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General, train and interlocking rules Canadian Pacific Railway Company Feb 28, 1942

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 iPlii  d
SS    2"42 Form 278
Canadian Pacific
Railway Company
GENERAL, TRAIN
AND
INTERLOCKING RULES
Approved by Order of the
Board of Transport Commissioners for Canada
No. 7563, dated July 12th, 1909.
Adopted by By-Law No. 96 passed by the
Board of Directors on March 14th. 1910,
and approved by
His Excellency the Governor-General-En-Council
Reprinted Feb. 28th, 1942\ and contains all revisions authorized
■ by the Board of Transport Commissioners up to that date. No..
126944
This book is the Property of the
Canadian Pacific Railway Company
AND IS LOANED TO
NAME
OCCUPATION
who, by accepting it, agrees to return it to the proper
officer when called for, or forfeit twenty-five cents. INDEX
- §ju»J. ->in; .!-u^: •  Page
General Notice      :'.»; ,\:.... 4
General Rules    ::;... ..;£..,    •    5
Definitions   . :......... i;.. 7
Train Rules for Single Track   •.-.•<. ;0 10
Standard Time  10
Certificate of Watch Inspector :.: 10
Time Tables   b  . .     12
Signals    :   14
Visible Signals  14
Color Signals         14
Hand Flag and Lamp Signals ....;... 15
Audible Signals     16
Engine Whistle Signals  i  16
Communicating Signals   18
Train Signals  18
Use of Signals  .v... 20
Movement of Trains by Time Table and Traini
Order     23
Superiority  23
Rules for Train Movement   253
Rules for use of Train. Orders   34
Forms of Train Orders  ;..... 42
Train Rules for Double Track       55
Standard Time    55
Certificate of Watch Inspector  55
Time Tables      57 2
Page
Signals    |  59
Visible Signals    59
Color Signals   :.  59
Hand Flag and I_amp Signals  60
Audible Signals   61
Engine Whistle Signals   61
Communicating Signals     63
Train Signals  63
Use of Signals  65
Movement of Trains by Time Table and Train
Order     68
Superiority  68
Rules for Train Movement   68
Rules for use of Train Orders  77
Forms of Train Orders   85
Fixed Signals    97
Definitions  97
Rules   ..   98
Automatic Block Signals  99
Definitions and Indications    99
Automatic Block  System  100
Rules     100
Station Protection Signal  103
Rules •  103
Flag Stop Signals  103
Interlocking Signals   104
Definitions and  Indications •  104
Rules     105
Signalmen     105
Engineers and Trainmen  109 3
The rules herein set forth govern the railways
operated by the Canadian Pacific 'Railway Company, and supersede all previous rules and instructions inconsistent therewith.
Special instructions may. be issued by proper
authority.
J>££s£.
Vice-President.
;   I t
GENERAL NOTICE
To enter or remain in the service is an assurance
of willingness to obey the rules.
Obedience to the rules is essential to the safety
of passengers and employees, and to the protection
of property.
The service demands the faithful, intelligent and
courteous discharge of duty.
Tfo ofbtain promotion, capacity must be shown for
greater responsibility.
Employees, in accepting employment, assume its
risks. GENERAL RULES
A. Every employee whose duties are prescribed
by these rules, must have a copy of them accessible
when on duty.
Every employee whose duties are connected with
the movement of trains must have a copy of the
current time-table accessible when on dufgfl**
B. Employees must be conversant with, and obey
the rules and special instructions. If in doubt as to
their meaning, they must apply to proper authority
for an explanation.
O.   Employees must pass the required examinations.
D. Persons employed in any service on trains are
subject to the rules and special instructions.
E. Employees must render every assistance in
their power in carrying out the rules and special
instructions.
F. Any violation of the rules or special instructions must Ibe reported.
G. The use of intoxicants by employees while on
duty is prohibited. Their use or the frequeruting of
places where they are soldi is sufficient cause for
dismissal.
H. The use of tobacco Iby employees while on duty
in or about passenger stations, or on passenger cars,
is prohibited.
J. Employees on duty must wear the prescribed
badge and uniform and be neat in appearance.
K. Persons authorized to transact business at stations or on trains must be orderly and avoid annoyance to patrons.
!_¥£ L. In case of danger to the Company's property,
employees must unite to protect it.
M. Employees must always he vigilant to protect,
and must promptly report anything detrimental to
the Company's interest.
N. When an employee leaves the service, all
equipment supplied by the Company must be returned. The Company reserves the right to with-
I'Sald from the wages due the employee the value
of such equipment not returned.
O. Equipment, supplies and material must be
properly and economically used and cared for.
Scrap and other material of value must be turned
in to the Company.
P. Unless authorized to do so, employees must not
receive or pay out money on the Company's
account or use the Company's credit.
Q. All accidents involving injuries to persons, or
damage to track, structures or rolling stock, must
be reported promptly by telegraph to the proper
officer, and confirmed by mail. In cases of injury
to persons, the names and addresses of air many
witnesses as possible must be obtained. DEFINITIONS
TRAIN.—An engine or more than one engine
coupled, with or without cars, displaying markers.
REGULAR TRAIN.—A train authorized by a
time-table schedule.
SECTION.—One of two or more trains running
on the same time-table schedule, displaying green
signals or for which green signals are displayed.
EXTRA TRAIN.—A train not authorized by a
time-table schedule. It may be designated as:
"WORK EXTRA"—For  a work  train.
"PASSENGER  EXTRA"—for   an   extra  passenger train.
"EXTRA"—any other extra train.
SUPERIOR TRAIN—A train having precedence
over another train.
TRAIN OF SUPERIOR RIGHT.—A train given
precedence toy train order.
TRAIN OF SUPERIOR CLASS.—A train given
precedence by time-table.
TRAIN OF SUPERIOR DIRECTION.—A train
iii the direction in which regular trains are superior to trains of the same class in the opposite direction, as specified in the time-table.
•Sf&te.—Superiority  by   direction  is  limited  to  single
JCtraek. 8
TEV_IE-TA]B___E.—The authority for the movement of regular trains subject to the rules. It contains the classified schedules of trains with special
instructions relating thereto.
TBffi-TABLE SCHEDULE.—That part of a
time-table which prescribes class, direction, number and movement for a regular train.
DIVISION.—That portion of a railway assigned
to the supervision of a Superintendent.
DISTRICT.—That portion of a railway assigned
to the supervision of a General Superintendent.
SUBDIVISION.—A part of a division so designated on a time-table.
MAIN TRACK.—A track extending through
yards and between stations, upon which trains are
operated by time-table or train order, or the use
of which is controlled Iby block signals.
SINGLE TRACK.—A main track upon which
trains are operated in both directions.
DOUBLE TRACK.—Two main tracks, upon one
of which the current of traffic is in a specified direction, and upon the other in the opposite direction.
THREE (OR MORE) TRACKS.—Three (or
more) main tracks, upon any of which the current
of traffic may be in either specified direction.
CURRENT OF TRAFFIC.—The movement of
trains on a main traclk, in one direction, specified
by the rules.
STATION.—A place designated on the timetable or by a sign (board by name, at which a train
may stop for traffic; or to enter or leave the main-
track; or from which fixed signals are operated.
V INITIAL STATION.—A station at which a regular train is first timed on any subdivision is an
initial station for, that train.
PASSING TRACK.—A track auxiliary to the
main track for meeting or passing trains, limited to
the distance between two adjoining telegraph
stations.
SUDE TRACK.—-A track auxiliary to the main
track, used for purposes other than for meeting
and passing trains.
FIXED S1X3W1AIL.—A signal of fixed location indicating a condition affecting the movement of a
train.
YARD ____3M__T BOARD.—A signal board of fixed
location, indicating the limits of a yard.
YARD.—A system of tracks within limits defined
by yard limit iboards, or indicated by time-table,
provided for the making up of trains, storing clears, and1 other purposes, over which movements
not authorized toy time-tables or by train order
may -be made, subject to prescribed signals and
rules.
YARD OSNGQCNE.—An engine assigned to yard
service and working within yard limits.
PILOT.—A person assigned to a train when the
Engineer or Conductor, or both, are not fully acquainted with the physical characteristics or running rules of the road, or portion of the road, over
which the train is to be moved.
m 10
TRAIN RULES FOR  SINGLE  TRACK
STANDARD TIME   ^
1. Standard Time obtained from McGill Observatory will -be telegraphed to all points from designated offices at 11.56 a.m. daily.
2. Watches that have been examined and certified to by a designated Inspector, must foe used by
Train Masters, Road Foremen of Locomotives,
Locomotive Foremen, Road Masters, Bridge and
Building Masters, Conductors, Engineers, Firemen,
Motormen, Train Baggagemen, Brakemen, Yard
Masters and Yard Foremen and such other employees as the Railway Company may direct. The
certificate in prescribed form must foe renewed and
filed with the Superintendent every January and
July.
Form of Certificate
CERTIFICATE OF WATCH INSPECTOR
This is to certify that on  19...
the watch of 	
employed   as    	
on the Canadian Pacific Railway was examined by
me. It is correct and reliable, and in my judgment
L 11
will, with proper care, run within a variation of
thirty seconds per week.
Name of maker ....".....'.'; „\ /f.'ff	
Brand   	
Number of movement 	
Open or hunting case	
Metal of case 	
Stem or key winding
Signed,
Inspector.
Address
3. Watches of Conductors, Engineers and Motor-
men must foe compared before starting on each trip
with a clock designated as a Standard Clock. The
time when watches are compared must be registered
on a prescribed form.
Employees who are required to use Standard
Watches must submit them to a designated Inspector for comparison and record during the first and
the third week of every month, or if no designated Inspector is accessible during any such period, as soon as possible thereafter.
They must not regulate them,' or, .unless they
stop owing to failure to wind, set them themselves.
If a Standard Clock is not accessible, standard
time must be obtained from Train-D-spateher, or
by comparing time with a Conductor, Engineer or
Motorman who has had access to a Standard Clock
and registered. »i*        ffM$i 12
TIME TABLES
4. Each time table, from the moment it takes
effect, supersedes the preceding time-table. A train
of the preceding time-table which has left its initial station, on any subdivision before the new
time-table takes effect, maust retain its train orders and complete the run by using the schedule
of the train of the same number of the new timetable, unless that train is scheduled- to leave its
initial station on that subdivision within twelve
hours after the new time-table takes effect, in
which case the train of the preceding time-table
loses tooth right and schedule at the moment the
new time-table takes effect, and thereafter may
proceed only by train order.
A train of the preceding time-table must not
leave its initial station on any subdivision after
the hour the new time-tafole takes effect.
A train of the new time-tatole which has not the
same numtoeron the preceding time-tatole, must
not run on any subdivision until it is due to start
from its. initial station on that subdivision after
the new time-table takes effect, at;
5. Not more than two times are given for a
train at any station; where one is given, it is, unless otherwise indicated, the leaving time; where
two, they are. the arriving and leaving time.
■Unless otherwise indicated, the time applies to
the switch where an inferior train enters the siding; where there is ho siding it applies to the place
from which fixed signals are operated; where there 13
is neither siding nor fixed signal, it applies to the
place where traffic is received or discharged.
Schedule meeting or passing stations are indicated by figures in full-faced type.
Both the arriving and leaving time of a train are
in full-face type when tooth are meeting or passing
times, or when one or more trains are to meet or
pass it toetween those times.
When trains are to be met or passed at a siding
extending between two adjoining stations, the
time at each station will be shown in full-faced
type.
Where there are one or more trains to meet or
pass a train toetween two times, or more than one
train to meet a train at any station, attention is
called to it toy small figures showing numbers of
trains to foe met or to pass.
6.   The following signs in the time-tatole indicate:
" * "   See foot note.
"s"   Regular stop.
"f"   Flag stop to receive or discharge passengers or freight.
" | " Stop for meals.
"L" Leave.
"A" Arrive.
"D" Day telegraph station.
"N" Night telegraph station.
"T" Telephane station.
"W" Water station.
"C" Coaling station. 14
SIGNALS
7. Employees whose duties may require them to
give signals, must provide themselves with the
proper appliances, keep them in good order and
ready for. immediate use. -
8. Fla!gs of the prescribed color must be used by
day, and lamps of the prescribed color by night.
9. Night signals are to be displayed from sunset to sunrise. When weather or other conditions
ooscure day?§ignals, night signals must be used in
addition.
VISIBLE SIGNALS
10.
Color Signals
Color
Indication
(a)
Red. :-*i-«i ■'■''■
Stop.
(b)
Green.
Proceed, and for other uses
prescribed by the rules.
(c)
Yellow.
Proceed with caution, and
for other uses prescribed
by  the  rules.
(d)
Green and white.
Flag stop.    See Biile 28.
•(e)
Blue.
See Rule 26.
11. A fusee on or near the track burning red
must not foe passed until burned out. When burning yellow it is a caution signal.
i
V 15
12. Hand Flag and Lamp Signals
(Illustrated by diagram)
Manner of Using
(a) Swung across the track.
(b) Raised and lowered vertically.
(c) Swung vertically in a
circle at half arm's length
across the track when the
train is standing.
(d) Swung vertically in- a
circle at arm's length
across the track when the
train is running.
(e) Swung horizontally above
the head when the train
is standing.
(f) Held at arm's length
above the head when the
train is standing.
Indication
Stop.
Proceed.
Back.
Train has parted.
Apply air brakes.
Release airbrakes.
13.   Any object waved violently by anyone on
or near the track is a signal to stop.
iii 16
14.
AUDIBLE SIGNALS
Engine Whistle Signals
Note.—The signals prescribed) are illustrated by " o "
for  short sounds,   " "  for  longer  sounds.
The sound of the whistle should be distinct, with intensity and dliiiration proportionate to the distance signal
is to be conveyed.
Sound
Indication
(a) o
(b)	
(c) — 0 0 0
(d)	
(e)	
(f)	
(g) o o
(h) ooo
(j) o o o o
Stop.   Apply brakes.
Release brakes, or ready to
proceed.
Flagman go out to protect rear
of train.
Flagman return from west or
south.
Flagman return from east or
north.
When running, train parted; to
be repeated until answered
by the signal prescribed by
Rule 12(d).
Answer to  12 (d).
Answer to any signal not otherwise provided for.
When train is standing, back.
Answer to 12 (c) and 16 (c).
When train is running, answer
to 16 (d).
Call for signals. 17
Sound
Indication
(k) — o o
To    call   attention    of   extra
trains and of trains of the
same or inferior class or in
ferior right  to signals dis
played for a following sec
tion.
(1) o —
Approaching public road cross
ings at grade and at whistle
posts.
(m) 	
Approaching stations,  and  as
prescribed by Rule 31.
(n) o —
When    double    heading,    air
brakes have failed on leading
engine and second engine is
to take control of them.
Answer to 14 (n); to be given
by second engine as soon as
it has control of air brakes.
(o) O 0 —
Answer to 14 (k).
A succession of short sounds of the whistle is an
alarm for persons or animals on the track.
II
15. The explosion of one torpedo is a signal to
stop; the explosion of two not more than 200 and
not less than 100 feet apart is a signal to reduce
speed, and look out for a stop signal.
Torpedoes must not foe placed near stations or
public crossings, nor where persons are liable to
be injured by them. 18
v
16.
Communicating Signals
Sound
(a) Two.
(b) Two.
(c) Three.
(d) Three.
(e) Four.
(f) Four.
(g) Five,
(h) Five.
(i)   Six.
(j) Seven.
Indication
When train is standing, start.
When train is running, stop at
once.
When train is standing, back.
When train is running, stop at
next station.
When train is standing, apply
or release air brakes.
When train is running,, reduce
speed.
When train is standing, call in
flagman.
When   train   is   running,   increase speed.
When   train  is   running,   increase steam heat.
When  train  is  running,   release
brake
lease air brakesz or sticking
TRAIN SIGNALS
17. A headlight will be displayed to the front of
every train by night, but must foe concealed when
the train turns out to meet another and has stopped clear of main track, with switches closed, or
is standing to meet trains at the end of double
track, or at junctions, and switches properly set
for the approaching train. 19
Revised1 page No. 19 (General Train and Interlocking
Rules), Rule No. 19 revised in accordance wim General
Order No. 437, Board of Transport Comimissioners,
dated January. 21ist, 1927..
18. Yard engines will display the headlight to
the front and rear "by night. When not provided
with a headlight at the rear, two white lights
must be displayed. Yard engines will not display
markers.
