CORRESPONDING EXCEPT IN DAY OF LEATING, 
 
 New First Due to Leaye on the Day of Change, Thirty 
 
 JIDnates After Change. 
 
 PLATE A 7 
 
 INEWTIME TABLE EFFECTIVE 130 AM SUNPAY| 
 
 3 
 
 MEET 7 
 ATB ! 
 
 H 
 
 r rt 
 
 AT FATi 
 130 AMj 
 
 OLD 
 
 WESTWAR D 
 
 A 
 
 B 
 
 C 
 
 F 
 
 H 
 
 OPFOSING 
 •NPeRIOR 
 
 TRAIN 
 
 1ST CLASS 
 
 DAILY 
 
 1000PM 
 
 1100 PM 
 
 1Z15AN 
 
 130AM 
 
 235 AM 
 
 345AM 
 
 450AM 
 
 600AM 
 
 NEW 
 
 ) 
 
 WESTWARD 
 
 ^ 
 
 
 ILT CLASS 
 
 J 
 
 ■ 7 
 
 J 
 
 DAILY 
 
 ~t 
 
 A 
 
 ••ZOOAM 
 
 ) 
 
 B 
 
 300AM 
 
 "t 
 
 C 
 
 415 AM 
 
 \ 
 
 D 
 
 530AM 
 
 ) 
 
 E 
 
 635AM 
 
 
 F 
 
 745AM 
 
 _/ 
 
 G 
 
 850 AM 
 
 1 
 
 H 
 
 *1000AM 
 
 U 
 
 QUESTIONS AND ANSWERS— PLATE A 7. 
 
 Q. Does the last schedule of the Old (Saturday) and the 
 first of the New (Sunday) correspond In the six requirements? 
 
 A. No. 
 
 Q. In what particular are they not alike? 
 
 A. Not the same day of leaving. 
 
 Q. As New time-table takes effect at 1:30 A. M,, Sunday, 
 what is the date of the last No. 7 leaving A on the Old? 
 
 A. No. 7 of Saturday. 
 
 Q. What is the date of the first No. 7 that can exist oa 
 the New? 
 
 A.^ No. 7 of Sunday (2:00 A. M.). 
 
 Q. Could No. 7 of Saturday, the last under the Old, as- 
 sume schedule of No. 7 of Sundayi the first under the New? 
 
 A. No. 
 
 Q. What becomes of No. 7 of Saturday of the Old at the 
 time of change (1:30 A. M. Sunday)? 
 
 A. No. 7 of Saturday ceases to exist when the New takes 
 
 effect. 
 
 Q. If an extra, or other inferior train, movingr in tlie 
 opposite dir(pction to No. 7, Saturday nigrht, receives an order 
 to meet No. 7 at B, and It is at F at 1 : 30 A. M. Sunday, when 
 the Nevr takes effect, could the meet be used to go to B for No. 
 7 under the New? If not, why? 
 
 A. No; No. 7 of the New is No. 7 of Sunday, and the 
 
 order was to meet No. 7 of Saturday of the Old. 
 
 Q. When an order is received to meet a resrular tndn, 
 to what regular train does it refer? 
 
 A. To the regular train of the number specified in the 
 
 order that is then due on the division or subdivision, and if 
 
 none due t&en to tbe first of tbat number that will be due. 
 
 Q. After 6:00 P. M. Saturday, when No. 7 of Friday be- 
 comes IZ hours late at H, an order received any tluie before 
 1:30 A. M. Sunday would refer to what train? 
 
 A. To No. 7 of Saturday. 
 
 Q. After 1:80 A. M. Sunday, how must Inferior train be 
 governed reflrarding No. 7 of the New? 
 
 A. Clear No. 7 of the New as required by rule. 
 
 
 Page 212 
 
 Page 213 
 
t 
 
 tl 
 
 d 
 
 li^i 
 
 gCHEDULES OF OLD AND NEW TIME-TABLES 
 
 COBRESPOJfDINe EXCEPT DAT OF LEAVING. 
 
 New First Dne to LeaTe on Day Following Twenty- 
 
 Three Hours and Thirty Minutes After Chan^. 
 
 PLATE B 7 
 
 NEW TIME TABLE EFFECTIVE 230 AM SUNDAY 
 
 OLD 
 
 WESTWARD 
 
 A 
 
 B 
 
 C 
 
 D 
 
 E 
 
 G 
 
 H 
 
 1LT CLASS 
 
 7 
 
 DAILY 
 
 1000 PM 
 
 1100 PM 
 
 121 SAM 
 
 130AM 
 
 23 SAN 
 
 345AM 
 
 450AM 
 
 600AM 
 
 NEW 
 
 J 
 
 WESTWARD 
 
 "T 
 
 • 
 
 ILT CLASS 
 
 
 7 
 
 
 DAILY 
 
 ( 
 
 A 
 
 •^ ZOO AM 
 
 _) 
 
 B 
 
 300AM 
 
 i 
 
 C 
 
 415AM 
 
 ] 
 
 D 
 
 530AM 
 
 / 
 
 E 
 
 635AM 
 
 1 
 
 F 
 
 745AM 
 
 J 
 
 G 
 
 850 AM 
 
 1 
 
 H 
 
 '^lOOOAM 
 
 J 
 
 QU£STIO?rS XSH AJrSWEBS— PLATE B 7. 
 
 Q. I>o the schedules correspand in the six requirements? 
 A. No. 
 
 Q. In what particular are they not alike? 
 
 * A. Day of leaving. . ^ 
 
 Q. What is the last No. 7 that can leave A under the Old? 
 
 A. No. 7 of Saturday. ^ , 
 
 Q. What is the first No. 7 of the New, and why? 
 
 A. No. 7 of Monday. As the New time-table takes effect 
 at 2:30 A. M. Sunday, and there Is No. No. 7 of Sunday on 
 the Old to assume Sunday's schedule of the New, No. 7 of 
 
 the New becomes a new schedule, therefore it does not exist 
 at its initial Station A until its first leaving time, 2:00 A. M. 
 Monday. 
 
 Q. If an opposing inferior train leaves H Saturday after 
 6:00 P. M. with an order to meet No. 7 St B, and it is at F 
 St 2:30 A. M. Sunday, liow must it be governed witli respect 
 
 to No. 7? 
 
 A. As the meet with No. 7 applies to No. 7 of Saturday 
 of the Old and there is no No. 7 of Saturday of the Old or 
 New after the New takes effect, would not consider No. 7 
 until No. 7 of Monday is due, then clear its schedule time. 
 
 Page 214 
 
 Page 215 
 
> ! 
 
 SCHEDULES OF OLD AND NEW TIME-TABLES 
 
 CORRESPONDING EXCEPT IN CLASS, INITIAL 
 
 AND TERMINAL STATIONS. 
 
 PLATE A 9 
 
 INEW TIME TABLE EFFECTIVE 140 AM SUNDAY 
 
 f r' 
 
 I 'd V: ii I 
 
 "^tt" 
 
 OLD 
 
 o 
 
 WE5TWAR D 
 
 J 
 
 
 11T CLASS 
 
 
 t ^ 
 
 J 
 
 DAILY 
 
 \^ 
 
 A 
 
 
 ] 
 
 B 
 
 "- 110AM 
 
 ( 
 
 C 
 
 UOAM 
 
 _) 
 
 D 
 
 130AM 
 
 ~) 
 
 E 
 
 145AM 
 
 ^ 
 
 F 
 
 210AM 
 
 ~) 
 
 G 
 
 a40AM 
 
 1 
 
 H 
 
 "^ 310 AM 
 
 « 
 
 J 
 
 NEW 
 
 WESTWARD 
 
 A 
 
 B 
 
 2E CLASS 
 
 9 
 
 DAILY 
 
 110AM 
 
 130AM 
 
 c 
 
 F 
 
 G 
 
 H 
 
 140AM 
 
 150AM 
 
 205AM 
 
 230AM 
 
 ^ 300AM 
 
 3 
 
 9 
 
 QUESTIONS AND ANSWERS— PLATE A 9. 
 
 Q. Do the schedules correspond in the six requirements 
 
 A. No. 
 
 Q. In what do they fail to be alike? 
 ^ A. In class, initial and terminal stations. 
 
 Q. If they failed in one requirement would it be equlTa- 
 lent to failing: in all? 
 
 A. Yes. 
 
 Q. What becomes of No. 9 of the Old at time of change 
 
 (1:40 A. M. Sunday)? 
 
 Ar Ceases to exist. 
 
 Q. When does No. 9 of the New exist out of A for the 
 first time? 
 
 A. At 1:10 A. M. Monday, 23 hours and 30 minutes after 
 
 New time-table takes effect. 
 
 p.' 
 
 1 ' ' 
 
 ill As \ 
 
 Page 216 
 
 Page 2if 
 
*i 
 
 m 
 
 I 
 
 SCHEDULES OF OLD AND NEW TIME-TABLES 
 COBBESFONDING AS FEB BULE. 
 
 PLATS A II 
 
 NEW TIME TABLE EFFECTIVE 12 NOON TODAY| 
 
 OLD 
 
 WESTWAR D 
 
 A 
 
 B 
 
 C 
 
 1LT CLASS 
 
 11 
 
 DAILY 
 
 ^ 810AM 
 
 830A'M 
 
 855AM 
 
 D 
 
 U 
 
 ' i 
 
 E 
 
 F 
 
 G 
 
 H 
 
 S20AM 
 
 940AN 
 
 (000AM 
 
 1020AM 
 
 1030AM, 
 
 NEW 
 
 WESTWARD 
 
 A 
 
 B 
 
 C 
 
 D 
 
 E 
 
 F 
 
 G 
 
 H 
 
 ILKLASS 
 
 11 
 
 DAILY 
 
 ' 200PM 
 
 2Z0PM 
 
 245 PM 
 
 310 PM 
 
 330PM 
 
 350PM 
 
 410PM 
 
 42aPM 
 
 i 
 
 i; 
 
 Note: What is meant by "to-day*' (the day the time-table 
 takes effect) is the day the schedules are being considered. 
 
 M 
 
 Page 218 
 
 \ 
 
 QUESTIONS AND ANSWEBS— PLATE A 11. 
 
 Q. Do the schedules correspond in the six requirements? 
 
 A. Yes. - 
 
 Q. Is there a train authorised on the Old at 1^:00 Noon, 
 the time of change? 
 
 A. Yes, provided No. 11 of the Old has not been fulfilled 
 
 over entire run before 12:00 Noon. - , -- 
 
 Q. If No. 11 of Old is at any intermediate station at 18:00 
 Noon, is there a train authorized when the New taltes effect? 
 If so, why? 
 
 A. Yes. If No. 11 is at an intermediate station at 12:00 
 Noon, No. ll's schedule is only fulfilled up to such station at 
 
 time of change, the remaining portion being past due, unfulfilled 
 
 and not 12 hours late at 12:00 Noon authorizes a train. 
 
 Q. If called to leave A on No. 11 to-day at 2:00 P. 31. 
 under the New, what should you first ascertain? 
 
 A. Whether No. 11 left A under the Old. 
 
 Q. If No. 11 had left A before 12:00 Noon under the 
 
 Old, may we run another No. 11 out of A at 2:00 P. M. under 
 the Now? If not, why? 
 
 A. No, as we cannot have more than one schedule of the 
 same number and day in effect. 
 
 Q. If No. 11 receives an order to run 2 hours late A to 
 H, what time could ii leave A and arrive ftt F? 
 
 A. Could not leave A before 10:10 A. M., or leave any 
 intermediate station less than 2 hours late and arrive at F 
 as soon after the leaving time at B as the run can be made 
 under the rules. 
 
 Q. What is the earliest No. 11 could leave F, and why? 
 
 A. 5:50 P. M., as the 2-hour run late applies to No. ll's 
 schedule of the New after 12:00 Noon, the same as it applied 
 to the Old before 12 KK) Noon, it being the same schedule. 
 
 Q. If No. 11 receives an order to run 2 hours late A to F, 
 
 What time could No. 11 leave F under the New? 
 
 A. On time. * ^ ' ' ^ ■ ! 
 
 Q. If No» 11 of to-day is annulled A to H, could No. 11 
 run on the New after 12:00 Noon? If not, why? 
 
 A. As No. 11 of the Old and New correspond in the six 
 requirements they are one and the same schedule and the an-* 
 nulment applies to No. 11 of to-day as printed on both the Old 
 and New time-tables. ' ^ ' 
 
 Q. If No. 11 is fulfilled under the Old A to H before 
 12:00 Noon, could there be another No. 11 of same date under 
 the New? 
 
 A. No. 
 
 Page 21^ 
 
 ^s 
 
'S 
 
 SCHEDULES OF OLD AND NEW TIME-TABLES 
 
 COBBESFOITDOG. 
 Sehednle of Old Partly Falfilled at Time of Change. 
 
 PLATE C 11 
 
 NEW TIME TABLE EFFECTIVE 12 NOON TODAY| 
 
 OLD 
 
 i^^H 
 
 i 1 
 1 " 
 
 i 1 ' 
 
 j" 
 
 WEST WAR D 
 
 ILT CLASS 
 
 11 
 
 A 
 
 B 
 
 DAILY 
 
 810AM 
 
 c 
 
 D 
 
 E 
 
 855AM 
 
 920AM 
 
 940AM 
 
 NEW 
 
 WESTWARD 
 
 1 ST CLASS 
 
 11 
 
 DAILY 
 
 3 
 
 ¥ 
 
 E 
 
 V 
 
 330PM 
 
 G 
 H 
 
 350PM 
 
 410PM 
 420PM 
 
 QUESTIONS AND ANSWERS— PLATE C 11. 
 
 Q. Do the schedules correspond In the six requirements. 
 
 A, Yes, 
 
 Q, I8 there a train authorlred on the Old at 18:00 Noon 
 to-day, the time of change? 
 
 A. Yes, provided No. 11 of the Old has not been fulfilled 
 
 over entire run before 12:00 Noon. 
 
 Q. If No. 11 makes E under the Old, what effect would 
 it have on No. ll'» time of the New between A and E as in- 
 dicated by shaded portion? 
 
 A. No. 11 could not run under the New A to B after 
 
 12:00 Noon. 
 
 Q. If No. 11 of the Old leaves E before 12:00 Noon, would 
 it nullify more of the time of No. 11 of the New? 
 
 A. Tes. 
 
 Q. If No. 11 of the Old Is delayed at E untU 12:00 Noon 
 or later, when and^how may It proceed? 
 
 A. Msy leave E on the New at 3:30 P. M., or within 12 
 
 hours thereafter. 
 
 Q. If No. 11 is delayed at E until 18:00 Noon, of what 
 value is the remaininE portion of No. 11 Of the Old between B 
 and H as indicated by shaded portion? 
 
 A. No value. 
 
 Q. If there were several sections of No. 11 at B at 18:00 
 Noon the time of change, how should they be groverned? 
 
 A. All sections of No. 11 could proceed from E at 3:30 
 p. M., as permitted by the rules, or within 12 hours thereafter. 
 
 .1 < :,)' 
 
 ^r *" '^tf' 
 
 I* 
 
 »5 
 
 Page 220 
 
 Page 221 
 
sv^jf 
 
 II ... 
 
 
 m*\ 
 
 I! 
 
 li'i 
 
 »5 
 
 SCHEDULES OF THE OLD AJTD NEW TIME-TABLES 
 
 COBBESPONDINe. 
 
 Three Sections on tbe Old at Different Stations at Time 
 
 of Change. 
 
 T»IiATE iJdl 
 
 NEW TIME TABLE EFFECTIVE 12 NOON TODAY 
 
 Page 222 
 
 NEW 
 
 WESTWARD 
 
 tLKLASS 
 
 H 
 
 245PM 
 
 310PM 
 
 d30PM 
 
 350PN 
 
 410PM 
 
 420PN 
 
 ] 
 
 3g 
 — ^ 
 
 III * 
 
 QUESTIONS AND ANSWERS— PLATE D 11. 
 
 Q. Do the schedules carrespond in the six requirements? 
 A. Yes. 
 
 Q. Is there an anthorized No. 11 on the Old at 12:00 Noon 
 to-d»y, the time of change? 
 
 A. Yes, provided No. 11 of the Old has not been fulfilled 
 
 over entire run before 12:00 Noon. 
 
 Q. If there are three sections of No. 11 out of A under 
 the Old, the first section at £, second at D and third at C at 
 12:00 Noon, th« tini« of chanff^, how shlVnld they be governed 9 
 
 A. Third No. 11 could leave C at 2;45 P. M., second 
 leave D at 3 :10 P. M., and first leave E at 3 :30 P. M. running 
 far enough apart to comply with the rules relative to spacing 
 trains. 
 
 Q. If third No. 11, or Ia§t section, is at C at 12:00 Noon, 
 
 how mnch of the schedule of No. 11 of the New, of to-day, 
 cannot be used? 
 
 A. That portion from A to and including the arriving 
 time at C. 
 
 
 
 16 
 
 Page 223 
 
' t 
 
 ;! 
 
 i 
 
 ^ 
 
 SCHEDULES OF THE OLD AITD NEW TIME-TABLES 
 
 COBBESPONDIITG. 
 
 Two Sections; the First Completing Ban on Old 
 
 Before the Change; the Second Not Cat of 
 
 Initial Station at Time of Change. 
 
 PLATE E H 
 
 NEW TIME TABLE EFFECTIVE 12 NOON TODW] 
 
 I 
 
 OLD 
 
 WESTWARD 
 
 A 
 
 B 
 
 H 
 
 ILT CLASS 
 
 11 
 
 DAILV 
 
 81 
 
 j;^>>j^ 
 
 83 
 
 85 
 
 
 lo; 
 
 Hi 
 
 
 •U^ji^li 
 
 Page zz^ 
 
 NEW 
 
 WESTWARD 
 
 A 
 
 B 
 
 1 L^ CLASS 
 
 11 
 
 BAILV 
 
 E 
 
 H 
 
 PM 
 
 PM 
 
 5 PM 
 
 PM 
 
 0PM 
 
 PM 
 
 0PM 
 
 OPM 
 
 2£ 
 
 25 
 
 : . ■ - ■• . ... . ■ '^"T TO .=-JJ/„i.,.^. ■■ • ' 
 
 QUESTIONS AND ANSWERS— PLATE E IL 
 
 Q. Do the schedules correspond in the six requirements? 
 "A. Yes. " ^ 
 
 Q. Is there a train authorized on the Old at 12:00 Noon 
 to-day, the time of changre? 
 
 A. Yes, provided No. 11 of the Old has not been fulfilled 
 over entire run before 12:00 noon. "^ 
 
 <^. If tfeo sections of No. 11, and the first section reaches 
 H under the Old before 113:00 Noon, may a first section run 
 on the New after 12:00 Noon? 
 
 A. No. r ^ 
 
 Q. If there are sections when is a schedule fulfilled? 
 
 A. Not until it is fulfilled by the last section. 
 
 Q. If the second or last section does not leave A before 
 12:00 Noon, when and how may it leave under the New? 
 
 A. As the second section on the New at 2:00 P. M., com- 
 plying with the time of No. 11 of the New. 
 
 Q. Why may the second section leave on the New at 
 
 2:00 p. M.? 
 
 A. As the second and last section did not run under the 
 Old, No. 11*8 schedule of the Old was not fulfilled, and that 
 portion of it which was not fulfilled before 12:00 Noon applies 
 under the New. 
 
 Q. If second No. 11 does not leave A before 12:00 Noon, 
 could a third or more sections be authorised to follow second 
 No. 11 from A after 2:00 P. M.? 
 
 A. Yes. 
 
 Q. If on an opposingr inferior train at H and ready to 
 leave at 11:00 A, M., and in checkings the rei^ster i| finds only 
 
 the first section of No. 11 has arrived and it is unable to fret 
 orders asrainst the second section, hoip^ longr w^ould it remain 
 at H for the second or last section? 
 
 A. Until 12:00 Noon and then proceed, clearing second 
 
 No. 11 under the New. If second or last section of No. 11 
 
 does not arrive at H before 12:00 Noon it must then re- 
 spect the schedule of No. 11 as shown on the New. 
 
 Page 22$ 
 
* 
 
 (•• 
 
 I > ■ 
 
 1: 
 
 :1^ 
 
 U ji 
 
 ■.I t 
 
 SCHEDULES OF THE OLD AND NEW TIME-TABLES 
 
 CORRESPONDING. 
 
 Two Sections; the First Completing Run on Old 
 Before the Change; the Second at an Intermediate 
 Station at Time of Change. *t .\* 
 
 i^yi'j \o- -J 
 
 PLATE P 11 
 
 /. 
 
 NEW TIME TABLE EFFECTIVE I? NOON TODAY j 
 
 1*122 
 
 If 
 
 OLD 
 
 WESTWAR D 
 
 A 
 
 B 
 
 III CLASS 
 
 11 
 
 81)AM 
 
 83)AM 
 
 1ST 22 
 
 4 ir 
 
 ••' / ' i 
 
 NEW 
 
 WESTWARD 
 
 
 1!I CLASS 
 
 11 
 
 
 25 
 
 rl 
 
 QUESTIONS AND ANSWERS— PLATE F IL 
 
 Q. Do the schedules correspond in the six requirements? 
 A. Yes. 
 
 Q. Is there a train authorized on the Old at 1S:00 Noon 
 to-day, the time of chanire? 
 
 A. Yes, provided No. 11 of the Old has not been fulfilled 
 over entire run before 12:00 Noon. 
 
 Q. Iff tivo sections of No. 11, first reaches H before 1S:00 
 Noon to-day and second is at £ at 1S:00 Noon, liow must tlie 
 second be groverned? i 
 
 A. Wait at E until 3:30 P. M. and run as the second on 
 
 the New, E to H. i - 
 
 Q. If the second (last section) is at £ at 1^:00 Noon 
 what effect would it have on the schedule of No. 11 of the 
 New, A to E? 
 
 A. It fulfills it as far as E. 
 
 Q. If an opposinir inferior train is at H at 12:00 Noon, 
 and only the first section of No. 11 has arrived, and it leaves 
 
 H aiaiin§t second No. 11 under the New and makes E by 1:30 
 
 p. M. and finds second No. 11 at E w^ith no sigrnals, bow sbould 
 It be soverned, and why? 
 
 A. Proceed ; as the second section of No. 11 at E at 1 :30 
 P. M. indicates ,it reache d E u nder the Q ld. and as it has 
 no signals it fulfilled NoTH's schedule, A to E. 
 
 Q. If the opposinc: inferior train leaves H at 12*00 Noon, 
 
 before arrival of second No. 11, and meets second No. 11 inrith O 
 no signals on the road waitingr for time and did not discover '. 
 it, in what position would this place the inferior train if 
 It could not make A before IS: 00 P. M.? 
 
 A. It would clear the time of No. 11 of the New and 
 wait for second No. 11, a train it had previously met. 
 
 Q. If opposinflf inferior train meets Second No. 11 on the 
 road with screen siirnals waiting for time, how should it be 
 governed ? 
 
 A. Clear time of No. 11 of the New and wait for last 
 
 section. 
 
 ,;■? 
 
 V 
 
 \ 
 
 Page 226 
 
 Page 227 
 
 # 
 
i ! 
 
 
 \.j 
 
 iiii 
 
 t 
 
 I. 
 
 SCHEDULES OF OLD AND NEW TIME-TABLES 
 C0BBESP0NDIN6 EYEBT DAY OF THE 
 
 WEEK EXCEPT SUlfDAT. 
 
 Train of Saturday at Intermediate Station at the Time 
 
 of Change Sunday Morning. 
 
 f * / 
 
 PLATE A13 
 
 JNEW TIME TABLE EFFECTIVE 1201 AM $UWOAY| 
 
 5ATUilDAYS 
 13 
 
 MKIVE 
 UOI AMJC 
 
 NEW 
 
 WESTWARD 
 
 2BCLASS 
 
 H 
 
 1^ 
 
 DAllV EXCEPT 
 
 $UNOAY 
 
 500 PM 
 
 600 PM 
 
 700PI 
 
 ,/. 
 
 730PMI 
 
 ^800P 
 
 SATURDAYS 
 13 ON NEW 
 LEAVE 
 t215AM 
 
 UAXe AT 
 
 600 AM 
 
 ^UNDAV 
 
 QUESTIOirS AM) MSWERS-PLATE A 18. 
 
 Q. Do tbe Bcliedules correspond in tbe six requirements 
 on Sunday? 
 
 A. No. .. ^, .^,, . 
 
 Q. Do they correspond in the six requirements any day 
 in the weeic? 
 
 A. Yes, every day In the week except Sunday. 
 
 Q. What is the date of No. 13 leaTinsr A at 10:00 A. M. 
 Saturday? 
 
 A. No. 13 of Saturday. 
 
 Q. If on No. 18 of Saturday and at D by 12:01 A. M. Sun- 
 day, how laie is No. 19 ol Saturday under the Old ai 18:01 A. 
 M. Sunday? 
 
 A. Eight hours and one minute late. 
 
 Page 228 
 
 Q. If No. 13 of the Old is 8 hours and 1 ™*««*f J,**« ** ^ 
 at the time New takes effect, not Win* been fnlfllled beyond 
 that point, is there an authori.ed No. 13 of Saturday at D at 
 the time of change? 
 
 A Yes. 
 
 a. n tiiere is a No. 18 of gfttwdftY ftt D Rt 12:01 A. M. 
 
 Sunday, and ready to leave at 12:15 A. M., how may it proceed? 
 
 A. Proceed from D as No. 13 of Saturday of the New 
 time-table, 7 hours and 15 minutes late. 
 
 Q, Why may we consider No. 18 of Saturday of the New? 
 
 a! For the reason that there is a schedule in effect or 
 authorized No. 13 of Saturday of the Old at D at time of 
 change and No. 13's schedule of Saturday on the New not 12 
 hours late at D at 12:01 A. M. Sunday. If there is a train 
 authorized on the Old at time of change, it matters not 
 
 Whether the corresponding numher on the New, alike m the 
 
 six requirements, is due or past due to leave, so long as it is 
 not 12 hours late on the New at time of change. 
 
 Q. What time has No. 13 of Saturday on the New to make 
 H within the 12-hour limit? " 
 
 A. Has until 8 :00 A. M. Sunday. 
 
 Q. If NO. 18 of Saturday had not left A before 12:01 A. M. 
 Sunday, could No. 13 of Saturday leave A under the New at 
 or after 12:01 A. M. Sunday? If not, why? 
 
 A. No ; because No. 13 of Saturday of the Old had been fai 
 effect at A, becoming 12 hours late before the New took effect. 
 
 and there could not bo two 13*8 of Sftturclay In cffect at A. 
 
 O If No. 13 of Saturday had not been fullllled out of B 
 before 12:01 A. M. S|mday, could a No. IS of Saturday run out 
 of B on the New at 12:01 A. M. Sunday? 
 
 A. Yes, as No. 13's schedule of Saturday of the Old la only 
 11 hours and 56 minutes late at B at 12 :01 A. M. Sunday, the 
 time of change, therefore we have a train authorized at 12:01 
 A M, and No. 13 of Saturday of the New, 11 hours and 1 
 minute late, at 12:01 A. M., could leave B any time before 1:00 
 
 A. M. Sunday, 
 
 Q If on an opposing inferior train ready to leave H any 
 time before «;oo A. M. Sunday, and No. 18 of Sfttwdfty not 
 registered couhi the inferior tridn proceed ag^nst No. 18 
 without orders? ^^ . ,, « ^ 
 
 A. No, as No. 13 of Saturday has until 8:00 A. M. Sunday 
 
 to reach H. 
 
 Page 229 
 
*f} * 
 
 
 v\ 
 
 i 
 
 1 
 
 hi 
 
 kj. 
 
 C' 
 
 ?! 
 
 i 
 
 '¥ \ 
 
 w 
 
 I i, 
 
 SCHEDULES OF OLD AND JfEW TIME-TABLES 
 
 COBBESPONDIITG EYEET DAT OF THE 
 
 WEEK EXCEPT SATURDAY. 
 
 Train of Saturday at Intermedfate Station at Time of 
 
 Chaiigfe, Snndfty Mornln;. 
 
 PLATE B13 
 
 iWEW TINE TABLE EFFECTIVE tZOI AW SUNDAYJ 
 
 13 
 
 I 
 
 OLD 
 
 WESTWARD 
 
 B 
 
 i 
 
 s. 
 
 2£ CLASS 
 
 13 
 
 1000AM 
 
 1205 PN 
 
 200 PN 
 
 AT O AT 
 ttOI AM 
 
 400PN 
 
 f///j "f/'///, r////i •/ , / , , . I ' 
 
 W/j y/f/j W/j 'yr I, ' '' ' ' 
 y///y//yM yY/^^y^^//^v^^vv- 
 
 yy///y////M^ 
 
 NEW 
 
 J 
 
 WESTWARD 
 
 J 
 
 
 ZCCLASS 
 
 J 
 
 13 
 
 J 
 
 OAILV EXCEPT 
 SATURDAY 
 
 \ 
 
 ^^^ 
 
 ^^^^ 
 
 ^ 
 
 ■ 
 
 ^^M 
 
 ^1 
 
 
 
 ^^ 
 
 
 1 
 
 
 
 
 
 
 
 si 
 
 
 4'^ 
 
 NOSATUAOAY 
 
 TOASsune 
 
 ONNCW 
 
 Page 230 
 
 \ 
 
 > " ¥ 
 
 ' I ^ •■ 
 
 V '■' $ 
 
 QUESTIONS AND AXSWEES— PLATE B 13. 
 
 Q. What days of the week do these schedules correspond 
 in the six requirements? 
 
 A. Every day except Saturday. 
 
 Q. If No. 18 of Saturday of tlie Old is at D at 12:01 A. M. 
 Sunday y how may it proceed and wliy? 
 
 A, Proceed only under train order, as there is no No. 13 
 
 of Saturday on the New to assume. 
 
 Q. Could No. 13 wait at I> until 5:00 P. M. Sunday and 
 proceed ? 
 
 \A. No; a train of one date cannot assume a schedule of 
 ^another date, even though they are the same number. 
 
 ( 
 
 Page 231 
 
w^mmmtmm 
 
 flfH 
 
 ■Wn 
 
 li: 
 
 « 
 •11 ^ 
 
 V 
 
 '5^1! < 
 
 m 
 
 SCHEDULES OP OLD MD SEW TIME-TABLES 
 
 CORBESFONDIKG. 
 
 Schedule of Old Twelre Hours Late Oyer Entire Bun 
 
 Before l^ew Takes Effect Time of New at 
 
 Initial Stotion Later Than Time 
 
 of Change. 
 
 PLATE A15 
 
 1NEW TIME TABLE EFFECTIVE 700 PM WEDNESDwl 
 
 OLD 
 
 WESTWAR D 
 
 A 
 
 B 
 
 1LT CLASS 
 
 15 
 
 200AM 
 
 NEW 
 
 WESTWARD 
 
 II ' i i 
 
 1§I CLASS 
 
 15 
 
 230AM 
 
 c 
 
 D 
 
 F 
 
 30 0AM 
 
 330 AM 
 
 
 ■e:;;m<""WMwm. 
 
 
 400AN 
 
 430AM 
 
 G 
 
 H 
 
 500AM 
 
 * 530AM 
 
 WmMiim^wfiiniwm 
 
 
 mMMml^^^i^. 
 
 No. 15 of Wednesday not fulfilled on the Old, 
 
 Page 232 
 
 ] 
 
 
 / 
 
 QUESTIONS AND ANSWEBS— PLATE A 15. 
 
 Q. Do the schedules correspond in the six reqairements? 
 A. Yes. 
 
 Q. If No. 15'8 schedule is fulfilled on the Old, ITednes- 
 day, could No. 16 run on the New, leavinsr A at 8:00 F. M. 
 Wednesday ? 
 
 A. No. If there has been one No. 15 in effect Wednesday, 
 there could not be another. 
 
 Q. If No. 15'8 schedule of the Old was not fulfilled 
 Wednesday, could No. 16 run on the New, leaTlni^ A at 8:00 
 P. M. Wednesday? 
 
 A. No; No. 15 of Wednesday having been in effect under 
 the Old, even though no train ran on the schedule, it became 
 12 hours late over entire run, A to H, 1 hour and 30 minutes 
 
 before the New took effect. Having ha^ one No. 15 of 
 Wednesday in effect, cannot have another. 
 
 Q. Then it is not necessary to run a train on a schedule 
 to have it in effect? 
 
 A. No. 
 
 Q. When does No. 15 of the New first exist out of AT 
 
 A. 8:00 P. M. l?hursday. 
 
 Q. If an opposing inferior train is ready to leave H at 
 11:30 P. M. Wednesday, 4 hours and 30 minutes after the New 
 takes effect, and No. 16 of Wednesday does not appear on the 
 register at H, could it leave H at 11:80 P. M.? 
 
 A. Yes; at 5:90 P. M. Wednesday No. 15'9 schedule of 
 
 Wednesday had been in effect over entire run. 
 
 Page 23S 
 
H 
 
 SCHEDULES OF THE OID AND NEW TUfE-TABLES 
 
 COBBESPOITDDrO. 
 
 Scbednle of Old UnfulfiUed at Time of Change and 
 
 Eleyen Hours and Flfty-Fiye Minntes Late 
 
 at an Intennediate Stotloiif 
 
 PLATE S15 
 
 JWEW TIME TABLE EFFECTIVE 700 PM WEDNis55f| 
 
 
 
 it 
 
 .1 
 
 WATT 
 
 CAT 
 
 OLD 
 
 
 WESTWAR D 
 
 
 . , . 
 
