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) CQ © eo „• [• o -fcS S-i _. Mi I I Ojfi o » n £ o «.£ © -~ _-*»-** ■73 S^ « 03 o-*»3Vfcg. O © __© fl rt_S-s«.§ ©as ©Ja-fS 2 2 <=,__!«♦_! ^ _?©*_.s 2*3 S© _ll gs 3 p< fl _i-^«sO 2 cfl ® Ow-^3 do_ J •3 o3 fl ©;K d ©.9 O,*" •fl ^ -^ >>«£ © "_:S'. 5 "■•» o3 e. , © JS © ffl 3 ,-_ ^ t5 o3 ©-" © fl 2^t3 2 a-§*|-|& «ri <-« . os _> _. C m es — .fl.fl _V.fl CO _< -. _) ,-« __ -*s"*3 O.fl <_>•» o3 m © 3 CO co w "3 *■< .±4 .£..__ b ,_a 2^4-: 'S-Sflo^l 1 1 1 I ! •ii 3.8 fl £ 03 >> .Q © fli 0 ^ £ •_i Si CQ < a H a "S © m a fl U3 S. ■_- © 1 1 «.__ -1 ■a 55 T3 >> 43 -. o © O rt i X] *: :fll i 5 !_Sf8 8,& S -3 © fl "° >» © C..S © <nrH "•*•*. "8 •Sa ©H • ft § © © 114 (Print on Yellow Paper) ^-5 co o 1 «. __• : . . 6 o ! A •o *_J > z : -o a : o CD i ci 13 fi CO have receive ision. tilled out and __ ft < : ■+_ i CQ 03 3 a o w CO o ack o n Jones ^ojp, >- Ci :_> c £ ©-S cS^J-^ 1 ■ <1 »o fl O * train, find tr; Joh any or within ee that -1 o Wti*£a z a 0! O: cm: « ■ • 0 4-» S fi interman red to st copy an* II 1 o < a • o «s o CO fl) £ e3 03 §»£ f. S. o3 < z o ; 0 z s a 1 > c o re with c ! proceed ] List each h esignated. Q. 3 Pj 4) _e •fsr« 1 z < < fl a fi UJ © 3 g P 4-» not inte e signal a onductor correctly Q 13 +3 q fl £ -2 coT3 fl < Z < o 4-» u O 4-> o fr 13 0) CD O o is card c by to pas gineer an bheir trai o CO ^ •-h ,-3 fi . o O "fl oS ^3 U Z .2 § 115 (Print on White Paper) li o > o: Z < Q. _= O o , CO 13 > © fl fl CD CD < . o »-_ ■ o o SS 0_ In Du -1 < 1 B u < CC ill o z s 03 © a o fi CD > _n_S 4-» § o fr o iZ o < Q. Z < < z < __ < U -J o O CM r-l 6* CD a o fi CO • *■« 13 fl bo CO < .2 o i 4-> CO fl ci u . a a JB 13 00 . ** CO 13 CD > CD O CD u CD > ct O >> CD 13 u O fi 4-> o CD 4-> O fi CO CD O 13 CO 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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The Chung Collection
General, train and interlocking rules Canadian Pacific Railway Company Feb 28, 1942
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