Under conditions not requiring display of markers, road engines without cars will display a white
light on the rear of tender by night.
(Illustrated by diagram.)
19. The following signals will be displayed, one
on each side of the rear of every train, as markers
to indicate the rear of the train; by day, marker
lamps not lighted; by night, green lights to the
front and side and red lights to the rear, except
when the train is clear of the main track, when
green lights must foe displayed to the front side
and rear.
(Illustrated by diagram.)
20. All sections except the last will display two
green fiags, and in addition, two green lights by
night, in the places provided for that purpose on
the front of "the engine.
(Illustrated by diagram.)
Zl. Extra trains will display two white flags,
and in addition, two white lights by night, in the
places provided for that purpose on the front of
the engine.
(Illustrated by diagram.)
ZZ. When two or more engines -are coupled, the
leading engine only shall, unless otherwise directed, announce the signals as prescribed by Rule 14,
and display the signals as prescribed by Rules 20
and 21.
JJ 7
20
23 -One flag or light displayed where in Rules
19, 20 and 21 two are prescribed will indicate the
same as two; but the proper display of all train
signals is required.
24. When cars are pushed by an engine (except
when shifting or making up trains in yards) a
white light must foe displayed on the front of the
leading car by night.
(Illustrated by diagram.)
25. Each car on a passenger train must foe connected with the engine by a communicating signal
appliance.
26. A blue flag by day and a blue light by night
displayed at one or footh ends of an engine, car or
train, indicates that workmen are under or about
it; when thus protected, it must not be coupled to
or moved, and other cars must not toe placed on
the same track so as to intercept the view of the
blue signals, without first notifying the workmen.
Workmen will display the folue signals and the
same workmen are alone authorized to remove
them.
USE OF SIGNALS
27. A^gnal imperfectly displayed, or the absence of a signal at a place where a signal is usual^
ly shown, must foe regarded as a stop signal, and
the fact reported to the proper officer.
28. A comfoined green and white signal is to be
used to stop a train only at the flag stations indicated on its schedule. When it is necessary to stop
a train at a point that is not a flag station on its
schedule, a red signal must foe used. 21
Revised page No. 21. (General Train- and Interlocking
Rules.) Rule No. 33 (Second revision) in accordance
with General Order No. 369, August lOth, H922, No. 370,
September 8th, 1922, and No. 374 January 17th, 1923,
Board of Transport Conimissioners.
29. When a signal (except a fixed signal) is
given to stop a train, it must, unless otherwise
provided, be acknowledged as prescribed foy Rule
14  (g)  or  (h).
30. The engine bell must be rung when an engine is about to move, and while moving about
stations.
31. Signal 14 (1) must foe sounded at least 80
rods (% mile) from every public road crossing at
grade, and the engine bell foe kept ringing until
the crossing is passed.
Signal 14 (1) must foe sounded at every whistle
post.
Signal 14 (m) must foe sounded one mile from
stations, watering and fueling points, junctions, the
end of double track, drawtoridges and railway
crossings at grade.
Signal 14 (k) must foe sounded by a train displaying green signals for a following section, to
call attention of extra trains or trains of the same
or inferior class or inferior rights to signals displayed, and must hear the answer 14 (o) or stop
and notify them of green signals displayed.
32. The unnecessary use of either the whistle or
the bell is prohibited. They will be used only as
prescribed by rule, or statute, or to prevent
accident.
33. Watchmen stationed at public road crossings
must, by day, display a metal disc (16 inches
in diameter, white "background, with the word
"STOP" in large black letters, and a black
border); and, by night, a red light, to warn pedes-
7 22
trians and persons in vehicles that a train is approaching. Where gates are provided, a red light
must be displayed by night. In both cases such
light shall foe hooded so as to show along the
highway only.
34. In emergency cases, when track is suddenly
found defective, any employee shall, by the use of
flags, lights torpedoes, fusees, or other signals, use
every effort possible to stop trains in both
directions.
35. A yellow flag or a yellow light placed beside the track on the same side as the Engineer of
an approaching train, indicates that the track 3,000
feet distant is in condition for speed of but six miles
an hour unless otherwise instructed, and the speed
of a train will foe controlled accordingly. A green
flag or a green light, placed- beside the track, on
the same side as the Engineer of an approaching
train, at a point beyond the slow track, indicates
that full speed may "be resumed.
A "SLOW" sign placed beside the track on the
same side as the Engineer of an approaching train;
may foe used to mark a point where a slow order
is in effect.
36. A red of,s yellow fusee, as the case may require, will be used for protection of a train which
is not making the speed required by schedule or
train order and is liable to be overtaken by a following train. 23
MOVEMENT OF TRAINS BY
TIME-TABLES AND TRAIN ORDER
SUPERIORITY
71. A train is superior to another train foy *ight,
class or direction.
Right is conferred foy train order; class and direction by time-table.
Right is superior to class or direction.
Direction is superior as between trains of the
same class.
72. Trains of the first class are superior to those
of the second class; trains of the second class are
superior to those of the third class; trains of the
third class are superior to those of the fourth
class.
Trains in the direction specified by the timetable are superior to trains of the same class in
the opposite direction.
73. • Extra trains are inferior to regular trains.
■if
RULES FOR TRAIN MOVEMENT
82. Time-table schedules, unless fulfilled, are in
effect for twelve hours after their time at each
station.
Regular trains twelve hours behind either their
schedule arriving or leaving time at any station,
lose both right and schedule, and can thereafter
proceed only as authorized foy train order.
83. Trains must be registered at the register
stations designated in the time-tatole. r
24
A train must not leave its initial station on any
subdivision or a junction, or pass from double to
single track, until it has been ascertained whether
all trains du^f,which, are superior, or of the same
class, have arrived or left.
A train must not leave itsdnitial station on any
subdivision nor pass from double to single track
without a Terminal Clearance, unless otherwise
directed.
At bulletin stations designated in the time-table,
Conductors and Engineers must read and sign for
the bulletins posted before starting. All bulletins
affecting the movement of trains will toe re-issued
the first of each month.
84. A train must not start until the proper signal
is given.
85. When a train of one schedule is on the time
of another schedule of the same class in the same
direction, it will proceed on its own schedule.
Trains of one schedule may pass trains of another schedule of the same class, and extras may
pass and run ahead of extras.
86. An inferior train inust clear the time of a
superior train in the same direction not less than
five minutesj.^but must clear the time of a first-
class train in the same direction ten minutes, unless it is clear foefore the first-class train is due to
leave the next station j-jn the rear where time is
shown.
87. An inferior train must keep out of the way
of opposing superior trains and failing to clear the
main track by the time required foy rule, must be
protected as prescribed foy Rule 99.
Extra trains must clear the time of regular
trains not less than five minutes, unless otherwise 25
provided, and will foe governed toy train orders
with respect to opposing extra trains.
88. !i\tj^meeting points between trains,of the
same class, the inferior train must clear the main
track before the leaving, time of the superior train.
At meeting points between extra trains/the train
in the inferior time-table direction nSSst take the
siding unless otherwise provided.
Trains must pull info the siding when practicable; if necessary to back in, the train must first
be protected as prescribed by Rule 99, unless otherwise provided.
89. At meeting points foetween trains of different classes the inferior train must take the siding
and clear the superior train at least five minutes,
and must pull into the siding when practicable.
If necessary to back in, the train must first be
protected as prescribed foy Rule 99, unless otherwise provided.
90. Trains must stop at schedule meeting stations, if the train to foe met is of the same class,
unless the switch is right and the track clear.
When the expected train of the same class is not
found at the schedule meeting station, the superior
train must approach all sidings, prepared to stop,
until the expected train is met.
Trains must not pass any meeting point without
knowing positively that the train or trains met are
those -which had right to track over them.
The Conductor of every train except passenger
trains, must, one mile from every station at which
it is not required to stop, give proceed signal to
Engineer, who must, if he does riot receive such
signal, approach the siding cautiously and stop
clear of the switch that an opposing train would
use in taking the siding.
• 26
Conductors and Engineers of freight, mixed-and
work trains will see that Brakemen be in position
to exchange signals while approaching and passing
Junctions, railway-crossings, draw-foridges, points
where trains may be required to stop, and on
heavy grades, and to do whatever is* required for
safety and expedition, and must exchange signals
when passing and leaving stations.
Trainmen will not foe required to ride on top of
trains unless it is necessary for safety.
?There must foe a trainman on the last car of
such train while in motion.
The Conductor of every passenger train must,
between one and three miles from every station at
which it is to meet a train by train order arrange-;
ment, or which is superior to it, either foy class or
direction, give communicating signal 16 (d) and
receive steam whistle signal 14 (g) and the Engineer will immediately make running test of brake.
Trains must stop clear of the switch used by the
train is to be met in going on the siding.
91. Unless some form of block signals is used,
trains in the same direction must keep at least
five minutes apart, except in closing up at stations,
but a train must not follow a train carrying passengers or operating a snow plow until a report is
received of its arrival at a station ahead, except
that a train may follow twenty minutes after the
departure of a train carrying passengers or operating a snow plow, when either the station from
which it is to follow or the next station ahead is
not a telegraph station, or when communication
y$th the Train Dispatcher is interrupted, and the
wire failure is noted on the Clearance. 27
Revised Page No. 27 (General Train and Interlocking Rules). Rule 93
Revised, and New Rule 93(a) in accordance with Board of Transport
Commissioners General Order No. 159, dated February 18th. 1916,
General Order No. 509, dated February 6th, 1933, and Order No. 53188,
dated June 5th. 1936.
The train order signal will be used by operators to
maintain the  intervals required by this  ruleH_j
Schedule speed must not be exceeded by sections
of trains other than the first section, nor may a train
following a train carrying passengers exceed the
schedule speed of such train unless clearance shows
arrival at the station ahead.
92. A 'train must not arrive at a station in advance
of its schedule arriving time.
When only the leaving time is shown, a, first-class
train must not arrive at a station more than five
minutes in advance of its schedule leaving time.
A train must not leave a station in advance of its
schedule leaving time.
93. Within yards defined by Yard Limit Boards
the main track may be used, keeping clear of first and
second-class trains.
The main track must not foe so used within yard
limits until it is known that all sections of overdue
first and second-class trains have arrived.
All trains except first and second-class trains
must, unless otherwise directed, approach and pass
through yard limits prepared to stop, unless the main
track is seen or known to be clear.
Yellow lights must be attached to the yard limit
boards, to be kept lighted from sunset to sunrise.
By night, or in foggy or stormy weather, a red
light must be placed on unattended cars or dead
engines obstructing main tracks within yard limits.
93 (a). The outer main track switches of passing
tracks will be considered "Station Limits" and main
track may be used inside of such limits by keeping
clear of first and second-class trains. All trains except
first and second-class trains must, unless otherwise
directed, approach and pass through such limits prepared to stop, unless the main track is seen to be
clear. Trains occupying or using main track outside
of station limits must be protected unless train orders
or schedules confer the right to use main track.
Trains or yard engines occupying the main track
inside of station limits at terminal points, as per Rule
93, must not, where there are two or more main
tracks, move against the current of traffic except
under protection as prescribed by Rule 99. In all cases
during foggy, smoky or stormy weather, protection as
per Rule 99 must be maintained to ensure absolute
safety. r
28
k
I'd!; Revised page No. 28 (General Train and interlocking Rules)
account addition of Rule No. 93A, page No. 27.        	
94. A train which overtakes another train-so
disabled that it cannot proceed will pass it, if
practicatole,.and if necessary will assume the schedule and take the train orders of the disatoled train,
proceed to the next open telegraph office,rand report to the proper authority. The disafoled train
will assume the right or schedule and the train
orders of the last train with which it has exchanged, and will, when able, proceed to and report
from the next open telegraph office.
When a train, unafole to proceed ^against the
right or schedule of an opposing train, is overtaken
toetween telegraph stations toy an inferior train or
a train of the same class having right or schedule
which permits it to proceed, the delayed train
may, after proper consultation with the following
train, precede it to the next telegraph station,
where it must report to Train Dispatcher* When
opposing trains are met under these circumstances,
it must toe fully explained to them toy the leading
train that the expected train is following.
95. Two or more sections may foe run on the
same schedule.
Each section has equal time-tafole authority.
A train must not display signals for a following
section without train orders.
96. When signals displayed for a section are
taken down at any point before that section arrives, the Conductor will, if there be no other
provision, arrange in writing with the Operator,
or if there be no Operator, with the Switchtender,
or in the absence of both, with a Flagman left
there for that purpose, to notify all opposing inferior trains or trains of the same class leaving
such point, that the section for which signals were
displayed has not arrived.
97. Extra trains must not foe run without train
orders.
98. Trains must approach the end of double
track, junctions, interlocked railway crossings at
grade, and interlocked drawbridges, prepared to
stop, unless the switches and signals are right, and
the track is clear. This circular to be inserted between pages Nos. 28 and
29 of General Train and Interliooking Rules.
REVISED MAINTENANCE OF WAY FLAGGING RULES
Board of Transport Co_-_____ss_©ners General Order No.
188, amended1 by Orders Nos. 248, 280 and 368.
MW49. Before undertaking any work which will
render the track impassable, or if rendered im-
passafole from any cause or defect, trackmen,
bridgemen, or other employees of the Company
shall protect same as follows:
(a) On double track lines; (lb) On three or more
track lines; (c) In mountain territory; and (d) on
all lines with frequent (i.e. nine or more trains
per day), or fast (35 miles per hour or over), train
service:
Send out a flagman in each direction with stop
signals at least:
1,500 feet in daytime, if there is no down grade
towards the obstruction  within one  mile,  and
there is a clear view of 6,000 feet from an approaching train.
3,600 feet at other times and places, if there is no
ardown grade towards the obstruction within one
mile.
5,400 feet if there is a down grade towards the
obstruction within one mile.
mw50. The flagman must, after going the required distance from the obstruction to insure full
protection, take up a position where there will be
an unobstructed view of him from an approaching
train of, if possible, 1,500 feet, first placing two
torpedoes on the rail (not more than 200 or less
than 100 feet apart), on the same side as the engineer of an approaching train, 300 feet beyond such
position. The flagman must display a red flag by
day and a red light foy night, and remain in such
position until recalled or relieved.
mw 51.   On other lines:
(a) By day place a red flag and, in addition, foy
night, a red fight, on the same side of the track as
the engineer of an approaching train at a point 600
feet from the defective or working point, with twq
torpedoes placed on the rail opposite each other
so as to cause tout one explosion, 150 feet in advance of the red signal, and provide futher protection as follows:
(fo)    By day place a red flag, and, in addition, foy
night, a re_d light, on the same side of the track as
the engineer of an approaching train, so that it
will foe clearly in his view at least:
3,600 feet from the defective or working point, if
there is no down grade towards the obstruction.
5,400 feet if there is a down grade within one mile
of the obstruction, or as much further as may foe
necessary to insure full protection. (c) Place two torpedoes (not more than 200
feet or less than 100 feet apart) on the rail on the
same side as the engineer of an approaching train,
300 feet in advance of the red signal.
(d) Between sunset and sunrise and during
stormy, foggy, or smoky weather conditions, flagman must foe placed instead of the outer signals
referred to in Clause (fo).    *
MW52. (a) Trains stopped foy flagman as per
Rules mw 49 and mw 51 (d) shall be governed by
his instructions and proceed to the working point
or working point signal, as the case may foe, and
there foe governed foy signal or instructions of the
foreman in charge.
(fo) Trains stopped toy red signal as per Rule
mw 51 (fo) shall replace the torpedoes exploded
and proceed to the working point signal, and
there be governed foy signal or instructions of the
foreman in charge, unless in the meantime stop
signal has been removed.
(c) In the event of train order protection being
provided, the defective or working point must^fte
marked by signals placed in both directions as
follows: Yellow flags foy day and, in addition, ye-
low lights 'by night, 3,600 feet from the defective
or working point; red flags by day and, in addition, red lights by night, 600 feet from the defective or working point, on the same side of the
track as the engineer of an approaching train,
except on double track, where trains run to the
left, in which case signals shall foe placed to the
left hand side as seen foy an engineer of an approaching train, and there is a clear view of at
least 1,200 feet.
(d) When weather or other conditions otoscure
day signals, night signals must foe usetTin addition.