 1LT CLASS 
 
 
 15 
 
 
 DAILY 
 
 
 A 
 
 '' 500AM 
 
 
 B 
 
 530AM 
 
 
 C 
 
 600AN 
 
 
 D 
 
 630AM 
 
 
 E 
 
 705AN 
 
 
 • 
 
 ^^^M j 
 
 ^^n 
 
 ^^^H \ 
 
 H 
 
 ^Mj) 
 
 1'^ 
 
 Page 234 
 
 ! f ■ ■ •■ 
 
 .:4V 
 
 QUESTIOl^S AND ANSWERS— PLATE B 15. 
 
 Q. Do the schedules correspond in the six requirements? 
 A. Yes. 
 
 J^' I' »n opposing: inferior train is ready to leave H at 
 11:30 P. M. Wednesday, and No. 15 of Wednesday does not 
 appear on the register, should it leave H at 11:30 P. M. 
 agrainst the figures as shown on the New at H? If not, why? 
 
 A. No, as No. 15 of Wednesday of the Old had not been 
 in effect or fulfilled over entire run prior to time New took 
 effect at 7:00 P. M., the schedule of No. 15 of the New from B 
 to H is in effect. No. 15*s schedule of the Old being but 11 
 hours and 55 minutes late at E at time of change authorizes 
 a train E to H. 
 
 Q. Would it be possible to start a No. 15 on the New 
 Wednesday from A, B, C or D? If not, why? 
 
 A. No ; No. 15 had been in effect at A, B. C and D, having 
 
 beeomG 12 hours late under the Old before the New took 
 effect at 7:00 P. M. Wednesday. 
 
 Q. When does No. 15 of Wednesday lose both right and 
 schedule under the New between E and H? 
 
 A. When No. 15 of Wednesday is 12 hours late on the 
 
 New Thursday morning (11:30 A. M.). 
 
 ■- '-4i .,.^. ;:,.^ „,,_ „ . „^ 
 
 Pa9^ ^35 
 
1 T! 
 
 
 r 
 
 h'tt 
 
 
 SCHEDULES OF THE OLD XNB NEW TIME-TABLES 
 
 C0BBESP0XDIN6. 
 
 Schednle Existingr (or Train Ivthorlzed) on Old Thlrtj 
 Minutes Before Jfew Takes Effect. 
 
 PLATE A 17 
 
 INEW TIME TABLE EFFECTIVE H30 AM SUNDAY) 
 
 OLD 
 
 WE5TWAR D 
 
 A 
 
 B 
 
 C 
 
 D 
 
 F 
 
 G 
 
 H 
 
 1LT CLASS 
 
 17 
 
 1100AM 
 
 1201PM 
 
 100 PM 
 
 ZOOPM 
 
 300PM 
 
 400PM 
 
 500 PM 
 
 600 PM 
 
 7 
 
 NEW 
 
 
 WESTWARD 
 
 \ 
 
 
 ILT CLASS 
 
 I 
 
 17 
 
 i 
 
 DAILY 
 
 ( 
 
 A 
 
 '800AM 
 
 u 
 
 B 
 
 900AM 
 
 l 
 
 C 
 
 1000AM 
 
 ] 
 
 D 
 
 1100AM 
 
 / 
 
 E 
 
 1201PM 
 
 
 F 
 
 100PM 
 
 ) 
 
 G 
 
 EOOPM 
 
 B 
 
 H 
 
 " 300PM 
 
 Page 236 
 
 ) 
 
 \ 
 
 M 
 
 II' 
 
 r ? 
 
 
 s».r*w*» JW -•■-* 
 
 ■If 
 
 QUESTIOlfS AND ANSWEEg— PLATE A 17. 
 
 Q. Do the schedules correspond in the six requirements? 
 A. Yes. 
 
 Q. Is there a train authorized on the Old at time of 
 chancre— 11 :30 A. M. Sunday? 
 
 A. Yes; if schedule had not been fulfilled out of A on 
 the Old before 11;30 A. M., they would have been authorized 
 at A for 30 minutes and No. 17 could leave A on the New €it 
 11:30 A. M., three hours and thirty minutes late, otherwise 
 they were authorized between A and B at 11:30 A. M. and No. 
 17 of Sunday could continue on their run under the New time- 
 table, keeping clear of superior trains. 
 
 '1 ■*>/"; i 
 
 ,t • » ■■?■ 
 
 Page ^37 
 
m 
 
 It )^ * 
 
 jp'ij 
 
 SCHEDULES OP THE OID AND NEW TIME-TABLES 
 
 COBBESPOICDING. 
 
 Schedule of the Old Not In Effect (or Authorized) By 
 
 Two Hours at Time New Takes Effect. Daily 
 
 Schedules But No Schedule Existing^ 
 
 on Day of Changre. 
 
 PLATE B17 
 
 NEW TIME TABLE EFFECTIVE 900 AM SUNDAY^ 
 
 NO AUTHORIZED NO. 17 AT TIME OF CHANGE 
 
 LAST N0>17 ON THE OLD, SATURDAY 
 
 FIRST UNDER THE NEW, MONDAY 
 
 Page 238 
 
 >• ,■>■■ "^ ' • 
 
 rt- 'i 
 
 ' .<f ^i^-^ 'r 'a'? 
 
 I, •■«■*>*' 
 
 ^m^ :Jm' -m* f I'H^' m* 
 
 
 QUESTIONS AND ANSWERS— PLATE B 17. *^ 
 
 Q. Do the schedules correspond in the six requirements? 
 
 A. Yes. 
 
 Q. May we run a No. 17 on Sunday, the day of change? 
 If not, why? 
 
 A. No, although alike in the six requirements, there is 
 not a train authorized on the Old at time of change, there- 
 fore nothing on the Old to assume the New. No. 17 on the 
 New becomes a new schedule of the New time-table, and does 
 not exist out of A until 8:00 A. M. Monday. 
 
 Q. What was the last No. 17 authorized out of A on t 
 the Old? 
 
 A, No. 17 of Saturday. 
 
 Q. If No. 17 ve&s due to leave A under the Old at 0;01 
 A. M.y ivould a No. 17 be authorized at time of chang^c? 
 
 A. No. \ 
 
 f 
 
 J 
 
 17 
 
 Page 230 
 
1 
 
 $ 
 
 J ^, 
 
 ' •■ M 
 
 1 
 
 SCHEDULES OF THE OLD AND NEW TIME>TABLES 
 
 COBBESPOIfDIKe. 
 
 Sebednle Existing (or Train Antlioriied) on tiie Old One 
 
 Minate Before the New Takes Effect. 
 
 PLATE D17 
 
 JNEW TIME TABLE EFFECTIVE 900 AM SUNDAY 
 
 OLD 
 
 
 WESTWAR D 
 
 
 
 1§J CLASS 
 
 
 17 
 
 
 DAILY 
 
 
 A 
 
 "■ 859AM 
 
 
 B 
 
 925Afl 
 
 
 C 
 
 950 AM 
 
 _) 
 
 D 
 
 1010AM 
 
 • 
 
 j 
 
 E 
 
 1040AM 
 
 ~l 
 
 F 
 
 1110AM 
 
 ) 
 
 G 
 
 1140 AM 
 
 J 
 
 H 
 
 ''latOPM 
 
 J 
 
 NEW 
 
 j 
 
 WESTWARD 
 
 
 
 1 U CLASS 
 
 
 17 
 
 
 DAILY 
 
 
 A 
 
 ' 901AM 
 
 
 B 
 
 930AM 
 
 
 C 
 
 945AM 
 
 
 D 
 
 1015AM 
 
 
 E 
 
 1045 AM 
 
 
 F 
 
 IIISAM 
 
 __J 
 
 G 
 
 lf45AM 
 
 1 
 
 H 
 
 '^ 1215PM 
 
 J 
 
 ,i 
 
 » I ■' V -I ^v'j \" »:/ 
 
 
 .#'. , 'f0r 
 
 '■*■- -*"!»'■■ » 
 
 QUESTIONS AND ANSWERS— PLATE D 17. 
 
 Q. I>o the schedules correspond in the six requirements? 
 
 A. Yes. ' 
 
 Q. Is there a train authorized on the Old at 9:00 A. M. 
 Sunday, the time of change? If so, how lonf has it l>een 
 
 authorised? 
 
 A. Yes, one minute. 
 
 Q. Should No. 17 leave A under the Old at 8:59 A. M.? 
 
 A. No. Wait and leave at 9:01 A. M. on the New. 
 
 Q. May No. 17 leave A at 9:01 A. M. Sunday? 
 
 A. Yes. ! 
 
 1 
 
 Page 240 
 
 Page 241 
 
\v 
 
 it 
 11 
 
 N 
 
 II. 
 
 
 ill 
 
 '4 
 
 ' 
 
 >5' 
 
 i 
 
 1 
 
 1 ! 
 
 SCHEDULE OF THE OLD DUE TO LEAVE MONDAY, 
 
 WEDNESDAY AND FRIDAY; ON THE NEW, 
 
 TUESDAY, THUBSDAY AND SATUBDAT. 
 
 New in Effect 12:01 A. M. Sunday. 
 
 PLATE A 19 
 
 INEWTIME TABLE EFFECTIVE 1201 AM SUNDAY | 
 
 OLD 
 
 WESTWARD 
 
 11T CLASS 
 
 19 
 
 A 
 
 B 
 
 c 
 
 D 
 
 G 
 
 H 
 
 MON- 
 
 >A/ED. 
 FRI. 
 
 800AM 
 
 855 AM 
 
 1000 AN 
 
 ItOOAM 
 
 1201 PM 
 
 100 PM 
 
 200PM 
 
 230PM 
 
 Pag^ 242 
 
 NEW 
 
 WESTWARD 
 
 A 
 
 1!I CLASS 
 
 19 
 
 fUES. 
 
 THURS. 
 SAT. 
 
 "^dOOAM 
 
 B 
 
 C 
 
 D 
 
 G 
 
 H 
 
 905AM 
 
 1020AM 
 
 n20AM 
 
 1220PM 
 
 120PM 
 
 220 PM 
 
 330PM 
 
 r '''f 
 
 f 5' 
 
 i'W:.*^ 
 
 '%♦ ' ^«; 
 
 
 '^.-■B-: .1- «■ 
 
 .» 
 
 •••)[»««^. .~ 
 
 ^ 
 
 QUESTIONS AITD MSWEES-PIATE 1 19. 
 
 Q* I>o the schedules correspond in the six requirements? 
 
 A. No. J 
 
 Q. In what do they fail to correspond? 
 
 A. Day of leaving. Every day they exist on the Old they 
 
 do not exist on the New. Every day they exist on the New 
 they do not exist on the Old. 
 
 L Q. What is the last No. 19 that exists on the Old and 
 the first on the New? ^ 
 
 A. 8:00 A. M. Friday on the Old and 8:00 A. M. Tuesday 
 
 on the New. ' I ^ 
 
 i^^'Tk 
 
 1 I 
 
 ■s4qQ 
 
 ■If^ A' 
 
 \ f %^ 
 
 w 
 
 E^^ ^ 
 
 
 - *»•« III j iii X- J. *«■■ ! ■ I ■ i m. m«fc>»v.':.. 
 
 ■"•mmimmm-^m . ■ fma t m i i^^ i m i m ),tmi 
 
 i^,W*;^ 
 
 Page 243 
 
1 
 
 'III 
 
 T 
 
 ''1 
 
 In' 
 
 ¥ 
 
 m 
 
 i < 
 
 SCHEDULE OF THE OLD DUE TO LEAYE MONDAY, 
 
 WEDNESDAY AND FRIDAY; ON THE NEW, 
 
 TUESDAY, THURSDAY AND SATURDAY. 
 
 New in Effect at 12:01 A. M. Saturday. 
 
 PLATE B 19 
 
 INEWTIME TABLE EFFECTIVE 1201 AMSATURPW| 
 
 OLD 
 
 WESTWAR D 
 
 A 
 
 B 
 
 C 
 E 
 
 H 
 
 m CLASS 
 
 19 
 
 MOM. 
 
 WED. 
 FRI. 
 
 800AM 
 
 855 AM 
 
 1000 AM 
 
 1100AM 
 
 1201 PM 
 
 100PM 
 
 200 PM 
 
 * 230PM 
 
 Page 344 
 
 u 
 
 NEW 
 
 WESTWARD 
 
 A 
 
 B 
 
 D 
 
 G 
 H 
 
 ILT CLASS 
 
 19 
 
 TCTCST-— 
 
 THURS. 
 SAT. 
 
 "^ 800 AM 
 
 005 AM 
 
 1020AM 
 
 1120AM 
 1220PM 
 
 120PH 
 
 220 PM 
 
 ^ 330PM 
 
 3 
 
 / » ^ » • t . 
 
 QUESTIONS AND ANSWERS— PLATE B 19. 
 
 Q. Do the gchednles correspond in the six reqnirements? 
 A. No. 
 
 Q. In what do they fail to correspond? 
 A. Day of leaving. 
 
 <)• When does the last No, 19 %x\%% out of A Oil tbe Old 
 
 and the first on the Neur? 
 
 A. 8:00 A. M. Friday, on the Old and 8:00 A. M., Satur- 
 day, on the New. 
 
 Q. If the New took effect at 1^:01 A. M., Friday, instead 
 of Saturday, when would the last No. 19 exist ont of A on 
 the Old and the First on the New? 
 
 A. 8:00 A. M. Wednesday on the Old and 8:00 A. M. Sat- 
 urday on the New. 
 
 Page 245 
 
! \ 
 
 If' 
 
 
 « 
 
 ■;H ■'" 
 
 
 ^1 i 
 
 I i 
 
 \ i 
 
 I in 
 
 1 1 
 
 SCHEDULE OF THE OLD DUE TO LEATE SATURDAY 
 ONLY; ON THE NEW, SUNDAY ONLY. 
 
 PLATE A 21 
 
 NEW TINE TABLE EFFECTIVE 1201 AM FRIDAY 
 
 OLD 
 
 WE5TWAR D 
 
 A 
 
 B 
 
 C 
 
 D 
 
 E 
 
 1LT CLASS 
 
 21 
 
 SATURDAY 
 . ONtY 
 
 800AM 
 
 855AM 
 
 1000 AM 
 
 1100AM 
 
 1201 PM 
 
 100 PM 
 
 G 
 
 H 
 
 200PM 
 
 ^ 230PM 
 
 Page 246 
 
 ',:>■'■« ''♦ 
 
 NEW 
 
 WESTWARD 
 
 A 
 
 B 
 
 C 
 
 D 
 
 E 
 
 G 
 
 H 
 
 1 ST CLASS 
 
 21 
 
 SUNDAY 
 ONtV 
 
 "^ 820 AM 
 
 905AM 
 
 1020AM 
 
 1120AM 
 
 1220PM 
 
 120PM 
 
 220 PM 
 
 3dOPM 
 
 K 
 
 %> 
 
 >* *• 
 
 > .- 
 
 ' * i 
 
 '^ iJ .^^iJli 
 
 I ',. 
 
 ■■.^- .•^!» 
 
 ^W^-V 1.^ 
 
 -l' .0 «^. 
 
 ' — \ 
 
 
 QUESTIONS AND ANSWEfiS— PLATE A2L 
 
 Q, Do the schedules correspond in the six requirements? 
 
 A, No, not the same day of leaving. 
 
 Q. "When does the last ^o. 21 exist out of A on the Old 
 and the first on the New? "> i 
 
 A. 8:00 A. M. on the Old the last Saturday preceding 
 Friday, the day of change; 8:20 A. M. on the New the first 
 Sunday following Friday, the day of change. 
 
 
 ,%^«jftj«M4»-.' 
 
 ■ IT. soer «*»-«■■.. 
 
 Pag t 247 
 
i > 
 
 
 "\i--' I 
 
 SCHEDULE OF THE OLD WITH KO COBBESPONDINQ 
 
 SCHEDULE ON THE ITEW. 
 
 PLATE A25 
 
 NEW TIME TABLE EFFECTIVE 1000 AM SUNDAY 
 
 A 
 
 OLD 
 
 WE5TWAR D 
 
 A 
 
 B 
 
 C 
 
 I 
 
 E 
 
 F 
 
 G 
 
 H 
 
 1LT CLASS 
 
 25 
 
 DAILY 
 
 700AN 
 
 730AM 
 
 800 AM 
 
 d30AM 
 
 dOOAM 
 
 dSOAM 
 
 1000AM 
 
 1030AM 
 
 OPPOSING 
 
 INFERIOR 
 
 TRAIN 
 
 I i 
 
 Page 248 
 
 .,'"■•-««* 
 
 NEW 
 
 J 
 
 WESTWARD 
 
 J 
 
 - 
 
 
 J 
 
 
 J 
 
 • 
 
 J^ 
 
 A 
 
 
 ^ 
 
 B 
 
 
 \^ 
 
 C 
 
 
 1 
 
 D 
 
 
 ) 
 
 E 
 
 
 
 F 
 
 
 .,J 
 
 G 
 
 • 
 
 I 
 
 H 
 
 
 J 
 
 ■■/ f/ „ I ■/ 
 
 1 1 
 
 ■'< ^**- 
 
 QUESTIONS AND ANSWERS— PLATE A 26, 
 
 Q. As there Is no schedule on the New corresponding as 
 required, what becomes of the schedule of No. 25 of the Old 
 at 10:00 A. M. Sunday? 
 
 A. The schedule of No. 25 of Sunday does not exist after 
 10:00 A. M. If a No. 25 is on the road it can only proceed as 
 authorized by train order, after 10:00 A. M. 
 
 Q. If an opposing train holds a meet with No. 25 of San- 
 day, how should it be iroTerned after 10:00 A. M.? 
 
 A, Proceed on its run, as there is no No. 25 on the New 
 
 to meet. 
 
 Page 249 
 
fl 
 
 •ir' 
 
 SCHEDULE OF OLD AND NEW WITH DIFFERENT 
 
 BOUTE (DIRECTION) C TO G. 
 
 PLATE A 27 
 
 NEW TIME TABLE EFFECTrVE 1200 Noon SUNDAY] 
 
 OLD 
 
 ) 
 
 WESTWARD 
 
 n 
 
 
 1LT CLASS 
 
 I 
 
 27 
 
 J 
 
 DAILY 
 
 1 
 
 A 
 
 ''1000 AM 
 
 J 
 
 B 
 
 1040AM 
 
 i 
 
 C 
 
 1120 AM 
 
 
 D 
 
 t140AM 
 
 ■) 
 
 E 
 
 IZOONooM 
 
 
 F 
 
 1240 PM 
 
 1 
 
 G 
 
 120 PM 
 
 1 
 
 H 
 
 ''. 200PM 
 
 J 
 
 i ■■ .* 
 
 NEW 
 
 J 
 
 WESTWARD 
 
 Hj 
 
 "» : 
 
 ILT CLASS 
 
 I 
 
 27 
 
 ~_\ 
 
 DAILY 
 
 ~\ 
 
 A 
 
 "lOOOAM 
 
 1 
 
 B 
 
 1040 AM 
 
 '~[ 
 
 C 
 
 1120 AM 
 
 \ 
 
 1 1140AM 
 J 1200 NOON 
 K 1240PM 
 
 3 
 
 G 
 
 120 PM 
 
 T 
 
 H 
 
 * 200PM 
 
 J 
 
 I SAME DIVISION - OR SUB-PIVISION - | 
 
 Page 250 
 
 i ?f 
 
 
 "f^ 
 
 iiji* w %j:mi 
 
 
 . QUESTIONS AND ANSWERS— Plate A27. 
 
 Q, Do the schedules correspond in the six reqnirements t 
 
 A. No, not the same direction (route). 
 
 Q. How long: does the schedule of No. 27 of Sunday exist? 
 
 A. Until 12 Noon. 
 
 Q. At 12 Noon has there heen a No. 27 in effect under 
 
 the Old whether a train has used it or not? 
 
 A. Yes. ' 
 
 Q. Does No. 27 exist under the New on Sunday, the day 
 of chani^e? If not, why? .-^..» 
 
 A. No, a No. 27 has been in effect under the Old and can 
 not baye another of the same date (Sunday). 
 
 Q. What is the first time No. 27 can exist under the New? 
 A. 10:00 A. M., Monday. 
 
 Page 231 
 
 f 
 
 \ 
 
'?^ ip* iu t P*Z' 
 
 If 
 
 V i ' 
 
 SCHEDULE OF OLD AM) NEW WITH DIFFEBENT 
 INITIAL STATION AITD BOUTE (DIBECTIOir). 
 
 PLATE A29 
 
 I SAME DIVISION OR SUB -DIVISION - \ 
 NEW TIME TABLE EFFECTIVE 1000AM SUNDAY| 
 
 
 OLD 
 
 __7 
 
 
 WE5TWAR D 
 
 J 
 
 
 
 1LT CLASS 
 
 J 
 
 
 29 
 
 ~\ 
 
 
 DAILY 
 
 "1 
 
 **■ 
 
 A 
 
 *■ 810AM 
 
 _j 
 
 X 
 
 o 
 
 B 
 
 d25AM 
 
 ~( 
 
 < 
 
 C 
 
 840AM 
 
 ) 
 
 u 
 
 D 
 
 855AM 
 
 J 
 
 z 
 
 E 
 
 915AH 
 
 ~\ 
 
 -* 
 
 F 
 
 935AM 
 
 1 
 
 ~_) 
 
 z 
 
 G 
 
 955AM 
 
 J 
 
 
 H 
 
 ^OZOAM 
 
 J 
 
 NEW 
 
 WESTWARD 
 
 I 
 J 
 
 G 
 
 H 
 
 1ST CLASS 
 
 29 
 
 1005AM 
 1015AM 
 1 025 AM 
 
 1035AM 
 
 1055AM 
 
 1t15AM 
 
 1135AM 
 
 1150AM 
 
 
 QUESTIONS AND ANSWERS— PLATE A 29. 
 
 Q. Do the schedules correspond in the six reanirements? 
 A. No, neither the same initial station nor direction 
 (route). 
 
 Q. How loni: does the schedule of No. 29 of Sunday exist? 
 A, Until 10:00 A. M. 
 
 Q. At lO'OO A. M. hftg thftre been & No. 29 in effect under 
 
 the Old, whether a train has used it or not? 
 
 A. Yes. 
 
 Q. What Is the first time No. !S9 can exist under the New 
 and why? 
 
 A. At I at 10:05 A. M. Monday, as there has been one No. 
 
 29 in effect Sunday under the Old. 
 
 Q. If the schedule has not been fulfilled on the Old be- 
 tween D and H prior to 10:00 A. M. Sunday why cannot that 
 portion of the New be used Sunday? 
 
 A. As there has been one in effect Sunday under the 01d» 
 
 the rule does not permit of another of the same number, 
 
 n 
 
 '\t: 
 
 Page 252 
 
 Page 253 
 
A TIME TABLE WITH TWO SUBDIYISIONS. 
 
 A Scbednle on New Time-Table with None Corresponding 
 
 on the Old, Dne to Leare Initial Station on SnMlTision 
 Xo. 2 Before Due to Leaye Initial Station on 
 
 Snbdiyision Xo. !• 
 
 PliiLTSASS 
 
 DIVISION A. 
 
 ITIMETABLE EFFECTIVIE 1201 AM SUNDAY | 
 
 if 
 
 Sub-Div. No.1 
 
 WESTWARD 
 
 H 
 
 ISJ CLASS 
 
 i5 
 
 1000 PM 
 
 1050 PM 
 
 1130PM 
 
 1&1SAM 
 
 100 AM 
 
 145 AM 
 
 220AM 
 
 "^aiOAM 
 
 |::f . 
 
 N 
 
 II 
 
 
 ■■.1 
 
 Sub-Di'v. N<x2 
 
 WESTWARD 
 
 I 
 
 K 
 
 ill CLASS 
 
 ■^ 315AM 
 
 400AM 
 
 445AM 
 
 iI3a 
 
 620AM 
 
 700AM 
 
 730AM 
 
 133 
 
 NO NUMBER 55 ON THE OLD 
 
 Page 254 
 
 \ 
 
 QUESTIONS UTD AITSWEBS-PLATE A SS. 
 
 Q. On thifi tim«-table kow many snbvisions are tliere? 
 A. Two. 
 
 Q. Is it understood that there is no No. » on the Old 
 corresponding in the six requirements? 
 A. Yes. 
 
 Tc« ^; Time-table effective 12:01 A. M. Sunday; when does 
 No. 66 exist at A for the first time? . 
 
 A. 10:00 P. M. Sunday, the day of change. 
 X-. % ^^^^ ** ^®- ^^ ^'** ^^® *« '«*^« Hf <>n subdivision 
 
 AO. «7 
 
 A. At 3 :15 A. M. Sunday, the day of change. 
 
 tft i5;., J*!!;.^ ^J^ No. 66 exist out of H at 8:16 A. M. Sunday. 
 18 hours and 46 minutes before they exist out of A? 
 
 A. Subdivision No. 2 must be considered a separate rail- 
 road from subdivision No. 1, so far as the movement of trains 
 is concerned, and No. 55 may leave its initial station H on 
 subdivision No. 2 at its first leaving time after the New time- 
 table takes effect, 
 
 ^t .^* ^l ***®'® ^®'® ^^ subdivisions, or If it was one sob- 
 division 'rom A to O instead of two would it be one schedule 
 A to O and what would be the initial and terminal stations? 
 
 A. Yes, A the initial and the terminal station. 
 
 «i *^« '1 ***** *■** \if\ieji would No. 66 exist oat of A for the 
 nrst timeT 
 
 A. 10;00 P. M. Sunday, the day of change. 
 Q. When would it exist out of H for the first time? 
 A. 3:15 A. M. Monday, five minutes after it is due to ar- 
 rive as H is then an intermediate station. 
 
 BUI.BS 6 TO 16 INCIiUSIVB,* 
 
 41. ^' When one time is given for a train at a station, is it 
 the arriving or leaving time? »*»*ion, is ic 
 
 A. The leaving time unless indicated as the arriving time. 
 
 0. When two times are given at a station, what are they? 
 
 A. The earlier is the arriving, the later the leaving. 
 
 Q. Where does time apply unless otherwise indicated? 
 
 A. At switch at which an inferior train enters siding. 
 
 Q. Where there is no siding, where does it apply ? 
 
 A. The place where fixed signals are operated. 
 does\ Tp^lTly ?**'''''' ** ''''"*'^'' "*^^ ^^' *^«^ ^'^^^^' ^l^ere 
 
 A. At the place where trafllc is received or discharged. 
 indi^'ted?''^ *'* schedule meeting and passing stations 
 
 A. By full-faced type. 
 
 A Both are meeting or passing times, or that one or 
 more trains are to meet or pass between the times. 
 
 Q. When one or more trains are to meet or pa«. between 
 
 Page 255 
 
IM 
 
 i 
 
 s m* 
 
 m 
 
 I 
 
 I! % 
 
 I 
 
 n 
 
 two timiM, or more iUAn one train to meet a train at any 
 8t»tioii| how i8 uttention called to it? 
 
 A. Some Railroads use the dash under the time, others 
 place the numbers of trains to be met or passed in small fig- 
 ures above and to one side of the time. 
 
 Q. When trains are to meet or pass at a siding extending 
 between two adjoining stations how should it be indicated? 
 
 A. By showing the time at each end of the siding in 
 full-faced type. .?; 
 
 Q. When the train to be passed reaches the full-faced 
 passing point between trains of the same class, may it proceed 
 on its own schedule? 
 
 » ; •* ' :■■■ / 
 
 Q. If train that Is to pass is on Its schedule time, would 
 It be good judgment to do so? 
 
 A. No, let it by. 
 
 Q. Which train should take the siding? 
 
 A. The leading train unless the conditions are such that 
 it would save delay to do otherwise. 
 
 Q, How should following train approach the schedule 
 passing point? 
 
 A. Under control, prepared to find leading train on the 
 
 main track. 
 
 <|. If tnUn to be passed holds the main track, should ii 
 
 protect itself? 
 
 A. Yes. i * 
 
 Q. What does "s" placed opposite the schedule time at 
 
 a station Indicate? 
 
 A. Regular stop. 
 
 Q. What does **V* placed opposite the schedule time at 
 a station Indicate? 
 
 A. Stop on signal to receive or discharge passengers or 
 freight. 
 
 Q. If there Is a cmiditlonal flag stop under Special Rules 
 in iime-iabK or bulletin op other infttractionfi what sifirnftl 
 
 should be used? ^ 
 
 A. A red signal. 
 
 Q. If a green and white signal is displayed and a train 
 approaches whose schedule is not indicated by letter **t**, how 
 should it be governed? 
 
 A. The same as if the signal was not displayed. 
 
 Q. Must employees whose duties require them to give sig- 
 nals provide themselves with the necessary appliances and keep 
 them in good order ready for use? 
 
 A. Yes. 
 
 Q. When mast dft^ signals be displayed? 
 
 A. From sunrise to sunset. 
 
 Q. When should night signals be displayed during the 
 day? 
 
 A. When from weather or other conditions day signals 
 
 can not be plainly seen. 
 
 Q. When must night signals be displayed? 
 
 Page 256 
 
 A. From sunset to sunrise. 
 
 Q. If a fusee is found burning on or near the tr»ck. how 
 should train be governed? 
 
 A. Stop, extinguish the fusee and then proceed cautiously, 
 looking out for a train ahead or track obstruction. 
 
 Note: Old Standard Rules require train to wait until 
 fusee has burned out. 
 
 Q. State the meaning of various color signals. 
 
 A. (See Rule 10). *" 
 
 Q. Give hand, flag and lamp signals and their indications. 
 A. (See Rule 12). 
 
 t..^; 1^5?^.^?^ ®°® ^^^^ **** *W<^ short sonnds of engine 
 
 whistle indicate? * 
 
 A. A section of the same schedule following. 
 
 Q. To what engines and trains should this signal be 
 given? • 
 
 A. To yard engines, extra trains, or trains of the same 
 or inferior class or inferior right. 
 
 Q. When should a train made inferior by train order rive 
 signal one long and two short to a train made superior by 
 the same order? ^ 
 
 A. When inferior train under right order (Form C) 
 
 makes a station within the limits of the order displaying green 
 
 signals. 
 
 -r.™* ?-' ■? Inf^or train under the time-table displaying 
 green signals meets w passes a superior train under tnOn 
 order, should it whistle signals? unaer vrun 
 
 A. Yes, unless sections are specified. 
 
 1.^% i/-*T**?* of the same cUss meet or pass on single track, 
 both displaying signals how should they be governed? 
 
 A. Both trains should give the signal and receive the 
 answer. 
 
 answereS^^ should the signal one long and two short be 
 
 A. By two short sounds. 
 
 -.1. ?^ J' train met or passed falls to answer the signal, how 
 should train giving signal be governed? 
 
 A. Stop immediately and inform them of the display of 
 
 green signals, if possible, and report failure to the Dispatcher. 
 
 • ,.««' /' ****'* *®t * ^I^^"^ section of double track at the end of 
 a run, for example, double track extending just out of a ter- 
 miual yard and no register maintained at end of double track 
 should trains after parsing from single to double tra^k^T^ 
 
 «n« J P*/ ""S* l^"** "^^ *^« ^^^^'t *• opposing trains on 
 opposite track when displaying green signals? 
 
 A. Yes. 
 
 K«*i.^*-i. ^? d««hle track when one train runs around another 
 two shoTtr * *''**''' **'''''*^ ^""^^ ^^'^^ ***'*** one l?ng aSd 
 
 A. No, only the one passing, A. R. A. Ruling, Oct 17, 1910. 
 
 Q. State the meaning of aU other engine whistle signals. 
 
 A. (See Rule 14). 
 
 Page 237 
 
« ^ ¥ 
 
 fl . 
 
 \ 
 
 ^■it 
 
 Q. Is it necessary to answer a proceed sigrnal to leave a 
 
 gtftii<m by two short blasts of the steam whistle? 
 
 A. No, compliance with the signal answers it. 
 
 Q. What Is the meaning: of the explosion of two torpedoes? 
 
 A. Reduce speed and look out f6r a train ahead or 
 obstruction. * •— -^ * ^ 
 
 Q. What does the explosion of one torpedo indicate? 
 
 A. The same as two, but the use of two is required. 
 
 Note: If working under the old rule where explosion of 
 one torpedo means STOP, comply with it. 
 
 Q. When running, what does three short sounds of com- 
 municating signal mean? ,. i 
 
 A. Stop at next passengrer station. 
 
 Q. When running what does one long sound indicate? 
 
 A. Look back for hand signals. 
 
 Q. State the meaning of all other communicating signals. 
 
 A. (See Rule 16). 
 
 TRAIN SIGNALS. 
 Bnles 17 to 20 InclasiTe. 
 
 Q. When should headlight be displayed? 
 
 A. From sunset to sunrise and before and after if weather 
 or Other conditions make it necessary. 
 
 Q. When should the headlight be concealed? 
 
 A. When a train turns out to meet another and has 
 stopped clear of main track, or is standing to meet trains at 
 the end of double track or Junction. 
 
 Q. If standing at end of double track to meet a train, 
 and the normal line up is for the train to head out to single 
 track, would it be good Judgment to conceal headlight before 
 switch is lined up for opposing train to enter opposite track? 
 
 A. No. 
 
 Q. Must engineman assume the rear of his train is clear 
 when he receives a stop signal? 
 
 A. No, engineman must positively know that train Is 
 clear; if in doubt, leave headlight displayed. 
 
 Q. If meeting a train that takes siding and the head- 
 light is displayed, how would yon be governed? 
 
 A. Stop and ascertain cause, then proceed prepared to 
 stop before reaching point where track may be obstructed. 
 
 Q. If inferior train should hold main track to head 
 superior train in on the siding, even though the switch is 
 lined up for siding, should headlight be concealed? 
 
 A. No, not until opposing train has stopped or reduced 
 speed, and understands the situation thoroughly, then it may 
 
 be concealed to avoid a liigh candle power light obscuring 
 view of opposing train entering siding. 
 
 Q. While running on double track should headlight be 
 concealed when passing a train in opposite direction? 
 
 A. No. However, if equipped for screening the light it 
 should be screened, especially in yards and near large pas- 
 senger stations. 
 
 Page 258 
 
 Q. Should headlight be displayed in long tunnels and 
 
 snow sheds? 
 
 A. Yes. (If required by local rules). 
 
 Q. When an engine is running backward at night what 
 signal should be displayed on rear of tender? 
 
 A. A white light. 
 
 Q. What signals should yard engines display at night? 
 
 A. A headlight to the front and rear and, if no headlight 
 at the rear, display a white light. Yard engines should not 
 display markers. 
 
 Q. Should headlight be displayed by helping engines 
 when clear of the main track waiting to help trains? 
 
 A. No. 
 
 Q. If it is considered not necessary to conceal headlight 
 as required by Rule 17 may the provision be omitted? 
 
 A. Yes, if authorized by proper authority. 
 
 Q. What signals must be displayed as markers when 
 occupying main track? (Single and double track). 
 
 A. By day two green (or yellow) flags or marker lamps 
 (not lighted) one on each side of rear of train. By night 
 green (or yellow) lights to the front and side and red light 
 to rear, one on each side. 
 
 Q. What signals must be displayed as markers at night 
 
 when clear of the mnin track to meet a train? 
 
 A. Green (or yellow) lights to the front, side and rear. 
 
 Q. Should markers be displayed in the same manner 
 when in long tunnels and snow sheds? 
 
 A. Yes. 
 
 Q. When a diverging route parallels a main route at a 
 Junction, should markers of train on diverging route display 
 green to rear to avoid delay to a train approaching them on 
 the main route? 
 
 A, No, no more than if train was on a foreign line. 
 
 Note: If conditions require it, train on diverging 
 route could be authorized to display green next 
 to the main route, leaving outside marker red. 
 
 Q. May the display of markers on passengrer trains by 
 day be discontinued? 
 
 A. Yes, if so authorized by proper authority. 
 
 Q. What signals must be displayed by sections? 
 
 A. All sections except the last must display two green 
 flags in place provided on the engine by day and, in addition, 
 two green lights by night. 
 
 Q. What signals must be displayed by extra trains? 
 A. Two white flags by day in place provided on engine 
 and, in addition, two white lights at night. 
 
 J « V ^^^'^ *^<> <>r more engrines are coupled, (See Rules SO 
 and 21) how should sigrnals he displayed? 
 
 A. All engines coupled on the head end must display the 
 signals. 
 
 ' s J^\ "J* helping engine is coupled in middle or on rear 
 of train, should it duplicate- the signals of the train engine? 
 A. No, 
 
 Page 25Q 
 
 
 w 
 
Q. If one flag or light is displayed where in Biile» 19, 20 
 and 21 iwo are reanired, will it indicate th« fiftilld fti tWO? 
 
 A, Yes, but the proper display of signals is necessary. 
 
 Q. At niffht when cars are pushed hy an engine (except 
 when shifting or making up trains in yards) what light must 
 be displayed, and where? 
 
 A. A white light must be displayed on the front of the 
 
 leading car. 
 
 Q. Must each car of a passenger train be connected with 
 engine by a communicating signal appliance? 
 
 A. Yes. 
 
 Q. What does a blue signal displayed at one or both 
 ends of an engine, car or train indicate? 
 
 A. That workmen are under or about the engine, car or 
 train, and it must not be coupled to or moved. 
 
 Q, When a blue signal is displayed on an engine, car or 
 train, who is authorised to remove it? 
 
 A. The same workmen who placed it there. 
 
 Q. If given a signal by workmen to remove the signal or 
 to couple on, should it be done? 
 
 A. No, the signal must first be removed by the workmen. 
 
 Q. Should other cars be placed on the same track so as to 
 intercept the view of the blue signal without first notifying the 
 
 workmen? 
 
 A. No. 
 
 Q. Should workmen ice, water or inspect cars of a train 
 without first protecting at both ends with a blue signal? 
 
 A. No. 
 
 USE OF SIGNALS. 
 Bules 27 to 37 Inclnsire. i 
 
 Q. How must a signal imperfectly displayed or the 
 absence of signal at a place where one is usually shown be 
 regarded ? 
 
 A. Ag the most restrictive indication tliat can be giyen 
 
 by that signal. The fact must be reported to the proper official. 
 Q. If a switcb light is imperfectly displayed, or absent, 
 how should conductor and engineman be governed? 
 
 A. Correct or replace the light if possible, and report to 
 the proper official. 
 
 Q. What does a combination green and white signal 
 indicate? 
 
 A. The train running on schedule designated by the letter 
 'T* at station where signal is displayed must stop to take on 
 passengers or freight. 
 
 ^ Sow should a train not desigmaied by its schednle io 
 stop on flagr be sroverned if it finds a srreen and white sifrnal 
 displayed ? 
 
 A. The same as if it was not there. 
 
 Q, If a green and white signal is swung across the track, 
 how should all trains be governed? 
 
 A. Stop. 
 
 Page 260 
 
 Q. If hand or any object is waved across the track how 
 should train be governed 9 
 
 A. Stop and ascertain the cause. c' . 
 
 Q. Where should the green and white sigrnal be placed at 
 station? 
 
 A. On single track it should be placed on the office side 
 unless it can not be plainly seen, then it may be placed on 
 the opposite side of track. On double track it should be 
 placed outside of the track to which it is to apply. On more 
 than two tracks it should be placed to the right of track 
 governed. 
 
 Qi If special rules permit a train to be flagged for pas- 
 sengers for certain specified points, and tbe letter "f ' does not 
 appear opposite the time at the station in the schedule, what 
 sismal should be used? 
 
 A. A red signal. If there is a train order signal it may 
 
 be used and train given a clearance if one is required. If a 
 
 red flag or lamp is used where there is a train order signal, 
 
 which has been properly cleared, operator should explain fully 
 
 to train and engine men that it is a flag for passengers. 
 
 Q. When a signal (except a fixed signal) is given to stop 
 a train, how must it be recognized? 
 
 A. By two short sounds of the whistle, unless otherwise 
 
 provided. 
 
 Q. When must the engrine bell be runs? 
 
 A. When train is about to move, while approaching and 
 
 passing public crossings at grade, and through tunnels and 
 
 snow sheds or other obscure places. 
 
 Q. Where must the whistle be sounded and is its unneces- 
 sary use prohibited? 
 
 A. Whistle must be sounded at all places where required 
 
 by rule or law. The unnecessary use of whistle is prohibited, 
 
 private whistles conveying personal information or to attract 
 
 personal attention is prohibited. 
 
 Q. W^hat signals are crossing w^atchmen required to use? 
 
 A. Stop signals to stop a train and the signal designated 
 by the rules or by law to stop highway trafllc. 
 
 Q. Must trains be fully protected against any obstruc- 
 tion which interferes with their safe passage at normal speed? 
 A. Yes. 
 
 Q. When track is in a condition requiring reduced speed, 
 what is necessary? 
 
 A. It must be protected by a flagman until such time as 
 
 proper notice can he given to approaching trains and, in ad- 
 dition, as soon as practicable a caution signal displayed a suf- 
 ficient distance in each direction. 
 
 Q. When caution signals are so placed, how far do they 
 govern ? 
 
 A. Until a proceed signal (green flag or light) is reached. 
 
 Page 261 
 
 i^^ 
 
(!' H 
 
 I 
 1 
 
 
 Q. If one flair or li^ht is displayed where In Bales 19, 20 
 and 21 two are required, will it indicate the same as two? 
 
 • A. Yes, but the proper display of sisals is necessary. 
 
 Q. At nisht when cars are pushed hy an engine (except 
 when shiftinip or making: np trains in yards) what liirht mnst 
 be displayed, and where? 
 
 A. A white light must be displayed on the front of the 
 
 leading car. 
 
 Q. Must AAch cftp of ft pftsseiiffer trftin b« connected with 
 
 enirine hy a commnnicatini: si^rnal appliance? 
 
 A. Yes. 
 
 Q. What does a blue signal displayed at one or both 
 ends of an engine, car or train indicate? 
 
 A. That workmen are under or about the engine, car or 
 
 train, and It must not be coupled to or moved. 
 
 Q. When a bine signal is displayed on an engine, car or 
 train, who is authorised to remoTe it? 
 
 A. The same workmen who placed it there. 
 
 Q. If glren a signal by workmen to remove the signal or 
 
 to conple on, should it bo done? 
 
 A. No, the signal must first be removed by the workmen. 
 
 Q. Should other cars he placed on the same track so as to 
 intercept the view of the blue signal without first notifying the 
 workmen? 
 
 A. No. 
 
 Q. Should workmen ice, water or inspect cars of a train 
 without first protecting at both ends with a blue signal? 
 
 A. No. 
 
 USE OF SIGNALS. 
 Bnles 27 to 37 InelnsiTe. 
 
 Q. How^ must a signal imperfectly displayed or the 
 
 absence of sigmal at a place ^^here one is usually shcvrn he 
 regarded? 
 
 A. As the most restrictive indication that can be given 
 by that signal. The fact must be reported to the proper official. 
 
 Q. If a switch light is imperfectly displayed, or absentf 
 how should conductor and Migineman be governed? 
 
 A. Correct or replace the light if possible, and report to 
 
 the proper official. 
 
 Q. What does a combination green and white signal 
 
 indicate? 
 
 A. The train running on schedule designated by the letter 
 'T' at station where signal is displayed must stop to take on 
 passengers or freight. 
 
 Q. How should a train not designated by its schednle to 
 stop on flag be governed if it finds a green and white signal 
 displayed? 
 
 A. The same as if it was not there. 
 
 Q. If a green and white signal is swung across the track, 
 how should all trains be governed? 
 
 A. Stop. 
 Page 260 
 
 Q. If hand or any object is waved across the track how 
 should train be governed? 
 
 A. Stop and ascertain the cause. .# 
 
 Q. Where should the green and white signal be placed at 
 station ? 
 
 A. On single track it should be placed on the office side 
 
 unless it can not be plainly seen, then it may be placed on 
 
 the opposite side of track. On double track it should be 
 
 placed outside of the track to "which it is to apply. On more 
 than two tracks it should be placed to the right of track 
 governed. 
 
 Q. If special rules permit a train to be flagrged for pas- 
 sengers for certain specified points, and the letter **T* does not 
 appear opposite the time at the station in the schedule, what 
 signal should be used? 
 
 A. A red signal. If there is a train order signal it may 
 be used and train given a clearance if one is required. If a 
 red flag or lamp is used where there is a train order signal, 
 which has been properly cleared, operator should explain fully 
 
 to train and engine men that it is a flag for passengers. 
 
 Q. When a sigmal (except a fixed signal) is siven to stop 
 a train, how must it he recognized? 
 
 A. By two short sounds of the whistle, unless otherwise 
 provided. 
 
 Q. When must the engine bell be rung? 
 
 A. When train is about to move, while approaching and 
 passing public crossings at grade, and through tunnels and 
 snow sheds or other obscure places. 
 
 Q. Where must the whistle be sounded and is its nnneces- 
 
 8ary nse prohibited? 
 
 A. Whistle must be sounded at all places where required 
 by rule or law. The unnecessary use of whistle Is prohibited, 
 private whistles conveying personal information or to attract 
 personal attention is prohibited. 
 
 Q. What Bignals are crossing watchmen required to use? 
 
 A. Stop signals to stop a train and the signal designated 
 
 by the rules or by law to stop highway traffic. 
 
 Q. Must trains be fully protected against any obstruc- 
 tion which interferes with their safe passage at normal speed? 
 
 A. Yes. 
 
 Q. W^hen track is in a condition requiring reduced speed* 
 what is necessary? 
 
 A. It must be protected by a flagman until such time as 
 proper notice can be given to approaching trains and, in ad- 
 dition, as soon as practicable a caution signal displayed a suf- 
 ficient distance in each direction. 
 
 Q. When caution signals are so placed, how far do they 
 govern ? 
 
 A. Until a proceed signal (green flag or light) is reached. 
 
 Page 261 
 
ri : -^ 
 
 # 
 
 h 
 
 .i 
 
 Q. If two caution signals are passed before a proceed sigr- 
 nal is readied, how sliould trains be iroverned? 
 
 A. Continue at reduced speed until tlie second proceed 
 
 signal is passed. f? r 
 
 Q. Should traclc and bridg:e men avoid lapping their sig- 
 nal protection? 
 
 A. Yes. If trackmen are to protect a piece of track and 
 
 bridgemen a bridge in tbe same Ticinlty, tbey should confer 
 
 and use the same signals. Signals should not then be removed 
 by one without first conferring with the other. 
 
 Q. What whistle signal must enginemen give at least one 
 mile before reaching a schedule meeting point with a train of 
 the same or superior class, or a train order meeting point with 
 
 any train? 
 
 A. Two long and one short sounds. 
 
 Q. In approaching a meeting point with a superior train 
 at any station should the signal two long and one short 
 sounds of whistle be given at least one mile before reaching 
 the meeting point? 
 
 A. Yes. 
 
 Q. On trains equipped with communicating signals if re- 
 quired by local rules what signal must conductor give the 
 engineman at least one mile before reaching meeting point 
 with a superior train, either under time-table or train order? 
 
 A. Two long and one short sounds of communicating 
 
 signal. - M. *i 
 
 Q. Should an engineman fail to give two long and one 
 short sounds of whistle approaching meeting point, what must 
 be done? 
 
 A. Stop the train immediately. ''^ 
 
 Note I On some railroads one sound of air whistle has 
 
 same meaning as two long and one short, when 
 given by conductor. 
 
 Q. What signals must flagmen use? 
 
 A. By day, a red flag and torpedoes. By night, a red 
 light, a white light, torpedoes and fusees. 
 
 Q. Must enginemen and firemen ifrhen practicable, com- 
 municate with each other by name the indication of all signals 
 afl'ecting the movement of their trains? 
 
 A. Yes. 
 
 SUPEMOMTT OF TBAINS. 
 
 finle8 71 to 73 IncInslTe. 
 
 Q. Tlo-w may a train be made superior to another? 
 
 A. By right, class or direction. "* 
 
 Q. How^ is superiority by direction conferred, to what 
 kind of track and between what trains does it apply? 
 
 A. Superiority is conferred by the time-table and also by 
 
 the direction specified therein. It applies to single track only, 
 
 and between opposing trains of the same class. :> 
 
 Q. In what direction are trains superior by direction 
 between opposing trains of the same class? 
 
 A. (Consult time-table before replying). 
 Paffe 262 
 
 I 
 
 V 
 
 S 
 
 Q. How is superiority by class conferred? 
 A, By time-table. First class is superior to second, 
 second to third, and so on. 
 
 Q. How is superiority by right conferred? 
 
 A. By train order. 
 
 Q. Is right superior to class and direction, and why? 
 
 A. Yes, because a train order supersedes a time-table 
 
 movement Insofar as they conflict. 
 
 Q. Are extra trains inferior to regular trains? 
 
 A. Yes. 
 
 Q. Are extras required to consider opposing extras unless 
 so notified by train order? 
 
 A. No. 
 
 Q. Are work extras required to consider extra trains un- 
 less notified not to do so, and how? 
 
 A. Yes, unless authorized by train order to the contrary 
 
 work extras must protect in both directions while occupying 
 
 the main track against any extra train that may run. 
 
 ODD NUMBERS WESTWARD AND 
 SUPERIOR BY DIRECTION 
 
 A 
 
 c 
 
 D 
 -0 
 
 E 
 -0- 
 
 F 
 O 
 
 G 
 O- 
 
 W 
 
 H 
 -O 
 
 RRST CUSS NUMBERS 1 TO 10. SECOND CUSS NUMBERS 20 TO 30. 
 THIRD CUSS NUMBERS 40 TO 50. 
 
 Q. Under the above diagram is Xo. 5 superior to No. 4 
 and how? 
 
 A. Yes, by direction. 
 
 Q. Is No. 2 superior to No. 25. and how? 
 
 A. Yes, by class. 
 
 Q. Is No. 45 superior to No. 80? 
 
 A. No, No. 45 is inferior to No. 20 by class. 
 
 Q. Are all schedules between Nos. 1 and 10» inclusiTe» 
 superior to all other schedules and how? 
 
 A. Yes, superior by class. 
 
 Q. Are all schedules between Nos. 20 and 
 superior io all schedules between Nos. 40 and 
 and how? 
 
 A. Yes, by class. 
 
 Q. If No. 20 is firiven right over No. 9 A io D, would Ka. 
 
 20 be superior to No. 7, and how? 
 
 A. Yes, by right A to D. 
 
 Q. Would No. 7 be superior to No. 20 from H to D. and 
 how? 
 
 A. Yes, by class. 
 
 Q. If No. 20 held ri^rht over No. 7 A to D, 
 
 superiority by class 
 
 80, incluslTO, 
 50, inclusive. 
 
 have on No. 7's 
 
 what effect 
 as agrainst 
 
 would it 
 No. 20? 
 
 A. It suspends No. 7's superiority by class until the right 
 order is superseded or annulled. 
 
 Page 263 
 
V 
 
 I 
 
 ?■•.■ 
 
 i 
 
 1; 
 
 <■' 
 
 
 
 \ % 
 
 MOTEMENT OF TEADTS. 
 
 Eules 82 to 106 IncliisiTe. 
 
 Q. After a schedule is once fulfilled, may it be fulfllled 
 
 asain? 
 
 A. No. , 
 
 Q. How long are time-table schedules in effect unless 
 
 fulfilled? , ,. i 11 
 
 A. For 12 hours after their time at each station. 
 Q*. If a schedule has two times at a station, how lonir i» 
 
 It in effect at that station? 
 
 A. It is in effect for train to arrive until 12 hours after 
 
 its arriving time, and for train to leave until 12 hours after 
 
 its leaving time. The schedule exists until 12 hours late on 
 
 the leaving time. , '' ' 
 
 Q If a train runninif on the schedule arrives later than 
 the 12 hour limit on the arriving time under flag, may it leave 
 l^it ci^ get o^^^^ the 12 hour limit on its leaving time? 
 
 Ai No, not unless authorized by train order. 
 
 O May any engine be authorised by train order to run on 
 the sih^Sfe^ithi/ the 12 hour Umit applied to the leavinir 
 time? ^ _ 
 
 A. Yes, the schedule exists and can be used. 
 
 o If dead time is shown and train arrives more thM 1^ 
 hfturi* late ^its arriving time under flag, and is »ijtbprfjed 
 b? t^ ord?r to ruTon the same schedule leaving witWn thj 
 limit^ the leaving time, are all orders it may have re^^^x^ 
 K e?Ud iHffSS at the time it became more than 12 hours 
 late on Its arriving time, in effect? 
 
 A No it must be given all orders effecting the sched- 
 ule When again authorized to use the schedule, except annul- 
 ments of schedules and track orders which may be used. 
 
 Q If a train arrives exactly 12 hours late on its arriving 
 time, does it lose both right and schedule? 
 
 A. No, it must be more than 12 hours late arriving before 
 It loses Its right and schedule. 
 
 a Is a train permitted to leave under the following con- 
 ditions, until aU trains due, which are superior by «Jther right, 
 class or direction, have arrived and left, unless authorised to 
 do so by train order? 
 
 Leave initial station on any Division or Sub- 
 division? (Includes extras and work extras). 
 
 Leave a Junction? 
 
 I^eave a station where a superior train originates 
 or terminates ? f 
 
 I^eave any station where it may have lost rec-; 
 ord of trains, or pass from double to single tracfcT 
 
 A. No. 
 
 Q. How are train registers deslgrnated on the time-table? 
 
 A. (Consult your Book of Rules). 
 
 Q. Where are registers located on your Division or 
 Subdivision? 
 
 A. (Name locations). 
 
 Pa^e 264 
 
 
 ODD NUMBERS WESTWARD AND 
 SUPERIOR BY DIRECTION 
 
 A 
 O 
 
 B 
 -0 
 
 C 
 
 D 
 -0 
 
 E 
 
 F 
 O 
 
 G 
 O 
 
 -W 
 
 H 
 -O 
 
 nitST cuss NUMBERS 1 TO 10. SECOND CLASS NUMBERS 20 TO 30. 
 TIURO CUSS NUMBERS 40 TO 50. 
 
 Q. If there is a rule permitting No. 2 to register by 
 ticket at D (assuming it is a register station) and No. 2 meets 
 
 No. 1 ai (3 wUkoui signals, would ii be neeessaPy lor No. 9 
 to check resrister at D asrainst No. 1? 
 
 A. No» if No. 1 took down signals at D the operator at D 
 
 must stop No. 2 and notify It. The conductor of No. 1 should 
 
 also notify No. 2 when they meet them. 
 
 Q. If there is a rule permitting No. % to register by ticket 
 at I> and No. 8, an opposing superior schedule terniinates at 
 D and is due and not more than 12 hours late at D, would it be 
 necessary for No. 2 to check register at I> against No. 8? 
 
 A. Yes. 
 
 Q. If a superior train of the same direction originates at 
 
 D and is due or oyerdue (not exceedinf IS honrs) would it 
 
 also be necessary to check against it? 
 A. Yes. 
 
 Q. If an order is received authorizing No. 2 to register by 
 ticket and stating that regular trains due D before 1:80 P. M. 
 have arrived and left, and No. 2 meets No. 5 at C without sig- 
 nalsy should No. 2 check against No. 5 at D if No. 6 is due there 
 at or after 1:80 P. M.? 
 
 A. Yes. 
 
 Q. May a train start without proper signal being given? 
 
 A. No. 
 
 Q. Who is authorized to give signal to start? 
 
 A. Conductor. 
 
 Q. Are brakemen permitted to give the starting signal ?^ 
 
 A. No, only when necessary to relay signal to the engine- 
 man when he can not see conductor's signal. 
 
 Note: Brakeman at rear of train may give conductor 
 
 signal indicating that all is right. 
 
 Q. When a train of one schedule is on the time of another 
 schedule of the same class in the same direction, how may it 
 proceed? 
 
 A. Proceed on its own schedule. 
 
 Q. May traing of one gchedule pass traing of anothoF 
 
 schedule of the same class ivithout orders? 
 
 A. Yes. 
 
 Q. May extra trains pass and run ahead of extra traina 
 without orders? 
 
 A. Yes. . .1 
 
 Note: Where the Standard Rules require a five min- 
 ute clearance running ahead of a superior train 
 it should be considered ten in these answers 
 if your local rules require It. 
 
 Page 26s 
 
ODD NUMBERS WESTWARD AND 
 SUPERIOR BY DIRECTION 
 
 A 
 O 
 
 C 
 O- 
 
 D 
 -O- 
 
 E 
 
 F 
 O 
 
 G 
 O- 
 
 -W 
 
 H 
 
 -O 
 
 ^ 
 
 V 
 
 FIRST ClASS NUMBERS 1 TO 10. SECOND CUSS NUMBERS 20 TO 311 
 THIRD OASS NUMBERS 40 TO SQL 
 
 Q. Under above example how much must No. 25, No. 47 
 or an extra west clear No. I's schedule at D? 
 
 A. Must be into clear and switch lined up for main iraclc 
 by the time No. 1 is due out of E unless No. I's time from 
 E to D is less than five minutes, then a five minute clearance 
 should be made. 
 
 Q. How much must No. 4S or an extra east clear No. 20? 
 
 A. Five minutes. 
 
 Q. How much must Nos. 25 and 47 or an extra west clear 
 No. 2? 
 
 A. Be clear of main track at least five minutes before No. 
 2 is due to leave. 
 
 Q. How mnch mnst No. 2 doar No. V% schedale? 
 
 A. Must be into clear before its leaving time. 
 
 Q. Must inferior trains keep out of the way of opposing 
 superior trains and» failinff to do so, how should they be 
 (governed? 
 
 A. Yes, and if physically impossible owing to unforseen 
 conditions train must be protected as prescribed by Rule 99. 
 
 Q. How much are extra trains required to clear the time 
 of opposiuflT resrular trains? 
 
 A. Five minutes. 
 
 Q. How must extra trains be governed with respect to op- 
 
 pofiiinf extra trftins? 
 
 A. By train orders. * 
 
 Q. At meeting points between trains of the same class, 
 how much must the inferior train clear the superior train? 
 
 A. Be into clear before the leaving time of the superior 
 train. Note: This does not mean at the leaving time. 
 
 Q. May extra trains pass and run ahead of certain regu- 
 lar trains as may be authorized by your rules without orders? 
 
 A. Yes. 
 
 Q. May extra trains that fall back on the time of regular 
 trains referred to in preceding question proceed ahead of them 
 without orders? 
 
 A. Yes. 
 
 Q. May a section of one schedule pass and run ahead of 
 a section of the same schedule on either single or double track 
 without orders, provided all orders, signals and numbers are 
 ecchan ged ? 
 
 A. Yes. '^ 
 
 Q. With whom does the responsibility rest if all orders 
 are not exchanged when one section passes another? 
 
 A. Conductors and enginemen making the exchange. 
 
 Q. When one section passes another where must report 
 
 be made? 
 
 Page 266 
 
 ! 
 
 A, From the next available point of communication. 
 
 Q. Do yon understand from preceding question and 
 imswer that it must not be done without ordera if the sec- 
 tions are at an available point of communication? 
 
 A. Yes. 
 
 Q. At meeting points between esctra trains which train 
 9iust take the siding unless otherwise provided? 
 
 A. The extra moving in the inferior time-table direc- 
 tion. (See Second paragraph, Rule 88). 
 
 Q. Does this imply that superiority by direction exists 
 between opposing extras? 
 
 A. No. 
 
 Q. Are trains permitted to back into aidings? 
 
 A. Yes, but should pull in when practicable and, If 
 necessary to back in, must be protected as prescribed by Rule 
 99 unless otherwise provided. 
 
 Q. If meeting a superior train at a spur by train order 
 and it is necessary to run by switch to back in, should the 
 inferior train flag b^ the switch? 
 
 A. It Should not be necessary as the conductor and 
 engineman of superior train should be acquainted with the 
 road and should know that it is the only way the inferior 
 train can take the siding. However, if the view is obscure 
 the inferior train should send flagman ahead as an extra 
 precaution. 
 
 Q. How far back should the inferior train stop? 
 A. Far enough to allow the inferior train to pull by to 
 clear assuming inferior train to be of maximum length. 
 ■' Q. If the superior train observes a train on the spur, or 
 
 gldlDf, in case the order permitted inferior tmin to ron by 
 
 and back in, should they assume it is the train they are to 
 meet ? 
 
 A. No. 
 
 Q. If the superior train is instructed to run by and back 
 In for the inferior train, should the same principle apply? 
 
 A. Yes. 
 
 Q. If the train that is to hold main track is not waiting, 
 how should the train be governed after backing in? 
 
 A. Send a flagman out to signal the train by. 
 Q. At meeting points between trains of dilTerent classes 
 Which train must take the siding find how much must it clear? 
 
 A. The inferior train must take siding and clear the 
 superior train at least five minutes. 
 
 Q. Are trains required to stop at schedule meeting points 
 with trains of the same class? 
 
 A. Yes, unless the switch is right and track is seen to 
 be clear. 
 
 Q. When the expected train of the same class is not found 
 at the schedule meeting point, how should the superior train 
 be governed? 
 
 A. Approach all sidings prepared to stop until the ex- 
 pected train is met. 
 
 Page 267 
 
 4 
 
 \. 
 
iipi 
 
 
 d' 
 
 CArryinir 
 
 Q. Where must guperior train stop when meeting: an in- 
 ferior train? 
 
 A. Clear of the switch to be used by the Inferior train. 
 
 Q. Unless some form of block sigrnal is nsed, how far 
 apart must trains run that are carrying passenirers? 
 
 A. At least ten minutes. 
 
 Q. How close may a train follow a train 
 passeni^ers? 
 
 A. Not less than ten minutes. 
 . Q. How far apart must other trains keep? 
 
 A. At least five minutes, except when closing up at 
 station, or if local rules require a greater clearance. 
 
 Q. May one train follow another by a station less than 
 the time required if necessary to close up at the next station? 
 A. No. 
 
 Q. May a train arrive at a station in advance of its 
 schedule arriving time, or leave in advance of its schedule 
 leaving time? 
 
 A. No. 
 
 Note: In the following it is assumed that first class 
 trains must be cleared and second class 
 and extra trains must be prepared to stop. 
 (Rule 93). 
 
 Q. Within yard limits may the main track be used on 
 
 the time of a first class train, and how? 
 
 A. Yes, under protection. 
 
 Q. Must a first class train protect against another first 
 class train that is due or overdue? 
 
 A. Yes. ^» 
 
 Q. If no first class train is due, may the main traclc be 
 
 used without protection? 
 
 A. Yes. 
 
 Q. Assuming that there are only two classes of trains, if 
 a second class or extra train enters a yard and collides with a 
 train, engine or cars within the yard, with whom does the re- 
 sponsibility rest? 
 
 A. The crew of second class or extra train entering yard. 
 
 Q. When the view is obscure by fog or otherwise should 
 extra precautions be taken? 
 
 A. Yes. 
 
 Q. Within yard limits must a section of a first class 
 
 sehednle proteei agftinst a following section of the same or 
 
 any other first class schedule or first class train that is due? 
 
 A. Yes. 
 
 Q. If a train overtakes another train so disabled that it 
 can not proceed, how should it be governed? 
 
 A. Pass it if practicable, and proceed on its own authority. 
 If it has no authority it should assume the authority (right or 
 schedule) of the disabled train if it is such that it will permit 
 further movement to a point of communication, and there re- 
 port to Dispatcher. 
 
 Q. How should disabled train proceed when able? 
 
 « 
 
 Page 268 ^ 
 
 \ 
 
 . A. Assume the right or schedule and take the train orders 
 of the last train with which it has exchanged, and proceed 
 to and report from the next available point of communication. 
 
 Q. May a section pass a section of the same schedule if 
 disabled? 
 
 A. Yes, they may also pass them under Rule 85. 
 
 Q. May an extra pass a regular train or a regular train 
 
 pass an eitra:if dUaWed? 
 
 A. Yes. 
 
 Q. If the disabled train is of greater importance tlian 
 the train that overtakes it, and all it needs is an engine, should 
 the train that overtakes the disabled train give it their engine 
 and permit the disabled train to move first? 
 
 A. Ye5. 
 
 Q. May more tlian one exchange be made if it will facili- 
 tate the movement of trains? 
 
 A. Yes. 
 
 Q. If a train is unable to proceed against an opposing 
 superior train and it is overtaken between commnnicating sta- 
 tions by » following train of the same class or inferior train 
 having right or schedule to proceed against all opposing trains, 
 how should train that is overtaken be governed? 
 
 A. After ascertaining that following train has right or 
 schedule permitting it to proceed from point where over- 
 taken against all trains, and the move to be made is thor- 
 oughly understood, proceed on the authority of the following 
 train to the next available point of communication. 
 
 Q. To whom must preceding train report on arrival at 
 next available point of communication and what notification 
 must be given opposing trains met? 
 
 A. Report to the Dispatcher. All opposing trains met 
 
 while moving under these circumstances must be notified that 
 
 the expected train is following. 
 
 Q. If a train is preceding a train under second paragraph 
 of Rule 94y should it leave any station ahead of the 
 
 schedule or violate any restricting order held by the train it 
 is preceding? » 
 
 A. No, the preceding train by virtue of the authority of 
 this rule is moving under the authority and restrictions that 
 have been placed on the following train. 
 
 Q. May two or more sections be run on the same schedule? 
 
 A. Yes. ^ 
 
 Q. Has each section equal time-table authority? 
 A. Yes. 
 
 Q. May a train display signals for a following section 
 without orders from ? 
 
 A. No. (Under Rule 85 the exchange of orders author- 
 izes the display of signals.) 
 
 Q. On single track if a section takes down signals at any 
 point before the following section arrives, and there is no 
 register, how must conductor, or engineman if no conductor 
 with the train, be governed? 
 
 Page 269 
 
mam 
 
 \ 
 
 ^ 
 
 'it^ 
 
 
 u 
 
 ! 
 
 
 A. Arrange in writing with the operator; if no operator, 
 with the switchtender (if competent) ; in the absence of 
 
 both, "with a flagman left there for that purpose, to notify all 
 
 opposing trains that section for which signals were displayed 
 has not arrived. ,. 
 
 Q. If after a section takes down signals at a station 
 where there is no register, and It proceeds before the follow- 
 ing section arrives, and the following section arrives with 
 
 irreen sigrnals, must it make the same arranvement, even thoagh 
 they do not exist beyond tliat point? 
 
 A. Yes. ' '^ ^' 
 
 Q. If signals are taken down at a register station where 
 all trains register, would it be necessary to make this arrange- 
 ment with the operator? 
 
 A. No, the register protects the following section. 
 
 Q. If signals are taken doivn at a register station where 
 some opposing inferior train is permitted to pass ^thont reg- 
 istering and checking register, should the arrangements be 
 made as required by Rule 96 the same as at a station where 
 there .to no reiplsler? 
 