(e) That a signal of serviceable type, consisting
of a bunting flag 22x28 inches, five feet above rail
level, supported foy any satisfactory device which
will securely maintain such flag in proper position,
be used to display the signals directed to be provided under Rule mw 51, paragraphs A and B (red
signal), Rule mw 52, paragraph C '(yellow signal)
of this-circular, and Rule 35 (yellow signal) of the
uniform code of operating rules.
(f) Flagmen must each be equipped for day
time with a red flag and four torpedoes, and for
night time, and when weather or other conditions
obscure day signals, with a red light, a white light,
four torpedoes, three red fusees, and a supply of
matches. 29
Revised .page No. 29 (General Train and Interlocking Rules). Rule No. 98 revised' in accordance with
General Order No. 603, Board of Transport Commis-
sdoners, dated' March 20th,  1941.
At railway crossing at grade and drawbridges not
interlocked, trains must stop and not proceed until
the proper signal has been given.
At railway crossings at grade, unless otherwise
permitted by Orde,r of The Board of Transport
Commissioners for any specific crossing, the speed
of any train must not exceed thirty-five miles per
hour until the entire train has passed the crossing.
At drawbridges, the speed, of a passenger train
must not exceed twenty-five miles per hour and of
any other train fifteen miles per hour until the
entire train has passed the drawbridge.
99. When a train stops or is delayed on the main
track under circumstances in which it may be
over-taken foy another train, the Flagman must go
back immediately with stop signals, a sufficient
distance from the train to ensure full protection,
at least:
In day time, if there is no down
grade toward train within one mile of
its rear, and there is a clear view of
its rear, of 2,000 yards (40 telegraph
poles) from an approaching train.
500 yards,
10 telegraph
poles
At other times and places, ]p 1,200 yards,
if there is no down grade toward > 24 telegraph
train, within- one mile of its rear. J poles
If there  is a down  grade toward 1 l^ijJJ^Vi
train, within one mile of its rear. J ^1^leffrap
The Flagman must, after going hack a sufficient
distance from the train to ensure full protection, 30
Revised page No. 30. (General Train and- Interlocking RulesX Rule No. 99 revised in accordance with
General Or4er. No. 336, Board of Transport Commissioners,  dated April! 2nd, '1921.
take up, a; position where there will be an unobstructed view of him from an approaching train of,
if possible, 500 yards (10 telegraph poles), first
placing two torpedoes not more than 200 or less
than 100 feet apart on the rail on the same side as
the Engineer of an approaching train, 100 yards
(2 tele^apli poie>) foeyond such position. The
Flagman must remain in such position until recalled Oi* relieved.
If recalled before another train arrives, he must,
in addition to the two torpedoes, leave a fusee
burning red at the point he returns from, and
While returning to his train—when snow plows or
flangers may foe running, curvature, weather, or
other conditions governing—a fusee burning red
must foe placed at such points or times as the flagman may find necessary to insure full protection.
To maintain the proper interval foetween trains,
a fusee bprning red must be left foy the protected
train, at. the point from which it moves.
The front of a train must foe protected in the
same way when necessary by the front Brakeman,
or if there toe none, toy the Fireman.
Flagmen must always, on the approach of a
train, display stop signals, and if not already done,
place two torpedoes on the rail as before described,
and then return 100 yards (2 telegraph poles)
nearer the protected point.
Flagmen must each foe equipped for day time
with a red flag, 22" x 28" on a staff, at least six
torpedoes and five red fusees; and for night time,
and wheii weather or other conditions ofoscure day
signals, a red light, a white light, with a supply of
matches, at least six torpedoes, and five red fusees.
A trains- should not stop foetween stations at a
place where the view from following trains is ofo-
structed..
100. When the Flagman goes out to protect the
train his place will foe filled foy the person designated toy the Conductor. 3i
Revised page-No. 31 (General Train ^and! Interlocking Rules). Rule 102 revised in accordance: with Genera-; Order No. 520, Board of Transport Commissioners,
dated October 10th,  1933.
101. If a train should part while hi motion,
trainmen must, if possible, prevent damage to the
detached portions. The signals prescribed l^Rules
12 (d) and 14 (f) must foe given.
When for any reason an engine leaves its train,
or part of its train, on the main track, every precaution must foe taken to protect the train against
the returning engine. Torpedoes must foe placed
in advance of the train, and at night, or during
stormy weather, a red light must, foe prominently
displayed on the forward car. The Conductor and
Engineer will be held equally responsible for this
rule.
The detached portion must not be moved or
passed until the front portion comes back.
102. When cars are pushed foy an engine (except when shifting and making up trains in yards
where there are no public highway crossings at
rail level, or where there are pufolic highway
crossings at rail level adequately protected foy
gates or otherwise), a flagman must take a conspicuous position on the leading car.
Whenever in any city, town or village, cars not
headed by an engine are passing over or along
a highway which is not adequately protected foy
gates or otherwise at rail level, a man must take
a conspicuous position on the foremost car to warn
persons on the highway.
No part of a car or engine may foe allowed to
occupy any part of a highway for a longer period
than five minutes, and a highway must not foe obstructed by switching operations for more than
five minutes at a time.
Whistle posts will be placed at least 80 rods (Va
mile) from every public road crossing at grade
except at pufolic road crossings within the limits of
towns or cities. 32
Revised page No. 32 (General1 Train andl Interlocking
Ruites). Rule ^104 revised in accordance with General
Order No. 4901©, Board of Transport Commissioners,\
dated September fltfo, 1932. j __
103. Messages or orders respecting the movement of trains or the condition of track or bridges
must foe in writing.
104. The target of a switch parallel with the
main track or a green light, indicates the switch
is set ifdr the main track; the target at right angles
to the main track or a red! light indicates the
switch is set for a diverging track, except that
lights will not foe maintained on main track
switches in single track automatic signal territory
equipped with the search light type of signal,
when the switch is located not more than two
hundred feet in advance of the signal protecting
the block in which the switch is located.
Switches must foe left in proper position after
having been used.
Except where Switchtenders are stationed, Conductors are responsifole for the position of the
switches used foy them and their Trainmen. This
will not relieve Trainmen of responsibility for
the proper position of * switches used foy their
train.
Main track switches must foe locked and other
switches secured. After a switch is turned, the
points must foe examined to know that they are in
proper position.
Employees must stand on opposite side of track
and keep at least 20 feet from the stand while a
train is "closely approaching, or passing over a
switch.
A switch must not be left open for a following
train unless in charge of a Switchtender or a
Trainman of such train.
When a train is standing on a passing track to
meet or to be passed by a train, the Engineer and
the Fireman,: except in single track automatic
block signal territory equipped with search light
type of signal, must see that switches at the front
of their train are in proper position.
Trainman of a train occupying the main track
at a meeting or passing point, will, when practicable, open the switch for the expected tram and
protect the switch until relieved by a Switch-
tender or a Trainman of the other train. 33
^ Revisedi page No. 33 (General Train and Interlocking
Rules). Rule No. 109 revised in accordance with General Order No. 51362, Board- of Transport Commissioners, dated September 13th, 1934.	
•Derails on side tracks must foe set and secured
to protect the main track.
If a switch has been run through, it must be
protected, the Section Foreman notified and the
fact reported to the proper authority foy telegraph,
immediately.
105. Trains will run under the direction of
their Conductors, unless such directions conflict
with these rules, or involve any danger, in which
case all persons participating will foe held respon-
sitole.
When a train is run without a Conductor, the
Engineer will perform the duties of the Conductor.
Both Conductors and Engineers are responsible
for the safety of their trains, and under conditions^
not provided for foy the rules, must take every
precaution for their protection.
Immediate precautions must be taken to protect
all trains against any obstruction or defect in the
track.
106. In all cases of doubt or uncertainty the safe
course must foe taken, and no risks run.
107. Conductors and Brakemen must know that
the cars in their trains are in good order before
starting, and inspect them whenever they have
an opportunity to do so, particularly when entering or leaving sidings or waiting for other trains.
All cars taken in their train at intermediate stations must foe examined with extra care.
108. A train must not be detached while in
motion. When necessary to make running switches
the train must first be stopped.
109. Engineers must exercise extreme care when
making stops for water and fuel. Engines handling freight trains must be detached for this purpose unless stops at the required points can foe
made without risk of damaging equipment. 34
Revised page No. 34 (General Train and Interlocking
Rules) account revision of Rule No. 109 on page No.
33, dated! September 13th, 1934.
RULES FOR USE OF TRAIN ORDERS
^201. For movements not provided for by timetable, train orders will be issued toy authority and
over the signature of the Superintendent or designated Train Dispatchers. They must contain neither information nor instructions not essential to
such movements.
They must foe forief and clear; in the prescribed
forms when applicafole; and without erasure, alteration or interlineation.
The different forms of train orders may toe combined in one, provided there is no movement in
such combination which does not directly affect
the train first named in the order.
202. Each train order must foe given in the same
words to all persons or trains addressed.
203. Train orders will toe numtoered consecutively each day, -beginning with No. one at midnight.
204. Train orders must be addressed to those
who are to execute or otoserve them, naming the
place at which each is to receive his copy.
Train orders addressed to trains must foe regarded as addressed to Conductors, Engineers and
Pilots. A copy for each person addressed must
be supplied by the Operator,. Train orders addressed to Operators, restricting the movement
of trains, must be respected foy Conductors and
Engineers,-the same as if addressed to them.
Conductors and Engineers must require Brake-
men and Firemen to know the contents of all
train orders. 35
205. Each train order must foe written in'full
ffi7a book or on a printed form provided for the
purpose at the office of the Train Dispatcher, aS&
with it recorded the names of those who have
signed for the order; the time and the signals
which show when and from what offices the order
was repeated and the responses transmitted; and
the Train Dispatcher's initials. These records must
be made at once, and never from memory or memoranda.
206. Regular trains will foe designated in train
orders by their numbers and the numbers of
their engines: as "No. 10. Eng.' 715," or "second
No. 10. Eng. 725." If the number of the engine
cannox foe ascertained, the word " Unknown " will
be used; as " No. 10. Eng. Unknown." Extra trains
will foe designated foy engine numlbers and directions, as "Extra 795 East." 'Other numbers and
time will foe stated in words followed foy the
figures.
. 207. To transmit a train order, the signal " 31"
or the signal " 19 " followed by the direction must
be given to each office addressed, the number of
copies foeing stated, if more or less than three—
thus, " 31 West copy 5," or " 19 East copy 2."
208. A train order to be sent to two or more
offices must foe transmitted simultaneously to as
many of them as practicable.
The several addresses must foe in the order of
superiority of trains, and when practicable must
include the Operator at the meeting or waiting
point, each office taking its proper address.
When not sent simultaneously to all, the order
must foe sent first to the Operator at the meeting
or waiting point and then to trains in the order
of their superiority. 36
Copies of the order addressed to the Operator
at the meeting or waiting point must toe delivered
to all trains affected until all have arrived from
one direction.
Train orders should not foe sent an unnecessarily
long time before delivery, or to points unnecessarily distant from where they are to toe executed.
No orders (except those affecting the train at that
point) should foe delivered to a train at a point
where it has much work until after the work has
foeen done.
209. Operators receiving .train orders must
write them in manifold during transmission and
if they cannot at one writing make the requisite
number of copies, must trace others from one of
the copies first made.
210. When a "31" train order has been transmitted, Operators must (unless otherwise directed)
repeat it at once from the manifold copy in the
succession in whioh the several offices have been
addressed, and then write the time of repetition
on the order. Eaoh Operator receiving the order
should observe whether the others repeat correctly.
The Conductor of the train addressed will read
the order aloud to the Operator and sign it. The
Operator will then send the signature, preceded
toy the number of the order, to the Train Dispatcher. The response " Complete," and the time,
with the initials of Train Dispatcher, will then be
given foy the train Dispatcher. After receiving
this response, the Operator will write on each
copy, the word "Complete," the time, and his
last name in full, and deliver a copy to each person addressed, except Engineers. The copy for
each Engineer must foe delivered to him personally foy the Conductor, who will require the order
-top foe read aloud for comparison, and Engineer
will then sign Conductor's copy. 37
211. When a "19" train order has foeen transmitted, Operators must (unless otherwise directed) repeat it at once from the manifold copy in
the succession in which the several offices have
been addressed. Each Operator receiving the
order should otoserve whether the others repeat
correctly. When the order has been repeated correctly foy the Operator, the response "Complete,"
and the time, with the initials of the Train Dispatcher, will be given foy the Train Dispatcher.
The Operator receiving this response will then
write on each copy the word " Complete," the
time, and his last name in full, and personally
deliver a copy to each person addressed, without
taking his signature. But when delivery to Engineer will take the Operator from the immediate vicinity of his office, the Engineer's copy
will be delivered foy the Conductor.
A 119 " order must not be used when by its use
the rights of a train are to foe restricted.
212. A train order may, foy the direction of the
Train 'Dispatcher, foe acknowledged without repeating, foy the Operator responding " X " (Number of train
order) to (Train) with the Operator's initials and the
office signal. The Operator must then write on the
order his initials and the time.
213. "Complete" must not foe given to a train
order for delivery to an inferior train until the
order has been repeated or the "X" response sent
by the Operator who receives the order for the
superior train.
"Complete" must not foe given to an order for
delivery to a train advancing it against a train
carrying passengers, until the signature of the
Operator at the meeting or waiting station, or
the signature of the Conductor of the passenger
train has been received, except that when an
order is sent for delivery to such passenger train
at the meeting point the signature of both Conduc- 38
tor and Operator must foe received, except at the
initial station of that train.   ;frh
214. When a train order has foeen repeated or
"X" response sent, and before "Complete" has
been given, the order must foe treated as a holding
order for the train addressed, tout must not be
otherwise acted on until "Complete" has been
given.
If the line fail foefore an office has repeated an
order or has sent the "X" response, the order at
that office is of no effect and must foe there treated as if it had not foeen sent.
215. The Operator who receives and delivers a
train order must preserve the lowest copy.
216. For train orders delivered foy the Train
Dispatcher, the requirements as to the record and
delivery are the same as at other offices.
217. A train order to be delivered to a train at
a point not a telegraph station, or at one at which
the telegraph office is closed, must foe addressed to
" at .   care of . . " and forwarded and delivered foy the Conductor or other
person in whose care it is addressed. When Form
" 31" is used, " Complete " will be given upon the
signature of the person toy whom the order is to
foe delivered, who must foe supplied with copies
for the Conductor and Engineer addressed, and a
copy upon which he shall take their signatures.
This copy he must deliver to the first Operator
accessible, who must preserve it, and at once
transmit the signatures of the Conductor and Engineer to the Train Dispatcher.
Orders so delivered must foe acted on as if
" Complete " had foeen given in the usual way.
When Form " 31 " is sent, in the manner herein
provided, to a train, the superiority of which is
thereby restricted, " Complete " must not foe given 39
to an inferior train until the signatures of the Conductor and Engineer of the superior train have
been sent to the Train Dispatcher.
218. When a train is named in a train order foy
its schedule number alone ( all sections of that schedule are included, and each must have copies delivered to it. Particular sections must foe specified
when it is known the schedule is, or is to foe, in
sections.
219. Unless otherwise directed, an Operator
must not repeat or give the "X" response to a
train order for a train which has foeen cleared or
of which the engine has passed his train-order
signal until he has obtained the signature of the
Conductor and Engineer to the order.
220. Train orders, once in effect, continue so
until fulfilled, superseded or annulled. Any part
of an order specifying a particular movement may
be either superseded or annulled.
•Orders held by, or issued for, or any part of an
order relating to, a regular train, become void
when such train loses tooth right and schedule as
prescribed foy Rules 4 and 82, or is annulled.
When Conductors or Engineers change off, they
must transfer all orders affecting their trains.
Each must know that the orders transferred are
correctly understood toy the other, and obtain his
written receipt therefor. Before either train proceeds, the Engineer must read his orders to the
Conductor.
221. A fixed signal must be used at each train
order office, which shall indicate "stop" when
trains are to be stopped for train orders. When
there are no orders, the signal must indicate " proceed," except as provided in Rule 91.
When an Operator receives the signal " 31" or
" 19 " followed by the direction, he must immedi- 40
ately 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 I proceed " except by train order.
A train stopped by a train order signal must not
proceed without a Clearance Card Form " A " or a
Caution Card Form "C," although train orders
may have been received.