 A. Tes. 
 
 Q. Does this rule (96) apply at a point where trains pass 
 from double to single track? 
 
 A. Yes, if no register, opposing trains moving from double 
 to single track must be notified as provided in the rule. 
 
 0. When signals for a following section are taken down 
 
 at a point not a register station before the foWoMring section 
 arrlTeSy in addition to notice being given as provided by Rule 
 96, how must conductor be governed? 
 
 A. Conductor must notify all opposing trains of the same 
 
 class and opposing inferior trains met until the next register 
 
 station is reached, and then register signals displayed to the 
 point where they were taken down in the space provided on 
 the register. 
 
 Q. If a special rule permits an opposing train of the 
 same class or an opposing inferior train to register by ticket 
 at the register station where such notation is made on the 
 re^sier, should eondneior, after reglfiterlnfir (sigrnaU displayed 
 to the intermediate point, also arrangre ^vith the operator to 
 notify those opposing trains that are not required to check 
 the register? 
 
 A. Yes. 
 
 Q. On single track may extra trains be run without 
 
 orders? 
 
 A. No. 
 
 Q. On double track may extra trains be run without 
 orders? 
 
 A. No, not unless so authorized by special rules. 
 
 Q. How must trains approach the end of double track. 
 Junctions, railroad crossings at grade and drawbridges? 
 
 A. With caution. Where required by rule or law trains 
 must stop. 
 
 Q, How should trains entering a siding be governed? 
 A. Proceed with caution expecting to find it occupied by 
 
 Other trains. 
 
 Page 270 
 
 PROTECTION OF TBAOS. 
 
 Bules 99 aud 100. 
 
 Q. Should a flagman be stationed at or near ike rear of 
 all trains at all times? 
 
 A. Yes. 
 
 Q. When a train stops under circumstances in which H 
 may be overtaken by another train, what must be done? 
 
 A. A flagman must go back immediately with flagman's 
 Signals a sufllcient distance to insure full protection, placing 
 two torpedoes and when necessary, in addition, displaying 
 lighted fusees. 
 
 Note: If there is a local rule requiring the placing of 
 one torpedo as a stop signal same should be 
 compiled with, and it should not then be con- 
 sidered the same as two. ' * 
 
 Q. When may flagman return to triUn? 
 
 A. When recalled by the authorized whistle signal if 
 safety of train will permit. 
 
 Q. T¥hen conditions require must torpedoes be placed 
 and a lighted fusee displayed? 
 
 A. Yes. 
 
 Q. Must the front of a train be protected In the same 
 manner when necessary, and by whom? 
 
 A. Yes, by the head brakeman and, if he is not available. 
 
 by the fireman. 
 
 Q. When a train is MOVING under circumstances in 
 which It may be overtaken by another train, what action 
 must flagman take? 
 
 A. He must take such action as may be necessary to in- 
 sure full protection. By night, or by day when view is ob- 
 scured, lighted fusees should be thrown off at proper intervals. 
 
 Q. When from weather or other conditions day signals 
 can not be plainly seen, what must be done? 
 
 A. Night signals must be displayed in addition to the 
 day signals. 
 
 Q. Who is responsible for the protection of their trains? 
 
 A. Conductor and engineman. If no conductor, the 
 engineman. 
 
 Q. If rear brakeman (or flagman) falls to properly pro- 
 tect rear of train, even thouirh he has not been instrncied by 
 
 conductor to do so, who would be held responsible? 
 
 A. The brakeman (or flagman) for not properly protect- 
 ing without being instructed. The conductor would also be 
 held responsible except perhaps when his duties required him 
 to be at a place where he must depend on the flagman to 
 
 perform this duty without being told. This, however, is a 
 matter to be decided by the proper official. 
 
 Q. With what signals must a flagman equip himself for 
 flagging during the day? 
 
 A. A red flag and torpedoes. If foggy or stormy weather 
 
 he must have night signals In addition. .^ 
 
 ^^ Page 271 
 
.1 
 
 ,:,.i 
 
 fl« 
 
 ^ 
 
 it 
 
 Q. With what giimals must a flagman equip himself for 
 flayglng during the night or when he goes out late in the 
 day when night wa»y overtake him before he returns? 
 
 A. A red light, a white light, torpedoes and fusees. 
 
 Q. Should flagman be dressed warmly during cold weather 
 or blizzards so he will not have to return until relieved by an- 
 other flagman? 
 
 A* Yes. 
 
 Q. In extremely cold weather should conductor if neces- 
 sary arriuisre to relieve flagman by sendins: out another one 
 to replace him? 
 
 A. Yes. 
 
 Q. In blinding snow or sand storms or when the snow is 
 fresh and no road broken should train take extra precau- 
 tions and when practicable put off flagman and pull away 
 from him to quickly create a sufficient and safe distance be- 
 tween flagman and rear of train? 
 
 A. Yes. 
 
 Q. When returning after being recalled when such con- 
 
 dlilons exisi should exira precautions and care be iaken to 
 prevent beinsr overtaken while flairman is returnins:? 
 
 A. Yes. 
 
 Q. If necessary should extra or additional torpedoes be 
 placed and fusees used? 
 
 'Q. If there is straight track or open country to the rear 
 for a sufficient distance, no fog, sand storms, trailing smoke 
 or other conditions to obstruct the view and flagman stationed 
 at rear of train sees a train approaching, what should he do? 
 
 A. Go out immediately a sufficient distance and place 
 
 torpefloes. 
 
 Q. Is the placingr of torpedoes imperative even thousrh 
 flasrman is out a safe distance ready to give approaching train 
 a stop sisrnal? 
 
 A. Yes. 
 
 Q. When is the most critical time iu protecting rear of 
 train? 
 
 A. When returning to train. 
 
 Q. If a flagman is whistled out should he go whether he 
 considers it necessary or not? 
 
 A. Yes, obey the signal. 
 
 Q. If after getting out a distance short of what would 
 
 1»e considered a sufficient distance lor full protection flagman 
 is recalled, how should he be sroverned? 
 
 A. If conditions require it keep going until a sufficient 
 distance is reached and place torpedoes and, if necessary, 
 fusees. 
 
 Q. If flagman sees or hears a train coming should be con- 
 tinue to go back or, if out a sufficient distance, remain and 
 stop the tn^n even though he has been called in? 
 
 A. Yes. 
 
 Q. Before returning regardless of the distance flagman is 
 out, should torpedoes be placed and when necessary, fusees 
 displayed? 
 
 A. Yes, if conditions require it. 
 Page 272 
 
 Q. When returning to train where view Is obseore at 
 night or snow or sand storms during the day, should lighted 
 fusees AhM he displayed at intervals? 
 
 A. Yes. 
 
 Q. Must flagman depend on automatic block or Interlock- 
 ing signals to protect rear of his train? 
 
 A. No, not unless special instructions permit. 
 
 0. Are flagmen permitted to kave previous nnderiian^- 
 inffs ^virith crews of followinir trains to look out for them at 
 certain points in order to avoid protectinir as per Rule 90? 
 
 A. No. 
 
 Q. If an engineman stops train for reasons of his own may 
 he call in flagman when ready without instructions from his 
 conductor? 
 
 A. No, train crew may not be ready to go. 
 
 Q. When pulling out of a siding or moving from a diverg- 
 ing route to a main route at a junction how must you bo 
 governed ? 
 
 A* Protect against following trains, 
 
 Q. Must it be assumed there is a train following even 
 though none has been passed? 
 
 A. Yes. 
 
 Q. If flagman receives instructions to hold, for example, 
 all except flrst class trains for the arrival of an opposing train, 
 should he take the equipment or general make-up of the 
 train into consideration in determining what train it is? 
 
 A. No, stop all of them, then permit first class trains 
 to proceed. 
 
 Q. If moving east on double track and it becomes neces- 
 sary to cross over to permit a train to pass, how would you 
 
 be foverned? 
 
 A. Send flagman east to hold westward trains on west- 
 ward track and a flagman west to protect rear of train while 
 on eastward track and also to protect rear while on westward 
 track against a train which the Disptcher may be moving 
 against the current of traffic. 
 
 Q. Should an engineman, when it is possible to do so, 
 stop his train where a good view to the rear can be had? 
 
 A. Yes, good Judgment in this may sometimes prevent an 
 accident. 
 
 Q. When a passenger train is stopped by a flag, should It 
 stand with any part of train on a bridge, if it can be avoided? 
 
 A. No. 
 
 Q- ivnen running at higrh speed over a bridge, should 
 engineman apply the brakes, if it can be avoided? 
 
 A. No. Brakes should not be applied while on a bridge. 
 
 TEADT PASTED. 
 Bule lOL 
 
 Q. If train parts, what action must be taken? 
 
 A. Give train parted signals and, if possible, prevent rear 
 portion from running into front portion. 
 
 Q. May the detached portion be moved or passed until the 
 fFOnt portion comes back? 
 
 A. No. 
 
 Page 273 
 
 \ 
 
■n. 
 
 1 
 
 it 
 
 Q. How ghonld front portion be flroverned In reinrninir for 
 detached portion? 
 
 A. If view Is obscure, be preceded by a flagman, and in 
 
 all cases run under control. 
 
 Q. May it be possible the train has parted in more tlian 
 one place? 
 
 A, Yes. 
 
 Q. If tlie head end of train sbould run to next point of 
 communication with Dispatcher, and he lias been informed of 
 location of rear portion, may he authorize front portion to iro 
 back without necessary protection or may Dispatcher have 
 them clear main track and authorise a following: train to pass 
 the rear end and proceed, or to push the rear end ahead of 
 them to point where front portion is waiting? 
 
 A. No. '■ "^' ■ '■^''- : -< 
 
 Note: Use these questions and answers only where 
 19 form order is used by special permis- 
 sion to restrict superiority of a train and 
 numbers of orders on clearance card checked 
 
 by Dispatcher. 
 
 Q. Must conductor and engrineman obtain all orders 
 desigmated on clearance and read them before passinir fouling: 
 point at which an opposing train would take the siding: ? 
 
 A. Yes. 
 
 Q. If a train leaves a station without all orders designated 
 on their clearance card, who is responsible? 
 
 A. Conductor and engineman. 
 
 Q. If there are order numbers on the clearance card must 
 the time it is O. Kd. and Superintendent's initials appear in 
 space provided? 
 
 A. Y^S, and if not, train must stop at onco and obtain a 
 
 new clearance which complies "with the requirements. 
 
 Q. If a clearance is received, no orders desigrnated thereon, 
 but the time of O. K. and Superintendent's initials are on the 
 clearance, how should conductor and engrineman l>e governed? 
 
 A. Stop and either obtain a clearance, with order num- 
 bers thereon or one without the time of O. K. and Superintend- 
 ent's initials. 
 
 Q. How are enginemen required to run by stations where 
 19 form orders are to be received? 
 
 A. At a speed slow enough to permit the delivery of 
 
 orders ivithout endangering the life of the operator and to 
 permit of the reading of the orders before passing the fouling 
 point. 
 
 PBOFEB HAM)LING OF SWITCHES, PBOFEB 
 POSITIOir OF SWITCHES, FUSHDTe CABS 
 
 AHEAD OF EireiNE. 
 Boles 103 to 106 Incluslre. 
 
 Q. When cars are pushed by an engine (except when 
 shifting or making np trains in yards) what position must 
 iminman take? 
 
 A. A conspicuous position on front of leading car. 
 
 Page 274 
 
 Q. Should other train or yard men be so placed that 
 signals can be passed to engineman when the view is ob- 
 strncted and the trainman ob leading car can not be seen? 
 
 A. Tes. 
 
 Q. How must information respecting condition of track or 
 bridges be issued? 
 
 A. In writing. 
 
 Q. How must swiickes be leli afier using: iliemf 
 
 A. In their proper (normal) position. 
 
 Q. Who is responsible for position of switches after be- 
 ing: used by a train? 
 
 A. Conductor, except where switch tenders are stationed. 
 
 Q. Is it permissible to leave a switch open for a following 
 train? 
 
 A. No. 
 
 Q. May arrangements be made in advance by trainmen of 
 two crews for one to leave switch open for the other? 
 
 A. No. 
 
 Q. Should irainman siand near a s^i^iicli ^rben a irain Is 
 passingTy especially if it is a facing: point switch? 
 
 A. No, he should take position on opposite side of track 
 
 or a reasonable distance from switch until rear of train has 
 
 passed over it. 
 
 Q. When heading in a siding ghould rear man get off 
 head end of caboose to close switch? 
 
 A. It is much better to get off rear of caboose. 
 
 Q. After taking main track, closing and locking s^tch, 
 should brakeman notice switch point to see if it is up against 
 the stock rail where it belongs? Should he also notice the 
 
 cpDOsite point to 8«« if it has DroD^rly ciMPOd th« oppoflitA 
 
 rail? 
 
 A. Yes. >^*» 
 
 Q. When taking: siding: should train be pulled clear of 
 fouling: point before stopping for brakeman who closes the 
 switch? 
 
 Q. Under conditions not provided for in the rules who Is 
 responsible for the safety of the train and observance of the 
 rules? 
 
 A. Both conductor and engineman. 
 
 Q. In case of doubt or uncertainty wliat mu§t be done? 
 
 A. Take the safe course. 
 
 Q. Should Rule 106 be accepted as an excuse for Ignor* 
 ance of the rules? 
 
 A. No. 
 
 Q. Unless properly protected, should a train pass between 
 the platform and another train that is receiving: or discharg:ini: 
 passMigers? 
 
 A. No. 
 
 Page 2T5 
 
t )■ 
 
 \ 
 
 MOVEMEITT OF TBAIN8 BY TEAHf OBDEB& 
 Bules 201 to 223 Incluslye. 
 
 Q. Over whose sisrnatnre mnst train orders be issued? 
 
 A. The Superintendent or other official designated by the 
 Rules. 
 
 Q. Mnst they be brief and clear and in prescribed forms 
 
 When appliciiblef 
 
 A. Yes. 
 
 Q. If an order is not thorouslily understood what should 
 be done? 
 
 A. Ask for an interpretation of it and not move until 
 understood. 
 
 Q. May an order be issued that is not accordinr to pre- 
 scribed form if necessary? 
 
 A. Yes, provided there is not a form that will answer 
 the purpose. 
 
 Q. How are orders to bo numbered? 
 
 A. Consecutively each day besrinninfi: at midnight. 
 
 Q. When more than one set of Dispatchers are working 
 on a Division, or Subdivision, should each set use a differenet 
 series of nunibers? 
 
 A. Yes. 
 
 Q. If you get an order numbered with a fraction, as 20%. 
 what does it mean? 
 
 A. It means that Dispatcher has discovered he had issued 
 duplicate numbers and added the fraction to make them 
 different. 
 
 % To wbom must orders bo addressed? 
 
 A. To those who are to execute them. 
 
 Q. Must a copy for each person addressed be supplied? 
 
 A. Yes. 
 
 Q. How must conductors and enginemen regard orders 
 restricting their movement that are addressed and completed 
 to an operator and delivered to them, and must such order 
 numbers appear on the clearance card where other order Bom- 
 bers must bo shown? 
 
 A. The same as if addressed to conductor and engineman. 
 Order numbers must appear on clearance card the same as 
 
 otber orders. 
 
 Q. ^ How must regular trains be designated in train orders 
 transmitted by telearraph? 
 
 A. As No. 10 or Second 10 (section spelled), extra trains 
 by their engine numbers and direction as Extra 76 "East" or 
 "West". 
 
 - ^. How should stations, regular trains and other numerals 
 DO designated in train orders transmitted by telephone? 
 
 A. The names of stations must be plainly pronounced 
 and then spelled letter by letter, thus : Aurora A-u-r-o-r-a ; all 
 numerals must first be given and then followed by spelling, 
 thus: 105 o-n-e n-a-u-g-h-t f-l-v-e; words dupUcatlng numerals 
 Page 276 
 
 should not be written upon train orders. The number of the 
 section should be first pronounced, thus: Second S-e-c-o-n-d, 
 the receiver writing only the word "Second" on the order. 
 Orders should be repeated in the same manner. 
 
 Q. Is an order issued on the 10 form Just as effective as 
 if issued on the 31 form? 
 
 A. Yes, and after having been received by those to whom 
 addressed it is equally as safe. 
 
 Q. "When a 10 form order restricts the superiority of a 
 train at a point where the order is received how should It be 
 delivered? 
 
 A. Operator must first permit the train to stop. 
 
 Q. When an order is issued to a superior train at the 
 meeting point what should be stated in the order? 
 
 A. This order to at . 
 
 Q. Should the inferior train receiving an order with 
 such statement therein approach the meeting point expecting 
 
 superior train to arrive unaware of their presence, and what 
 
 extra precautions should inferior train take? 
 
 * A. Yes. If conditions warrant owing to obscure view 
 or train order signal between the inferior train and switch at 
 which they must enter, stop far enough out to be safe and 
 send a flagman ahead before attempting to pull in to siding. 
 
 Q. Should a conductor or engineman run on an order that 
 Is scratched, changed, interlined, underlined or so dim or 
 nourished, that it is not perfectly plain? 
 
 A. No. 
 
 Q. Should figures in train orders be surrounded by circles, 
 brackets or other characters 9 
 
 A. No. 
 
 Q. Should conductors and enginemen accept 31 form 
 orders that do not show the time repeated? 
 
 A. No. 
 
 Q. Is it compulsory on part of Dispatcher to eompleto 
 all 19 orders as soon as repeated? 
 
 A. No. 
 
 Q. Should conductors and enginemen accept orders tha4 
 do not show that the X response was sent? 
 
 A. Yes, all orders are not X*d and the X response does 
 
 not concern conductors and enginemen. 
 
 Q. Who should sign 81 orders? 
 
 A. Those to whom addressed except the engineman unless 
 there is no conductor with the train. 
 
 Q. Should conductors and enginemen run on orders not 
 completed? 
 
 A. No. 
 
 Q. Should a conductor or engineman sign a 81 order 
 which has the complete or any part of the complete on the 
 order? 
 
 A. No. 
 
 Q. Should an enginenuui sign a conductor's name to a 01 
 
 Fage 277 
 
 \ 
 
f^ 
 
 \ 
 
 i(!; ' 
 
 ■I 
 
 t. 
 
 i. 
 
 iiii ' f 
 
 \ , f 
 
 
 train order, or a conductor sign mi engineman's name when ad- 
 dressed only to the engineman ? 
 
 A. No. 
 
 Q. Name some 31 train orders that an engineman is re- 
 quired to sign. 
 
 A. 31 train order receipting for a new time-table, order 
 delivered to trflin at a point not a train order office or at a 
 
 closed ofllce, order sent to a train in care of an engineman, 
 wlien running light without a conductor, when addressed to an 
 engineman of an engine helping a train to authorize them to 
 run after cutting out and when engine is by train order signal 
 or train cleared before order is received. ./ 
 
 Q. May the rules require that conductors deliver 31 train 
 orders personally to enginemen? 
 
 Yes. 
 
 :t'^ 
 
 Q. Is any one required to sign a 19 order? 
 
 A, No. 
 
 Q. If it will take an operator away from the immediate 
 vicinity of his office to deliver a 19 order personally to engine- 
 man, may it be delivered by conductor if role so authorises? 
 
 A» xes. • * - - 
 
 Q. If rules authorize the delivery by the conductor, should 
 
 a brakeman be permitted to do so? 
 
 A- No. 4 .;., ,^j,i,-v r»- 
 
 Q. To whom must enginemen show their orders? 
 
 A. To firemen and when practicable to forward trainmen. 
 Q. To whom must conductor show his orders? 
 
 A. To hig trainmen when Draetioable. 
 
 Q. If an operator offers conductor and ensrlneman an 
 order not completed stating he is unable to obtain complete 
 from Dispatcher owing to wire failure, may it be accepted and 
 used? 
 
 A. No. f. 
 
 ^ Q. When an order is to be delivered to a train at a point 
 not a train order office, or at one at which the office is closed, 
 in whose care should it be sent? 
 
 A. In care of a conductor, an engineman or any other 
 
 employe whom it may be necessary to send it in care of. An 
 
 order should not be sent in care of two persons as C&E of 
 
 , or Care of No. . • j 
 
 Q. If a 31 form hoiv w^ill the complete be given? 
 
 A. Upon the signature of the employe in whose care it is 
 
 sent and this complete will be accepted by train addressed 
 
 the same as if completed to conductor or engineman of that 
 
 train. Order must then be acted upon in the usual way. 
 
 . Q. If a 31 form order how many copies shall be furnished 
 to employe in whose ctare order is sent? 
 
 A. A copy each for conductor and engineman addressed 
 
 and one upon which both their signatures must be taken. 
 
 O- What disposition must be made of the copy upon wliich 
 signatures are taken? 
 
 Page 2/8 
 
 A. Leave it with the first operator accessible who must 
 immediately send the signatures preceded by order number 
 and followed by the train number to the Dispatcher, and then 
 place it on file. 
 
 Q. If an order to be sent to a train at a point not a train 
 order office or one at which office is closed restricts the train 
 
 at that point, thai is, instructs them to remain there for an 
 
 inferior train to be moved agrainst them, or in any ^vray pre- 
 vents them from makins: a move they could otherivise make, 
 what must be done before complete is given to the inferior 
 train? 
 
 A. Signatures of conductor and engineman of train ad- 
 dressed must be received by Dispatcher from the operator to 
 whom the copy with signatures is delivered. 
 
 Q. If a 19 form order is addressed to conductor and en- 
 gineman of a train at a point not a train order office or one 
 at which office is closed, how many copies should operator de- 
 liver to person in whose care order is sent? 
 
 A. Two copies, one each for conductor and engineman 
 addressed. 
 
 Q. If a 81 form order is addressed to conductor and en- 
 gineman of train at point not a train order office or one at 
 which office is closed, and also addressed to conductor and 
 engineman of train in whose care the order is sent, how many 
 copies must be made? 
 
 A. Five, two for each train addressed and one for signa- 
 tures of conductor and engineman to whom sent to be left 
 with first operator accessible. 
 
 Q. If a 19 form order is addressed in same manner, how 
 many copies must be delivered? 
 
 A. Four, one for each conductor and engineman of trains 
 addressed. 
 
 Q. When more than one engine on a train, how many 
 copies ? 
 
 A. For every additional engineman on either train ad- 
 dressed an additional copy should be furnished. 
 
 Q. If a 19 form order is sent in care of conductor of a 
 train that does not stop at the point where order is received, 
 how should it be handled? 
 
 A. Deliver two copies to conductor and an extra copy to 
 
 engineman, and vice versa if sent in care of engineman. 
 
 Q. l¥hen a train is named in an order by its schedule 
 number alone, inrhat does it include? 
 
 A. All sections of that schedule are included and each 
 
 must have copies delivered to it. 
 
 Q. If an engine has passed the train order signal or train 
 has been cleared, and operator requests conductor and engine- 
 man to sign a 31 form order must they do so? 
 
 A. Yes. 
 
 Q. If operator does not make such request how should 
 order be regarded when received? 
 
 A. It must be respected. 
 
 Page 279 
 
Mi 
 
 ■■ 
 
 r - 
 
 1 
 
 '■1 
 
 h' ' 
 
 11 
 
 Q. How long are train orderi In effect? 
 
 A. Until fulfilled, superseded or annulled. 
 
 <!• How Is an order fulfilled? 
 
 A. By complying with every requirement. *• 
 
 Q. How ie an order or a part of an order annulled? 
 
 A. By another order stating that fact, for example: 
 
 " Order No. lo is annulled^' or " That part of Order No. lo reading 
 is annulled^'* 
 
 Q. How is an order superseded? 
 
 A. By issuing another order instructing a train to do 
 differently from what they were previously instructed to do. 
 The words ^* instead of ^ must be used. 
 
 Q. Is there any other way of superseding an order? 
 
 A. No. 
 
 Q. May a part of an order be annulled or superseded 
 without effecting the remaining portion of the order? 
 
 A. Yes. , 
 
 Q. After an order or part of an order has been annulled 
 or superseded may the same instructions again be issued as a 
 new order under a new number? 
 
 /Jl» Yes, it is then a new order. 
 
 Q. If an order is received annulling a schedule or the 
 schedule on which a train may be running becomes more than 
 12 hours late, how must all orders, held by other trains re- 
 specting the train authorized by such schedule, be considered? 
 
 A. These orders become void and trains effected may pro- 
 ceed the same as if anch orders had never existed. 
 
 Q. If an order addressed to a regular train Is held by an 
 
 operator, and the operator receives the annulment of the sched- 
 ule authorising such train, or such schedule becomes more than 
 12 hours late at his station^ how should he be governed? 
 
 A. File the order for the train effected provided such 
 
 order effects it within the territory where schedule is annulled, 
 
 if not annulled over entire run, as it then becomes void. If 
 
 schedule becomes more than 12 hours late at his station, the 
 
 order is void. 
 
 Q. Would this effect any other movements in the order or 
 other trains addressed? 
 
 A. No. 
 
 Q. If a conductor or enarineman (or both) is relieved be- 
 fore the completion of a trip, how must all train orders and 
 instructions held by them be handled? 
 
 A. They must be delivered to relieving conductor and 
 engineman and must be compared by them before proceeding. 
 
 RULE 221 A NOBMAL POSITION STOP. 
 
 Q. Under Bule 2131-A normal position of train order sig- 
 nal 8TOP» if operator after delivering orders places signal in 
 proceed position, may train proceed? 
 
 A. Yes. 
 
 Page 280 
 
 Q. When may a train pass a train order signal? 
 
 A. When the proceed signal is received. 
 
 Q. When may a train order signal be fastened at proceed? 
 
 A. Only when an operator is off duty. 
 
 BULE 221 B NOBMAL POSITION PBOCEED. 
 
 Q. "When must train order slgrnal indicate STOP? 
 
 A. When trains are to be stopped for orders. 
 
 Q. If there are orders for any train in the direction gov- 
 erned by the signal may the operator display a proceed signal? 
 
 A. No. 
 
 Q. While stop is indicated how may a train proceed? 
 
 A. Only by obtaining a clearance card. Form (A). See 
 page 104. 
 
 BULE 221 ITOBMAL POSITIOIT STOP, AS USED OIT 
 
 MAin BAILBOADS. 
 
 Q. In what position must ensrineman see train order sig- 
 nal when he first comes in view of it? 
 
 A. Stop position, if not he must stop as it is an improp- 
 erly displayed signal. 
 
 Q. If signal is seen in stop position, what is required of 
 engineman? 
 
 A. When within a reasonable distance where whistle sig- 
 nal can be heard by operator he should call for the signal by 
 giving four short sounds unless rule permits the whistle for 
 station to answer the same purpose. 
 
 0. Alier rivinsr ihe whistle signal if operator displays 
 sisrnal at PROCEED how should enspineman be governed? 
 
 A. Answer by two short sounds of the whistle and proceed 
 
 if there is nothing else preventing (not required on some 
 
 roads). * *• 
 
 Q. If proceed signal is not received, how should engine- 
 man be governed? 
 
 A. Stop, obtain a clearance card and all orders desig- 
 nated thereon, if such designation is required; if not, then a 
 clearance card and any orders operator may have for them. 
 
 <!• If order numbers must be indicated on elearance cards^ 
 
 or the total number of orders received <if only necessary that 
 total number be desis^natecl) do not correspond^ how should 
 ens^ineman and conductor be governed? 
 
 A. Stop and obtain them. 
 
 Q. If a clearance is not addressed to the train receiving 
 It, how should conductor and engineman be governed? 
 
 A. Stop, and obtain one that is so addressed. 
 
 Q. Are conductors required to be In a position where train 
 order signal can be seen before passing it and where they 
 may pick up 19 train orders without stopping if operator is 
 ready to deUver them? 
 
 A. Yes. 
 
 Q. Mast eondneloi* delegate one ol his brakemen to per- 
 form this duty? 
 
 A. No. 
 
 Page 281 
 
 ,x 
 

 Q. If on ApproachinflT » train order siffnftl at any hour 
 both semaphores indicate proceed and at night a green Ught 
 in addition, how should train be goTorned? 
 
 A. Consider the office closed and proceed the same as if 
 it was not there. 
 
 Q. If necessary to sec tnOa order aemaphore at stop 
 
 when approaching it and semaphore is at proceed governing 
 in the direction train is moving, bnt at stop for trains in op- 
 posite direction, what does it indicate? 
 
 A. Stop, improperly displayed signal and open office. 
 
 Q. If in this case operator can not l>e found, how should 
 train be governed? 
 
 A. Remain until a clearance card can be obtained or pro- 
 ceed under protection of flag as a last resort. 
 
 Q. If only one semaphore on the mast can a closed office 
 be indicated? '.,»%! 
 
 A. No. 
 
 Q. May a train order signal be called for more than once? 
 
 A. Yes, if conditions are such there is a possibility the 
 operator did not hear it. 
 
 Q. If a train order signal is at stop and proceed is not 
 given before engine passes, and a closed office is indicated be- 
 fore train is ready to leave, how should train be governed? 
 
 A. Obtain a clearance before leaving. 
 
 Q. If a signal light is not displayed at a night office, 
 how should trains be governed? 
 
 A. Those who have not been notified must stop and ascer- 
 tain the cause ana if it indicates proceed report the fact to 
 
 the proper official from the next point of communication. 
 
 Note: Some roads require train to obtain clearance 
 cards or flag to next point of communication 
 unless the office is closed. 
 Q. If the train order signal is out of order, what most 
 be done? 
 
 A. Conductors and enginemen must be notified and hand 
 signals used. If normal position is stop, a red signal must 
 be displayed until it becomes necessary to clear a train by 
 signal, then the red signal must he removed and a proceed 
 
 (green) signal display ea alter engineman calls for signal. 
 
 After rear of train is by remove proceed signal and display 
 red (stop) signal. 
 
 Q. What is the abbreviation for complete? 
 
 A. "Com". ; if •»! V 
 
 Q. May the usual abbreviations for names of the months 
 and stations be used? 
 
 A. Yes. 
 
 Q. If a proceed train order signal is received and opera- 
 tor again displays a stop signal before engine is by, would 
 engineman be Justified in assuming train was properly cleared? 
 
 A. No. . . 
 
 * ,. 
 
 Page 282 
 
 Q. If engineman receives a proceed signal and STOP is 
 displayed before markers have passed, should the train be 
 stopped? 
 
 A. Yes. 
 
 Q. If a time-table designates a train order office and train 
 order semaphores are removed, is this sufficient to indicate a 
 permanently elosed office? 
 
 A. No, instructions closing the office should be issued. 
 
 QUESTIOirS AND ANSWEBS. 
 TRACK OKDEBS. 
 
 Q. After receiving an order respecting condition of track, 
 bridges, etc., how long does it apply? 
 
 A. Until train reaches the end of the Division or Sub- 
 division, if subdivided and applies to Work Extras until tied 
 up for the day. 
 
 Q. When ready to leaie initial station of a DiYision or 
 
 Subdivision on a new^ train, or commencing work on a day 
 following, if such order is not received, should it be considered 
 in effect? 
 
 A. No. 
 
 Q. If track order is received when starting on a run and 
 engine and crew make several short trips between inter- 
 mediate stations, round trip, work extra or otherwise, should 
 such order be considered in effect while making such trips? 
 
 A. Yes. 
 
 Q. When an order requires a specified speed over a piece 
 of track, bridge, etc., does it mean that no part of train must 
 
 be moved over it at a speed greater than that sDecifled? 
 
 A, Yes. 
 
 Q. Should a speed of a specified number of miles per hour 
 or train required to consume a specified number of minutes 
 per mile be specified in an order when possible to do so? 
 
 A. Yes. 
 
 Q. If an order is received to run carefully or run slow, 
 how is it to be considered? 
 
 A. It is then a matter of judgment on part of engineman. 
 Such orders are indefinite. 
 
 Q. Should track orders be respected even though infor- 
 mation is received from another source that traelc is good for 
 
 normal speed? 
 A. Yes. 
 
 Page 283 
 
^ / 
 
 i 
 
 i 
 
 i- 
 
 ■i; ■ i 
 
 \ 
 
 %\ 
 
 i' \ 
 
 ^ 
 
 f 
 
 
 A 
 
 QUEBTlOirS AND AKSWEES— TBAIN OBDEBS FOBM 
 
 A— MEETING POINT. 
 
 ODD NUMBERS WESTWARD AND 
 SUPERIOR BY DIRECTION 
 
 A 
 O 
 
 B 
 -o 
 
 C 
 
 o 
 
 D 
 -o 
 
 -o 
 
 F 
 
 G 
 o- 
 
 H 
 
 FKST CLASS NUMBERS 1 TO 10. SECOND CUSS NUMBERS 20 TO 30. 
 THIRD CLASS NUMBERS 40 TO 50. 
 
 ORDER I 
 No. 21 meet Extra 72 East at E, 
 
 ORDER 2 
 Extra 72 East has right over No. 
 21 E to G. 
 
 Q. If Extra 72 East with Order 1 on arrival at E, No. 
 
 21 not baying arrived, received Order S| may it ieave £T If 
 
 not, wby? 
 
 A. No. Order 1 is in effect until fulfilled, superseded or 
 annulled, and must be annulled before Extra 72 East can use 
 Order 2. 
 
 ' ORDER 3 
 
 No, 7 meet No, 8 at D instead of E, 
 ' , No. 8 receives this order at D, 
 
 Q. Which train should under ordinary conditions take 
 siding: at D, and why? 
 
 A. No. 7, No. 8 will keep the main track at D expecting 
 to go to meetinfir point E until it reoeives Order 3 flt D. No. 
 
 7 haying received Order 3 prior to reaching D should head in 
 to prevent both trains occupying the main track at D. 
 
 ORDER 4 
 No, 22 meet No. 23 at F. 
 
 Q. If on No. 22 and First 23 is at E, a station beyond 
 the meet, how should No. 22 be governed? 
 
 A. Proceed to F and meet the remaining sections of 23. 
 
 Q. When a train is named in an order by its schedule 
 number alone, what does it include? 
 
 A. All sections of tlie scneflule. 
 
 ORDER 5 
 No. 24 meet First 23 at D, 
 
 Q. If No. 24 finds First 25 at C, how should it be governed? 
 
 A. Remain at C and get a flag out ahead to protect 
 against Second 25. 
 
 Q. If First 25 flags to C for No. 24, should First 25 de- 
 pend entirely on the whistle of engine to protect No. 24? 
 
 A. No. First 25 should flag and notify No. 24 of their 
 
 arrival. 
 
 ORDER 6 
 
 No, 2^ take siding, meet No. 
 24 at Fj No. 26 at E and No. 
 28 at D. 
 Page 284 
 
 Q. Where should No. 27 take siding? 
 A. At F, E and D. 
 
 ORDER 7 
 No, 23 meet No. 24 at D. 
 
 ORDERS 
 
 No. 23 meet Second 24 
 at C. 
 
 Q. If First 24 is at D on arrival of No. 28, and No. 23 is 
 given Order 8, what should No. 23 do? 
 
 A. Remain at D until Order 7 is annulled, or an order re- 
 ceived to meet Second 23 at C instead of D. 
 
 ORDER 9 
 No. 21 meet No, 22 at E. 
 
 ORDER 10 
 
 No. 21 meet No, 22 at D, 
 
 Q, How should No. 21 be governed with both Orders 9 
 and 10? 
 
 A. Remain at B until Order 9 is fulfilled, superseded or 
 
 annulled, or until No. 22 becomes more than 12 hours late or 
 
 is annulled as both orders are in effect and neither must be 
 
 violated. 
 
 Q. How should No. 22 be governed with both Orders 9 
 and 10? 
 
 A. Remain at D for the same reason No. 21 remains at B. 
 
 Q. What is the result, and who is responsible for the 
 
 condition? 
 
 21 and 22 are held a station 
 The Dispatcher is at fault 
 
 A. Nos. 
 each other, 
 stead of". 
 
 apart waiting for 
 for omitting "in- 
 
 ORDER II 
 No. 41 meet No, 42 at D. 
 
 ORDER 12 
 No. 41 meet No. 42 at C 
 instead of D. 
 
 ORDER jj 
 Order No. 12 is annulled. 
 
 Q. After Order 13 is received how should No. 42 bo 
 governed ? 
 
 A. Clear No. 41's schedule. Get a flag out immediately if 
 No. 42 is then due or overdue. 
 
 Q. Why can not No. 42 go to D for No. 41 after Order IS 
 annuls the meet at C? 
 
 A. Order 12 superseded Order 11, therefore there is no 
 order to meet at D. 
 
 ORDER 14 
 
 Eng 71 run extra H h A 
 
 and meet Extra ^2 East at F. 
 
 Page 285 
 
Il 
 
 
 4 
 
 A 
 O 
 
 ODD NUMBERS WESTWARD AND 
 SUPERIOR BY DIRECTION 
 
 C 
 O- 
 
 D 
 •O- 
 
 E 
 
 F 
 O 
 
 G 
 -O- 
 
 -W 
 
 H 
 -O 
 
 HIST CUSS NUMBERS 1 TO 10. SECOND CUSS NUMBERS 20 TO 3(L 
 THIRO CUSS NUMBERS 40 TO 50. 
 
 ORDER IS 
 Extra 71 West meet Extra 72 
 east at E instead of F, 
 
 ORDER 16 
 Order No. 15 is annulled, 
 
 ^ Q* Where ig the meetins: point between Extras 71 and 78 
 after Order 16 is issued? 
 
 A. There la none. Order 15 superseded the meet at F and 
 the meet can not be used again. Order 16 annulled the meet 
 at E, leaving the two extras without a meeting point, pro- 
 vided neither extra had been annulled prior to the issue of 
 Order 16. 
 
 '^ Q. How should Extra 71 be irovemed ? 
 A. Proceed on its running order. 
 
 ^ Q. If Extra 72 holds authority to rnn and there is a col- 
 lision between the two extras, who is at fault? 
 A. Dispatcher, 
 
 ORDER 17 
 No. I meet No. 2 at D. 
 
 ORDER 18 
 
 No. I meet No. 2 at C 
 instead of D. 
 
 ORDER ig 
 No. J meet No. 2 at D 
 instead of C. 
 
 Q. Are Orders 17, 18 and 19 according to form? 
 A. Yes. 
 
 Q. If Orders 18 and 19 are received at the same office which 
 should be considered first? 
 
 A. Order 18, the earliest issued. 
 
 Q. "Would the Dispatcher be using: g^ood Judgnnent in is- 
 sningr orders in this manner? If not, how should they be 
 issued ? 
 
 A. No. Dispatcher should annul Order 18 and make the 
 meet at D. 
 
 Q, If Order 19 read "meet at B instead of C" would it be 
 proper and safe? 
 
 A. Yes. 
 
 Page 286 
 
 Bms 
 
 vs/E:sr 
 
 ODD NUMBEBS TfESTWABD AO SMRIOR BY 
 
 DIKECTIOJr OK SOGLE TBACK. 
 
 ORDER 20 
 No. 3 meet No. 4 at B. 
 
 ORDER 21 
 No. 4 meet No. 3 at C 
 instead of B. * .> 
 
 A. Proceed with current of traffic but not beyond F until 
 it is known that No. 3 has arrived. 
 
 Q. Is a meet order the best one to use in this case? 
 
 A. No. Form C (right order) is preferable and should 
 be used. 
 
 Q. How should No. 3 be 8:ovemed on arrival at C? 
 
 A. Must not leave C until it is known that No. 4'8 sched- 
 ule has been fulfilled into C. 
 
 ORDER 22 
 
 Eng 76 run extra A to H and 
 meet Extra 77 West at C. 
 
 orde?bJ'ss^u"edVtw7?o™? *^"*"^'^ ^ ^"^ ^' -^^-^^ ^^^ 
 
 A. No, as there is nothing to prevent Extra 76 East from 
 leaving F before the arrival of Extra 77 West. However Extra 
 ^0 iflast should question the order before leaving F. 
 IssnS? ^'*^®' ^^* circumstances should the above order be 
 
 those points on the double track. 
 
 the SdeVbe'iJivV? '^"** ** *^"*^^" « ""^^ ^' »^-- «i^««W 
 
 A. Eng. 76 run extra A to H has right over Extra 77 
 west A to C and not leave F unless Extra 77 West has 
 arrived. 
 
 fiv^ at ^ ni ?Hi?* running: orders H to A and has not ar- 
 t'h'e'^rder^berssu^? •"'""' "^ ^ "" ^^^^ ^---' ^-^ «l^onld 
 
 A. Eng 76 run extra C to H and meet Extra 77 West at P 
 
 of it o^er?"^ ** ^^ aecessary to give Extra 77 m^t n eopy 
 
 A. No. 
 
 20 
 
 Page ^287 
 
\ 
 
 ;i-:i 
 
 
 : 
 
 
 ^ ODD NUMBERS WESTWARD AND ^ 
 SUPERIOR BY DIRECTION 
 
 A 
 
 C 
 
 o- 
 
 D 
 -O- 
 
 E 
 -O- 
 
 F 
 O 
 
 G 
 -O- 
 
 M 
 
 H 
 -O 
 
 niST cuss NUMBERS 1 TO 10. SECOND CUSS NUMBERS20T0 30. 
 
 THUGUSNVMBQBIOIOSIIi 
 
 Q. If Extra 79 lil^est Is by B and it is desired to ran 
 Engrine 76 extra A to M, lio^P' sltould the order be griven? 
 
 A. Bng 76 run extra A to H and meet Extra 79 West at 
 
 A, or, after the arrival of Extra 79 West at A Eng 76 run 
 
 extra A to H. (The last is preferable.) 
 
 Q. Mng 79 ruD extra H to A and meet Extra 80 East at G. 
 If G is a registering station and an Extra 80 East appears on 
 the register at G, but not in sight, how should Extra 79 West 
 be governed? 
 
 A. Check the time of arrival of Extra 80 East and if it is 
 
 later tlian the time tlie orfler making the meet with Extra 79 
 
 West was repeated or X response sent, if X'd, proceed unless 
 a special rule or instructions require Extra 79 West to see 
 Extra 80 East at O, or obtain an order superseding or an- 
 nulling the order, or one stating that Extra 80 East has ar- 
 rived at 6 on Order No. , 
 
 Q. If Extra 80 East had right over Extra 79 West to G, 
 how should Extra 79 West be governed if an Extra 80 East ap- 
 pears on the register at G? 
 
 A. The same as if it was a meet. 
 
 Q. No. 9 meet No. 8 at D, a register station. If on No. 
 
 9 and No. S is in the east end of yard ai D displaying markers 
 and without siarnals, lias No. 8 been met under the order? 
 
 A. No. No. 9 must check register at D as No. 8 may have 
 
 displayed signals to D and took them down, and then moved 
 
 to east end of yard. 
 
 Q. If under this order No. 8 is not seen before reaching 
 the register, would it be necessary for No. 9 to eheclc the reg- 
 ister for No. 8, and why? 
 
 A. Yes. No. 8 may have arrived and engine and equipment 
 
 turned back, or first section may have arrived, registered in, 
 
 taken down signals and backed up to west end of yard. 
 
 0< I^ No. 8» or any section of No. 8, does not appear on 
 the regrister, and No. 9 finds No. 8 in the west end of the yard 
 Mrithout sigrnals, may No. 9 proceed, and w^hy? 
 
 A. Yes, if No. 8 is displaying signals to D it must not 
 
 take them down until it arrives and registers in. 
 
 Q. If No. 2 receives a meet with No. 1 at H, the end of 
 the Division or Subdivision, and the same crew leaves H on 
 No. 2 on another Division or Subdivision holding a meet with 
 No. 1 at J, should order read "instead of H"? 
 
 A. No. However, had No. 2 been given right over No. 1 
 to H instead of a meet a question of this kind could not arise. 
 
 
 Pa£ie 288 
 
 FOKM B— PASS OB BUN AHEAD. 
 
 ORDER 23 
 Extra 7S West run ahead 
 of No, 9 F to D, 
 
 Q. How slionld No. 9 run F to Df 
 
 A. Should run with caution, looking out for Extra 75 
 West ahead, unless some form of block signals is used. 
 
 Q. Within automatic block system may No. 9 under Order 
 28, make its usual speed if signals indicate proceed? 
 
 A. Yes. 
 
 Q. If no block system and track is seen to be clear, may- 
 No. 9 make its usual speed? 
 
 A. Yes. 
 
 Q. If no block system and track ahead is obscure owing 
 to fog, snow storms, canyons, tunnels or other obstruction, or 
 
 at niirlit, liow slioiild No. be governed? 
 
 A. Proceed at a speed at w^hich stop can be made if Extra 
 75 West is approached moving at a slower speed than No. 9, 
 and avoid a rear end collision. 
 
 Q. If on Extra 75 West, no block system and view is 
 obscure to rear, especially if making slow time, how should 
 rear of triUn be protected? 
 
 A. By fusee, and if a stop is to be made, flagman should 
 
 drop off and protect. 
 
 Q. If Order 23 authorized a regular train of a lower class 
 than No. 9, and under same conditions as Extra 76 West, how 
 
 8liould it be troverned? 
 
 A. The same as Extra 75 West. 
 
 Q. If the first named train is overtaken before reaching ] 
 D, would it be good Judgment to let No. 9 pass and save/ 
 further delay, or proceed to D where the order permits? / 
 
 A. Under ordinary conditions it would be good Judgment^ 
 to let No. 9 by. , 
 
 ORDER 24 
 Extra 95 West pass No. 5 at 
 E. 
 
 Q. How should Extra 95 West approach E? 
 
 A. Expecting to find No. 5 on main track. i ^ 
 
 Q. Should No. 5 keep the main track if it is practicable to 
 clear and save delay to Extra 95 West, thereby saving delay 
 to itself? 
 
 A. No. 
 
 Q. Should Dispatcher state in the order which train 
 should take the siding at E? 
 
 A. Yes, if he is not in doubt as to existing conditions 
 at B; if so, leave it to judgment of trainmen. 
 
 Q. After Extra 95 West passes No. 5 at D, do the same 
 conditions then exist as between Extra 75 West and No, 9 
 under Order 33? 
 
 A, Yes. 
 
 Page 289 
 
.y 
 
 i i 
 
 J 
 
 j, 
 
 1 
 
 t 
 
 1: 
 
 Si ; 
 
 <! 
 "II 
 
 
 ^ 
 
 LI 
 
 A 
 O 
 
 ODD NUMBERS WESTWARD AND 
 SUPERIOR BY DIRECTION 
 
 C 
 O- 
 
 D 
 -O- 
 
 E 
 -O 
 
 F 
 -O 
 
 Q 
 -O- 
 
 ■W 
 
 H 
 -O 
 
 FIRST OASS NUMBERS 1 TO 10. SECOND CUSS NUMBERS 20 TO Sa 
 THIRD CUSS NUMBERS 40 TO 50. 
 
 ORDER 25 
 No. 44 run ahead of No, 8 
 until overtaken, 
 ^* o ®**®^*^ ^®- * approach all gtations expectinir to pass 
 
 A. Yes. 
 
 Q. Does Order 25 relieve No. 44 from protecting when re- 
 dacinff speed or in takinar sidinc at point where No. 8 is to 
 pass? 
 
 A. No, No. 44 should take unusual precaution in protect- 
 ing to rear, especially where Tiew is obscure* 
 
 ORDER 26 
 No. I pass No. 5 when 
 overtaken, r- ^ : ■ 
 
 ^ Q. llFow should No. 1 and No. 5 he groverned under 
 
 A. In the same manner as No. 44 and No. 8 under 
 Order 25. 
 
 Q. When an inferior train receives an order to pass a 
 superior train, does it anthorize the inferior train to run 
 ahead of superior train, and how fto? 
 
 A. Inferior train is authorized to run ahead io the end of 
 the run of its schedule or running order on the Diyision or 
 Subdivision. 
 
 Q. If a train receives an order to pass another at a speci- 
 fied point, or when overtaken, and train to pass is displaying 
 green signals, how should train to be passed be governed? 
 
 A. When passed or overtaken by the first section, all sec- 
 tions must be permitted to pass as ruled iJy A. R. A., Oct. 
 21, 1912. 
 
 Q. Should Dispatcher use examples under Form B to 
 move a slow train ahead of a fast passenger train when same 
 rnHF h^ don« with a time order? 
 
 A. No, only use the run ahead form In emergency cases. 
 
 FORM C— RIGHT OYER OPFOSHTG TRADTS. 
 
 ORDER 27 
 
 No. 2 has right over No. i 
 C to F. 
 
 Q. If No. 1 and No. 2 meet at either C or F, which should 
 take siding? 
 
 A. No. 2. 
 
 Q. If No. 1 and No. 2 meet between C And P, which 
 
 should take siding? * wiucn 
 
 A. No. 1. ... 
 
 Fage 2qo 
 
 Q. Under what circumstances may No. 1 leave F before 
 arrival of No. J8? 
 
 A. Provided No. 1 can clear No. 2 as much as No. 2 
 
 was, before Order 27 was Issued, required to clear No. 1 
 
 or as authorized by train order. 
 
 Q. Being trains of the same class, how much should No. 1 
 clear No. 2 between F and C? « x^w * 
 
 A. No. 1 must be into clear of main track before No. 2*8 
 leaving time. 
 
 Q. If No. 1 reaches C clearing No. 2*8 time (either sched- 
 ule or time order) how will No. 1 be governed? 
 
 A. Proceed on their run from C the same as If the order 
 had not been issued. ■ 
 
 « 9'V ^®- ^ '©aches a point between F and C for No. 
 2, what is conductor's dut^? 
 
 A. Stop No. 2 and notify it of their arrival. 
 
 ^' «" ^®- ^ failed to notify No. 2 in case they meet be- 
 tween F and C, what would be the result? 
 
 A. No. 2 probably not knowing it had met No. 1 would 
 head in at F and wait for them, and, if F was a register sta- 
 tion, would head in and be delayed until register could be 
 consulted. 
 
 ORDER 28 
 No. 4 has right over First 
 3 B to D. 
 
 Q. II First d clears No. 4 at C, what should it clo? 
 
 A. Drop a flagman off to stop Second 3, and stop No 4 
 and notify it of their arrival. , ^; 
 
 shou?d n^^^^""' * ** notified of First S's arrival at C, what 
 
 A. Send a flagman ahead immediately to protect against 
 Second 3. (It is understood rear is properly protected). 
 
 Q. May this condition exist when order is issued in thi« 
 manner even though there is no time that i^n L> cWed ? 
 
 A. Yes, the second named train may flag to some station 
 
 between those designated in the order and Create tne samd 
 
 condition. 
 
 Q. Should Dispatcher issue the necessarv orders to nr«. 
 vent a condition of this kind when possible to do so? ^ 
 
 A. Yes. 
 
 ORDER 29 
 No. 8 has right over Second 
 7 E to G. 
 
 and^G. ""^"^ **'''"^^ ^""'^ '***'* sections of No. 7 between K * 
 
 A. Clear the time of the first section, go to G and remain 
 
 for second and following sections, if any, unless second 7 
 18 met between E and G. If met between B and G with 
 green signals, protect and remain for last section unless ad- 
 ditional orders permit further progress. If Second 7 is at 
 
 Page ^gi 
 
^ 
 
 M 
 
 ■1 
 
 1' 
 
 I 
 
 -:■ 
 
 ';f 1 
 
 ;^ ODD NUMBERS WESTWARD AND ^ 
 SUPERIOR BY DIRECTION ^' 
 
 A 
 O 
 
 C 
 
 o- 
 
 D 
 O- 
 
 c 
 ■o- 
 
 F 
 
 o 
 
 G 
 O- 
 
 -W 
 H 
 
 fHSnUSSNUMBQISITOIO. SECOND CUSS NUBEIB ZO ID 3L 
 
 THIRD CLASS NUMBERS 40 TO SO. 
 
 F without signals, Order 29 is fulfilled and No. 8 may pro- 
 ceed to next register station and check as required by rule. 
 
 ORDER so 
 Extra 8 1 West has right 
 over No. 26 G to D. 
 
 ORDER SI 
 f Extra 81 West wait at F 
 until p:so AM for No, 26. 
 
 Q. Sow mncli mnst No. 26 clear Extra 81 Tl^est on the 
 9:30 A. M. watt? 
 
 A. Not less than five minutes. 
 
 Q. Were It ii'><i for Order 31, conld No. 26 leave D before 
 arrival of Extra 81 West? 
 
 A. No, not under Order 30 alone. 
 
 Q. If Second 2 holds right over No. 1 B to D may No. 1 
 leave I> after No. 2 becomes due and First No. 2 has not ar- 
 rived assuming that it may move against Second No. 2 until 
 First No. 2 is met? 
 
 A. No, No. 1 must not move out of D unless it can clear 
 
 the time of Second No. 2, and In this case It Is Impossible. 
 
 Q. If No. 4 is given a meet with No. 8 at F and later an 
 order is issued giving No. 4 right over No. 3 F to H^ how 
 should No. 3 at H holding both orders be governed? 
 
 A. Remain at H. The issuance of orders in this manner 
 is irregular. No. 4, however, should not leave F until the 
 order to meet has been superseded or annulled. 
 
 FOBM E— TIME ORDERS. 
 
 Q. Should an even hour be used in giving time of day 
 in train orders? 
 
 A. No. 
 
 ORDER S2 
 No, 10 run so mins late 
 A to D. 
 
 Q. What effect has Order 32 on the schedule of No. 10? 
 
 A. It makes the schedule time of No. 10 thirty minutes 
 
 later from A to D, but does not effect the leaving time at D. 
 
 Q. What time should an opposing inferior train clear 
 No. 10 at D? 
 
 A. Clear Its schedule time not less than 5 minutes unless 
 
 rules otherwise provide. 
 
 Q. May the Dispatcher start a first section of No. 10 from 
 I> on time after having issued this order? 
 
 A. Yes. 
 
 Page 2^2 
 
 1 
 
 Q. When may Dispatcher start a first section of No. 10 
 from A, B or C? 3 
 
 A. Thirty minutes late on its schedule. 
 
 Q. How should an inferior train running ahead of No. 10 
 
 with Order %% be governed? 
 
 A. Add 30 minutes to No. 10*s time as shown by its 
 schedule at A, B or C and clear as required by Rule 86. No. 
 10, being a first class schedule, the inferior train running 
 ahead should be into clear at D at the time shown for No. 
 10 at C plus the 30 minute run late, unless the schedule time 
 from C to D Is less than the amount of time clearance re- 
 quired by Rule 86, then that clearance should be made. 
 
 Q. If No. 10 was a second or inferior class train what time 
 should an inferior train running ahead of No. 10 clear at D, 
 assuming the clearance required is 10 minutes? 
 
 A. Ten minutes before No. lO's schedule time at C plus 
 
 the 30 minute run late. 
 
 Q. May No. 10 leave C thirty minutes late on its schedule 
 and pass or leave D as early as it may be able to do so? 
 
 A. Yes, as the order expires when No. 10 is 30 minutes 
 
 late at C. 
 
 ORDER SS 
 
 No, 10 run so mins late 
 
 A to D and 20 mins late 
 
 D to H, 
 
 ORDER 34 
 
 Eng 85 run extra H to A, 
 
 Q. May trains be governed the same between A and I> 
 under this order as under Order 32? 
 
 A. Yes. 
 
 Q. May No. 10 pass C 30 minutes late and leave D 20 
 minutes late under this order, distance, speed or dead time 
 permitting? 
 
 A. Yes. 
 
 Q. What time should Extra 85 West clear No. 10 at G. 
 F, £ or D? 
 
 A. Clear No. lO's schedule time at the respective sta- 
 tions plus the 20 minute run late as required by Rule 87. 
 
 Q. When may Dispatcher start a first section of No. 10 
 from D, £, F or G? 
 
 A. Twenty minutes late on its schedule time. 
 
 C|. Should a train be run, say, 7 to 12 minntes late? 
 
 A. No, the time should be such as can be easily added to 
 the schedule time, either ending in 5 or 0, preferably 0. 
 
 ORDER S5 
 No. 5 run so mins late 
 H to A. 
 
 ORDER s6 
 No. 5 run 40 mins late 
 H to A. 
 
 Page 293 
 
A 
 O 
 
 ODD NUMBERS WESTWARD AND 
 SUPERIOR BY DIRECTION 
 
 C 
 O 
 
 D 
 -O 
 
 e: 
 -o 
 
 F 
 -O 
 
 G 
 
 FIRST CLASS HlWBaS 1 TO 10 SECOMD CUSS NUMBERS 20 TO 30. 
 THIRD CUSS NUMBERS 40 TO 50. 
 
 -W 
 
 H 
 -O 
 
 \ 
 
 fl 
 
 i 
 
 ) ( 
 
 
 ■f 
 
 1^ 
 
 i 
 
 Q. Does Order 86 snpersede Order 88? 
 A. No. 
 
 Q. How late should No. 5 run? 
 
 * ,«»' v^"* '*^^ *'"° '*""*y minutes late. In so dolnir No 5 
 fulfills both orders at the same time 
 
 •.<.J?) h.'w^i't?^rd'^rA."J??„^?d^'rr<S'? *• -^'•** 
 A. Thirty minutes late. 
 
 A. Forty minutes late. 
 
 wo„?d Ni?'sre''i;sr,'rS2r"'foVjs'?"^'"" «-'»- ««• -»- »•*• 
 
 A. Would not have an order to run late. ' / 
 
 I ?* j! /* ^^''^^'' ''' '^^^s^a'-y to supersede a rim late? 
 I A. It is neither proper nor necessary. 
 
 ORDER S7 
 No, 7 run 40 mins late 
 H to A. 
 
 ^ -^. ORDER 3S 
 No. 7 run 30 mins late 
 B to A, 
 
 ORDER S9 
 Eng 80 run extra A to H. 
 
 No. frnnT ^'^^' ^ ««Pei-8ede Order 87, and how late .honld 
 
 A. No. No. 7 must run not less than 40 minutes late? 
 8houMNo.'?*run?''' dispatcher annnls Order ST, how late 
 
 A. Not less than 30 minutes late. 
 
 Q. If £xtra 80 Bast holds both OrdAra »•» ^..^ «o ». 
 macli time should it use? "raers 87 and 8«, how 
 
 A. Forty minutes more than No. Ts schedule time less 
 amount of clearance required under Rule 87 
 
 Extr^- so' EasHi^?"' *"""'' '''^"' "'' *^^^ "^^''^ "«« **onld 
 
 A. Thirty minutes more than No. 7's schedule time les^i 
 amount of clearance required by Rule 87. 
 
 1 
 
 Page 294 
 
 SCHEDULE OF NO. 3 
 A 8:30 
 B 8:40 
 
 c 8:55 
 
 D q:io 
 E 9:27 
 
 F 9:45 
 G 9:55 
 H 10:10 
 
 ORDER 40 
 No. 2 wait at 
 
 A until 9:0s 
 B until 9:13 
 C until ^:2o 
 
 D until 9:30 
 ORDER 41 
 Eng 75 run extra H to A. 
 
 ^ ^^* .T^**** **™® should Extra 75 West clear at D under 
 Order 40? 
 
 A. Not later than 9:25 (assuming the required clearance 
 to be five minutes). 
 
 Q. If Extra 75 West is unable to make D, what time 
 should it clear at E, and why? 
 
 A. Not later than 9 :25 as the 9 :30 wait at D applies at B 
 the same as at D, it being greater than tlie schedule time at E. 
 
 Q. What time should Extra 75 West clear No. 2 at F? 
 A. Not later than 9:40. 
 
 Q. Why may Extra 75 West use more time to make F than 
 to make D or E? 
 
 A. No. 2's schedule time at F (9:45) is greater than the 
 wait at D. When the schedule time becomes greater than the 
 wait, the schedule time applies. 
 
 Q. When may the Dispatcher start a first section of No. 2 
 from A, B, C, D, E or F? 
 
 A. A 9 :05, B 9 :13, C 9 :20 and D and B 9 :30, and F on time. 
 
 9« If an inferior train is running ahead of No. 2 on Ordor 
 
 40 may tbe inferior train leave D and so as far ahead of No. 
 2 as it can clear the 8:30 wait at D as required by Sule 86? 
 A. Yes. 
 
 ^ Q. If the rules under which one is working permits No. 
 « to be run Ute on Order 40, and the following order is 
 received : 
 
 ORDER 42 ^ 
 No, 2 run 20 mins late 
 on Order 40, 
 how would it effect Order 40? 
 
 A. It would make all the times in Order 40 A to D in- 
 clusive twenty minutes greater than time indicated. 
 
 Q. If on Extra 75 West holding both Orders 40 and 42, 
 what time should Extra 75 West clear No. 2 at D, E, F or G? 
 A. Not later than 9:45 at D, B or F and 9:50 at G. 
 
 Page 295 
 
 i 
 
I i 
 
 ,A 
 
 im 
 
 ri 
 
 I 
 
 K 
 
 i' 
 
 I I 
 
 X ^.i 
 
 
 I 
 
 A 
 O 
 
 ODD NUMBERS WESTWARD AND 
 SUPERIOR BY DIRECTION 
 
 C 
 O- 
 
 D 
 -O 
 
 E 
 ■O 
 
 F 
 
 G 
 O- 
 
 -W 
 
 H 
 -O 
 
 FRST CUSS NUMBERS) TO 10. SECOND CUSS NDMBBK 20 TO 3flL 
 
 THIRD CLASS NUMBERS 40 TO 50. 
 
 Q. If on an inferior train rnnninsr ahead of No. 8 with 
 Orders 40 and 42, may the inferior train leave D and run 
 ahead of No. 2 clearingr it on the wait at D plus the twenty 
 minute run late on Order 40 as required by Bule 86? 
 
 A. Yes. 
 
 Q. When may Dispatcher start a first section of No. 2 
 from A, B, C, D, £, F or G after issuini: Order 42? 
 
 A. A 9 :25, B 9 :33, C 9 :40, D, E and F 9 :50 and G on time. 
 
 Q. If Order 42 read "No. 2 run 20 mins late on Order 40 
 
 from C, coQld the 20 minates be added to the time of Ordor 
 
 40 at A and B? 
 
 A. No, only at C and D. 
 
 Q. May the 20 minutes in Order 42 be added to No. 2'8 
 schedule time at any station or under any circumstances? 
 A. No. I 
 
 ORDER 43 
 No, 4 wait at C until 4:30 
 PM for Extra ?5 West, -^^ 
 
 Q. May No. 4 leave C before 4:30 P. M.? If so, how? 
 
 A. If Extra 75 West arrives before 4 :30 P. M. No. 4 may 
 go, provided it is due to leave. 
 
 Q. If Xlxtra 76 West is unable to make C and clear No. 
 4 five minutes, may Dt use the 4:30 P. M. to clear at D or any 
 other station between C and H where 4:30 P. M. is later than 
 the schedule time? . .^ 
 
 A. Yes, provided it clears the 4 :30 P. M. not less than five 
 minutes. If the schedule time at any station between C and H 
 is greater than the 4:30 P. M. wait, would clear the schedule 
 time. 
 
 Q. 
 order? 
 
 A. 
 
 May any train other than Extra 75 West 
 
 No. 
 
 use this 
 
 ^ «?: „A»»«»n*nir the schedule time at B to be 4:26 P. M. and 
 at E 4:86 P. M., what is the earliest time a first section of No. 
 4 could be started from Stations C, B or E? 
 
 A. Could not start a first section of No. 4 from C or D 
 before 4 :30 P. M. unless Extra 75 West had arrived, and from 
 E4:35P. M. (on time). u x um 
 
 ORDER 44 
 No, 4 wait at D until 
 6:30 PM. 
 
 Q. May No. 4 leave B before 6:30 P. M.? 
 
 A. No. 
 
 Q. May any inferior train receivinsr this order use the 
 time less the required clearance? 
 
 A. Yes. 
 
 Page 2^6 
 
 Q, Assuming: the schedule time at E to be 6:20 P. M. 
 and at F 6:36 P. M., when may a first section of No^ 4 be 
 started from B, E or F? 
 
 A. D or B 6:30 P. M., P 6:35 P. M. (on time). 
 
 Q. If No. 4 receives an order to w^ait at B until 6:40 
 P. M. for Bxtra 75 West and on arrival at B receives an order 
 to meet Extra 75 West at E, may No. 4 leave B before the 
 6:40 P. M. wait expired? 
 
 A. No, the wait must be annulled to permit No. 4 to leave 
 
 D before 6:40 P. M. 
 
 FORM F— SECTIONS. 
 
 Q. When creating^ a section must it be iriven a copy of all 
 train orders which restrict the schedule or particular section 
 of the schedule of which it is to run? 
 
 Ak Yes. 
 
 ORDER 45 
 Eng 75 display signals and 
 run as First 5 H to A. 
 
 ORDER 46 
 Eng 8s run as Second 5 
 H to A. 
 
 Q. How should Orders 46 and 46 be addressed? 
 A. Order 45 to C&E Eng 75 and Order 46 to C&E En« 
 85 at H. 
 
 Q. Boes Second 5 require a copy of Order 46? 
 
 A. No. Orders 45 and 46 are single order forms and are 
 only to be used when Dispatcher does not know the engine 
 number of the following section at the time the preceding sec- 
 tion is created. 
 
 Q. If Engine 85 received a copy of Order 45 would it 
 ftutborice them to ran as tbe second section? 
 
 A. No. 
 
 Q. Must Engine 86 display signals under Order 46? 
 A. No. 
 
 Q. If it is desired to run a third section of No. 6, how 
 should Order 46 read? 
 
 A. "Eng 85 display signals and run as Second 5 H 
 to A". 
 
 ORDER 47 
 No, 6 display sigtials A to F 
 for Eng 80, 
 Second 6 display signals 
 
 B to D for Eng 90, 
 Q. How should Order 47 be addressed? 
 A. To C&E No. 6 and Eng 80 at A and to Engine 90 
 at B. 
 
 0. Is ii necessary io siaie which engine will run as No. 
 
 6 from F? 
 A. No. 
 Q. Should Engine 90 display signals B to B? 
 
 A. No. 
 
 Page 297 
 
H' 
 
 
 H 
 1' I 
 
 i 
 
 " I 
 
 K 
 
 \ A 
 
 H 
 
 ODD NUMBERS WESTWARD AND 
 SUPERIOR BY DIRECTION 
 
 A 
 O 
 
 C 
 
 o- 
 
 D 
 O- 
 
 E 
 O 
 
 F 
 O 
 
 G 
 •O- 
 
 H 
 -O 
 
 nitST GU^ NUMBERS 1 TO 10. SECOND OASS NUMBERS 20 TO 30. 
 THIRD GUSS NUMBERS 40 TO SO. 
 
 Q. How shoald First 6 be gowemed on arriyal at F and 
 Second 6 on arrival at D? 
 
 A. Take down signals and comply with Rule 96. 
 
 Q. If B is not a regrister station, slionld Dispatclier protect 
 any inferior train following: Second 6 between A and B from 
 leaving: B ahead of Third 6? 
 
 A. Yes. •» 
 
 ORDER 48 
 
 Engs ^5, 8s and QS ^^^ cis 
 First, Second and Third 
 I H to A. 
 Q. How shoald this order be addressed? 
 A. To C&E Engs 75, 85 and 95 at H. 
 Q. Which engrines display sigrnalg? 
 A. Engines 75 and 85. 
 