Operators must have the proper appliances for
hand signalling ready for immediate use if the
fixed signal should fail to work properly. If a
signal is not displayed at a night office, trains
which have not been notified must stop and ascertain the cause, and report the facts to the Superintendent from the next open telegraph office.
222. Operators will promptly record and report
to the Train Dispatcher the time of arrival and
departure of all trains.
223. The following signs and abbreviations may
foe used:—
Initials for signature of the Train Dispatcher.
Such office and other signals as are arranged by
the Superintendent.
X—Train will foe held until order is complete.
Com.—for Complete.
•'OjS.—for Train Report.
No.—for Number.
Eng.—f or Engine.
.  Psgr.—for Passenger.
Frt.—for Freight.
Mins.—for Minutes.
Jct.—for Junction.
Dispr.—for Dispatcher.
Opr.—for Operator.
Cy.—for Copy. 41
S.D.—for "Stop Displayed."
B.C.—for Block Clear.
9—To clear the line for train orders and for
Operators to ask for train orders.
The usual abbreviations for the names of the
months and stations.
f_l£|*?s? \.J|-iH 42
FORMS OF TRAIN ORDERS
Form   A—Fixing   Meeting   Points   for   Opposing
Trains.
(1)   "... .meet at	
(2)      meet  at   at	
and so on.
Trains receiving these orders will run with respect to each other to the designated points and
there meet in the manner provided foy the rules.
A meeting order must not foe sent for delivery to
a train at the meeting point if it can be avoided.
When it cannot foe avoided, the following addition
to the order will be made, and is notice to the
opposing train to approach the meeting point with
care, and under control.
"This order to  at "
EXAMPLES
(1) No. 1 meet No. 2 at " B."
No. 3 meet second No. 4 at " B"
No. 5 meet Extra 95 east at " B."
Extra 652 north meet Extra 231 south at " B."
(2) No. 2 and second No. 4 meet No. 1 and No. 3 at
"C" and Extra 95 west at "D."
No. 1 meet No. 2 at "Bt" second No. 4 at "C"
and Extra 95 east at "D."
Form B—Directing a Train to Pass or Run Ahead
of another train.
(1)  pass at	
(2)   pass when overtaken.
(3)  run ahead of  to 	
(4)   run ahead of  until overtaken.
<5)       .... pass   at   and run ahead
of to	 43
When an inferior train receives an oraer to pass
a superior train, right is conferred to run ahead of
the train passed from the designated point.
. examples &i\i
(1) No. 1 pass No. 3 at "K."
When under this example a train is to pass another, both trains will run according to rule to the
designated station, and there arrange for the rear
train to pass promptly.
(2) No. 6 pass No. 4 when overtaken.
Under this example, both trains will run according to rule until the second named train is overtaken, and then arrange for the rear train to pass
promptly.
(3) Extra  594   east run  ahead  of  No.  6,   "M"
to  "B."
Under this example, the second named train will
run with such caution as will prevent accident
with the first named train.
(4) Extra 95 west run ahead of No. 3, from "B,"
until overtaken.
Under this example, the first named train will
run ahead of the second named train from the
designated station until overtaken, and then arrange for the rear train to pass promptly.
(5) No. 1 pass No. 3 at "K," and run ahead of
No. 7 "M" to "Z"
Form   C—Giving   Right   to   a   Train   Over   an
Opposing Train.
 has right over to	
This order gives right to the train first named
over the other train between the points named.
m 44
If the trains meet at either of the designated
points the first named train must take the siding,
unless the order otherwise prescribes.
If the second named train, before meeting,
reaches a point within or foeyond the points named
in the order, the first named train must be notified
of the fact by the Conductor.
EXAMPLES
fl) No. 1 has right over No. 2, "G" to "Z."
Under (1), if the second named train reach the
station last named before the other arrives, it may
proceed, keeping clear of the opposing train as
many minutes as such train was before required
to clear it under the rules.
(2) Extra 37 east has right over No. 3, "F" to "A."
Under this example, the regular train must not
go foeyond the point last named until the extra ^^
train has arrived, unless directed by train order
to do so.
Form E—Time Orders.
(1)      run  late  to	
(2)     run  late   to    and
  late: to  etc.
(3)   \ wait at   until  M. for.
(4)    wait at   until  M.
  until .?.-  M.
  until   M.
This form may foe used in connection with an
extra train created by example (3) of Form G, and
the times at each station stated in that example
have the same meaning as schedule times in the
following examples. 45
EXAMPLES
(1) No. 1 run twenty (20) mins. late "A" to "G."
(2) No. 1 run twenty (20) mins. late "A" to "G"
and fifteen mins. late (<G" to "K," etc.
Examples (1) and (2) make the schedule time of
the train named between the stations mentioned as
much later as stated in the order, and any other
train receiving the order is required to run with
respect to this later time, as before required to run
with respect to the time-table schedule time. The
time in the order should foe such as can foe easily
added to the schedule time.
(3) No. 2 wait at "H" until ten (10.00) AM. for
No. 1.
Under this example the train first named must
not pass the designated station before the time
given unless the other train has arrived. The
train last named may use the specified time to
reach the designated station, or any intermediate
station, clearing time of first named train as required foy rule.
(4) No. 1 and No. 3 wait at:
"N" until ten (10.00) AM.
"P" until ten-thirty (10.30) AM.
"R" until ten fifty-five (10.55) AM., etc.
Under this example the train (or trains) named
must not pass the designated stations before the
times given.
Other trains receiving the order are required to
run with respect to the time specified at the designated stations or any intermediate station where
schedule time is earlier than the time specified in
the order, as before required to run with respect
to the schedule time of the train (or trains) named. 46
Form F—For Sections.
(1)    display signals and run as—
to	
(2)   run as to	
(3)   display signals to for.
(6)    is withdrawn as at
(7)    instead of display signals and
run as. to	
(8)    take down signals at	
(9)     and reverse positions as—
and to	
The character of a train for which signals are
displayed may be stated.
Each section affected toy the order must have
copies, and must arrange green signals accordingly.
To annul a section for which green signals have
been displayed over a subdivision, or any part
thereof, when no train is to follow the green
signals, Form K must be used.
EXAMPLES
(1) Eng. 20 display signals and run as first No. 1
"A" to "Z."
This example is to foe used when the number of
the engine for which green signals are displayed
is unknown and is to foe followed by example (2),
both being single order examples.
(2) Eng. 25 run as second No. 1 "A" to "Z*
Under this example, engine 25 will not display
green signals.
(3) No. 1 display signals "A" to "G" for Eng. 65,
or, second No. 1 display signals "B" to "E"
for Eng. 99. 47
Under these examples engine 65 (or engine 99)
will not display green signals.
These examples may be modified as follows:
(4) Engs. 20, 25 and 99 run as first, second and
third No. 1 "A" to "Z."
Under this example engine 99 will not display
green signals.
For changing sections:
To add an intermediate section the following
modification of example (1) will foe used:
(5) Eng. 85 display signals and run as second
No. 1 "N" to "Z." Following sections change
numbers accordingly.
Under this example, engine 85 will display green
signals and run as directed and following sections
will take the next higher numiber.
To drop an intermediate section, the following
example will foe used:
(6) Eng. 85 is withdrawn as second No. 1 at (SH."
Following sections change numbers accordingly.
Under this example, engine 85 will drop out at
"H" and following sections will take the next
lower number.
To substitute one engine for another on a section, the following will be used:
(7) Eng. 18 instead of Eng. 85 display signals and
run as second No. 1 "R" to "Z."
Under this example, engine 85 will drop out at
"R" and engine 18 will run as directed. Following sections need not be addressed. If engine 85
is last section, the words " display signals and"
will foe omitted.
To discontinue the display of green signals, the
following example will foe used:
(8) Second No. 1 take down signals at "D."
j 48
Under this example, second No. 1 will take down
green signals as directed and a following section
must not proceed beyond the station named.
To pass one section foy another, the following
will be used:
(9) Engines 99 and 25 reverse positions as second
and third No. 1, "H" to "Z."
Under this example, engine 99 will run ahead of
engine 25, " H " to " Z," exchange train orders, and,
if necessary, arrange green signals accordingly.
Following sections need not foe addressed.
Form G—Extra Trains.
(1) Eng run extra to	
(2) Eng run extra to and return
to	
(3) Eng run extra leaving .... on 	
as follows, with right over all trains:
Leave M.
 M.
 M.
Arrive M.
EXAMPLES
fl) Eng. 99 run extra "A" to "F."
(2) Eng. 99 run extra "A" to "F" and return
to "C."
Under (2), the extra must go to "F" foefore returning to IC."
(3) Eng. 77 run extra leaving "A" on Thursday,
Feb. 17fh, as follows, with right over all
trains:
Leave "A" eleven thirty (11.30) PM.
"C" twelve twenty-five (1225) AM.
"E" one forty-seven (1.47) AM.
Arrive "F" two  twenty-two   (2.22)   A.M. 49
This order may be varied by specifying the character of the extra and the particular trains over
which the extra shall.or shall hot have rights.
Trains over which the extra is thus given right
must clear the time of the extra five minutes.
Form H—Work Extra.
(1)   Eng work
  and	
M.  to
1 M. between
Work extras must give way to all trains as
promptly as practicable.
Whenever extra trains are run over working
limits, they must be given a copy of the order sent
to the work extra.
Should the working order instruct a work extra
to not protect against extra trains in one or both
directions, extra trains must protect, as prescribed
by rule, against the work extra; if the order indicate that the work extra is protecting itself against
other trains, they will run expecting to find the
work extra protecting itself.
The working limits should foe as short as practicable, to be changed as the progress of the work
may require.
Conductors of work extras must report each evening foy telegraph to the Train Dispatcher the time
when their trains are laid up for the night and
their working limits for the following day.
EXAMPLES
fl) Eng. 292  work  seven  (7)  AM. to six  (6)
PM. between "D" and "E."
Under this example the work extra must, whether   standing   or  moving,  protect   itself  against 50
extras within the working limits in both directions,
as prescribed foy rule.  The time of regular trains
must toe cleared.
This may be modified by adding:
f2) Not protecting against eastbound extras.
Under this example, the work extra will protect
only against westbound extras. The time of regular trains must foe cleared.
(3) Not protecting against extras.
Under this example, protection against extras is
not required. The time of regular trains must foe
cleared.
When a work extra has been instructed by order
to not protect against extra trains, and afterward,
it is desired to have it clear the track for (or protect itself against) a designated extra after a certain hour, an order may foe given in the following
form:
(4) Work extra 292 clears for protects against)
extra 76 east between "D" and "E" after two
ten (2.10) PM.
Under this example, extra 76 east must not enter
the working limits before 2.10 P.M., and will then
run expecting to find the work extra clear of the
main track (or protecting itself) as the order may
require.
To enable a work extra to work upon the time of
a regular train, the following form will be used:
(5) Work extra 292 protects against No. 55 (or
  class trains)  between "D" and "E.
(.171 »
Under this example, the work extra may work
upon the time of the train (or trains) mentioned
in the order, and must protect itself against such
train (or trains) as prescribed toy rule. The regular train (or trains) receiving the order will run
expecting to find the work extra protecting itself. 51
When a work extra is to be given exclusive right
over all trains, the following form will be used:
(6) Work extra has right over all trains
between  and  .M. to M.
EXAMPLE
(6) Work extra 292 has right over all trains between "D" and "E," seven (7) PM.icPtwelve
fl2) night.
This gives the work extra the exclusive right foetween the points designated toetween the times
named.
A train holding an order to meet a work extra
must proceed to the designated point and there arrange to meet without regard to any time limit
held toy the work extra.
Form J—Holding Order.
Hold	
This form will foe used only when necessary to
hold trains until orders can foe given, or in case of
emergency.
These orders will foe addressed to the Operator
and acknowledged in the usual manner, and will
be delivered to Conductors and Engineers of all
trains affected.
EXAMPLES
Hold No. 2.
Hold all for eastbound) trains.
When a train has foeen so held it must not proceed until the order to hold is annulled, or an
order given to the Operator in the form:
" may go."
Form K—Annulling a Schedule or a Section.
(1)    of is annulled to 	
(2)      due to leave is annulled
 to	
The schedule or section annulled becomes void
between the points named and cannot be restored. 52
EXAMPLES
fl) No. one  fl)  of Feb. 29th is annulled "A"
to m
(2) Second No. five f5)  due to leave "A" Feb.
29th is annulled "E" to "G."
Form L—Annulling an Order.
Order No is annulled.
An order which has been annulled must not be
re-issued under its original number.
EXAMPLE
Order No. ten (10) is annulled.
If an order which is to be annulled has not been
delivered to a train, the annulling order will be addressed to the Operator, who will destroy all
copies of the order annulled but his own, and
write on that:
"Annulled by Order No "
Form M—Annulling Part of an Order.
That part of Order No     reading . ._£.. is
annulled.
EXAMPLES
(1) That part of order No. ten (10) reading
Extra 263 west pass No. one (1) at "S" is
annulled.
(2) That part of order Np. ten (10) reading No. 1
meet No. 2 at "S" is annulled.
Form   Pr—Superseding  an   Order  or  Part  of  an
Order.
This order will be given foy adding to prescribed
forms, the words, "instead of .       "
(1)     meet (or pass) $%t :... instead of
(2) .    . has right over  to 	
instead of	
(3) ..   . display signals for ....... to	
instead of	 53
An order which has foeen superseded must not be
re-issued under its original number, and the
original order must not foe superseded more than
once.
A superseding order must not foe delivered prior
to the delivery of the order which is superseded.
EXAMPLES
fl) No. 1  meet No. 2  for pass No. 3) at "C"
instead of "B."
(2) No. 1 has right over No. 2 "G" to "R" instead
of "X."
(3) No. 1 display signals for Eng. 85 "A" to (tZn
instead of "G."
Form T—Line Clear Order.
Line clear to for	
^
EXAMPLES
Line dear to "C" for No. 3 for extra 597 east).
This order gives the train named the right to
track over all trains from the station at which the
order is received to the station named, fout it must,
when necessary, be protected as prescribed foy Rule
99, and must follow trains as prescribed foy Rule 91.
The order must be addressed to the train named
and also to the Operator at the station to which the
line is clear, and he must repeat it, and then hold
all trains in the opposite direction until the train
named has arrived. " Complete " must not be given
to the order for the train until "Complete" has
been given to the order for the Operator at the
station to which the line is clear. This form of
order must not be used unless authorized by the
Superintendent. 54
Form U—Protection Against Following Trains
(1) Opr hold all trains following
(except    )   until    M.
(2) Opr  hold all trains following —
(except   ) until—.... arrives at 	
This order must foe addressed to the Operator at
"G" and to the train to be protected, and the
Operator will deliver copies to ali trains affected;
and it gives the train to foe protected right to occupy the main track without rear flag protection
until the order is fulfilled.
EXAMPLES
fl) Opr. "G" hold all trains following No. 64 for
extra 301 east) (except No. 6) until ten (10)
AM.
(2) Opr. "G" hold all trains following No. 4 (or
extra 306 east) (except No. 6) until No. 4 (or
extra 306 east) arrives at "F."
Form V—Specifying the Speed of a Train.
(1) Do not exceed  miles per hour... to ...
(2) Run miles per hour to 	
EXAMPLES
fl) Do. not exceeed six (6) miles per hour, "A"
to "B".
This order will be used when main track is reported -unsafe for usual speed.
(2) Run forty (40) miles per hour, "A" to "B."
Under (2) the train addressed will not run at the
speed specified unless safe to do so. 55
TRAIN RULES FOR DOUBLE TRACK
Note.—Double Track rules marked "D" differ in
language from corresponding Single Track rules, or are
applicable only to Double Track.
STANDARD TIME
1. Standard Time, obtained from McGill Observatory, will be telegraphed to all points from
designated offices at 11.55 a.m. daily.
2. Watches that have foeen examined and certified to by a designated Inspector must be used' by
Train Masters, Road Foremen of Locomotives, Locomotive Foremen, Roadmasters, Bridge and
Building Masters, Conductors, Engineers, Firemen,
Motormen, Train Baggagemen, Brakemen, Yard
Masters and Yard Foremen and such other employees as the Railway Company may direct. The
certificate in the prescribed form must foe renewed
and filed with the Superintendent every January
and July.