 Q. When authorizing: sections to ran to an intermediate 
 point of a schedule under forms like those of Orders 45, 46 
 and 48, is it necessary to state which eng:ines shall assume 
 the schedule beyond such intermediate point, and how? 
 
 A. Yes, the orders should be issued as follows : 
 
 ORDER 49 
 Eng 75 display signals and 
 run as First 5 H to D 
 and as No, 5 D to A, 
 
 ORDER 30 
 Engs 7S> 8$ and Q3 run as 
 First, Second and Third 
 I H to D. Engs 7S and 95 
 run as First and Second 
 1 D to A, 
 
 Q. How should Fng:ine 85 be g:overned on arrival at D as 
 Second 1? 
 
 A. Clear the main track and take down signals. 
 Q. Would it be necessary in this case for crew of Engine 
 85 to comply with Bule 96? 
 
 A. Yes, the same as if they were to run as second section 
 
 from D with no signals. 
 
 Q. Under Order 50 should Engine 95 display signals 
 from D? 
 
 A. No. 
 
 ORDER 51 
 Engs TO, 80 and 90 run as 
 First, Second and Third 
 8 A to H. 
 
 Page 298 
 
 ORDER 52 
 Eng 100 display signals and 
 run as Second 8 D to H, 
 
 Following sections change 
 
 numbers accordingly. 
 Q. How should Order 52 be addressed? 
 A. To C&B Second and Third 8 and Eng 100. 
 Q. When Engr 100 becomes the second section at D. how 
 are Engs 80 and 90 governed? ' 
 
 A. Engine 80 becomes third section and Engine 90 becomes 
 fourth section of No. 8. 
 
 Q. May a first section be added in this manner? 
 
 A. No, nothing is gained by it. Example 4, Form P 
 should be used, annulling original signal order. 
 
 ORDER 53 
 Engs 7$, 85 and 95 run as 
 First, Second and Third 
 7 H to A. 
 
 ORDER 54 
 Eng 8s is withdrawn as Second 
 7 at D. Following section 
 change numbers accordingly, 
 Q. How should order 54 be addressed? 
 
 A. To C&B Second anfl Third 7. 
 
 Q. How should Kngrines 85 and 95 be governed? 
 A. Engine 85 drops out at D and Engine 95 takes sec- 
 ond place. (No signals). ?, 
 
 last^sectYon?**"* '''™ """^ ^"^ ^'^*' " »>*« »>« used to drop a 
 
 A. No; Example 8, Form F, should be used 
 
 ORDER 35 
 
 Engs 70, 8o and 90 run as 
 First, Second and Third 
 2 A to H. 
 
 ORDER s6 
 
 Eng 76 instead of Eng 80 
 
 display signals and run as 
 
 Second 2 C to H. 
 Q. How should Order 56 be addressed? 
 A. To C&E Second 2 and Eng 76. 
 Q. How should Engrines 80 and 76 be governed? 
 
 dlsptaVinrsignaTs %T T iTt f ^^'^f !? '^^« *« ^^"^^^ ^ 
 nn V^5 1 :^^^^}^ ^ *o H. If it is desired to chanire engines 
 
 bS omitted " " *'' ""'* "'*'^"'^ ^'^'^'^'^ an^"SS 
 
 ORDER 37 
 Engs 72, 74 and 84 run as 
 First, Second and Third 
 6 A to H. 
 
 Page 29^ 
 
.;v 
 
 i < 
 
 t!; 
 
 A 
 
 
 
 ODD NUMBERS WESTWARD AND 
 SUPERIOR BY DIRECTION 
 
 C D E £ 
 
 o o o o 
 
 G 
 O 
 
 W 
 
 H 
 -O 
 
 m\ OASS HUNBERS 1 TO 10. SECOND O^MUMMIS 20 TO 30. 
 ' THIRD OASS HUNBERS 40 TO 50. 
 
 ORDER sS 
 Second 6 take down signals 
 at E. 
 
 Q. How Should Order 58 bo addressed? 
 
 A. To C&E Second and Third 6. 
 
 Q. How should Second 6 Eng? 74 be governed? 
 
 A. Take down signals at B and, if B is a regular station, 
 register in as Second with green signals and register out 
 as second 6 with no signals, using two lines of register fOF the 
 purpose, unless register provides space for registering signals 
 In and signals out on same line. 
 
 Q. May the third section proceed beyond E? 
 
 A. No. ^ ^ t^ 
 
 o If there is an operator at E and no register how should 
 
 Second 6 be governed, provided the third section has not 
 
 arrived? ^-_ ,, 
 
 A Arrange with the operator in writing to notify all op- 
 posing trains that the second section took down signals and 
 
 the third section has not arriyea. if the third or following 
 
 sections should display signals to E, operator should con- 
 tinue to notify opposing trains until last section arrives or 
 schedule of No. 6 becomes more than 12 hours late at B. 
 
 Q. After the second section takes down ^Js^^^f ** */ " 
 operator at E should receive the »«f "l"::^;;* Pj/,^^^^ *^*^ 
 B, would it then be necessary to notify opposing trains? 
 
 A. No. 
 
 Q. If no register or operator at E, but there is a switch- 
 tender, how should Second 6 be governed? 
 
 A. Arrange with the switch-tender the same as if he 
 
 werft an operator, provided he Is considered reliable. 
 
 Q. If no register, operator or switch-tender, how should 
 Second 6 bo governed? 
 
 A. Leave a flagman with the same written instructions 
 as if he were an operator, unless some other provision is made. 
 
 Q. How should Second 6 register at next register station 
 If E is a non-register station? 
 
 A. Signals carried to E. 
 
 a If an opposing InfeHor westward train Is authorised 
 by rule to register by ticket at the register station where Sec- 
 ond 6 registers silgnals taken down at E, how should operator 
 ttt register station be governed? 
 
 A. Stop such opposing westward train and notify it that 
 Second 6 took down signals at E. 
 
 Q In addition to the notice to all opposing trains of the 
 same class and opposing inferior trains until the next register 
 
 Page 300 
 
 is reached, should Second 6 also notify any opposing Inferior 
 train met beyond such register station if such Snnosln^ t4^^^^^ 
 
 sUti^n?"^" ^'™"*"* *^ '-^'^^ ^y ticket «2^?2:^UTt« 
 A. Yes. 
 
 ORDER 5p 
 Engs 70, 72, 78 and 74 run 
 as First, Second, Third and 
 Fourth 2 A to H: 
 
 ORDER 60 
 Engs 78 and 72 reverse positions 
 as Second and Third 
 ' ^ F to H, 
 
 ?* m^Ti?^®^*^ ^^^^^ ^ ^® addressed? 
 
 A. 10 C&E Seoond and Tiilrd 2 
 
 H as Second, and Engine 72 will run P to H as Thlrdl Tlis- 
 Playmg signals as before, exchanging all unexpired ordeV 
 
 *h«n?d 'wu *be 'if„:"J Jr'*"* '^""•"' ^*"' "'*"•«». •>- 
 
 ORDER 6i 
 Engs 94, p6 and 98 run as 
 First, Second and Third 
 4 A to H, 
 
 Seeonk 4Vat of rowihould*^!™.'^!^''! * ''«™ A to H and 
 A T \^ Should Dispatcher be governed? 
 
 A. Issue the following orders: e^ear 
 
 ORDER 63 
 Second 4 take down 
 
 signah at D. 
 
 ORDER 64 
 
 Third 4 of _ i^ 
 
 annulled A to D. 
 Q. If conditions permit. Is there not a better war? 
 
 and tn^ufTE^i f\Tn' *^ '''''''' ^^^^^^ ^^^^^^ to H 
 
 dispfiy Vhe^rtSrou^X^H^i^^^^^ *« ^t™"*-^ *o 
 
 it is desired to annul th^n *«w 1 *^ /«»ched D and 
 
 isBoed if D is a nT-VegS station?' ^'^ '*^^"*^ ^'^^^ »>• 
 
 ORDER 63 
 Third 4 of 
 
 has 
 
 arrived at D and is annulled 
 V to H, 
 
 Page 301 
 
\ 
 
 ft: 
 
 I': 
 
 •^1 
 
 t i 
 -i 
 
 t 
 
 t 
 
 i ! 
 
 fi 
 
 
 '"♦ 
 
 FORM 6— EXTRA TRAINS. 
 
 ODD NUMBERS WESTWARD AND ^ 
 
 '"" SUPERIOR BY DIRECTION 
 
 A 
 O 
 
 C 
 O- 
 
 D 
 -O- 
 
 E 
 -O 
 
 F 
 O 
 
 G 
 O- 
 
 -w 
 
 H 
 -O 
 
 HRST ClASS NUMBERS 1 TO 10. SECOND CLASS NUMBERS 20 TO 30. 
 THIRD CUSS NUMBERS 40 TO 50. 
 
 ORDER 66 
 Eng 76 run extra A to D. 
 Q. How should order 66 be addressed? 
 A. To C&B Eng 76. . ^ i- . 
 
 Q. How should Extra 76 East regard regular trains? 
 A. Clear their time as per rule. 
 
 Q. How Should Extra 76 Bast regard opposing exirft 
 trains? , , 
 
 A. Should not consider opposing extra trains unless re- 
 ceive an order to do so. ' - /' 
 
 Q. When authorising an extra to run must ". ^« S^^*** 
 orders respecting all opposing extras and work extras? 
 
 A. Yes. ' ' 
 
 Q. When practicable should an extra be ^i^®**. ^'^•'J 
 respecting opposing extras in the same order authorizing It 
 to run extra? * 
 
 A. Yes. 
 
 o If an extra Is authorized io TM OV^T the lUllltg 01 M 
 opposing eSri or limits of a work extra, without provision 
 beSig made lor them to meet, who is responsible? 
 
 A. Dispatcher. ,^ « * «« 
 
 Q. On arrival at D on Order 66 whaA should Extra 76 
 
 East do? ,. 
 
 A. Head in at initial switch of siding as it has no author- 
 ity to main track beyond that point at D. 
 
 ORDER 67 
 Eng 88 run extra A to C and 
 meet Extra 75 West at C. 
 
 ORDER 68 
 Eng 88 run extra C to H. 
 
 Q. In moving an extra to the end <>« "» '«^ against an 
 opposing extra which form of order is preferable? 
 
 A. Form C (right over) but Form A (meeting point) is 
 
 permissible. 
 
 Q. When is Order 67 fulfilled? 
 
 A On arrival of Extra 88 East at C. 
 
 Q* After Eng 88 receives Order 68 how should It be gov- 
 emed'with respect to Extra 75 West? ^ . ^k Tir^of 
 
 A Prcoeefl on Its run not considering Extra 75 west 
 
 unless other orders are received regarding it. -^ 
 
 Q. When creating Extra 88 East under Order 68 " E^t« 
 75 wist holds authority to move between H and C. what is 
 Dispatcher's duty? 
 
 A. Provide a meeting point or other means for meeting. 
 
 Page 302 
 
 ORDER 69 
 Eng 77 run extra H to D 
 and return to H, 
 
 Q. What authority has Extra 77 to the main track between 
 switches at D ? 
 
 A. No authority. 
 
 ™ 5^*,^?'.*^ operator is on duty at D what should Extra 77 
 East obtain before leaving? 
 
 A. A clearance card. 
 
 Q. May Extra 77 turn at ary station between H and D? 
 
 A. No, they must make a direct run to D before using the 
 order in the opposite direction. If emergency arises they 
 may flag from a point not a train order ofllce back to the 
 
 first point of communication and obtain n«w orders. 
 
 Q. If, in addition, the followlnar orders are recelTed: 
 
 ORDER 70 
 No. 10 run 50 mins late 
 A to H, 
 
 ORDER 71 
 No. 9 wait at F until 9:05 
 AM, E until 9:20 AM. 
 
 ORDER 72 
 
 No. 21 of 
 
 H to A. 
 
 is annulled 
 
 ORDER 73 
 Do not exceed 6 miles per 
 hour between Mile Posts 
 10 and 75. 
 
 could Extra 77 use them in both direction? 
 A. Yes. 
 
 ORDER 74 
 Eng 99 run extra H to C. 
 Q. If Extra 99 West Is given Orders 70, 71, 72 and 78 
 and, on ftPriVfll at C, Engine 00 is given an order to run extra 
 C to H, may it use Orders 70, 71, 72 and 73? 
 
 A. Extra 99 East should use Orders 72 and 73, but not 
 Orders 70 and 71, as Dispatcher may have reduced the time or 
 annulled them after Extra 99 West arrived at C and before 
 the engine was created Extra 99 East. 
 
 Q. If Engine 99 was given an order to run extra H to A 
 and, in addition. Orders 70, 71, 72 and 73, and at E the Dls- 
 patcher annuls its running order and gives it a new running 
 order E to A In the same order with the annulment ot 
 original order, should it use Orders 70, 71, 72 and 73? 
 
 A. Yes, as no time elapsed between the annulment of tlie 
 
 original running order and the new one, therefore the time 
 could not have been reduced or the time orders annulled with- 
 out first annulling them to Extra 99 West. 
 
 21 
 
 Page 303 
 
 'Hd rs: 
 
A 
 
 m 
 
 
 'A . 
 
 ^ 
 
 
 ODD NUMBERS WESTWARD AND 
 SUPERIOR BY DIRECTION 
 
 -W 
 
 (€ 
 
 *€ 
 
 IBSTOASS NUMBERS 1 TO 10. SECOND GUSS NUMBERS 20 TO 30. 
 THIRD GLASS NUMBERS 40 TO 50. 
 
 ORDER 75 
 Engs 8o and go run extra A 
 to C and return to A, 
 
 Q. What is there in Order 75 to prevent one of the extras 
 returningr from C before the other arrives? 
 
 A. Nothing, therefore they must be protected as against 
 
 each other. 
 
 % State one way of doing it. 
 
 A. Add to Order 75 "Extras 80 and 90 East have right 
 over Extras 80 and 90 West A to C". 
 
 ORDER r6 
 {not now standard) 
 
 Eng 82 run extra leaving A 
 on Sunday, July 4th, as follows 
 with right over all trains. 
 
 Leave A 7:10 AM 
 B 7:20 AM 
 C 7:30 AM 
 
 Arrive D 7:40 AM 
 Q. Ho\r should this order be addressed? 
 
 A. To C&E of all trains on the road and Eng 82. Also 
 
 to all other trains authorized to run before order 76 is 
 
 fulfilled. 
 
 Q. Is it necessary that all trains on the road receive this 
 order before Engine 82 is permitted to use it? 
 
 A. Yes, the placing of the order in advance of the trains 
 
 over which it is given right is not sufficient — they must have 
 
 the order, unless temporarily protected until it is received. 
 
 O. May- this order b« modified to read a partlcniar train or 
 trains over ^rhich it shall or shall not have rigrht? 
 
 A. Yes. 
 
 Q. Does the 12 hour rale apply to Extra 82 East? 
 
 A. No, Order 76 is effective until fulfilled, superseded or 
 
 annulled. 
 
 Q. How much should all opposing: trains clear Extra 82 
 East? 
 
 A. No less than five minutes. 
 
 Q. How much must all trains in same direction clear it? 
 
 At Five minutes or as mucli as local rules require. 
 
 Q. Is Extra 82 East superior to all trains under Order 
 76, and how? 
 
 A. Yes, by right. 
 
 Q. If an assigned yard at B how should Extra 82 East 
 move through the yard? 
 
 Page 304 - 
 
 A. The same as other extras. (Rule 93). 
 
 Q. May Form E be used in connection with Order 76? 
 
 A. Yes. 
 
 Q. If It is desired to move an opposing extra under the 
 sune form over same Umits durinir existence of Order 16. 
 what exception should be made? ' 
 
 A. The opposing extra should be given right over all 
 trains except Extra 82 East. 
 
 A. No. 
 
 ORDER 77 
 Eng 7Q run extra H to A and 
 
 has right over Extra 80 East 
 
 H to D and wait at E until 
 9:30 AM for Extra 80 East. 
 
 80 E^tl? nSrtSlre*?'' """^ ^"*'* '" ^"«* Proceed if Extra 
 
 A. Yes, as it is not restricted between D and A. 
 Q. If Extra 80 East is not at D but holds orders to run 
 between A and D, how must the Dispatcher protect it ? 
 
 A. Add to Order 77 "Extra 79 West take siding and not 
 leave D unless Extra 80 East has arrived". 
 
 A. Not less than five minutes. 
 
 Q. If on arrival of Extra 70 West at D the Disnatcher de- 
 
 SV^^r^jo w f '^^f «»»»«-y to annul that part of order requiring 
 Extra 79 West not to leave D unless Extra 80 East has arrived? 
 A. Yes. 
 
 arri^'i S"*?. l^ holding order to run extra A to D, and on 
 arrival at D an order is received reading «*Eng 76 run extra 
 A to E instead of D", how should Eng. 76 be governT? 
 
 A. Remain at D until an order is issued to run extra I> 
 to E3— the proper form. On arrival at D the order to run A 
 to D is fulfilled and there is nothing to supersede. 
 
 j\ *-?! '' order was received at some point between A and 
 D to run extra A to E instead of D, would it be proper? 
 
 A. No, an order under Form G can not be superseded. 
 
 «h».?^ «l'," i* desired to move Eng 76 farther than D, how 
 should it be done in order to keep them off the siding at D? 
 
 A. Annul order to run extra A to D at some point between 
 A and D, and issue new running order. 
 
 Q. If No. 2 is given right over No. 1 A tO T, and befOM 
 
 No. 2 reaches P it is desired to move it farther for No 1 «md 
 keep No. 2 off of the sidinif »t F how should it be done? 
 
 A. Issue following order at some point between A 
 and F. "No. 2 has right over No. 1 A to H instead of F." 
 
 Page 303. 
 
 ^^ 
 
\ 
 
 f! 
 
 14' 
 
 i* 
 
 i. 
 
 A 
 O 
 
 B 
 
 o 
 
 ODD NUMBERS WESTWARD AND 
 SUPERIOR BY DIRECTION 
 
 C D E F 
 O O 6 6 
 
 G 
 
 -W 
 
 H 
 -C 
 
 FIRST OASS NUMBERS 1 TO 10. SECOND CLASS NUMBERS20T0 30. 
 THIRD CUSS NUMBERS 40 TO 50. 
 
 FORM H— WORK £XTBA« 
 
 ORDER 78 
 Eng 151 works 6:30 AM to 
 6:30 PM between B and C. 
 Q. How should Work Extra 151 reirard regular trains? 
 
 A. Clear as required by the rules and, If physically unable 
 to do so, protect as per Rule 99. 
 
 Q. Ho'vr should VTork Esctra 151 regard, extra trains? 
 
 A.' Whether standing or moving on main track, should 
 protect itself in both directions. 
 
 Q. If two or more i^ork extras are working within the 
 same limits, and it is desired to suspend protection against 
 extra trains and a work extra can not be reached must such 
 work extra bo excepted? , , ,. ^. = .r 
 
 A. Yes. ;^-;,^ /,^.;;j J,i ,H-f.f,. 
 
 Q. still considering the preceding question; If the order 
 suspending protection against extra trains in a specified direc- 
 tion be given a work extra, would It restrict such movements 
 of work extras in the direction specified? 
 
 A. Yes. 
 
 ORDER 79 
 Eng 155 works 6:10 AM to 2:30 
 PM between F and G not 
 protecting against eastward 
 extra trains, * 
 
 Q. How should Work Extra 155 regard westward extra 
 trains? 
 
 A. Protect against them. 
 
 Q. When extra trains are run over limits of a work extra 
 mnsi ihey be given a copy ol ilie work eocira's order? 
 A. Yes. 
 
 Q. If an eastward extra Is run over the limits of Work 
 Extra 155, how should It be governed? 
 
 A. It should protect against Work Extra 155 with the 
 understanding that Work Extra 155 may be moving at speed 
 against it and know nothing of it. 
 
 ORDER 80 -'^ 
 
 Eng 165 works 6:30 AM to 5:30 
 PM between D and E not protecting 
 
 against extra trains, 
 
 ORDER 81 
 Eng 78 run extra A to H. 
 
 Page 306 
 
 Q. How should Extra 78 East move over limits of Work 
 Extra 165? 
 
 A. Under protection of a flag with the understanding that 
 
 Work Extra 105 may be moving at speed against it and 
 know nothing of it. 
 
 Q. If the view Is obscure by dense fog, snow or sand 
 storm, at night, through canyons or tunnels, or any condi- 
 tion obstructing the view would it bo good Judgment to pro- 
 ceed through the limits under flag? 
 
 A. No, Extra 78 East may crowd its flag, owing to 
 obscure view, and Work Extra 165 approaching from the 
 opposite direction at speed may cause a collision. 
 
 Q. If Extra 78 East can send a flagman ahead on a train 
 preceding it would it be safe to flag? 
 
 , A. Yes. 
 
 ORDER 82 
 Work Extra 173 clears Extra 
 90 East between F and G 
 after 9:30 AM. 
 
 Q. Whether required to protect against extras or not 
 must Work Extra 175 clear main track by 9:80 A. M.? 
 
 A. Yes, unless physically impossible, then it must protect 
 as per Rule 99. 
 
 mi^ ?'«^*^M*?* ™*y ^^*'* ^ ^*»* pass Into the limits of 
 Work Extra 175? 
 
 A. 9:30 A. M. 
 
 .-,* S- Should Extra 90 East flag Into limits of Work Extra 
 175 if ready to go before 9:80 A. M. 
 
 A. No, the rule positively states that Extra 90 East must 
 not enter the working limits before 9 :30 A. M. 
 
 Q. Does this seem consistent? 
 
 A. Yes, as order to clear should be such that it would 
 not be necessary for Extra 90 East to enter the limits before 
 the time specified. If there is a slight difference more would 
 be gained by waiting until the time is up than to flag. 
 
 ORDER S3 
 Work Extra 183 protects against 
 Extra 93 West between F and E 
 after 10:13 AM. 
 
 WorkE^t^a las?™"" """^ ^''*'* ^^ ^^^^ ''''**' ^^^ "™"* •' 
 A. 10:15 A. M. 
 
 ^-. J?* f'®™ Order 88 Is It evident that Work Extra 185 
 previously held an order not to protect against Extra 95 West? 
 A. Yes. 
 
 Fvi.^* i« "11'^ ^J"*'? ^* ^•** ^•^^ *''*^ ***« l*""!** of Work 
 fiXlra 185 if ready to go before 10: IS A. M.? 
 
 A. No. 
 
 ♦H^ »• .F"**?" Orders 82 and 83 how should extras run over 
 *ne iimits of work extras? 
 
 A. Run expecting to flnd the work extra clear of the 
 main track or protecting as order may require. 
 
 Page 307 
 
 N 
 
 M 
 
 •r 
 
:i!r 
 
 
 11^' I 
 
 fi::^ 
 
 > 
 
 'i« 
 
 ODD NUMBERS WESTWARD AND 
 SUPERIOR BY DIRECTION 
 
 A 
 
 0- 
 
 c 
 
 
 
 D 
 
 
 
 E 
 
 
 
 F 
 
 
 
 Q 
 
 
 H 
 
 
 
 RRST CLASS NUMBERS 1 TO 10. SECOND CLASS NUMBERS 20 TO 30. 
 THIRD CLASS NUMBERS 40 TO 50. 
 
 ORDER 84 
 Work Extra igs protects 
 against No. 25 (or second 
 and third class trains) 
 between G and H. 
 
 Q. Doeg Order 84 authorize Work Extra 195 to work on 
 the time of No. 25 or second and third class trains, and how? 
 
 A. Yes, under flag. 
 
 Q. SoMT should No. 26 or second and third class trains 
 move over the limits of Work £xtra 195? 
 
 A. Run expecting to be flagged at any time and be able 
 to stop before passing flagman. 
 
 Q. Should Dispatcher give work extras orders to protect 
 against unimportant regular trains when creating a work 
 extra? / 
 
 A. Yes. 
 
 Q. If the conditions warrant may the Dispatcher give a 
 work extra an order to protect against a first class train? 
 
 A. Yes. 
 
 ORDER 83 
 Work Extra 191 has right over 
 all trains between C and D 
 8:30 PM to 2:30 AM. 
 
 Q. Does Order 86 give Work Extra 191 exclusive right be- 
 tween C and D? 
 
 A. Yes. 
 
 Q. Is it necessary for Work Extra 191 to protect in either 
 direction at any time? 
 
 A. No. 
 
 Q. Are all trains prohibited from going into limits of 
 Work Extra 191? 
 
 A. Yes. 
 
 Q. If waiting at either C or D for Work Extra 191 and it 
 arrives before 2:30 A. M., may the waiting train proceed? 
 
 A. No. f i 
 
 Q. Would it be proper for Dispatcher to help a train into 
 the limits of Work Extra 191 by making a meet, placing the 
 order between the work extra and meeting point? 
 
 A. No, track may be impassable at any point within the 
 
 limits of Work Extra 191. 
 
 Q. In an extreme emergency case would it be good Judg- 
 ment to move into limits of Work Extra 191 under protection 
 of flag with the understanding that track may be found im- 
 passable or blocked with cars at any point, and work extra 
 working unprotected by flag? 
 
 Page 308 
 
 A. Yes, if conditions warrant such a move and view of 
 track, weather and other conditions are favorable. 
 
 Q. Are work extras required to give wfty to other trains 
 
 as promptly as practicable, and should they take tbe sidings? 
 
 A. Yes, if practicable to do so. 
 
 Q. Should working lin&lts be as short as practicable; to 
 be changed as progress of the w^ork may require? 
 
 A. Yes. 
 
 Q. If on Work Extra 194 protecting against Extra 76 
 East between G and H, and No. 4 ^rith Eng^ine 76 passes, ^i^ould 
 it relieve Work Extra 194 from further protection? 
 
 A. No, the order must be respected until Extra 76 East 
 passes. No. 4 may have changed engines with Extra 76 East 
 and No. 4's engine is on the extra running under authority 
 
 of the order, or Engine 76 may be used on a westward train 
 
 and then run east extra over the limits. 
 
 THE FOLLOWING OBDEBS ABE SOMETIMES USED AND 
 ABE NECESSABY IN HANDLING WOBK EXTBAS. 
 
 ORDER 86 
 Work Extra 17S protects 
 
 against regular trains except 
 No, 7 between C and D. 
 
 Q. How should Work Extra 178 regard No. 7? 
 
 A. Clear No. 7's time as per rules. The order only author- 
 izes Work Extra 178 to use main track under protection 
 
 against all regular trains except No. 7. 
 
 ORDER 87 
 Eng ig2 works 7:10 AM to 6:30 
 PM between A and B, protects 
 against Extra 79 West after 
 
 10:30 AM, not protecting 
 
 against other extra trains, 
 
 Q. How should Work Extra 192 be governed under 
 Order 87? ; 
 
 A. Protect after 10:30 A. M. against Extra 79 West. 
 
 Protection required under the rules is suspended by this 
 order against other extra trains and against Extra 79 West 
 prior to 10:30 A. M. 
 
 ORDER 88 
 Eng i8i works 6:30 AM to 7:30 
 PM between F and G. 
 Westward extra trains wait at G 
 until 9:30 AM, 
 
 Eastward extra trains wait at F 
 until 10:13 AM, 
 
 Q. How should Tl^ork XSxira ISl be s;ovenied under 
 Order 88? 
 
 A. Protect against westward extra trains after 9:30 A. M.^ 
 and against eastward extra trains after 10:15 A. M. The order 
 
 suspends protection as required by the rules until the times 
 specified. 
 
 Page 309 
 
 \ 
 
 ^ 
 
I J 
 
 "' k 
 
 l\' 
 
 I 
 
 A 
 6 
 
 ODD NUMBERS WESTWARD AND 
 SUPERIOR BY DIRECTION 
 
 C D E F 
 c o o o 
 
 G 
 
 o- 
 
 -W 
 
 H 
 -o 
 
 fBST CLASS NUMBERS 1 TO 10. SECOND CUSS NUMBESS20T0 30. 
 THIKO CUSS NUMBERS 40 TO Sa 
 
 ORDER 89 
 Eng 179 works 6:30 AM to 
 3:30 PM between B and D, 
 clears Extra 76 East, protects 
 against Extra 85 West and Extra 
 88 East, not protecting against 
 other extra trains. 
 
 Ord^g^"*^ shoiUd Work Extra 179 be iTOTerned under 
 
 A. Keep clear of Extra 76 East, then protect against 
 Extra 85 West and Extra 88 East until they pass, then work 
 without protection against other extra trains. 
 
 ORDER go 
 Eng 189 works 6:13 AM to 6:15 PM 
 between A and B, protects against 
 Extra 74 Past and Extra 76 East 
 after 10:30 AM and Extra 78 East 
 
 after 1:30 PM, noi protecting 
 against other eastward extra trains 
 until 3:30 PM. Westward extra trains 
 wait at B until 2:10 PM. 
 
 ov^* d?**' Order 90 how should Work Extra 189 be 
 
 A. Protect against Extra 74 East and Extra 76 East 
 after 10:30 A. M. and Extra 78 East after 1:30 P. M. not pro- 
 tecting against other eastward extra trains until 3:30 P. M., 
 protecting against westward extra trains after 2*10 P M* 
 
 ORDER 01 
 
 Eng 165 works 7:10 AM to 
 6:30 PM between C and F, 
 not protecting against 
 extra trains until 10:30 AM. 
 Q. How should Work Extra 165 be goyerned? 
 A. Work without protection against extra trains in either 
 direction until 10:30 A. M. unless other orders to protect 
 before 10:30 A. M. are received. Order 91 suspends the rule 
 requiring protection against extra trains until 10:30 A. M. 
 
 Q. If on a work extra, whether required to Drotect op 
 
 noi. and sui order is received creating an ^VL nVSS.\v?i 
 Example 8 Form E, |,iving it ri^ht ""ove? ^^r^n^lr ""go 
 
 A. Keep clear of the extra's time as shown in the order. 
 Page 310 
 
 ORDER 92 
 ^^9 175 works 7:30 AM to 
 
 6:30 PM hetmeen D and F, 
 
 not protecting against extra trains. 
 
 ORDER 93 
 Work Extra 175 protects 
 against Extra 99 between 
 D and F after 2:10 PM. 
 
 Q. Under Orders 92 and 98 which way should Work 
 Extra 175 protect at 2:10 P. M.? 
 
 A. Both east and west. 
 
 Q. If possible to communicate with Dispatcher would you 
 
 Inilst on an order stfttinir tho direction of Extra 009 
 
 A. Yes. 
 
 Q. If Order 93 read "Protect against Extra 99 East and 
 West after 2:10 F. M." how should Work Extra 175 be 
 governed ? 
 
 A. Protect both east and west after 2:10 P. M. 
 
 Q. Would it indicate that Extra 99 is going to move 
 east before it moves west? 
 
 A. No, it may move west first. 
 
 Q. May a work extra be given an order to report for 
 orders at a specified time? 
 
 A. Yes. 
 
 . Q. If after reportingr for orders as directed, and there are 
 none, wbat should be obtained before leaving? 
 
 A. An order stating that there are no orders, or annul- 
 ment of order to report. 
 
 Q. May the time or station limits of a work extra be 
 extended? 
 
 A. No, a new work order is necessary. 
 
 FOBM J— HOLDIITG OBB£B. 
 
 ORDER 95 
 OPf B: Hold No. lo. 
 
 ORDER 96 
 Opr C: Hold zuestward trains. 
 
 ORDER 97 
 Opr H: Hold all trains. 
 
 Q. How should operator at B handle Order 96? 
 
 A. Hold No. 10. On its arrival deliver copies of the order 
 complete to the operator, to conductor and engineman with- 
 l^L^ clearance in case a clearance Is required by the rules 
 with all orders. 
 
 q. After No. 10 receiTes Order 95 may It Droc««d If 
 
 ^ T^,? clearance or, if no clearance is required, may it pro- 
 ceed if given a proceed train order signal? 
 
 A. No, it must obtain an order addressed and com- 
 pleted to the operator authorizing No. 10 to go or one an- 
 nulling Order 95. 
 
 Page 311 
 
V 
 
 A 
 
 B 
 
 ODD NUMBERS WESTWARD AND 
 SUPERIOR BY DIRECTION 
 
 C D E F 
 
 o o — — o o — 
 
 G 
 o- 
 
 -w 
 H 
 
 ■' V 
 
 FIRST CUSS NUMBERS 1 TO 10. SECOND CLASS NUMBERS 20 TO 30. 
 THIRD CUSS NUMBERS 40 TO Sa 
 
 Q. How shonld Order 96 be handled? 
 
 A. The same as Order 95, only applying it to all westward 
 
 trains instead of to No. 10. 
 
 Q. If Dispatcher desires to let No. 6 go and hold other 
 westward trains, how should it be done? 
 
 A. By giving the following order to the operator at C: 
 
 "No. 5 may go". 
 
 0. I^ it is desired io permit all westward trains io moTe, 
 how should it be done? 
 
 A. By giving the following order to the operator at C: 
 
 "Order 96 is annulled". 
 
 Q. How should the operator be then groverned? 
 
 A. Deliver completed copies of annulment of the hold 
 order, or order to go, to conductors and enginemen of all trains 
 permitted to move, together with all other orders addressed to 
 them. If a clearance is required with all orders, indicate 
 thereon the numbers of all orders delivered, including the bold 
 order and the release of the hold order. , , 
 
 Note; Stanflara Clearance only require total number 
 
 of orders delivered. 
 