(Form of Certificate)
CERTIFICATE OF WATCH INSPECTOR
This is to certify that on  19....
the   watch  of	
employed   as	
on the Canadian Pacific Railway, was examined by
J 56
me. It is correct and reliable and in my judgment
will, with proper care, run within a variation of
thirty seconds per week.
Name of maker	
Brand  '.'.'	
Numtoer of movement	
Open or hunting case	
Metal of case     . -
Stem or key winding	
Signed,
Inspector.
Address  f. ~....
3. Watches of Conductors, Engineers and Motor-
men must foe compared foefore starting on each
trip with a clock designated as a Standard Clock.
The time when watches are compared must be
registered on a prescribed iorm.
Employees who are required to use Standard
Watches must submit them to a designated Inspector for comparison and record during the first and
third week of every month, or, if no designated
Inspector is accessible during any such period, as
soon as possible thereafter.
They must not regulate them, or, unless they
stop owing to failure to wind, set them themselves.
If a Standard Clock is not accessible, standard
time must be obtained from Train Dispatcher, or
by comparing time with a Conductor, Engineer or
Motorman who has had access to a Standard Clock
and registered. 57
TIME TABLES
4. Each time-table, from the moment it takes
effect, supersedes the preceding time-table. A train
of the preceding time-table which has left its initial station on any subdivision before the new
time-tafole takes effect, must retain its train orders
and complete the run by using the schedule of the
train of the same number of the new time-tafote,
unless that train is scheduled to leave its initial
station on that subdivision within twelve hours
after the new time-tafole takes effect, in which
case the train of the preceding time-tafole loses
both right and schedule at the moment the new
time-table takes effect, and thereafter may proceed
only foy train order.
A train of the preceding time-tafole must not
leave its initial station on any subdivision after the
hour the new time-tafole takes effect.
A train of the new time-table which has not the
same number on the preceding time-table, must
not run on any subdivision until it is due to start
from its initial station on that subdivision after the
new time-table takes effect.
5. Not more than two times are given for a train
at any station; where one is given, it is, unless
otherwise indicated, the leaving time; where two,
they are the arriving and leaving time.
Unless otherwise indicated, the time applies to
the switch where an inferior train enters the siding; where there is no siding it applies to the
place from which fixed signals are operated; where
there is neither siding nor fixed signal, it applies
to the place where traffic is received or discharged. 58
Schedule passing stations are indicated foy figures
in full-faced type.
Both the arriving and leaving time of a train are
in full-faced type when footh are passing times, or
when one or more trains are to pass it between
those times.
When trains are to be passed at a siding extending foetween two adjoining stations, the time at
each station will be shown in full-faced type.
Where there are one or more trains to pass a
train foetween two times, attention is called to it
by small figures showing numbers of trains to pass.
6.   The following signs in the time-tafole indicate:
" * "—See foot note.
"s"—Regular stop.
"f"—Flag stop to receive or discharge passengers or freight.
I ff "—Stop for meals.
IL "—Leave.
"A"—Arrive.
"D"—Day telegraph station.
"N"—Night telegraph station.
« T "—Telephone station.
"W"—Water station.
"C"—Coaling station. 59
SIGNALS
7. Employees whose duties may require them to
give signals, must provide themselves with the
proper .appliances, keep them in good order and
ready for immediate use.
8. Flags of the prescribed color must be used by
day, and lamps of the prescribed color by night.
9. Night signals are to foe displayed from sunset
to sunrise* When weather or other conditions obscure day signals, night signals must be. used in
addition.
10.
VISIBLE SIGNALS
Color Signals
Color
Indication
(a)
Red.
Stop.
Ob)
Green.
Proceed, and for other uses
prescribed by the rules.
(c)
Yellow.
Proceed with caution, and
for other uses prescribed
by the  rules.
(d)
Green and white.
Flag stop.    See Rule 28.
(e)
Blue.
See Rule 26.
11. A fusee on or near the track burning red
must not foe passed until fourned out. When burning yellow it is a caution signal. 60
12. Hand Flag and Lamp Signals
(Illustrated by diagram)
Manner of Using
(a) Swung across the track.
(b) Raised and lowered vertically.
(c) Swung vertically in a
circle at half arm's length
across the track when the
train is standing.
(d) Swung vertically in a
circle at arm's length
across the track when the
train is running.
(e) Swung horizontally above
the head when the train
is  standing.
(f) Held at arm's length
above the head when the
train is standing.
Indication
Stop.
Proceed.
Back.
Train has parted.
Apply air brakes.
Release air brakes.
13.   Any object waved violently by anyone on or
near the track is a signal to stop.
H*w 61
14.
AUDIBLE SIGNALS
Engine Whistle Signals
Note.—The signals prescribed are illustrated' by " o "
for short  sounds,   " —|  for longer  sounds.
The sound of the whistle should be distinct, with intensity and duration proportionate to the distance signal
is to be conveyed.
Sound
Indication
(a)
0
Stop.   Apply forakes.
(fo)
	
Release brakes, or ready to
proceed.
(c)
— 0  0 o
Flagman go out to protect rear
of train.
(d)
	
Flagman return from west or
south
(e)
Flagman return from east or
north.
(f)
When running, train parted; to
be repeated until answered
by the signal prescribed by
Rule 12(d).
Answer to 12 (d).
(g) o o
(h) o o o
(j) o o o o
Answer to any signal not otherwise provided for.
When train is standing, back.
Answer to 12 (c) and 16 (c).
When train is running, answer
to 16 (d).
Call for signals.
j 62
Sound
Indication
(k) -
— 00
To call attention of extra
trains and of trains of the
same or inferior class or inferior right to signals displayed for a following section.
(1) -
 o —
Approaching pufolic road crossings at grade and at whistle
posts.
(m)
(n) o —
(o) o o
Approaching stations, and as
prescribed toy Rule 31.
When double heading, air
brakes have failed on leading
engine and second engine is
to take control of them.
Answer to 14 (n); to be given
by second engine as soon as
it has control of air brakes.
Answer to 14 (k).
A succession of short sounds of the whistle is an
alarm for persons or animals on the track.
15. The explosion of one torpedo is a signal to
stop; the explosion of two not more than 200
and not less than 100 feet apart is a signal to reduce speed, and look out for a stop signal.
Torpedoes must not be placed near stations or
public crossings, nor where persons are liable to
toe injured toy them.
m 63
^
16.
Communicating Signals
Sound1
Indication
(a)
Two.
When train is standing, start.
(b)
Two.
When train is running, stop at
once.
(c)
Three.
When train is standing, back.
(d)
Three.
When train is running, stop at
next station.
(e)
Four.
When train is standing, apply
or release air brakes.
(f)
Four.
When train is running, reduce
speed.
<*>
Five.
When train is standing, call in
flagman.
(h)
Five.
When train is running, increase speed.
(i)  Six.
(j.) Seven.
When train is running, increase steam heat.
When train is running, release air brakes, or sticking
brake.
TRAIN SIGNALS
D-17. A headlight will foe displayed to the front
of every train foy night, hut must foe concealed
when the train is standing to meet trains at the
end of double track or at junctions, and switch
properly set for the approaching train. 64
Revised page No. 64 (General Train and Interlocking
Rules), Double Track Rule D. 19, revised in accordance
with General Order No. 437, Board of Transport Commissioners, dated January 21st, .1927.
18. Yard engines will display the headlight to
the front and rear by night. When not provided
with a headlight at the rear, two white lights must
be displayed. Yard engines will not display
markers.
Under conditions not requiring display of markers, road engines without cars will display a white
light on the rear of tender foy night.
(Illustrated by diagram.)
D-19. The following signals will be displayed,
one on each side of the rear of every train, as
markers to indicate rear of train:—toy day, marker
lamps not lighted; toy night, to the front and side,
green lights; by night, to the rear, if the train is
running with the current of traffic, red lights; if
standing on passing track, clear of main track,
green lights; if running against the current of
traffic, a green light on the inside and a red light
on the opposite side. The lights displayed to the
rear must be changed from green to red before
a train fouls the main track when leaving a passing track, or returns to the main track with the
current of traffic.
(Illustrated by diagram.)
20. All sections except the last will display two
green flags, and in addition, two green fights by
night, in the places provided' for that purpose on
the front of the engine.
(Illustrated by diagram.)
Zl.   Extra trains will display two white flags and
\ 65
in addition, two white lights foy night, in the places
provided for that purpose on the front of the engine.
(Illustrated by diagram.)
ZZ. When two or more engines are coupled, the
leading engine only shall, unless otherwise directed, announce the signals as prescribed jby Rule
D-14, and display the signals as prescrifoed by
Rules 20 and 21.
23. One flag or light displayed where in Rules
19, 20 and 21 two are prescrifoed will indicate the
same as two; but the proper display of all train
signals is required.
24. When cars are pushed by an engine (except
when shifting or making up trains in yards) a
white light must toe displayed on the front of the
leading car toy night.
(Illustrated by diagram.)
25. Each car on a passenger train must be connected with the engine by a communicating signal
appliance.
26. A blue flag by day and a blue light by night
displayed at one or both ends of an engine, car or
train indicates that workmen are under or about
it; when thus protected, it must not foe coupled to
or moved, and other cars must not foe placed on
the same track so as to intercept the view of the
blue signals without first notifying the workmen.
Workmen will display the folue signals, and the
same workmen are alone authorized to remove
them.
USE OF SIGNALS
27. A signal imperfectly displayed, or the absence of a signal at a place where a signal is usually
j 66
Revised page No. 66 (General Train and Interlocking Rules). Rule No. 33 (Second revision) in accordance with General Orders No. 369 August Ktth, 1922,
No. 370 September 8th, 1922, and No. 374 January 17th,
1923,   Board of  Transport  Commissioners.
shown must foe regarded as a stop signal, and the
fact reported to the proper officer.
28. A combined green and white signal is to be
used to stop a train only at the flag stations indicated on its schedule. When it is necessary to stop
a train at a point that is not a flag station on its
schedule, a red signal must foe used.
29. 'When a signal (except a fixed signal) is
given to stop a train, it must, unless otherwise provided, be acknowledged as prescrifoed foy Rule
D-14 (g) or (h).
30. The engine bell must foe rung when an engine is about to move, and while moving about
stations.
D-31. Signal D-14 (1) must be sounded at least
80 rods (^4 mile) from every public road crossing
at grade, and the engine bell be kept ringing until
the crossing is passed.
Signal D-14 (1) must be sounded at every whistle post.
Signal D-14 Cm) must foe sounded one mile from
stations, watering and fueling points, junctions, the
end of doufole track, drawbridges and railway
crossings at grade.
Signal D-14 (k) (must be sounded by a train displaying green signals for a following section, to
call attention of trains in the same direction to
signals displayed, and must hear the answer, D-14
(o), or stop and notify them of green signals displayed.
32. The unnecessary use of either the whistle or
the bell is prohibited. They will foe used only as
prescribed foy rule or statute ,or to prevent accident.
33. Watchmen stationed at pufolic road crossings
must, foy day, display a metal disc (16 inches in diameter, white background with the word " STOP "
in large black letters and a black border) and— 67
Revised page No. 67 (General Train and Interlocking
Rules). Double Track Rule D-35 revised in accordance
with General Order No. 255, Board of Transport Commissioners, dated November 26th, 1918. Second revision of this page to take care of change in Double Track,
Rule No. 33, see Page No. 66.
3_
by night, a red light, to warn pedestrians and persons in vehicles that a train is approaching. Where
gates are provided, a red light must foe displayed
foy night. In footh cases such light shall foe hooded
so as to show along the highway only.
34. In emergency cases, when track is suddenly
found defective, any employee shall, by the use of
flags, lights, torpedoes, fusees, or other signals, use
every effort possible to stop trains in footh directions.
D-35. A yellow flag or yellow light placed beside the track on the same side as the Engineer of
an approaching train, or where the practice is for
trains to run to the left, a yellow flag or yellow
light placed on the left side of the track as well
as on the same side (between tracks) as the Engineer of an approaching train so that the Engineer
of the approaching train shall have a clear view
of said signal for a distance of at least 1,200 feet,
indicates that the track 3,000 feet distant is in condition for a speed of but six miles an hour, unless
otherwise instructed, and the speed of the train
will be controlled accordingly. A green flag or a
green light placed beside the track on the same
side as the Engineer of an approaching train, or
on the left side of the track, if so operated, at a
point foeyond the slow track, indicates that full
speed may. toe resumed.
A " slow " sign placed 'beside the track on the
same side as the Engineer of an approaching train,
may be used to mark a point where a slow order
is in effect.
36. A red or yellow fusee, as the case may require, will foe used for protection of a train which
is not making the speed required foy schedule or
train order, and is liable to foe overtaken foy a
following train. 68
MOVEMENT OF TRAINS BY TIME
TABLE AND TRAIN ORDER
SUPERIORITY
D-71. A train is superior to another train by
right or class.
Right is conferred by train order; class by time-
tafole.
Right is superior to class.
D-72. Trains of the first class are superior to
those of the second class; trains of the second class
are superior to those of the third class; trains of
the third class are superior to those of the fourth
class.
73.   Extra trains are inferior to regular trains.
RULES  FOR TRAIN MOVEMENT
82. Time-tafole schedules, unless fulfilled, are in
effect for twelve hours after their time at each
station.
Regular trains twelve hours hefoind either their
schedule arriving or leaving time at any station
lose footh right and schedule, and can thereafter
proceed only as authorized by train order,
D-83... Trains must be registered at the register
stations designated in the time-tafole.
A train must not leave its initial station on any
subdivision or a junction, until it has toeen ascertained whether all superior trains due have left.
A train must not leave its initial station on any
subdivision without a Terminal Clearance; unless
otherwise directed.
At bulletin stations designated in the time-table,
Conductors and Engineers must read and sign for 69
the foulletins posted, before starting. All bulletins
affecting the movement of trains will foe re-issued
the first of each month.
84. A train must not start until the proper signal
is given.
D-85. When a train of one schedule is cjSfc the
time of another schedule of the same class, it will
proceed on its own schedule.
Trains of one schedule may pass trains of another schedule of the same class.
A section may pass and run ahead of another
section of the same schedule, first exchanging
orders, signals and numbers with the section to
be passed. Extras may pass and run ahead of
extras.
D-86. An inferior train must clear the time of a
superior train not less than five minutes, but must
clear the time of a first class train ten minutes
unless it is clear before the first class train is due
to leave the next station in the rear where time is
shown.
87.   Omitted   (Not applicable to Double-Track.)
OO It ii << « « tt
OQ (( It it tt ti tt
D-90. Conductors and Engineers of freight
mixed and work trains will see that Brakemen be
in position to exchange signals while approaching
and passing junctions, railway-crossings, drawbridges, points where trains may foe required to
stop and on heavy grades, and to do whatever is
required for safety and expedition, and must exchange signals when passing and leaving stations.
Trainmen will not be required to ride on top of
trains -unless it is necessary for safety.
There must toe a trainman on the last car of
such train while in motion.
.# 70
91. Unless some form of block signals is used,
trains in the same direction must keep at least
five, minutes apart, except in closing up at stations, but a train must not follow a train carrying
passengers or operating a snow plow until a report is received of its arrival at a station ahead,
except that a train may follow twenty minutes after the departure of a train carrying passengers
or operating a snow plow, when either the station
from which it is to follow or the next station
ahead is not a telegraph station, or when communication with the Train Dispatcher is interrupted
and the wire failure is noted on the Clearance.
The train order signal will be used by Operators to maintain the intervals required by this
rule.
Schedule speed must not be exceeded by sections of trains other than the first section, nor may
a train following a train carrying passengers exceed the schedule speed of such train, unless
Clearance shows arrival at a station ahead.
92. A train must not arrive at a station in advance of its schedule arriving time.
When only the leaving time is shown, a first
class train must not arrive at a station more than
five minutes in advance of its schedule leaving
time.
A train must not leave a station in advance of
its schedule leaving time.
93. Within yards defined foy yard limit boards,
the main track may foe used, keeping clear of first
and second class trains.
The main track must not foe so used within yard
limits until it is known that allfsections of overdue
first and second class trains have arrived.
1 71
Revised page No. 71 (General Train and Interlocking Rules). Rule 93
Revised and New Rule 93(a) in accordance with Board of Transport
Commissioners General Order No. 159, dated February 18th, 1916,
General Order No. 509, dated February 6th, 1933, and Order No. 53188,
dated June 5th, 1936
All trains except first and second-class trains must,
unless otherwise directed, approach and pass through
yard limits prepared to stop, unless the main track is
seen or known to foe clear.
Yellow lights must foe attached to the yard limit
hoards, to foe kept lighted from sunset to sunrise.
By night, or in foggy or stormy weather, a red light
must foe placed on unattended cars or dead engines
obstructing main tracks within yard limits.
93 (a) The outer main track switches of passing
tracks will be considered " Station Limits " and main
track may be used inside of such limits by keeping clear
of first and second-class trains. All trains except first
and second-class trains must, unless otherwise directed,
approach and pass through such limits prepared to stop,
unless the main track is seen to be clear. Trains occupying or using main track outside of station limits must
be protected unless train orders or schedules confer the
right to use main track. Trains or yard engines occupying the main track inside of station limits at terminal
points, as per Rule 93, must not, where there are two or
more main tracks, move against the current of traffic
except under protection as prescribed by Rule 99. In all
cases during foggy, smoky or stormy weather, protection as per Rule 99 must be maintained to ensure
afosolute safety.
D-94. A train (which overtakes a superior train so disabled that it cannot proceed, will pass it if practicable,
and, if necessary, will assume the schedule and take
the train orders of the disabled train, proceed to the
next open telegraph office, and there report to the proper authority. The disabled train will assume the right
or schedule, and take the train orders of the last train
with which it has exchanged, and will, when able, proceed to and report from the next open telegraph office.
D-95. Two or more sections may foe run on the
same schedule.
Each section has  equal time-table  authority.
A train must not display signals for a following section,
except as prescribed by Rule D-85, without train orders.
96.   Omitted (not applicable to double track).
_0*dif /
72
1
Revised page No. 72 (General Train and Interlocking
Rules). Rule No. 98 revised in accordance with General Order No. 603, Board of Transport Conrmissioners,
dated March 20th, 1941.	
D-97. Extra trains must not be run without
train orders.
Work extras must move with the current of
traffic unless otherwise directed.
98. Trains must approach the end* of double
track, junctions, interlocked railway crossings at
grade, and interlocked drawbridges, prepared to
stop, unless the switches and signals are right, and
the track is clear.'
At railway crossings at grade and drawbridges
not interlocked, trains must stop and not proceed
until the proper signal has been given.
At railway crossings at grade, unless otherwise
permitted by Order of The Board of Transport
Commissioners for any specific crossing, the speed
of any train must not exceed thirty-five miles per
hour until the entire train has passed the crossing.
At drawbridges, the speed of a passenger train
must not exceed twenty-five miles per hour and of
anjr other train fifteen miles per hour until the
entire train has passed the drawforidge.
99. When a train stops or is delayed on the
main track under circumstances in which it may
be overtaken by another train, the Flagman must
go back immediately with stop signals, a sufficient
distance from the train to ensure full protection,
at least:
In day time, if there is no downl
grade toward train within one mile of     500 yards,
its rear, and there is a clear view of > 10 telegraph
its rear, of 2,000 yards (40 telegraph     poles
poles) from an approaching train.
At other times and places, if there 1 1,200 yards,
is   no   down   grade   toward   train, f- 24 telegraph
within one mile of its rear. J poles
If there is a down grade toward 1 1»800 yards,
train, within one mile of its rear, f ^ telegraph
J poles
The Flagman must, after going back a sufficient
distance from the train to insure full protection,
take up a position where there will foe an un- 73
Revised page No. 73 (General Train and Interlocking
Rules. Rule No. 99 revised in accordance with General
Order No. 336, Board' of Transport Commissioners, dated
April 2hd, 1921.
obstructed view of him from an approaching train
of, if possible, 500 yards (10 telegraph poles) first
placing two torpedoes not more than 200 or less
than 100 feet apart on the rail on the same side
as the engineer of an approaching train, 100 yards
(2 telegraph poles) foeyond such position. The
Flagman must remain in such position until recalled or relieved.
If recalled before another train arrives, he must,
in addition to the two torpedoes, leave a fusee
burning red^ at the point he returns from, and
while returning to his train—when snow plows or
flangers may be running, curvature, weather, or
other conditions governing—a fusee fourning red
must be placed at such points or times as the flagman may find necessary to insure full protection.
To maintain the proper interval between trains,
a fusee fourning red must foe left by the protected
train, at the point from which it nidves.
The front of a train must be protected in the
same way when necessary by the front Brakeman,
or if there be none, by the Fireman.
Flagmen must always on the approach of a train
display stop signals, and if not already done, place
two torpedoes on the rail as above described, and
then return 100 yards (2 telegraph poles) nearer
the protected point.
Flagmen must each foe equipped for day time
with a red flag, 22" x 28", on a staff, at least six
torpedoes and five red fusees; and for night time,
and when weather or other conditions obscure day
signals, a red light, a white light, with a supply of
matches, at least six torpedoes, and five red fusees.
A train should not stop between stations at a
place where the view from following train is obstructed.
100. When the Flagman goes out to protect the
train, his place will be filled by the person designated foy the Conductor.
D-101. If a train should part while in motion,
Trainmen must, if possible, prevent damage to the
«■
J 74
Revised page No. 74 (General Train and Interlocking
Rudes). Rule 102 revised in accordance with General
Order No. 520, Board of Transport Can_miss_oners, dated
October  10th, 1933.	
detached portion.   The signals prescribed by Rule
12 (m and 14 (f) must be given.
When for any reason an engine leaves its train
or a part of its train on the main track, every precaution must foe taken to protect the train against
the returning engine. Torpedoes must be placed
in advance of the train, and at night, or during
stormy weather, a white light must be prominently
displayed on the forward car. The Conductor and
Engineer will be held equally responsible for this
rule.
The detached portion must not foe moved or
passed until the front portion comes back.
The Engineer and Trainmen with the front portion must give the train-parted signal to trains
running on the opposite track. A train receiving
this signal or being otherwise notified that a train
on the opposite track has parted, must immediately
reduce speed and proceed with caution until the
separated train is passed.
When a train is disabled so it may obstruct the
opposite track, trains on that track must be stopped.
102. When cars are pushed foy an engine (except
when shifting and making up trains in yards
where there are no public highway crossings at
rail level, or where there are public highway
crossings at rail level adequately protected by
gates or otherwise), a flagman must take a conspicuous position on the leading car.
Whenever in any city, town, or village, cars not
headed by an engine are passing over or along a
highway which is not adequately protected by
gates or otherwise at rail level, a man must take
a conspicuous position on the foremost car to
warn persons on the highway.
No part of a car or engine may be allowed to
occupy any part of a highway for a longer period 75
than five minutes, and a highway must not be obstructed by switching operations for more than
five minutes at a time.
Whistle posts will foe placed at least 80 rods (%
mile) from every public road crossing at grade,
except at public road crossings witnlh the limits of
towns or cities.
103. (Messages or orders respecting the movement of trains or the condition of track or bridges
must foe in writing.
104. The target of a switch parallel with the
main track or a green light, indicates the switch is
set for the main track; the target at right angles
to the main track or a red light indicates the
switch is set for a diverging track.
Switches must foe left in proper position after
having been used.
Except when Switchtenders are stationed, Conductors are responsible for the position of the
switches used foy them and their Trainmen. This
will not relieve Trainmen of responsibility for the
proper position of switches used by their train.
Main track switches must foe locked and other
switches secured. After a switch is turned, the
points must be examined to know that they are
in proper position.
Employees must keep at least 20 feet from the
stand while a train is closely approaching or
passing over a switch.
A switch must not be left open for a following
train, unless in charge of a Switchtender or a
Trainman of such train.
When a train is standing on a passing track to
be passed by a train the Engineer and Fireman 76
must see that switches at the front of their train
are in proper position.
Trainmen of a train occupying the main track at
a passing point will, when practicable, open the
switch for the expected train, and protect the
switch until relieved foy a Switchtender or a Trainman of the other train.
Derails on side tracks must foe set and secured to
protect the main track.
If a switch has been run through, it must be
protected, the Section Foreman notified and the
fact reported to the proper authority 'foy telegraph,
immediately.
105. Trains will run under the direction of
their Conductors, unless such directions conflict
with these rules, or involve any danger, in which
case all persons participating will be held responsible.
When a train is run without a Conductor, the
Engineer will perform the duties of the Conductor.
Both Conductors and Engineers are responsible
for the safety of their trains, and, under conditions
not provided for by the rules, must take every
precaution for their protection.
Immediate precaution must be taken to protect
all trains against any obstruction or defect in the
track.
106. In all cases of doubt or uncertainty, the
safe course must foe taken and no risks run.
107. Conductors and Brakemen must know that
the cars in their train are in good order before
starting, and inspect them whenever they have an
•opportunity to do so, particularly when entering
or leaving sidings or waiting for other trains. All
cars taken in their train at intermediate stations
must foe examined with extra care. 77
Revised1 page No. 7>7 (General'Train and'Interlocking
Rule No. 1<09 revised in accordance with General Order
No. 51362, Board of Transport Commissioners, dated
September  13th,  1934.
108. A train must not foe detached while in motion. When necessary to make running switches
the train must first be stopped.
109. Engineers must exercise extreme care when
making stops for water and fuel. Engines handling, freight trains must foe detached for this purpose -unless stops at the required points can be
made without risk of damaging equipment.
D-151. Trains must keep to the right unless
otherwise provided.
D-152. When a train crosses over to, or obstructs
the other track, unless otherwise provided, it must
first be protected, as prescribed by Rule 99, in
both directions on that track.
D-153. Trains must use caution in passing a
train receiving or discharging passengers at a station, and must not pass foetween it and the platform at which the passengers are foeing received
or discharged.
RULES FOR USE OF TRAIN ORDERS
201. For movements not provided for foy timetable, train orders will foe issued by authority and
over the signature of the Superintendent or designated Train Dispatchers. They must contain neither
information nor instructions not essential to such
movements.
They must foe brief and clear, in the prescribed
forms when applicable, and without erasure, alteration or interlineation.
The different forms of train orders may foe combined in one, provided there is no movement in
such combination which does not directly affect
the train first named in the order. 78
202. Each train order must be given in the
same words to all persons or trains addressed.
203. Train orders will foe numfoered consecutively each day, beginning with No. one at midnight.
204. Train orders must be addressed to those
who are to execute or observe them, naming the
place at which each is to receive his copy.
Train orders addressed to trains must foe regarded as addressed to Conductors, Engineers and
Pilots. A copy for each person addressed must be
supplied foy the Operator. Train orders addressed
to Operators, restricting the movement of trains,
must foe respected by Conductors and Engineers
the same as if addressed to them.
Conductors and Engineers must require Brake-
men and Firemen to know the contents of all
train orders.
205. Each train order must be written in full in
a book or on a printed form provided for the purpose at the office of the Train Dispatcher, and
with it recorded the names of those who have
signed for the order; the time and the signals
which show when and from what offices the order
was repeated, and the responses transmitted; and
the Train Dispatcher's initials. These records must
be made at once, and never from memory or
memoranda.
206. Regular trains will be designated in train
orders by their numbers and the numfoers of their
engines, as "No. 10, Engine 715," or "second No.
10, Engine 725." If the number of the engine cannot foe ascertained, the word " Unknown " will be
used, as " No. 10, Engine Unknown,'* Extra trains
will foe designated foy engine numfoers and direction, as "Extra 795 East." Other numfoers and
time will foe stated in words followed foy the
figures. 9
207. To transmit a train order, the signal " 31"
or the signal " 19 " followed by the direction, must
foe given to each office addressed, the number of
copies being stated, if more or less than three—
thus: " 31 West copy 5," or " 19 East copy 2."
D-208. A train order to foe sent to two or more
offices must be transmitted simultaneously to as
many of them as practicable. The several addresses must be in the order of superiority of
trains, each office taking its proper address. When
not sent simultaneously to all, the order must foe
sent first to the superior train.
Train orders should not foe sent an unnecessarily
long time before delivery, or to points unnecessarily distant from where they are to be executed.
No orders (except those affecting the train at that
point) should foe delivered to a train at a point
where it has much work until after the work has
been done.
209. Operators receiving train orders must
wj*ite them in manifold during transmission and
if they cannot at one writing make the requisite
number of copies, must trace others from one of
the copies first made.
210. When a " 31" train order has been transmitted, Operators must (unless otherwise directed) repeat it at once from the manifold copy in
the succession in which the several offices have
foeen addressed, and write the time of repetition
on the order. Each Operator receiving the order
should observe whether the others repeat correctly.
The Conductor of the train addressed will read
the order aloud to the Operator and sign it. The
Operator will then send the signature, preceded
by the number of the order, to the Train Dispatcher.   The response   "Complete,"  and  the  time, 80
with the initials of Train Dispatcher, will then be
given by the Train Dispatcher. After receiving
this response, the Operator will write on each
copy the word "Complete," the time, and his last
name in full, and deliver a copy to each person
addressed, except Engineers. The copy for each
Engineer must foe delivered to him personally foy
the Conductor, who will require the order to be
read aloud for comparison, and Engineer will then
sign Conductor's copy.
211. When a "19" train order has been transmitted, Operators must (unless otherwise directed)
repeat it at once from the manifold copy, in the
succession in which the several offices have been
addressed. Each Operator receiving the order
should observe whether the others repeat correctly. When the order has been repeated correctly
by the Operator, the response " Complete" and
the time with the initials of the Train Dispatcher
will foe given foy the Train Dispatcher. The Operator receiving this response will then write on
each copy the word "Complete," the time, and his
last name in full, and personally deliver a copy
to each person addressed, without taking his
signature. But when delivery to Engineer will
take the Operator from the immediate vicinity of
his office, the Engineer's copy will foe delivered
foy the Conductor.
A " 19 " order must not foe used when foy its use
the rights of a train are to be^restricted.
212. A train mder may, by direction of tie Train
Dispatcher, foe acknowledged without repeating, foy
the Operator responding "X" (Number of train order)    to
(Train) with the Operator's initials and the office
signal. The Operator must then write on the order
his initials and the time. 81
D-213. "Complete" must not foe given to a
train order for delivery to an inferior train until
the order has been repeated or the " X " response
sent foy the Operator who receives the order for
the superior train.
214. When a train order has foeen repeated or
"X" response sent, and before "Complete" has
foeen given, the order must foe treated as a holding
order for the train addressed, tout must not be
otherwise acted on until "Complete" has been
given.
If the line fail before an office has repeated an
order or has sent the " X " response, the order at
that office is of no effect and must foe there treated
as if it had not foeen sent.
215. The Operator who receives and delivers a
train order must preserve the lowest copy.
216. For train orders delivered foy the Train Dispatcher, the requirements as to the record delivery
are the same as at other offices.
217. A train order to foe delivered to a train at a
point not a telegraph station, or at one at which
the telegraph office is closed, must be addressed
to "... at . care of  " and forwarded and delivered by the Conductor or other person in whose
care it is addressed. When Form "31" is used,
"Complete" will be given upon the signature of
the person foy whom the order is to be delivered,
who must be supplied with copies for the Conductor and Engineer addressed, and a copy upon
which he shall take their signatures. This copy he
must deliver to the first Operator accessible, who 82
must preserve it, and at once transmit the signatures of the Conductor and Engineer to the Train
Dispatcher.
Orders so delivered must foe acted on as if
"Complete" has been given in the usual way.
When Form " 31" is sent, in the manner herein
provided, to a train, the superiority of which is
thereby restricted, " Complete " must not foe given
to an inferior train until the signatures of the Conductor and Engineer of the superior train have
bent sent to the Train Dispatcher.
218. When a train is named in a train order by
its schedule number alone, all sections of that
schedule are included, and each must have copies
delivered to it. Particular sections must foe specified when it is known the schedule is, or is to foe,
in sections.
219. Unless otherwise directed, an Operator
must not repeat or give the "X" response to a
train order for a train which has foeen cleared or
of which the engine has passed his train order
signal until he has obtained the signatures of the
Conductor and Engineer to the order.
220. Train orders once in effect continue so until
fulfilled, superseded or annulled. Any part of an
order specifying a particular movement may be
either superseded or annulled.
Orders held by, or issued for, or any part of an
order relating to, a regular train foecome void when
such train loses footh right and schedule as prescrifoed by Rules 4 and 82, or is annulled.-
When Conductors or Engineers change off, they
must transfer all orders affecting their trains. Each
must know that the orders transferred are correctly understood by  the  other,   and  obtain  his 83
written receipt therefor. Before either train proceeds, the Engineer must read his orders to the
Conductor.