 Q. May Dispatcher move an inferior train asrainst ' a 
 superior train by holdingr the superior train with either Orders 
 95, 96 or 97? 
 
 A. No. 
 
 Q. To what stations should Order 97 be issued? 
 
 A. Generally to operator at initial stations. It is not 
 likely that it will be necessary to have an operator at an inter- 
 mediate station hold trains in both directions. 
 
 Q. Name some of the conditions which might require the 
 
 use Of rorm J, 
 
 A. Cases of derailment, washout, land slide, blizzard or 
 other conditions making the safe passage of trains doubtful 
 
 FORM K— ANNULLING A SCHEDULE OR A SECTIOIJ. 
 
 ORDER q8 
 
 No. 6 due to leave A Dec. 2Sth is 
 
 annulled A to H, 
 
 Q. May the schedule of No. of Dec. 25th be restored or 
 used by annulling: Order 98? 
 
 A. No. 
 
 0. What is ike meaning of Order OS? 
 
 A. The Superintendent or official authorized to issue 
 orders notifies all trains that no train will be permitted to 
 move under authority of No. 6*s schedule due to leave A Dec. 
 25th, and those so notified may move the same as if there was 
 no No. 6 on the time-table. 
 
 Page 312 
 
 Q. How does Order 98 effect the 12 hour existence of No. 
 6's schedule of Dec. 25th? 
 
 A. It does not effect the 12 hour existence, but prevents 
 a train from using the schedule. The fact that Order 98 must 
 be issued and in possession of inferior trains before they are 
 permitted to move regardless of the schedule of No. 6 of Dec. 
 25th, is sufficient evidence of the 12 hour existence. 
 
 ORDER 99 
 No. 4 due to leave A July 4 is 
 annulled D to H. 
 
 Q. How should opposing inferior westward . trains be 
 governed under Order 99? 
 
 A. Run H to D regardless of No. 4's schedule of July 4th 
 
 and hold main track at D. If a register at D check against 
 No. 4. If none, and No. 4 not there, obtain an order from 
 Dispatcher stating that No. 4's schedule has been fulfilled into 
 D or wait for No. 4 until it arrives or schedule becomes more 
 than 12 hours late. 
 
 Q. Where does No. 4 belong at D? 
 
 A. On the siding as it has no authority to main track. 
 
 Q. If Dispatcher adds to Order 99 "This order to No. 4 at 
 D" how should an inferior westward train be governed on 
 arrival at D? 
 
 A. Head in at first switch of siding. 
 
 Q. If Sidms: at D is betW^n No. I And the train order 
 office, how should Dispatcher, operator and inferior westward 
 trains be governed? 
 
 A. Dispatcher should avoid, if possible, placing Order 99 
 at D for No. 4 and, if it is done, the operator should stop No. 
 4 before it passes the east switch of siding. Westward in- 
 ferior trains must move between the train order signal and 
 the east switch at D prepared to prevent collision with No. 
 4 and, if conditions warrant, run under protection between 
 train order signal at D and the east switch, which would neces- 
 sitate sending a flagman a sufficient distance beyond east 
 switch to protect the westward train while heading in for 
 No. 4. 
 
 ORDER 100 
 
 Second 2 due to leave A (or D) 
 
 Jan. 1st is annulled D to H. 
 
 Q. How should £xtra 79 West with Order 100 regard the 
 schedule of No. 2? 
 
 A. Clear the schedule of No. 2 and meet the first section, 
 then proceed to D, hold main track and meet the second and 
 all following sections, if any. Extra 79 West, Second 2, Dis- 
 patcher and operator should be governed at D the same as 
 
 under Oraer &9, 
 
 Q. Does Order 100 indicate that there was or is a Sec- 
 ond 2 A to D? 
 
 A. No, Dispatcher may have created a second section of 
 No. 2 D to H and afterward annulled it. 
 
 Q. May Second 2 of Jan. 1st bo restored between D and H? 
 A. No. 
 
 Page 313 
 
 ii 
 
V 
 
 ODD NUMBERS WESTWARD AND 
 SUPERIOR BY DIRECTION 
 
 I 
 
 Ir ( 
 
 A 
 O- 
 
 c 
 o 
 
 D 
 
 -o- 
 
 F 
 O 
 
 G 
 O- 
 
 ■w 
 
 H 
 -O 
 
 HRST OASS NUMBERS 1 TO 10. SECOND CLASS NUMBERS 20 TO 3QL 
 THIRD CUSS NUMBERS 40 TO Sa 
 
 FOEM L— AKNULLIIVG AN OBDEB. 
 
 ORDER loi 
 No. 5 meet No. 4 at E. 
 
 ORDER 102 
 Order No. loi is annulled. 
 
 Q. Must No. 4 receiTo Order lOS before it is completed to 
 
 No. 6? 
 
 A. Yes, the placing of the order at B, C or D for No. 4 
 Is not sufficient, as No. 4 may not reach the station where the 
 order is issued for it before No. 5 passes. If not, it no 
 doubt would result in a collision. It would be a lap order. 
 
 Q. If Order 101 has not been dellTered to No. 4 may it 
 be annulled to the operator? 
 
 A. Yes. 
 
 Q. May Order 101 be re-issued under its origrinal number? 
 
 A. No. 
 
 0- May ike meei beiween Vos. A and 5 ai E agrain be 
 made by issningr a ne-w order under a ne^vr number? 
 
 A. Yes. 
 
 Q. If Order 102 is annulled would Order 101 then be in 
 effect? 
 
 A. No. 
 
 Q. If there are two outstanding: orders of the same num- 
 ber, but of different dates, should Dispatcher designate the 
 date when annulling: order of that number? 
 
 A. Yes. 
 
 rOBM M-AIfIfUllIN6f PABT OF Alf OBDEIU 
 
 ORDER 103 
 No. 2 meet No. 5 at C and 
 No. 7 at D. 
 
 ORDER 104 
 That part of Order No. 103 
 
 reading. No. 2 meet No. 7 
 at D is annulled. 
 
 Q. Does Order 104 effect the meet between No. 2 and No. 
 K at C? 
 
 A. No, it only annuls tlie portion mentioned. 
 
 Q. By annulling: Order 104 would the meet between No. S 
 and No. 7 at D under Order 103 ag:ain become effective? 
 
 A. No. 
 
 Q. May a meet ag:ain be made between No. 2 and No. 7 at 
 D by issuing: a new order? 
 
 A. Yes. 
 Page 314 
 
 FOBM F— SUFEBSEDmG AN OBBEB OB A FABT OF 
 
 Air OBDEB. 
 
 Q. How should an order or a part of an order be 
 superseded ? 
 
 A. By adding to prescribed form the words "instead of". 
 
 Q. Is there any other way of superseding: an order?. 
 
 A. No. 
 
 ORDER 105 
 No, 3 meet No. 4 at E 
 instead of D, 
 
 ORDER 106 
 No, 8 has right over No, 1 
 
 C to F instead of E. 
 ORDER 107 
 No. 5 display signals for 
 Eng 7S H to B instead of C. 
 
 ORDER 108 
 No. 9 pass No. 3 at F instead 
 ofE. 
 
 Q. If Order 105 is annulled is there a meet existing: be- 
 tween No. 3 and No. 4? 
 
 A. No. 
 
 Q. If Order 106 is annulled has No. 8 rig:ht OTer No. 7 
 C to £? 
 
 A. No. 
 
 Q. If Order 107 is annulled should No. 5 display sig:naU 
 to C? 
 
 A. No. 
 
 Q. If Order 106 is annulled should No. 9 pass No. 5 at E? 
 
 A. No, not on Order 108, but may pass under Rule 85. 
 
 Q. After an order has been superseded naay it ag:ain be 
 re-issued under its orig:inal number? 
 A. No. 
 
 Q. After an order or part of the order has been superseded 
 may that order or part of an order be ag:ain re-issued as a 
 new order under a new number? 
 
 A. Yes. 
 
 Q. Would it be proper to issue an order stating: "No. 
 meet No. 5 at D instead of haTing: rig:ht over No. 6 to £"• 
 A. No. 
 Q. Is it proper or necessary to supersede a time order? 
 
 A. No, if the time is made g^reater a supersedure would 
 not be necessary, and if the time is to be reduced the preced- 
 ing time order should be annulled. 
 
 Q. If ft irain is directed by train order to take siding: for 
 another train to what does it apply? 
 
 A. To the point named in the order and does not apply 
 to the superseding order unless so specified. 
 
 Q. If a train is directed by train order to hold the main 
 track does the same principle apply? 
 A. Yes. 
 
 Page 3^5 
 

 u ■ 
 
 i 
 
 ODD NUMBERS WESTWARD AND 
 SUPERIOR BY DIRECTION 
 
 A 
 O 
 
 c 
 o- 
 
 D 
 -O- 
 
 E 
 -O- 
 
 F 
 O 
 
 G 
 -O- 
 
 -w 
 
 H 
 
 ■Q 
 
 FIRST CLASS NUMBERS 1 TO 10. SECOND CLASS NUMBERS 20 TO 30L 
 THIRD CLASS NUMBERS 40 TO 5a 
 
 •^ ' S 4 -v 
 
 Q. If runningr on a schedule or as an extra and engine 
 is sriven an order at an intermediate station on tlie run to 
 worlc extra or return to some point* after returning to the 
 point where the schednle or original order to run extra had 
 been fulfilled may the schedule or order to ruii extra be 
 resumed ? 
 
 A. Yes, if it has not been annulled. 
 
 Q. VThen practicable is it best to annul an order to run 
 «xtra or worlc extra before glTing a new order making a dif- 
 ferent move? 
 
 A. Yes. 
 
 Q. If after returning to point where schedule or order is 
 to be resumed should Dispatcher be consulted before doing so? 
 A. Yes, if possible. 
 
 Q. If an eastward regular train is taken oft its schedule 
 or an eastward extra is held up by order at D and is given 
 an order to work temporarily between C and E may it resume 
 its schedule or order to run extra from C or E? 
 
 A. No, must resume It from D. 
 
 Q. If an en grille is grlven order to run extra and after^irarcl 
 Sriven a work order that covers unused portion of order to run 
 extra should it be considered two trains by the Dispatcher? 
 
 A. Yes. 
 
 Q. When an engine is unknown should it be so stated In 
 order, if rules require that engine numbers be designated? 
 
 A. No, the absence of the engine number is a self evident 
 fact that It is unknown; so stating in an order is no addi- 
 tional information. 
 
 Q. When engines are coupled should both engines be 
 
 designated in the order? 
 
 A. No, it only tends to complicate the order. 
 
 Q. If No. 1 receives an order to meet No. 3 at D and after- 
 wards receives an order to meet First No. 2 at E instead of 
 D, how should No. 1 regard second or following sections of 
 No. 2? 
 
 A. Go to D for second and following sections. 
 
 Q. If No. 9 receives an order to meet No. 10 at F and on 
 arrival at F finds that First No. 10 has arrived, and is then 
 given an order to meet Second No. 10 at E instead of F, and 
 on arrival at E Second No. 10 is met with green signals* how 
 should No. 9 be governed? 
 
 A. Remain at E and ask for instructions. 
 
 Note: Dispatcher would in this case have only created 
 an irregular condition for which there would 
 be no excuse. This condition is more of a 
 myth than a reality and Is only given space 
 to quiet those whose only idea is to start an 
 argument. ' 
 
 Page 316 
 
 QUESTIONS AND ANSWEBS— DOUBLE XBAOK 
 
 ORDERS. 
 
 V^ESTWARD 
 
 £AStW/rRO 
 
 D-FOBM H. 
 
 Q. On double track which way should trains keep unless 
 
 otherwise directed? 
 
 A. To the 
 
 (Generally to the right). 
 
 ORDER 109 
 ^*^9 155 works on westward 
 track 6:15 AM to 6:15 PM 
 between C and A. 
 
 Q. Is Work Extra 155 required to clear regular trains? 
 
 A. Yes. 
 
 Q. How is Work Extra 155 to regard extras? 
 
 A. Protect itself between C and A (whether standing or 
 
 moving) agflinst extras tnat may be moving with the current 
 
 of traffic. 
 
 Q. May Order 109 be modified by adding "not protecting 
 against extra trains". 
 
 A. Yes. 
 
 Q. If "not protecting against extra trains" is added to 
 Order 109 may Work Extra 155 move agailnst the current of 
 traffic on the westward track between A and C clearing regu- 
 lar trains? 
 
 A. Yes. 
 
 Q. If extras are authorized by rule to run on double 
 
 track without raiiiiin§; orders would it ho good Judfment on 
 
 part of Dispatclier to gX^re a v^ork extra an order to -work on 
 
 extra trains 
 
 "? 
 
 or **west- 
 
 double track, not protecting agrainst 
 ward extra trains wait at € until 
 
 A. No, unless he is in position to control the movement 
 of each and every extra so authorized. 
 
 Q. If Work Extra 155 is authorized to work on both 
 tracks between C and E how should it be governed? 
 
 A. Should be governed on the eastward track in the same 
 manner as is required on the westward track, moving always 
 with the current of traffic unless an order is received per- 
 mitting a movement against the current of traffic. 
 
 ORDER no 
 Work Extra 155 protects 
 against No. 25 (or Second 
 and Third Class Trains) 
 
 between A and D, 
 
 Page 317 
 
 w.\ 
 
MP 
 
 ?a 
 
 h 
 
 yNESTWARD 
 
 SASTWj9f90 
 
 OrdS'lS?"^ ^^"""^^^ ^^''^ *^^*'» 1«« be governed under 
 
 .v.. f' ^^^""^ "^'''' ^^® ^^'^^ ^^ ^^- ^' OJ* a^^y second or 
 tnird class train, under protection, clearing other regular 
 trains and protecting against extra trains moving with the 
 current of traffic on track used. 
 
 Q. How should No. 25 and seccnd and third class trains 
 be governed under Order UO? trains 
 
 A. Bun at such speed that they will be abk to stop before 
 
 passing the flagman of Work Extra 155. 
 
 one or both tracks may it move in either direction the same 
 as when given right over all trains on single track? 
 A. Yes, it has exclusive right to the track. 
 
 ORDER III 
 ^^9 175 works on eastward 
 track 7: so AM to 5:30 PM 
 between C and D, Eastward 
 extras wait at C until 10:^0 
 AM. ^ 
 
 * ^' ^*^ Work Sxtra 175 move against the current «f 
 traffic under Order 111 nntU 10:30 A. M. cwSig^lJ^lrT^ns ' 
 A. les. 
 
 B-FORM R-PROYIDDTG FOE A MOVEMENT 
 AGADfST THE CUBEENT OF TRAFFIC, 
 
 ORDER IJ2 
 No. 2 has right over opposing 
 trains on westward track B 
 to C. 
 
 Q. IVhat is necessary before Dispatcher can authoi-iM 
 a moTcment against the current of traffic? autHorixt, 
 
 A. Clear the track on which such movement is to be made 
 of opposing trains. 
 
 Am Yes. (. ■ «. r-', 
 
 Q. Must Dispatcher place Order 112 moving No. 2 asainnt 
 tir^^fLvLT^" """"* *" -'-st^^i trains wUI Twelve !?*S:! 
 
 A, Yes. 
 
 Q. When may an opposing westward train leave C? 
 A. After No. 2 arrives. 
 
 ♦1. J^:^ ^^1? * movement against the current of traffic indicate 
 that the other track is impassible? maicate 
 
 A. No. 
 
 Page 318 
 
 Q. May the order state the number of the track instead of 
 eastward or wostward track? 
 A. Yes. 
 
 Q. If an inferior eastward train is betw^een B and C oa 
 eastward track should it be given a copy of Order 112, and 
 why? 
 
 A. Yes, to prevent it waiting for No. 2 to pass if it falls 
 
 back on No. 2's time. 
 
 Q. If an inferior eastward train following No. 2 arrives 
 at B before No. 2 returns to eastward track at C» should it be 
 given a copy of Order 112? If so, why? 
 
 A. Yes, to prevent the inferior eastward train from leav- 
 ing C ahead of No. 2 should it reach C before No. 2 returns to 
 
 eastward track. 
 
 Q. If no resrister at C hov^ should the inferior train be 
 governed on arrival at C? 
 
 A. If no means of communicating with Dispatcher at C, 
 
 watch the westward track from B to C for No. 2, If the 
 
 tracks separate, making it impossible, assume No. 2 has not 
 
 left C and leave a flagman and proceed ahead of No. 2 to a 
 
 point of communication. 
 
 Q. When a regular train is moved against the current of 
 traffic, does its schedule time apply to the track used? 
 
 :' A. No. 
 
 1 ■ ' "" « 
 
 Q. If Order 112 read "After the arrival of Xo. 1 at B, Ko. 
 2 has rig^ht over opposing trains on westward track B to C" 
 how should No. 2 be governed? 
 
 A. No. 2 must not leave B until after the arrival of No. 
 
 1, then proceed in the same manner as under Order 112. 
 
 Q. If there is an assigned yard within the territory where 
 a train is to be moved against the current of tH^ffie, should 
 all yard engine crews be notified before move is authorised, 
 and how? 
 
 A. Yes, notify Yardmaster and get assurance from him 
 
 that all crews nave been notlflefl. If rules require, address 
 
 order to Yardmaster and handle In usual manner. 
 
 D-FOBM S— PBOTIDING FOB USE OF A SECTIOIT OF 
 DOUBLE TBACE AS SINGLE TBACK. 
 
 ORDER us 
 No. I (or westward) track 
 will he used as single 
 track between B and C 
 Q. Before Order 118 is issued must the track between 
 
 B and C be clear of trains? 
 
 A. Yes. 
 
 Q. As superiority by direction does not apply on double 
 track, when a section of double track is singled must it l>e 
 understood in which direction trains are to be superior by 
 direction as between opposing trains of the same class, and how 
 Should it be done? 
 
 22 
 
 Page 319 
 
yNESTWARD 
 
 11 ! 
 
 (.. f . 
 
 t 
 
 A. In time-tables where there are schedules applying to 
 double track there should be a special rule stating direction 
 in which trains are superior by direction in the event that a 
 section of double track is to be operated as single track. 
 
 Q. What kind of rules apply between B and C under 
 Order 118? 
 
 A. Single track roles. 
 
 Q. Before passing from double to single track at B or O 
 
 mu§t It be known that all trains that ar« flnperiop haT« ar- 
 
 rived and left? 
 A. Yes. 
 
 Q. If registers are not provided how may this Informa- 
 tion be obtained? 
 
 A. From the Dispatcher at last train order ofl9ce, then 
 check all trains on opposite track between register and point 
 where track is singled. If there are means of communicating 
 with Dispatcher at point where track is singled a train order 
 check of trains may be obtained. 
 
 Q. Must trains be operated between B and C as long as 
 Order 118 is in effect the same as if the track had alwajS been 
 
 sinarle track, inferior trains keepinf^ dear of superior trains? 
 
 A. Yes. 
 
 Q. Under Order 118 do the schedules of the eastward track 
 apply to the westward track between B and C? 
 
 A. Yes, provided both tracks pass through the same 
 station. 
 
 Q. If Engine 75 is given an order to run extra D to A 
 and return to I>» and also a copy of Order 118, how must it 
 regard the track between B and C? 
 
 A. As single track both ways.*.....,.. '^ 
 
 Q. If Engine 85 is i^ven an order to run extra D to A 
 
 and also a copy of Order 113, wlien is Order 113 falfllled by 
 Bxtra 85 liFest? 
 
 A. On its arrival at B. 
 
 Q. If on arrival at A it is given an order to run extra 
 A to D, and is not given a copy of Order 118, how should it be 
 governed between B and C? 
 
 A. Use the eastward track. The tracks between B and C 
 should then be considered normal. 
 
 ORDER 114 
 No. I (or westward track) 
 will be used as single track 
 
 between B and C from io:so 
 AM to 1:30 PM. 
 
 Q. Bo tile rules apply the same under Order 114 between 
 10:80 A. M. and 1:80 P. M. as they apply under Order 113 
 as long as it is in effect? 
 
 A. Tea. 
 
 Page 320 
 
 Q. After 1:80 P. M., the expiration of the time Umlt 
 singling the westward track, how should eastward trains bo 
 
 gOTorned? 
 
 A. Must be clear of westward track or protected in both 
 directions. 
 
 Q. If there is an assigned yard within the territory where 
 a section of double track is to be used as single track, should 
 all yard engine crews be notified before this Is authorised, 
 and how? 
 
 A. Yes, notify Yardmaster and get assurance from him 
 that all crews have been notified. If your rules require, ad- 
 dress order to the Yardmaster and handle in usual manner. 
 
 A 
 O- 
 
 ODD NUMBERS WESTWARD AND 
 
 SUPERIOR BY DIRECTION 
 
 C D E F 
 
 O O O O 
 
 G 
 O- 
 
 H 
 -O 
 
 FKST CLASS NUMBERS 1 TO 10. SECOND CLASS NUMBERS 20 TO 30. 
 THIRD CLASS NUMBERS 40 TO SQL 
 
 Note: Examination on Orders 115, 116 and 117 only 
 applies where trains are not permitted to meet 
 extras by checking them on the register. 
 
 D— REGISTER STATION 
 
 ORDER IIS 
 
 No, 26 meet Extra J5 West 
 
 at D. 
 
 ORDER ii6 
 Extra 75 West has right 
 over No. 26 H to D. 
 
 ORDER 117 
 No. 26 wait at D until 
 g:30 AM for Extra 75 West, 
 
 Q. If on No. 26 holding either Orders 115 or 110 and nn 
 Extra 76 appears on the register, but is not in sight, are 
 you permitted to proceed? 
 
 A. No. 
 
 Q. What is necessary before No. 26 may proceed T 
 A. Obtain an order annulling Orders 115 or 116, or super- 
 seding Order 115 or an order as follows: 
 
 ORDER 118 
 
 Extra 7S West has arrived 
 
 at D on Order No. 115 
 
 (or 116). 
 
 Q. If No. 26 held Order 117 and was ready to leare al 
 9:10 A. M. could it do so? 
 
 A. Only in oase Extra 75 West has arrived and oan bo 
 
 checked personally (must see their markers) or Order 117 is 
 annulled, or an order in form of Order 118 is received. 
 
 Q. May a regular train be met on the register without 
 seeing them? 
 
 A. Yes. If register indicates a schedule has been fulfilled 
 
 it cannot be fulfilled again on that date. 
 
 Page 321 
 
 II 
 
t \ 
 
 -I 
 
 • i 
 
 MISC£LLAIf£0U8 0BDEB8 THAT ABE SOME TIMES 
 
 ITECESSAET OWIJTG TO LOCH COOITIOITS. 
 
 A 
 
 ODD NUMBERS WESTWARD AND 
 SUPERIOR BY DIRECTION 
 
 C 
 
 o- 
 
 D 
 -O 
 
 E 
 
 F 
 O 
 
 G 
 -O- 
 
 W 
 
 H 
 -O 
 
 HIST CUSS NUMBERS 1 TO 10. SECOND ClASS NUMBERS 20 TO 3IL 
 THIRD CUSS NUMBERS 40 TO 50. 
 
 ORDER Jig 
 To Engr Eng 75 at F. 
 After arrival of Extra 85 
 
 west Qt C Eng 75 run extra 
 
 C to F. Extra 83 West reported 
 out of F at . 
 
 t4. *^' ^^^P®' Engine 76 conples in with No. 1 at F to help 
 it to C, no open train order office at C or between F and C, 
 how should crew on Ens^ine 75 be srovemed? 
 
 A. Note whether No. 1 passes Extra 85 West at F or be- 
 tween P and C and, if it does, remain at C for its arrival. If 
 any doubt, flag to first point of communication and report for 
 instructions. 
 
 ORDER 120 
 
 After helping Extra 88 Ea^t 
 
 A to C Eng 75 run extra C 
 to A clearing Extra go East 
 reported out of A at . 
 
 Q. Assuming C is not a point of communication, what 
 must Extra 75 West know before leaving C? 
 
 *K A. T^** E^tra 90 East left A ahead of Extra 88 East and 
 that it was not passed between A and C. 
 
 ORDER 121 
 
 Engs 75 and 85 run as First 
 and Second i H to A. 
 
 ORDER 122 
 Order 121 is annulled. Engs 
 75 ond 85 run as First and 
 Second i H to D, and 
 Engs 65, 75 and 85 run as 
 First, Second and Third 
 I D to A. 
 
 Q. Assuming that Second 1 runs between D and A dis- 
 playing signals for third section, before Second 1 arrives at 
 D, and it is desired to help No. 2 A to E under Form C against 
 following section, how should it be done? 
 
 A. 
 
 ORDER 123 
 No, 2 has right over Third 
 I A to D and right over 
 Second i D to E. Second 
 J into D mil be Third i. out. 
 
 Page 322 
 
 Q. If the following is added to an order 
 
 ihts order annulled at 
 10:15 PM. 
 
 does it annul all movements in the order, and if an order to 
 run extra Is included in the order* must train be clear of main 
 track before 10:15 P. M.? 
 
 A. Yes. 
 
 Q. Under what circumstances is such an order necessary? 
 
 A. When an extra is run to point where report of arrival 
 can not be received, and it may become necessary to move 
 other extras in opposite direction after 10:15 P. M. Should 
 
 only bo usod in extreme eases. 
 
 Q. If an order Is sent to a train at a point not a train 
 order office, or to one that is closed, in care of Conductor of 
 No. 1, and after it has been delivered to Conductor of No. 1, 
 Ilispatcher desires to annul it, how should it be done? 
 
 A. Address annulment to Conductor No. 1 in whose care 
 order is sent, and Conductor No. 1 must then treat the order 
 as if it had not been received. Under no circumstances should 
 the order and annulment of it be delivered to the train 
 addressed. 
 
 Q. After making a meet between No. 1 uid No, 2 at F, 
 would it be proper to then give No. 2 rigki over No. 1 I> to o 
 
 for the purpose of putting No. 1 on the siding at F. or for 
 any other reason? 
 
 A. No, it would be irregular and not good dispatching. 
 
 THREE OB MOEE TBACKS. 
 
 (Rules F-271 to F-276 inclusive). 
 
 Q. How should main tracks be designated? 
 
 A. By numerals. 
 
 Q. How should their use be designated? 
 
 A. By special Instructions. 
 
 Q. On portions of the road so specified on the time-table, 
 may trains run with the current of traffic by block signals? 
 A. Yes. 
 
 Q. Will such indications supersede time-table superiority? 
 A, Yes. 
 
 Psgr. Track 
 
 ( • 
 
 va 
 
 ■ ■ 
 
 • • 
 
 II 
 
 • ■ 
 
 Q. How should trains running at night with the current 
 of traffic on Nos. 1 and 2 tracks display markers? 
 
 A. Two red lights to the rear. 
 
 Page 323 
 
 ^■Hll 
 
HV 
 
 iiili 
 
 1 . 
 
 14: • 
 
 .1 I 
 
 n 
 
 15 
 
 Q. How should trains runninir At night with current of 
 
 trftfflc on No. S track displfty murker 8? 
 
 A. A green (or yellow) light to the rear on the side next 
 to No. 1 track and a red light on opposite side. 
 
 Q. How should trains running at night with the current 
 of traffic on No. 4 track display markers? 
 
 A. A green (or yellow) light to the rear on side next to 
 No. 2 track and a red light on the opposite side. 
 
 Q. How should a train using any track at night against 
 current of traffic display markers? 
 
 A. Two green (or yellow) lights at the rear, one on either 
 side, with a red light on the platform or cupola. 
 
 Q. How should a train display markers at night when on 
 a siding? 
 
 A. Two green (or yellow) lights to the rear. 
 
 Note: Same principle applies on Railroads where rela- 
 tive position of passenger and freight tracks 
 differ. 
 
 Q. When a flagman for No. 1 track may return, what 
 whistle signal should be given? 
 
 A. Five long sounds. 
 
 Q. When may flagman for No. 2 track return? 
 
 A* Four long sounds. ^ 
 
 Q. When may flagman for No. 8 trade return? 
 
 A. Five long and one short sounds. 
 
 Q. When may flagman for No. 4 track return? 
 
 A. Four long and one short sounds. 
 
 Q. When may flagman for No. 5 track return? 
 
 A. One short and five long sounds. 
 
 Q. When may flagman for No. 6 track return? 
 
 A. One short and fonr long sounds. 
 
 Q. When may flagman for No. 7 track return? 
 
 A. One short, five long and one short sounds. 
 
 Q. W^hen may flagman for No. 8 track return? 
 
 A. One short, four long and one short sounds. 
 
 Q. Except as efl'ected hy additional rules quoted for three 
 or more tracks, are all Block Signal Rules and Train Orders for 
 Double Track in force? 
 
 A. Yes. 
 
 OPEKATOB'S EXAMINATIOllf. 
 
 Note: Dispatchers should be examined on the Opera- 
 tor's Examination in. addition to the examina- 
 tion on Train Rules and Orders. 
 
 D£FINIi SITBBYTHING UNDER TRIS SRAD OF 
 
 "DEFINITIONS". 
 
 Q. Is it possible for an operator to always know which 
 train is superior? 
 
 A. No, as he does not alwajs know what orders the trains 
 hold. 
 
 Page 324 
 
 M 
 
 Q. Are operators required to have • standard watch? 
 
 A. (Depends on requirement of Railroad where employed). 
 
 Q. Stato when and how standard time is receiTed. 
 
 A. (As per Rules 1, 2 and 3). 
 
 Q. What does full-faced type on a time-table indicate? 
 
 A. Meeting or passing points. 
 
 Q. Are operators required to have a current time-table and 
 understand all special rules therein before it takes ^Tect? 
 
 A. Yes (Ask questions on the special rules). 
 Q. Are operators required to provide themselves with 
 proper signals and keep them in good order ready for imme- 
 
 diiite use? 
 
 A. Yes. 
 
 Q. IVhat llagrs and hand lamps should a train order office 
 be equipped with? 
 
 A. One red, one green and one combination green and 
 
 white flag, at least one white, one red and one green light. 
 
 Q. When should day sisrnals be displayed? 
 
 A. From sunrise to sunset. 
 
 Q. When should ni^ht si^mais be displayed between sun- 
 rise and sunset? 
 
 A. When from weather or other conditions day signals 
 
 can not be plainly seen. 
 
 Q. When should nigrht sisnnals be displayed? 
 ' A. Prom sunset to sunrise. 
 
 State the meaning: of the color signals under Bule la and 
 positions of semaphores. 
 
 State the meaningr of liand, flagr and lamp signals. (Bule 12). 
 
 State the meaniuir of audible sigmals. (Bule 14). 
 
 State the meaning of torpedo sigrnals. (Bule 16). 
 
 Q. When an ensrino is runningr backward at ni^ht what 
 sismals must be displayed on rear of tender? 
 
 A. A white light. 
 
 Q. What sifirnals must be displayed as markers to indicate 
 the rear of a train? 
 
 A. By day, green (or yellow) flags or marker lamps ( not 
 lighted) on each side of rear of train. 
 
 By night, green (or yellow) lights to the front and sides 
 and red lights to the rear; except when train is clear of main 
 track, when green (or yellow) lights must be displayed to 
 front, side and rear. 
 
 Q. When a train is moving: agrainst the current of traf- 
 fic at night how should markers be displayed? 
 
 A. Green (or yellow) lights to front and side, a green 
 (or yellow) light to the rear on the side next to the main 
 track on which the current of traffic is in the direction the 
 train is moving, and a red light to the rear on opposite side. 
 
 Note: See display of markers on more than two 
 tracks. Page 28. 
 
 Page 323 
 
i 
 
 * I 
 
 Q« If m tmin passes with on engine bebind tbe cftboose 
 
 or rear of last passeng^er car, and the markers are on tlie rear 
 car and no markers on the engine, what would it indicate? 
 
 A. Engine of a following train temporarily assisting the 
 
 train ahead. 
 
 Q. If no markers on rear car but the engine behind the 
 last car is displaying markers, what would it indicate? 
 A. One train. 
 
 Q. If markers are displayed on rear of caboose or last car, 
 and also on an engine or train coupled to the rear, what would 
 it indicate? 
 
 A. Two trains coupled. 
 
 ^ If a train passes with an engine in the middle of it dis- 
 playing markers, and markers displayed on rear car, what 
 would it indicate? 
 
 A. An improper display of markers, and same should be 
 
 reported, 
 
 Q. Would yon report a train as arrived or by if it did 
 not display markers? 
 
 A. No. » . «• 
 
 Q. If you were not positive of the train number or engine 
 of an extra, how would you be governed? 
 
 A. Describe the train to the Dispatcher, but would not 
 
 send the regular report. ' 
 
 Q. Do you understand when you report a train as arrived 
 or by that the Dispatcher Is then authorised to annnl orders 
 that may effect such train? , 
 
 A. Yes. 
 
 Q. In reporting trains at a resrister station should opera- 
 tors always state the kind of signals displayed by regular 
 trains, as "Green signals" or ''No signals," and why? 
 
 A. Yes, in order that Dispatcher may authorize necessary 
 
 correction of the register if improper signals have been 
 
 registered. ""- 
 
 Q. Should an operator look for signals on all trains except 
 at register stations Dvrhere all trains register? 
 
 A. Yes. 
 
 Q. Should operator note signals displayed as designated 
 on register? 
 
 A. Yes. 
 
 <|. How are following sections Indicated? 
 
 A. By display of two green flags by day and in addition 
 two green lights by night in the place provided for the pur- 
 pose on the engine. r . ^ x$ 
 
 Q. How many sections display signals? 
 
 A. All except the last. 
 
 Q. What signals denote an extra train? 
 
 A. Two white flags and, in addition, two white lights by 
 night, in places provided for that purpose on front of the 
 
 engine. 
 