221. A fixed signal must be used at" each train
order office, which shall indicate "Stop" when
trains are to be stopped for train orders. When
there are no orders, the signal must indicate | Proceed," except as provided in Rule 91.
When an Operator receives the signal "31," or
" 19," followed foy the direction, he must immediately display the "Stop" signal for the direction
indicated and then reply " Stop displayed," adding
the direction; and until the orders have foeen delivered or annulled the signal must not foe restored
to " Proceed," except foy train order.
A train stopped foy a train order signal must not
proceed without Clearance Card Form "A" or
Caution Card Form "C," although train orders
may have foeen received.
Operators must have the proper appliances for
hand signalling ready for immediate use if the
fixed signal should fail to work properly. If the
signal is not displayed at a night office, trains
which have not foeen notified must stop and ascertain the cause, and report the facts to the Superintendent from the next open telegraph office.
222. Operators will promptly record and report
to the Train Dispatcher the time of arrival and departure of all trains.
223. The following signs and abbreviations may
be used:
Initials for signature of the Train Dispatcher.
Such office and other signals as are arranged by
the Superintendent. 84
X—Train will foe held until order is complete.
Com.—for Complete.
O.S.—Train Report.
No.—for Number.
Eng.—for Engine.
Psgr.—for Passenger.
Frt.—for Freight.
Mins.—for Minutes.
Jct.—for Junction.
Dispr.—for Dispatcher.
Opr.—for Operator.
Cy.—for Copy.
S.D.—for "Stop Displayed."
B.C.—for Block Clear.
9—To  clear the line for train  orders  and  for
Operators to ask for train orders.
The usual abbreviations for the names  of the
months and stations. 85
FORMS OF TRAIN ORDERS
Form   A—Fixing   Meeting   Points   for   Opposing
Trains.
Omitted.—-(Not applicable to Double Track.)
Form B—Directing a Train to Pass or Run Ahead
of Another Train.
(1)   pass at	
(2)   pass when overtaken.
(3)    run ahead of to	
(4)    run ahead of until overtaken.
(5)    pass at and run ahead of
 to	
When an inferior train receives an order to pass
a superior train, right is conferred to run ahead of
the train passed from the designated point.
EXAMPLES
(1) No. 1 pass No. 3 at "K."
When under this example a train is to pass another, both trains will run according to rule to the
designated station and there arrange for the rear
train to pass promptly.
f2) No. 6 pass No. 4 when overtaken.
Under this example, both trains will run according to rule until the second named train is
overtaken and then arrange for the rear train to
pass promptly.
(3) Extra 594  east run ahead  of No.  6,  "M"
to "Br
Under this example, the second named train will
run with such caution as will prevent accidents
with the first named train.
(4) Extra 95 west run ahead of No. 3, from "B,"
until overtaken. 86
Under this example the first named train will
run ahead of the second named train from the
designated station until overtaken and then arrange for the rear train to pass promptly.
f5) No. 1 pass No. 3 at "K," and run ahead No. 7
"M" to "Z"
Form C.
•Omitted.—(Not applicable to Double Track.)
D-Form E—-Time Orders
(1)    run  late to	
(2)    run late  to   and  	
late to etc.
(3) Omitted.—(Not applicable to Double Track.)
(4)    wait at  until  M.
 until  M.
......until M.
This form may foe used in connection with an
extra train created foy example (3) of Form G,
and the times at each station stated in that example have the same meaning as schedule times in
the following examples.
examples
(1) No. 1 run twenty (20) mins. late "A" to "G."
(2) No. 1 run twenty (20) mins. late "A" to "G"
and fifteen (15) mins. late "G" to tfK" etc.
Examples QKahd (2) make the schedule time of
the train named foetween the stations mentioned as
much later as stated in the order, and any other
train receiving the order^is required to run with
respect to this later time, as before required to run
with respect to the time-table schedule time. The
time in the order should foe such as can foe easily
added to the schedule time. (4) No. 1 and No. 4 wait at:
"iV" until ten (10.00)  AM.
"P" until ten-thirty (10.30) A.M.
"R" until ten fifty-five (10.55) AM., etc.
Under this example, the train (or trains) named
must not pass the designated stations before the
times given.
Other trains receiving the order are required to
run with respect to the time specified at the designated stations or any intermediate station where
schedule time is earlier than the time specified
in the order, as foefore required to run with respect
to the schedule time of the train (or trains) named.
D-Form F—For Sections
(1)   display signals and run as	
 to	
(2)    run as to	
(3)     display  signals to for
(6)    is withdrawn as at	
(7)   instead of display signals and
run as to	
(8)    take down signals at	
The character of a train for which signals are
displayed may foe stated.
Each section affected foy the order must have
copies, and must arrange green signals accordingly.
To annul a section for which green signals have
been displayed over a sub-division or any part
thereof, when no train is to follow the green
signals, Form K must be used. 88
EXAMPLES
(1) Eng. 20 display signals and run as first No.
"A" to "Z."
This example is to foe used when the number of
engine for which green signals are displayed is unknown and is to foe followed foy example (2), both
•being single order examples.
(2) Eng. 25 run as second No. 1 "A" to "Z."
Under this example, engine 25 will not display
green signals.
(3) No. 1 display signals "A" to "G" for Eng. 65,
or, second No. 1 display signals "B" to "E"
for Eng. 99.
Under these examples, engine 65 (or engine 99)
will not display green signals.
These examples may be modified as follows:
(4) Engs. 20, 25 an 99 run as first second and
third No. 1 "A" to "Z."
Under this example, engine 99 will not display
green signals.
For changing sections:
To add an intermediate section the following
modification of example (1) will be used.
(5) Eng. 85 display signals and run as second
No. 1 "N" to "Z." Following sections change
numbers accordingly.
Under this example, engine 85 will display green
signals and run as directed and following sections
will take the next higher number.
To drop an intermediate section, the following
example will be used: 89
(6) Eng. 85 is withdrawn as second No. 1 at "H."
Following sections change numbers accord'
ingly.
Under this example, engine 85 will drop out at
"H" and following sections will take the next
lower number.
To substitute one engine for another on a section, the following will be used:
(7) Eng. 18 instead of Eng. 85 display signals and
run as second No. 1 "R" to "Z." *
Under this example, engine 85 will drop out at
" R " and engine 18 will run as directed. Following
sections need not be addressed.
If engine 85 is last section, the words "display
signals and" will be omitted.
To discontinue the display of green signals, the
following example will foe used:
(8) Second No. 1 take down signals at "D."
Under this example, second No. 1 will take
down green signals as directed and a following
section must not proceed foeyond the stations
named.
Form G—Extra Trains
(1) Eng run extra  to	
(2) Eng run extra to   and
return to	
(3) Eng run extra leaving      on
  as follows with right over all trains:
Leave  M.
  M.
 M.
Arrive M.
EXAMPLES
(1) Eng. 99 run extra "A" to "F/
(2) Eng. 99 run extra "A" to I
to "C."
(F" and return 90
Under (2) the extra must go to "F" before returning to " C."
(3) Eng. 77 run extra leaving "A" on Thursday,
Feb. 17th, as follows, with right over all
trains:
Leave "A" eleven thirty (11.30) PM.
"C" twelve twenty-five (12.25) AM.
"E" one forty-seven (1.47) AM.
Arrive "F"  two  twenty-two   (2.22)   AM.
This order may foe varied by specifying the character of the extra and the particular trains over
which the extra shall or shall not have right.
Trains over which the extra is thus given right
must clear the time of the extra five minutes.
D-Form H—Work Extra
(1)  Eng  work on track M
to  M between and	
Work extras must give way to all trains as
promptly as practicable.
Whenever extra trains run over working limits
they must foe given a copy of the order sent to the
work extra.
•When it is desired to move a train against the
current of traffic over the working limits, provision must be made for the protection of such
movement.
The working limits should be as short as practicable; to be changed as the progress of the work
may require.
Conductors of work extras must report each
evening by telegraph to the Train Dispatcher, the
time when their trains are laid up for the night
and their working limits for the following day. 91
EXAMPLES
(1) Eng. 292 work on eastbound track (or both
tracks) seven (7) A.M. to six (6) P.M. between "D" and "E."
Under this example, the work extra must, whether standing or moving, protect itself within the
working limits against extras moving with the
current o¥ traffic on the track (or tracks) named,
as prescribed foy rule. The time of regular trains
must foe cleared.
This may foe modified foy adding:
(3) Not protecting against extras.
Under this example, protection against extras is
not required. The time of regular trains must foe
cleared.
To enafole a work extra to work upon the time
of a regular train, the following form will be used:
(5) Work extra 292 protects against No. 55 (or
 class trains) between "D" and "E."
Under this example, the work extra may work
upon the time of the train (or trains) mentioned
in the order, and must protect itself against such
train (or trains) as prescrifoed foy rule. The regular train (or trains) receiving the order will run
expecting to find the work extra protecting itself.
When a work extra is to foe given exclusive right
over all trains, the following form will foe used:
(6) Work extra  has right over all trains
on track foetween and M.  to. .M.
EXAMPLE
(6) Work extra 292 has right over all trains on
eastbound (and westbound) track, between
"D" and "E" seven (7) PM. to twelve (12)
night. 92
This gives the work extra the exclusive right to
the track (or tracks) mentioned between the points
designated between **8he times named.
Form J—Holding Order
Hold	
This form will be used only when necessary to
hold trains until orders can foe given, or in case of
emergency.
These orders will be addressed to the Operator
and acknowledged in the usual manner, and will
foe delivered to Conductors and Engineers of all
trains affected.
EXAMPLES
Hold No. 2.
Hold all  (or eastbound)  trains.
When a train has been so held it must not proceed until the order to hold is annulled, or an
order given to the Operator in the form:
| may go."
Form K—Annulling a Schedule or a Section
(1)    of      is   annulled   to	
(2)     due to leave  is annulled	
to   	
The schedule or section annulled becomes void
foetween the points named and cannot foe restored.
EXAMPLES
(1) No. one  (1)  of Feb. 29th is annulled "A"
to "Z."
(2) Second No. five (5) due to leave "A" Feb.
9th is annulled "E" to "G."
Form L—Annulling an Order
Order No     is annulled.
An order which has foeen annulled must not be
re-issued under its original number.
^^^ 93
EXAMPLE y&
Order No. ten (10) is annulled.
If an order which is to foe annulled has not foeen
delivered to a train, the annulling* order will foe
addressed to the Operator, who will destroy all
copies of the order annulled hut his: own, and
write on that: '; •. ijftfck •
Annulled by Order No	
D-Form M—Annulling Part of an Order
That part of Order No  reading	
is annulled. ^.^
EXAMPLE
That part of Order No. ten (10), reading extra
263 west pass No. 1 at "S," is annulled.
D-Form P—Superseding an Order or Part of an
Order
This order will foe given by adding to prescribed
forms, the words " instead of "
(1) ...... pass  at   " instead of  "
(2) Omitted. (Not applicable to Double Track.)
(3) ... display signals for  .to	
instead of 	
An order which has been superseded must not
be re-issued under its original number and the
original order must not 'be superseded more than
once.
A superseding order must not foe delivered prior
to the delivery of the order which is superseded.
EXAMPLES
(1) No. 1 pass No. 3 at "C" instead of "B."
(2) Omitted.   (Not applicable to Double Track.)
(3) No. 1 display signals for Eng 85 "A" to "Z"
instead of "G."
i
7 94
D-Form   R—Providing  for  a  Movement  Against
the Current of Traffic
 has right over opposing trains on	
track  to	
A train must not foe moved against the current
of traffic until the track on which it is to run has
been cleared of opposing trains.
EXAMPLE
(1) No. 1 has right over opposing trains on No. 2
(or eastbound)  track "C" to "F."
Under this order the designated train must use
the track specified between the stations named,
and has right over opposing trains on that track
between those stations. Opposing trains must not
leave the station last named until the designated
train arrives.
An inferior train foetween the stations named
moving with the current of traffic in the same direction as the designated train must receive a
copy of the order, and may then proceed on its
schedule, or right.
This order may foe modified as follows:
(2) After  arrives at has right
over opposing trains on track  to	
EXAMPLE
(2) After No. 4 arrives at "C," No. 1 has right
over opposing trains on No. 2 (or eastbound)
track "C" to "F."
Under (2), the train to foe moved against the
current of traffic, must not leave the first named
station until the arrival of the first named train. 95
D-Form S--ProviclJiig for the Use of a Section of
Double Track as Single Track
 track will foe used as single track between
 and	
^
(Adding, if desired) M to M.
Under this order, all trains must use the track
specified foetween the stations named, and will foe
governed foy rules for single track.
Trains running against the current of traffic on
the track named must be clear of the track at the
expiration of the time named, or protected as prescrifoed foy rule.
EXAMPLE
No. 1 (or westbound) track will be used as single
track between "F" and "G."
(Adding, if desired) one (1) P.M. to three (3) PM.
Form T—Line Clear Order
Omitted. (Not applicable to Double Track.)
Form U—Protection Against Following Trains
(1)  Opr  hold all trains following	
(except ) until M.
(2) Opr hold all trains following,
(except   ) until  arrives at .
This order must foe addressed to the Operator at
"G" and to the train to foe protected, and the
Operator will deliver copies to all trains affected?
and it gives the train to foe protected right to occupy the main track without rear flag protection
until the order is fulfilled.
j 96
EXAMPLES
(1) Opr. "G" ?ioZd all trains following No. 64 (or
.extra 301 east) (except No. 6) until ten (10)
AM.
(2) Opr. "G" hold all trains following No. 4 (or
extra 306 east) (except No. 6) until No. 4 (or
extra 306 east) arrives at "F."
Form V—Specifying the Speed of a Train
(1) Do not exceed miles per hour .... to .
(2) Run  miles per hour .... to 	
EXAMPLES
(1) Do not exceed six (6) miles per hour "A"
to "B."
This order will foe used when main track is reported unsafe for usual speed.
(2) Run forty (40) miles per hour "A" to "B."
Under *(2)  the train addressed will not run at
the speed specified unless safe to do so. 97
FIXED SIGNALS
DEFINITIONS
SEMSAPHORE.—A device consisting of a movable arm supported on a pole. The signal indicar
tions are given foy the position of the arm. At
night an additional indication is given foy lights
of prescribed colors, corresjjbnding to the positions of the arm. The arm is displayed to the
right of the pole as seen from trains approaching
in the direction in which it governs.
BLADE.—That part of a semaphore arm which,
by its position, gives the signal indications.
ARM CASTING.—That part of a semaphore arm
which, foy its position, determines the color of the
light which gives the additional night indications.
DISC SIGNAL.—A device consisting of a disc so
supported that it may be displayed to view or
withdrawn. The indications are given foy the position of the disc. At night, an additional indication is given by lights of prescribed color corresponding to the positions of the disc.
POLE.—The upright to which a signal is directly attached.
BRACKET POST—An arrangement of main
post with crossbeam upon which two or more
poles are supported.
TARGET SIGNAL.—A disc supported in such a
way that it may stand either parallel with or at
right   angles   to   a   track   on   which   it   governs
J 98
Revised page No. 98 (Genea^ Train-and Interlocking
Rules). Rule 403 revised1 in accordance with General
Order No. 49019 Board of Transport Ctonimissioners,
dated September 8th, 1932.
movements. The indications are given foy the position of the disc. At night, an additional indication is given foy lights of prescribed colors corresponding to the positions of the disc.
Whenever a fixed signal is used of any form
other than those herein described, the rules governing its observance will foe found in the time
tafole.
RULES
401. Engineers must know the indication of all
fixed signals foefore passing them. At railway
crossings, drawbridges, junctions, or train order
offices, they will require the Fireman to observe
and communicate the indications of signals.
402. A signal imperfectly displayed, or the absence of a signal at a place where a signal is usualg
ly shown, must foe regarded as a stop signal, and
the fact reported to the proper officer.
403. Lights must be used upon all fixed signals
from sunset to sunrise, and whenever the signal
indications cannot foe clearly seen without them,
except as provided in revised Rule No., 104. 99
Revised Rules, Home Block Signal. Station Protection
Signal' and Train Order Signal as authorized by the
Board of Transport Commissioners, Order No. 14271.
datedvJuly 27th,  1911. '
AUTOMATIC BLOCK SIGNALS
DEFINITION AND INDICATIONS
BLOCK.—A length of track of defined limits,
the use of which foy trains is controlled by Block
Signals.