 Page 326 
 
 Q. Wonld the display of one flag or Hghi as prescribed 
 
 in Rules 19, 20 and 21 indicate the same as two? 
 A. Yes. 
 
 Q. When two or more engines are coupled on head end of 
 train how should signals be displayed? 
 
 A. All engines must display signals, 
 
 Q. (How should an imperfectly displayed signal, or 
 absence of a signal at a place where a signal is usually shown 
 be regarded? 
 
 A. As the most restrictive indication that can be given by 
 that signal. 
 
 Q. What Sifirnal must be need io stop a train at a station 
 designated on its schedule by the letter "f"? 
 
 A. A combination green and white flag by day and by 
 
 night a green light and a white light placed in line at right 
 
 angles with the track, and on the same side. 
 
 Q. If there is a conditional flag stop designated by spe- 
 cial rule or, if necessary to stop a train at a point not a flag 
 station on its schedule, what signal should be used? 
 
 A. A red signal. 
 
 Q. If any obstruction or defect In track Is found or re- 
 ported which may interfere with the safe passage of trains. 
 
 bow should you be governed? 
 
 A. Notify the Dispatcher at once, display the necessary 
 signals on both sides if conditions warrant, and then notify 
 the sectionmen. 
 
 Q. Are messages regarding broken rails or defects in 
 track more Important than train orders? 
 
 A. Yes, and should take preference on the wire. 
 Q. In which direction are trains superior by direction as 
 between opposing trains of the same class? 
 
 A. See current time-table. '^ 
 
 f i^' 9^®^ ^^^^ ^^ time-table schedules In effect at *each 
 
 A. For 12 hours after their time unless fulfilled. 
 
 at any Itation?"" '**"**' *'**'*'' *®''® ^^^^ '*«*** ^^^ schedule 
 
 A. When more than 12 hours behind their leaving time if 
 only a leaving time is shown, or when more than 12 hours be- 
 hind their arriving time when an arriving time is shown. 
 
 how^™«^3^ ?/?!,* '^^^l*' *>-»ii^ loses both right and schedule, 
 now may it then proceed? 
 
 A. By train order. 
 mnr^Vhli "lO^'iTi" ^T! ^^**\/»*^* '^"^ schedule by becominf 
 
 S^^SSS^* 2"" ^^ ******' engrlne and eQuipment be authoriied 
 «J*J.f^?i.®'A'^ *® "f/"^® ***« schedule provided it can get out 
 Within the 12 hour limit of the leaving time? 
 
 ' A. Yes. 
 
 Hoh^'^iy^^^l^ I^t *''*^4«^ ^'^d leaving time Is shown for a 
 ?« t^Ji® **.? station, and an operator has orders addressed 
 to that number, when do the orders become void? "**""**^ 
 
 23 
 
 Page 327 
 
 > , 
 
'#!|"' 
 
 ■ II I 
 
 \ 
 
 If' ; 
 
 1. 1 
 
 ( I 
 
 
 I 
 
 A. When schedule is more than 12 hours kie on the Imv- 
 
 in.g time. 
 
 Q. Unless some form of block slgrnal Is used, how far apart 
 must trains be kept, moving: in the same direction? 
 
 A. If both trains are carrying passengers, or if a train 
 
 is following a train carrying passengers, they must be kept 
 
 at least ten minutes apart; other trains five minutes apart 
 
 under the Standard Rules and, if your rules require more 
 
 clearance, comply with them. 
 
 Q. If no form of block signal is used, should an operator 
 space trains moving in same direction according to the rules, 
 
 n sin ST the train order signal for the purpose, and specif y- the 
 time the follovringr' train may leave on the clearance card if 
 rales require it? * 
 
 A. Yes. 
 
 Q. When two or more sections are run has each section 
 equal time-table authority? 
 
 A. Yes. 
 
 Q. Have all sections of a schedule equal train order 
 authority? 
 
 A. No, not always. 
 
 Q. If there is no train register at a station and operator 
 
 is notified by condnctor that sifimuls have been taken down 
 
 for a following section which has not arrived, how should 
 operator be governed? 
 
 A. Stop and notify all opposing trains that the section for 
 
 which signals were displayed has not arrived. 
 
 Q. If the schedule becomes more than 12 hours late at 
 your station, or the annulment of the following section into 
 your station is received, w^ould it then be necessary to notify 
 opposing trains? 
 
 A. No. 
 
 Q. Does Bule 96 apply on double track? 
 
 A. No, but it applies at tbe end of double track wbea 
 
 trains moving from single to double track take down signals 
 before the following section arrives. 
 
 Q. If by special rule in time-table a train is authorized 
 to register by ticket, should operator apply Bule 96 to such 
 train if an opposing superior train took down signals at the 
 register station before the following section arrives? 
 
 A. Yes. 
 
 Q. If the superior train registered signals taken down at 
 a point not a register station and an opposing inferior train 
 Is authorized to register by ticket how should operator be 
 governed? > 
 
 A. Stop and notify them. 
 
 Q. Is an operator permitted to handle switches for train 
 men? 
 
 A. NOt not unless authorized by Superintendent. 
 
 Q. Are Dispatchers required to address orders to those 
 who are to execute them, naming the place at which each Is 
 to receive his copy? 
 
 A, Yes. 
 
 Page 328 
 
 . Q. Must a copy be supplied for each person addressed ? 
 A. Yes. 
 
 Q. How must orders be numbered? 
 
 A. Consecutively each day, beginning at midnight. 
 
 Q. If two or more sets of Dispatchers are working on the 
 same Division, should each set use a separate series of 
 numbers ? 
 
 A. Yes. 
 
 Q. Is it good practice to number track orders consecu- 
 tively for a longer period of time, and why? 
 
 A. Tes, to' prevent duplicate numbers. 
 
 Q. How must conductors and enginemen regard orders 
 addressed and completed to an operator when delivered to 
 them? 
 
 A. The same as if addressed to them. 
 
 Q. Must each train order be written in full in Dispatcher's 
 order book and a record made of the names of all who sign 
 it, showing the time and signals and from what offices the 
 order was repeated, and the responses transmitted, also the 
 Dispatcher's initials? 
 
 A. Yes. 
 
 Q. If Dispatcher will not permit an operator to repeat all 
 
 Of an order, but Just that portion coneeraing the movement ol 
 
 the train addressed, should operator deliver it partly repeated? 
 
 A. No, he should hold the train until permitted to re- 
 peat it all. 
 
 Q. How should train orders transmitted by telegraph 
 designate regular trains? 
 
 A. By their numbers as "No. 10" and sections by words 
 as "Second 10'\ Extra trains by their engine numbers and 
 direction as "Extra 75 East" or "West". 
 
 Q. How should train orders be transmitted by telephone? 
 
 A. The names of stations must be plainly pronounced, and 
 then spelled letter by letter, thus Aurora A-u-r-o-r-a; all 
 numerals must first be pronounced and then followed by 
 spelling, thus, 1-0-5, one n-a-u-g-h-t f-i-v-e; the Dispatcher 
 writing the order as he transmits it and underscoring it as 
 it is being repeated. The letters duplicating numerals and 
 names of stations must not be written in the book nor upon 
 train orders. The duplication of figures in words, is per- 
 missible, if so authorized, when orders are sent either by 
 telegraph or telephone. 
 
 Q. Should operator repeat train orders by telephone \M 
 
 the same manner as Dispatcher is required to send them? 
 A. Yes. 
 
 Q. Should operator copy orders sent by telegraph exactly 
 as sent, letter for lettter and word for word, and repeat Just 
 as they are written? ^^ * 
 
 A. Yes. 
 
 Q. In transmitting a train order what procedure is 
 necessary? *^ ^^^^%> mm 
 
 Page 329 
 
.■■ 
 
 
 I 
 
 liil 
 
 !f 
 
 < ). 
 
 p 9iiH 
 
 A. Tbe Signal 31 or 19 must be glTen eacb office addressed, 
 
 followed by the direction, the number of copies required if 
 more or less than three, thus, "31 West Copy 5" or "19 Bast 
 Copy 2". 
 
 Q. If only one form is in nse, may the form number be 
 omitted? *' 
 
 A. Yes. I -' ^ . 
 
 Q. If not practicable to send an order simultaneously to 
 all offices, to whom should the order be sent first? 
 
 A. To the superior train. 
 
 Q. In sendin^r soTeral addresses of an order, in what 
 
 way Should it be done? 
 
 A. The addresses must be sent in the order of superiority 
 
 of trains, the one of greatest superiority being addressed first. 
 
 Q. When practicable should orders to meet or wait be sent 
 to the operator at the meeting or waiting point? 
 
 A. Yes, unless within Block Signal limits and special in- 
 structions have been issued making it unnecessary. 
 
 Q. After receiving an order addressed to operator at the 
 meeting or waiting point how should operator be governed? 
 
 A. Deliver copies to all trains effected by the order until 
 
 all have arrived from one direction, then file the remaining 
 
 copies unless such order is also addressed to a train, in which 
 
 case it must be handled in the usual manner. 
 
 Note. When Form E, Example 4 is used this would 
 seem impracticable. 
 
 Q. Should an order be sent to a train at the meeting point 
 if it can be avoided? 
 
 A. No. 
 
 Q. If it can not be avoided what extra precaution should 
 be taken, especially outside of block signal limits, on descend- 
 ing grades, non-stop for the train or view obscure? 
 
 A. Operator should, in addition to having stop displayed, 
 
 go out in the direction from w^hlch the train he holds the 
 order for is approaching and give it additional stop signals. 
 Dispatcher should, if necessary, instruct operator to do so, 
 but operator should not expect to be told, but do it if con- 
 ditions require. 
 
 Q. When necessary to send an order to a train at the meet- 
 ing point, what should be stated in the order? 
 
 A. "This order to at ." 
 
 Q. How should operators copy train orders? 
 
 A. In manifold during transmission. , > a. 
 
 Q. If th« reanbed number of copies is noi made how 
 
 should operator obtain additional copies, and what should be 
 done before delivery? 
 
 A. Make additional copies from one of the copies pre- 
 viously made and repeat to Dispatcher from new copies each 
 time additional copies are made. A copy of those made must 
 be retained. t .r -i: : nt ,/ 
 
 Page 330 
 
 Q. Is an O. K. necessary to the repeat of a newly made 
 copy? 
 
 A. Yes. 
 
 Q. Are operators required to repeat 81 form orders at 
 once in the succession addressed (unless otherwise directed) 
 and then write tim« repeated in place provided? 
 
 A, Yes. 
 
 Q. Are operators required to observe if others repeat 
 correctly, and if not, what action should be taken? 
 
 A. Yes, and if not repeated exactly as sent break at once 
 and notify Dispatcher. 
 
 Q. To whom should train orders be addressed? 
 
 A. To those who are to execute them. 
 Q. By whom should 31 orders be signed? 
 A. By those to whom they are addressed except engine- 
 man and, in some cases, the engineman must sign. 
 
 Q. In what cases should an engineman sign a 81 form 
 order ? 
 
 A. When running light without a conductor, when receiv- 
 ing orders at a point not a train order office or at a closed 
 office, receipting for a new time-table, when an order is sent to 
 a train at a point not a train order office or one that is closed 
 
 in Gflre of an engineman, when an order is addressed to 
 engineman of a helper engine to run after cutting out when 
 such engine is coupled in a train, and when a 31 form order 
 is received for a train that has been cleared or the engine of 
 which has passed the train order signal. 
 
 Q. When signatures to 81 orders are sent preceded by 
 order number and foUowed by the train number, how should 
 Dispatcher respond? «»"wi"i* 
 
 A. If he is ready to complete the order, respond "Com- 
 plete*' or "Com", the time and initials of the Superintendent 
 or official designated to sign train orders. 
 
 h«w^:t,«^?!?',*'f?*^J*?,* ^^ writing the complete o,. ^ order, 
 how should it be delivered? ' 
 
 A. DeUver a copy to each person addressed except engine- 
 man, and to the engineman if he is required to sign the order. 
 Q. By whom should engineman's copy be delivered? 
 
 A. Standard Rules leave this blank, but the duty is gen- 
 erally required of the conductor. 
 
 ^i4r^\ '"* T^*x ^*^ ^®®® ***® handling of the 19 form order 
 diflfer from that of the 31 form order? 
 
 A. No signatures are required to the 19 form order and 
 
 if it will not take the operator away from tbe Immediate 
 
 vicinity of his office he should deliver personally to the 
 engineman. 
 
 f^»i^'iu^^^^f}^ form order restricting the superiority of a 
 
 il!i^i IL,*®!''^^ '?'' " ** ^^"^ P^*"** w**®'* 8«ch superiority ia 
 restricted, how should it be handled? 
 
 A. The train should be brought to a stop before delivery 
 is made. 
 
 Page 331 
 
 \ 
 
 K' 
 
t. ' 
 
 ■I 
 
 r- 
 
 
 0. I^ aU orders for a train are on the 19 form, how should 
 operator deliver them? 
 
 A. If at an intermediate station on single track fold 
 them inside the clearance card, if one is required, and deliver 
 from the office side of the main track. On double track deliver 
 from outside of tracks considering direction of train movement. 
 
 Q. If operator holds bot|^ 19 and 31 form orders for a 
 train, how should they be delivered? 
 
 A. Obtain signatures and complete to 31 orders and de- 
 liver both 31 and 19 form orders to conductor. 
 
 Q. Should an operator sign a conductor's name to a 81 
 
 form order, get complete and deliver in the same manner as a 
 
 19 order if instructed to do so? 
 A. No. 
 
 Q. Should an operator send a conductor's signature In ad- 
 vance of its receipt on the order or place the complete or any 
 portion of the complete on an order before it is received? 
 
 A. No. 
 
 • ^■■ 
 Q. Is it permissible to deliver orders to a brakeman or 
 
 allow an engineman to sign a conductor's name to a 31 order? 
 
 A. No, except when delivering the 19 form order as train 
 
 passes. Engineman must not be permitted to sign conductor's 
 name. 
 
 Q. Is an operator required to place his signature on or 
 send his signature to I>ispatcher in handling 19 orders? 
 
 A. No, only sign last name on order following complete 
 and time. 
 
 Q. If a 31 form order is addressed to C&E, Pilot and 
 Operator, who is required to sign it? 
 
 A. Conductor, Pilot and Operator. * ^ 
 
 Q. Should an order be interlined, underlined, altered, 
 scratched or erased in any manner? 
 
 A. No, except the operator's copy may be underlined if 
 the order is to be relayed. 
 
 Q. In writing train orders should words and figures be 
 connected by loops or lines or otherwise flourished? 
 A. No. 
 
 Q. Is it permissible to surround figures in train orders 
 by circles, brackets or other characters? 
 A. No. 
 
 Q. In sending an order to a train at a point not a train 
 order office, or one that is closed, in whose care may it be 
 sent? 
 
 A. Any reliable employe, but it is generally sent in care of 
 either conductor or engineman, but sucli orders Should not be 
 
 addressed in care of No. , or C and E No. . 
 
 Q. When 31 form order is used* how should it be handled? 
 
 A. Complete will be given upon receipt of signature of 
 person in whose care it is sent, and sufficient copies supplied 
 for conductor and all enginemen of train addressed, and an ad- 
 ditional copy upon which he shall take conductor's and engine- 
 man's signatures and deliver to first accessible operator, who 
 
 Page 332 
 
 \ 
 
 must transmit signatures to Dispatcher and place on file. The 
 complete to person in whose care order is sent is sufficient for 
 conductor and engineman addressed. 
 
 A. No. 
 
 ♦« "?'xyi?V^®^?*'''/^.l^*^''® *° *'''^^'' addressed, for example, 
 to C&E No. 2 and there are two or more sections of No. 2 
 how should order be aeliyered? 
 A. To each section of No. 2. 
 
 Q. If the first section of No. 2 is by, should operator ac- 
 cept an order addressed to No. 2? *- «v 
 
 A. No, it must then be addressed to the sections. 
 
 Q. When may an operator repeat or give the X response to 
 a train order for a train which has been given a signal per- 
 mitting it to proceed or the engine of which has passed his 
 train order signal, or has been given a clearance where one 
 is required? 
 
 A. Not until the signatures of Conductor and Engineman 
 have been obtained. 
 
 an ^th2J*^*i?'***"'** *** taken on a 19 form order in this or 
 A. No. 
 
 Q. May Dispatcher authorize an operator to send the "X" 
 response or repeat an order for a train that has been cleared 
 or engme of which has passed the train order signal? 
 
 A. No. 
 
 Q. When is a train order in efl-ect, or when does an order 
 become a holding order for the train addressed? 
 
 A. When it has been either repeated or X response sent, 
 and before complete has been given. 
 
 Q. Is a 19 order in effect after it has been repeated or X 
 response sent, and before complete has been given the same as 
 if it were a 31 form order? «'— -^ »» 
 
 A. Yes. 
 Dis Etcher?* '**^**"®® *® **** ^ ^^ repeat required from 
 A. No. 
 Q. How should the order be treated after X'd or repeated? 
 
 A. As a holding order but must not be otherwise acted 
 upon until it is completed. 
 
 ii be\eatl^? ^*"' ^^^""^^ ^^^^^ ^^ ^'^ ^' Tepcated, how shonld 
 
 A. As if it had not been sent. ' 
 
 Q. When and how should an order be X*d? 
 
 A. When instructed by Dispatcher, and then operator 
 should reply (first giving office signal and SD) "X Order No. 
 
 *^ ^^^ '* with the initials of his name and 
 
 office signal, writing initials and time in place provided on 
 the blank. When telephone is used give station name. 
 
 Page 333 
 
1) 
 
 ■.fl< 
 
 If an oraer has been X'd when must It be repeated? ^ 
 
 At the earliest possible moment and before delivery is 
 
 When may a train order be completed to an inferior 
 
 i'.' 
 
 A. 
 
 made. 
 
 Q. 
 
 train? 
 
 A. After it has been repeated or X response sent by the 
 operator receiving it for the superior train. 
 Q. How long: are train orders in effect? 
 A. Until fulfilled, superseded or annulled. 
 Q. How is an order superseded? 
 A. By using the words "instead of". 
 
 Q. May a part of a train order be either superseded or 
 annulled without effecting the remaining portion of the order? 
 
 A. Yes. 
 
 Q. What becomes of all orders held by or issued for, or 
 any part of an order relating to a regular train, when such 
 train becomes more than twelve hours late, or Is annulled (pro- 
 vided the orders apply only within the territory where 
 annulled) ? 
 
 A. They become void to that train and when held by an 
 
 operator should be filed unless addressed to other trains. 
 
 Q. If an operator holds an order addressed to trains an- 
 nulling: a schedule and the schedule annulled becomes IS hours 
 late at his station, how should he be g:oTerned? 
 
 A. File it. 
 
 Q. With the exception of train orders issued for a regular 
 train, and such regular train becomes more than 12 hours late 
 or is annulled, or the annulment of a schedule that has become 
 12 hours late, may an order be filed without first being an- 
 nulled by Dispatcher? 
 
 A. No. ' 
 
 Q. If the time in a time order expires, may It then be 
 filed by the operator if addressed to a train. 
 
 A. No, not unless annulled by Dispatcher. 
 
 Q. Should an operator accept a number from Dispatcher 
 and repeat an annulment of an order? 
 
 A. No, Dispatcher should send the order. 
 
 Q. How should operator copy the order — across the face of 
 order annulled or on a separate blank? 
 
 A. Copy on separate blank. 
 
 Q. What notation should operator place on his copy of 
 the order annulled? 
 
 A. "Annulled by Order No. *», adding date if 
 
 annulled on a later date than date order was issuedi 
 
 Q. If an operator copies the annulment of an order and 
 train to whom it Is addressed approaches before complete can 
 be obtained, should the train be allowed to proceed? 
 
 A. No, not until the annulling order is completed. 
 
 Q. If an order Is addressed to two or more trains, may It 
 be annulled to one of them without effecting the others? 
 
 A. Yes, by stating "Order No. is annulled 
 
 to ". 
 
 Page 334 
 
 J 
 
 Q. Tf a condactor has signned a Si order, but it has not 
 been completed, may it be annulled to the operator? 
 
 A. Yes, so ruled by the A. R. A. However, to avoid any 
 controversy owing to conductor having placed his signature on 
 the order, it should be completed to the train and then 
 annulled. 
 
 Q. Should an order be addressed to "C&E All Concerned"? 
 
 A. No, it is too indefinite. 
 
 Q. If a train is authorized by rule or train order to reg- 
 ister by ticket; what should be giveh the operator, and how? 
 
 A. A register ticket, and it may be thrown off, if 
 practicable. 
 
 Q. Should an operator enter the contents of the register 
 ticket on the register and then report the train from the reg- 
 ister, or report from the ticket and then enter It on the 
 register? 
 
 A. Always enter on the register first and then report from 
 the register, and, if a regular train, state kind of signals dis- 
 played, if any; if not, say "no signals". It is more impor- 
 tant to say "No signals" when none are registered than to say 
 
 **green*' wnen green is registerefl. 
 
 Q. If register ticket Is not properly filled out, or none la 
 left, how should operator be £:overned? 
 
 A. Confer with the Dispatcher, get the necessary informa- 
 tion, register the train properly and make a written report to 
 the proper oflacial. 
 
 Q. At non-register stations should a record of trains be 
 kept? 
 
 A. Yes. 
 
 Q. How should an operator handle an order reading "Hold 
 No. 10" or "Hold Westward Trains"? 
 
 A. Hold as directed and deliver copies to Conductor and 
 
 Engineman of all trains held until an order is received ad- 
 dressed and completed to the operator annulling the hold order 
 or stating "No. 10 may go", then deliver copies of the annul- 
 ment or "may go" order to those to whom the hold order was 
 delivered; also, deliver all other orders addressed to them, 
 if any, and a clearance card with all order numbers thereon, 
 if such is required. 
 
 Q. Are operators required to make a transfer when reliev- 
 ing each other, and what must it contain? 
 
 A, Yes, it must contain a list of all unexpired orders and 
 
 overdue trains, or a note of any trains in the yard that have 
 been cleared. 
 
 Q. Should an operator handle train orders without a 
 transfer ? 
 
 A. No, not when there is an operator to relieve. 
 
 Q. If there Is nothing to transfer, should a blank transfer 
 be made? 
 
 A. Yes. 
 
 Page 335 
 
w 
 
 \ 
 
 v; ' 
 
 : { 
 
 Q. If operators relieve each other for lunch hour, or for 
 any period of time, no matter how short, should a transfer be 
 made? 
 
 A. Yes. 
 
 Q. If two or more operators are on duty should one be 
 asslgrned to train order work and continue to perform that duty 
 until relieved by another and a transfer made? 
 
 A. Yes. 
 
 Q. When more than one operator is required for train 
 order work should there be an assigrnment to certain wires 
 and if, at any time during: 'the day or night, it becomes neces- 
 6APy to double up tho work, fihould th« ODorator ffoinff off duty 
 
 transfer hii) territory to the one on duty? 
 
 A. Yes. 
 
 Q. If later it becomes necessary to divide the work agrain, 
 must a transfer be made of that portion of which operator Is 
 to be relieved? 
 
 A. Yes. 
 
 Q. In cases of this kind, are two transfer books necessary? 
 
 A. Yes. 
 
 Q. If an extra is created by Old Example 8, Form G, 
 (extra scheduled by train order) does the extra become void 
 
 wlien more ttian U hoars late on the time specified in tlie 
 
 order ? 
 
 A. No, it Is in effect until fulfilled or annulled. 
 
 Q. Are operators permitted to complete orders for Dis- 
 patcher in case circuit fails and unable to obtain complete? 
 
 A. No, not unless so instructed in advance by the Dis- 
 patcher in case of anticipated circuit failure. 
 
 TBAIIV OBDEB SIGNAL. 
 
 (Rule 221-A). 
 
 Q. What is the normal position of a tririn order sigrnal 
 under Rule 2S1-A when an operator is on duty? 
 
 A. Stop — both semaphores horizontal and red light at 
 night. 
 
 Q. When may an operator indicate proceed? 
 
 A. To permit a train to pass after getting orders or for 
 which there are no orders. 
 
 Q. Is a train permitted to pass the sigrnal ivrhen stop is 
 indicated ? 
 
 A. No. 
 
 Q. After indicating proceed as required when should sig- 
 nal be placed at STOP again? 
 
 A. As soon as rear of train has passed. 
 
 Q. When may signal be fastened at proceed? 
 
 A. Only when there is no operator on duty. 
 
 Q. When necessary to issue a clearance must the total 
 number of orders delivered be designated on the clearance. 
 
 A. Yes. 
 
 Page 336 
 
 1 
 
 \' 
 
 TBAIN OBDEB SIGICAL. 
 
 (Rule 221-B). 
 
 Q. What is the normal position of train order signal under 
 Rule 221-B when an operator is on duty? 
 
 A. Proceed — both semaphores at an angle to the horizontal 
 
 and a green light at night. 
 
 Q. When must signal be placed at STOP? 
 
 A. When trains are to be stopped for train orders. 
 
 Q. After receiving the signal "81" or **1»* , followed by 
 the direction, what must be done? 
 
 A. Display the stop signal in direction Indicated and reply 
 
 to Dispatcher *'SD", This must be done before order is sent 
 
 by Dispatcher. 
 
 Q. W^hen may signal be restored to "Proceed", its normal 
 position ? 
 
 A. Not until all orders for trains in the direction gov- 
 erned by the signal have been delivered or annulled. 
 
 Q. How may a train proceed while stop is indicated? 
 
 A. By obtaining a clearance card (Form A). 
 
 Q« W^hen a clearance is issued must the total number of 
 orders delivered be designated thereon ? 
 
 A, Yes. 
 
 TBAO OBD£B SIGNAL AS USED ON MANY 
 
 BAILBOADS. 
 
 (Not Standard). 
 
 Q. What is the normal position of train order signal? 
 
 A. Stop — semaphores horizontal, red light at night. 
 
 Q. Is it necessary to furnish a clearance card with train 
 orders, the numbers of all orders to be designated thereon? 
 
 A. Yes. 
 
 Q. If there are no 91 or 19 form orders, should ii be so 
 stated? 
 
 A. Yes. 
 
 Q. If there are orders must the numbers be placed on the 
 clearance card and then the train addressed with the numbers 
 of orders repeated to the Dispatcher and an O. K. with time 
 and Superintendent's initials obtained and written thereon be- 
 fore delivery is made? 
 
 . A. Yes. 
 
 Q. After a clearance has once been O. K'd. by the Dis- 
 patcher, may order numbers be added thereto? 
 
 A, No, tbe old clearance must be destroyed and a new one 
 
 made, repeated and O. K.'d. in regular manner. 
 
 Q. When may a train be given a proceed signal? 
 
 A. If there are no orders for it or any other train in 
 the same direction, after engineman calls for the signal by 
 four short sounds (or after giving station whistle, if rule per- 
 mits) he may then place semaphore In proceed position. 
 
 Q. When should signal again be placed at stop? 
 
 Page 337 
 

 i 
 
 \ 
 
 V 
 
 im^ 
 
 A. As soon as the markers are by the signal. 
 Q. How is a closed office indicated? 
 
 A. Both semaphores at proceed and, in addition, a green 
 light at night. 
 
 Q. When both semaphores are placed at proceed* how 
 should approaching trains be governed? 
 
 A. Pass the same as if there was no train order signal. 
 
 Q. If signal is at stop when train arrives and it is de- 
 sired to close office before train leaves the station how should 
 it be done? 
 
 A. Clear train Tvith a clearance card. 
 
 Q. Under either system must operator have proper 
 appliances on hand ready for immediate use should the fixed 
 signal fail? 
 
 A. Yes. 
 
 Q. If operating under normal STOP and the fixed signal 
 fails, how should operator use the hand signals? 
 
 A. Keep a red flag by day and red light by night dis- 
 played until ready to give a proceed signal, then remove the 
 stop signal and display the proceed signal until the rear of 
 
 train has passed, tlien again display stop. 
 
 Q. If operating under normal PROCBSD, how? 
 
 A. Keep a proceed signal displayed until an order is to 
 be received for a train, then remove the proceed signal and 
 display STOP until orders have been delivered, then again dis- 
 play PROCEED. 
 
 Q. Are operators permitted to use the authorized abbre- 
 viations in Rule 223 in a train order when not so sent by 
 Dispatcher? * <> 
 
 A. No. 
 
 Note: Use these questions and answers only where 
 
 the use of the 19 form order is permitted in 
 
 restricting superiority of trains and numbers 
 of orders are required on clearance cards and 
 same to be checked by Dispatchers. 
 
 Q. If there are no orders for a train is it necessary to re- 
 peat clearance to Dispatcher and obtain O. K., time and Super- 
 intendent's initials to elearance before making delivery? 
 
 A. No. 
 
 Q. If there is one or more orders for a train how nkust 
 operator be governed? 
 
 A. Fill out the clearance form and include numbers of all 
 
 orders for the train addressed thereon, then repeat train and 
 
 order numbers to Dispatcher and obtain O. K. and time with 
 Superintendent's initials, writing same on the clearance as 
 sent. 
 
 Q. If after a clearance has been O. K'd. by Dispatcher may 
 other numbers be added to it? 
 
 A. No, destroy clearance, make a new one and handle In 
 
 the same manner as before. 
 
 Page 338 
 
 
 \ 
 
 Q. If operator does not repeat numbers of all orders he 
 has for the train to the Dispatcher, and Dispatcher fails to 
 call his attention to it and gives the O. K., is he responsible? 
 
 A. Yes equally responsible with the operator for non- 
 delivery of the order. 
 
 Q. If operator receives a 19 form order restricting a train 
 at his station, how must delivery be made? 
 
 A. Stop the train and then deliver the order. 
 
 Q. If a train has been cleared or is beyond the signal 
 and Dispatcher desires to give it another order, must he as- 
 sume the responsibility of train leaving before operator 
 reaches it? 
 
 A, Yes. 
 
 Q. If under conditions of preceding question it is a re- 
 stricting order should the 19 form be used? 
 
 A. No, the 31 form must be used. 
 
 Q. In case the train has received one clearance is it proper 
 to give it a second clearance with additional order? 
 
 A. No, only in extreme cases. The first clearance should 
 
 be taken up and a new clearance covering all orders delivered. 
 
 Q. In issuing orders where Dispatcher must know posi- 
 tively that same have been received before completing to in- 
 ferior train, must the 31 form be used if any donbi? 
 
 A. Yes. 
 
 Q. When necessary to restrict a train at a point not a 
 train order office, or at one that is closed, may the 19 form 
 order be used for the train to be restricted? 
 
 A. No, the 31 form must be used. 
 
 Q. When reducing a time order may the 19 form be used 
 to inferior trains holding authority to move under such 
 orders? 
 
 A. No. 
 
 Q. May the 19 form be used for taking receipt for new 
 
 tiniA-tables? 
 
 A. No, the 31 form should be used. 
 
 Q. When restricting a train that has been cleared or the 
 engine of which has passed the train order signal, or when re- 
 stricting a work extra that is within the territory where the 
 order restricts may the 19 form be used? 
 
 A. No, the 31 form must be used as signatures must be 
 obtained. . > , ., . . , , ^ 
 
 Q. If operator at IJ hol»ls ait order ^i«^ipg No. ^/ right over 
 No. 1 to J>, does it restrict No. I at D, the same as if it were 
 a meet? 
 
 A, Yes. 
 
 Q. If the rigat o/d(r-r is used anil at the '^ime No. 1 ap- 
 proaches D No. 2 is not yet due oa^ of C Tox- a time that may 
 permit No. 1 to clear it at C, may operator hand the 19 order 
 to No. 1 without stopping it? 
 
 A. Yes. ' ^.^ ■] ; 
 
 Q. Does a time order re«trirt %t a eta^ion until the time 
 has expired? 
 
 A, Yes. 
 
 Pag^ 339 
 
A 
 
 h\ 
 
 ^f 
 
 Q. Must operator keep a carbon copy of all clearance cards 
 issued? , , 
 
 A. Yes. 
 
 Q. When coming: on duty, no operator to relieve, or any 
 time after office has been closed, what is operator's first duty 
 where normal position of sigrnai is STOP? 
 
 A. Place train order semaphores in stop position. 
 
 Q. When an operator holds an order for a train may he 
 clear another train of the same direction with train order 
 siirnal? 
 
 A. No, as he can not be sure it Is not the train he has 
 orders for. Dispatcher can not always be sure which train 
 is ahead. 
 
 Q. If operator at D, Diagrram 4, Plate 7, pagre 74, recelTes 
 a restricting: order for a work extra working: between C and £, 
 when may he send the X response or repeat the order? 
 
 A. Not until he receives signatures of conductor and 
 engineman. 
 
 Q. If operator at D is positive the work extra is between 
 C and D and the order restricts them only between D and £, 
 when may he send the X response or repeat the order? 
 
 A. At once as he is then between the work extra and the 
 restricted territory. 
 
 Note: If there is another line by which the work 
 extra may move under flag or orders to op- 
 posite side without passing through Station 
 D, then operator should not X or repeat until 
 signatures of conductor and engineman are 
 obtained. 
 
 Q. If an operator clears a train by displaying a proceed 
 signal and again displays a STOP signal before engine passes, 
 should he consider the train held? 
 
 A. No. 
 
 Q. If a time-table desigrnates a train order office and train 
 order semaptiores are removed is tliat sufficient to close the 
 office? 
 
 A. No, instructions closing the office should be issued. 
 
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