BLOCK SIGNAL.—A fixed signal controlling the
use of a block.
HOME BLOCK SIGNAL.—A fixed signal at the
entrance of a block to control trains entering ana
using the block.
A semaphore arm standing horizontal or a disc
displayed indicates "Stop." When in this position
at night a red light is displayed.
A semaphore arm 60 degrees below or 90 degrees above the horizontal or a disc withdrawn
indicates " Proceed." When in this position at
night a green light is displayed.
DISTANT BLOCK SIGNAL.—A fixed signal
used in connection with a Home Block Signal to
regulate the approach thereto.
A semaphore arm standing 45 degrees above
horizontal or a disc displayed indicates "Proceed,
prepared to stop at next signal." When in this
position at night, a yellow light is displayed.
A semaphore arm 60 degrees below or 90 degrees
above the horizontal or a disc withdrawn indicates
" Proceed." When in this position at night a green
light is displayed.
INDICATOR.—A device (usually employed in
connection with a switch) used to show the position of a signal to which it refers.   A miniature 100
arm or disc is displayed, which assumes the stop
position, when the home signal protecting the
block is in the stop position or a train is closely
approaching it. At main track crossovers, the indicators at the switch in each track relate to the
signal protecting the block on the other track.
AUTOMATIC BLOCK SYSTEM.—A series of
consecutive blocks in which the signals are operated by electric, pneumatic, or other agency, actuated by a train, or foy$bertain conditions affecting the use of the block.
RULES
502. Block signals control the use of the blocks,
but do not affect the movements of trains under
the time-tafole or train rules, nor dispense with the
use or the observance of other signals whenever
or wherever they may 'be required. The protection afforded by the automatic signals does not
relieve trainmen from protecting their trains as
required foy Rule 99.
503. Block signals apply only to trains running
in the established direction.
504. When a train finds a distant signal indicating caution, it must proceed under such control as
to foe able to stop before reaching the home signal.
When a train finds a home signal indicating stop,
it must stop before reaching the signal, and not
more than 200 feet from it. It may then proceed
at once with caution, prepared to find the track
occupied, a car foul, a switch open, a broken rail,
or other obstruction in the block.
505. When a signal is out of service, the fact
will foe  indicated foy foulletin.   Trains finding  a 101
signal out of service must, unless otherwise directed, proceed with caution to the next signal.
506. Signals and switch indicators, which are in
service and are evidently out of order, must be reported foy wire to the Superintendent. Signals
must be designated foy the number on the signal
pole if possible, otherwise foy their location, and
reports must state the time at which it was observed.
A signal or indicator indicating stop or caution,
when it should indicate proceed, must be reported
from the first telegraph office where the train
stops. A signal indicating proceed, when it should
indicate stop or caution, must be reported from
the next open telegraph office.
507. Engineers   should,   whenever   practicable,
observe the position of all discs and semaphore
arms foy night and endeavor to see that they cor-'
respond with the indications given foy the lights.
508. In order to avoid holding main track signals
in the stop position, cars or engines must not be
allowed to stand between a fouling block and a
main track switch.
509. Both switches of a crossover between main
tracks must not be closed while a car or engine occupies the connection foetween the switches of the
crossover.
510. Switches at which indicators are in service
must not 'be opened while the indicator is in stop
position, except under flag protection.
511. A switch must not be used except under
protection, if the indicator fails to assume the stop
position, when the switch is opened. 102
512. When a crossover is to be used, the switch
in the track on which the train is standing must
foe opened first.
513. Where no switch indicators are provided, a
train which is to enter a block from a siding or
crossover may do so only under protection; and
unless it is known that the track foetween the
switch and the next folock signal in advance*^g
clear, it must proceed with caution to that signal. 103
Revised Rules, Home Block Signal, Station Protection
Signal and Train Order Signal as authorized by the
Board1 of Transport Commissioners, Order No. 14271.
dated July 27th,  1911.
STATION PROTECTION SIGNAL
A signal used to protect trains occupying the
main track at a station or in a yard, the normal
indication of which is "proceed."
A semaphore arm standing horizontal or a disc
displayed, indicates " stop." When in this position
at night a red light is displayed.
A semaphore arm 60 degrees below or 90 degrees above the horizontal or a disc withdrawn
indicates "proceed." When in this position at
night a green light is displayed.
RULES
551. A train finding a station protection signal
indicating stop, must stop before passing it, and
may proceed with extreme caution, sending a flagman ahead if necessary for complete protection,
and expecting to find a train moving in either
direction.
552. Conductors of trains protected foy such a
signal must also send out a flagman as an additional protection to the train if the condition of the
weather, location of the train, with regard to
grades or curves, makes it necessary for the absolute protection of the train.
FLAG STOP SIGNALS
561. When flag-stop signals are of the semaphore
type, the arm in a horizontal position, or a green
and white light displayed indicates that trains in
either direction, scheduled to stop on signal, will
make station stop.
j /*
104
Revised Rules of Interlocking Signals, Home Signal
and Distant Signal, as authorized by the (Board of
Transport Commissioners, Order No. 14271, dated July
27<th,  1911.
INTERLOCKING SIGNALS
DEFINITIONS AND INDICATIONS
INTERLOCKING.—An arrangement of switch,
lock and signal appliances so inter-connected that
their movements must succeed one another in a
pre-determined order.
INTERLOCKING (PLANT,—An assemblage of
switch, lock and signal appliances interlocked.
INTERLOCKING STATION.—A place from
which an interlocking plant is operated.
INTERLOCKING SIGNALS.—The fixed signals
of an interlocking- plant.
HOME SIGNAL.—A fixed signal governing
movements over a certain route or routes, and located at the point where trains are required to
stop when the route is not clear.
A semaphore arm standing horizontal indicates
"Stop." When in this position at nfght a red light
is displayed.
A semaphore arm 60 degrees below or 90 degrees
above the horizontal indicates "Proceed." When
in this -position at night a green light is displayed.
DISTANT SIGNAL.—A fixed signal used in
connection with a '-home signal to regulate the approach thereto.
A semaphore arm standing 45 degrees above horizontal indicates- _j Proceed, prepared to stop at next
signal." When in this position at night a yellow
light is displayed. 105
Revised Rules of Interlocking Signals, Home Signal
and Distant Signal as lauthorlzed foy the Board' of
Transport Ctonimissioners, Order No. 14271, dated July
27rth,  1011. -    ; *
A semaphore arm 60 degrees below or 90 degrees
above the horizontal indicates "Proceed." When
in this position at night a green light is displayed.
DWARF SIGNAL.—A low, small signal of semaphore type, used as a home signal, governing one
or more diverging or unusual routes.
POT SIGNAL.—A small revolving signal, used to
indicate the position of a switch or as a substitute
for a dwarf signal.
ROUTE.—The course of way taken foy a train in
passing from one point to another, especially a customary or predetermined course, or any one of
several possifole combinations of. turn-outs, or
crossovers, foy which a train may travel through
an interlocking plant.
RULES
602. Interlocking signals, unless otherwise provided, do not affect the movements of trains under
the time-tafole or train rules; nor dispense with
the use of the observance of other signals whenever and wherever they may foe required*
Signalmen
611. The normal indication of home signals is
" Stop."
612. Levers, or other operating appliances, must
foe used only foy those charged with the duty.
613. Signal levers must foe kept in the position
giving the normal indication, except when signals
are to be cleared for an immediate train or engine
movement.
Signals must not foe set for any route when cars
or engines are standing foetween the derails of a
conflicting route. 106
614. When the route is clear the signals must foe
cleared sufficiently in advance of approaching
trains to avoid delay.
•Levers must foe tested -before each regular train
is due, to ascertain if the plant is in working order.
615. A signal must foe restored so as to give the
normal indication as soon as the train or engine
for which it was cleared has passed it.
The changing of any signal permits only one
train or engine to pass that signal. The signal must
•foe changed to "stop" after the passage of each
train, and a following train must not proceed until
the signal is again changed to "proceed."
616. If necessary to change any route for which
the signals have been cleared for an approaching
train or engine, switches and derails must not be
changed, or signals cleared for any conflicting
route, -until the train or engine for which the
signals were first cleared has stopped in rear of its
signal.
617. A switch, or facing point lock, must not be
moved when any portion of a train or an engine is
standing on, or closely approaching, the switch or
detector bar.
618. Levers must foe operated carefully and
with a uniform movement. If any irregularity indicating disarranged connections is detected in
their working, the signals must foe restored so as
to give the normal indication and the connections
examined.
619. During cold weather, the levers must foe
moved as often as may be necessary to keep connections from freezing.
The use of salt is forbidden, except as authorized
foy the Superintendent. 107
620. If a signal fails to work properly, its operation must be discontinued and the signal secured
so as to give the normal indication until repaired.
621. Signalmen must observe, as far as practicable, whether the indication of the signals corresponds with the position of the levers.
622. Signalmen must not make nor permit any
authorized alterations or additions to the plant.
623. If there is a derailment, or if a switch is
run through, or if any damage occurs to the track
or interlocking plant, the signals must be restored
so as to give the normal indication, and no train
or switching, movement permitted until all parts
of the interlocking plant and track liable to consequent injury have foeen examined and are known
to foe in a safe condition.
624. If necessary to disconnect a switch from the
interlocking apparatus, the switch must foe securely
fastened and protected.
625. During storms or drifting snow, special
care must foe used in operating switches. If the
force whose duty it is to keep the switches clear
is not on hand promptly when required, the fact
must foe reported to the Superintendent.
626. If any electric or mechanical appliance fails
to work properly, the Superintendent must be notified, and only duty authorized persons permitted
to make repairs. All glasses in signals must be kept
clean and any cracked or broken promptly renewed.
627. When switches or signals are undergoing
repairs, signals must not foe given for any movements which may be affected foy such repairs, until
j i
108
it has foeen ascertained from- the Repairman that
the switches are properly set and secured for such
movements.
628. Signalmen must ofoserve all passing trains
and note whether they are complete and in order;
should there be any indication of conditions involving danger, the Signalman must take such
measures for the protection of trains as may be
practicable.
629. If a Signalman has information that an approaching train has parted, he must, if possible,
stop trains or engines on conflicting routes, clear
the route for the parted train, and give the train-
parted signal to the Engineer.
630. Signalmen must have the proper appliances
for hand signaling ready for immediate use. When
hand signals are necessary for switch movements,
they must be given only after the switches have
been properly set and fastened, and from such a
point and in such a way that there can be no mis-
undertanding on the part of Engineers or Trainmen as to the signals, or as to the train or engine
for which they are given.
631. If necessary to discontinue the use of any
fixed signal, hand signals must be used and Superintendent notified.
Whenever a home signal cannot foe cleared, trains
will foe forwarded on Clearance Form " D."
632. Signalmen will be held responsible for the
care of the interlocking stations, lamps and supplies; and of the interlocking plant, unless provided for otherwise.
633. Lights in interlocking stations must be so
placed that they cannot foe seen from approaching
train.
Note to Rule 630.—Hand signaling includes the use of
lamp, flag, torpedo and fusee signals. 109
Revised page No. 109 (General Train and Interlocking
Rules). Rule No. 634 revised1 in accordance with General Order No. 49019 Board of Transport Commissioners,
dated September 8th,  1932.
634. Lights must foe used upon all fixed signals
from sunset to sunrise, and whenever the signal
indications cannot foe clearly seen without them,
except as provided in revised Rule No. 104.
635. If a train or engine overruns or disregards
a stop signal, the fact, with the number of the
train or engine, must foe at once reported by telegraph to the Superintendent.
In all cases of apparent disregard of signals, the
Signalman must at once inspect the signals and
see if correct indication was given.
636. Only those whose duties require it shall foe
permitted in the interlocking station.
When a Signalman is relieved, he must make a
transfer on the prescrifoed form and ofotain thereon the signature of the Signalman relieving him.
Engineers and Trainmen
661. Trains or engines may be run to, but must
not foe run beyond, a signal indicating stop.
Dwarf signals (and lower arm of two arm high
signals) frequently govern more than one route.
When the right to proceed is given by such signals,
Engineers must observe carefully which route is
set.
When a distant signal indicates caution, a train
passing must be under control and prepared to
stop before reaching the home signal.
662. If a clear signal, after toeing accepted, is
changed to a stop signal before it is reached, the
stop must foe made at once. Such occurrence must
be reported to the Superintendent.
663. Engineers and Trainmen must not accept
clear hand signals as against fixed signals until they
are fully informed of the situation and know that
_ 110
they are protected.. Where fixed signals are in
operation, Trainmen must not give cl<2?ar hand
signals against them.
Hand Signals may foe accepted for switching
movements if given in such a way that there can
be no misunderstanding as to the train or engine
for which they are intended. Whenever the home
signal cannot be cleared, trains will foe forwarded
on Clearance Form " D."
664. The Engineer of a train which has parted
must sound the whistle signal for "train-parted"
on approaching an interlocking station.
665. An Engineer receiving a train-parted signal
from a Signalman must answer toy the whistle
signal for " train-parted."
666. When the train has foeen re-coupled, the
Signalman must be notified.
667. Grates must not be shaken, ash pans cleaned, nor sand used over any part of an interlocking
plant.
Conductors or men in charge of yard engines must report to the Superintendent any unusual detention at interlocking plants.
669. Trains or engines stopped in making a
movement through an interlocking plant must not
move in either direction until they have received
the proper signal from the Signalman.
670. Running switch movements must never be
made within an interlocking plant.
671. Engineers should, whenever possible, observe the position of all semaphore arms foy night
and endeavor to see that they correspond with the
indications given foy the lights. Ill
672. When an interlocking plant is out of service temporarily, trains must foe brought to a stop
before reaching the home signal, and will proceed
only when the switches and derails are1 known to
be properly set, and upon receiving hand signal
from the Signalman on the ground that the way
is clear.
673. When a train is run against the current of
traffic, it must stop before crossing any railway
crossings or drawbridge, designated in the timetable, even though interlocking devices are used;
and not proceed until the way is known to be
clear. 112
(Print on Green Paper)
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IS-
1
J 116
Uniform Train Order Blank for "19" Order.
Form
19
Form
19
CANADIAN PACIFIC RAILWAY COMPANY
Train Order No |	
March 11            IO    07
To	
At  !
x         initials          Opr.;              „A-.?5A:.._|_\
Conductor and Engineer must each have a copy of this order.
Made. 9°B?}$?....Jirne. HI?. Af.   Black opr, 117
Ur
liform Train Order Blank for "
31" Order.
Form
31
Form
31
CANADIAN PACIFIC RAILWAY COMPANY
Train Order No....    . 10
March 21             1 9     07
To	
At   !
x        Siil&jl Opr.;               1A5A-M.
Conductor and Engineer must each have a copy of this order.
Repeated at
2.20 A.
M.
Conductor
Engineer
Train
Made
Time
Operator
Jones
Smith
45
Complete
2.20a.m.
Black 118
SPECIFICATIONS   FOR  TRAIN   ORDER  FORM
AND BOOKS FOR OPERATORS FOR
"19" ORDERS
Form as here shown. Blank space for order (4)
inches with lines. The mode of filling the Wanks is
indicated by small type.
Form (6% x 6) inches beyond perforated line.
Pad- (6% x 7%) inches.
150 sheets. Glued at top or side. Manilla cover
on face and stiff back.
Paper opaque, pink, sized, and of such thickness
as to admit of making (9) good manifold copies
with stylus and double carbons.
To be used with double carbon paper (8% x 7%)
inches, and a stiff tin, same size, corners rounded.
SPECIFICATIONS FOR TRAIN ORDER FORM
AND BOOKS FOR OPERATORS FOR
"31" ORDERS
Form as here shown. Blank space for order (4)
inches with lines. The mode of filling the blanks is
indicated by small type.
Form (6% x 9^4) inches beyond perforated line.
Pad (6% x 10%) inches.
150 sheets. Glued at top or side. Manilla cover
on face and stiff back.
Paper opaque, white, sized* and of such Thickness
as to admit of making (9) good manifold copies
with stylus and double carbons.
To be used with double carbon paper (6% x 10%)
inches, and a stiff tin, same size, corners rounded.    wmm

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