ERIE RAILROAD COMPANY

RULES

OF THE

OPERATING DEPARTMENT

Effective November 30th, 1952

Form OD5563

5M 5-56

THIS BOOK

Is the Property of

THE ERIE RAILROAD COMPANY

And is Loaned to

Who hereby agrees to return it to the proper officer, when called for, or upon leaving the service.

Erie Railroad Company

The New Jersey and New York Railroad Company

(Horace Banta, Trustee)

RULES

OF THE

OPERATING DEPARTMENT

Effective November 30th, 1952

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RULES

OF THE

OPERATING DEPARTMENT

Effective November 30th, 1952

The rules herein set forth govern the railroads operated by the Erie Railroad Company and New Jersey and New York Railroad. They take effect November 30th, 1952, superseding all previous rules and instructions inconsistent therewith.

To enter into or continue employment in the service of either of the above companies under the rules herein set forth is an agreement upon the part of an employe to abide by such rules.

The rules herein continue in full force and effect, notwithstanding any violation thereof, and can only be abrogated by authority of the Vice-President.

Special instructions not conflicting with these rules may be issued by proper authority.

A. E. KRIESIEN,
Assistant Vice-President and General Manager

S. F. McGRANAHAN,
General Manager.

Approved: M. G. McINNES,
Vice-President

GENERAL NOTICE

Safety is of the first importance in the discharge of duty.

Obedience to the rules is essential to safety.

To enter or remain in the service is an assurance of willingness to obey the rules.

The service demands the faithful, intelligent and courteous discharge of duty.

To obtain promotion, ability must be shown for greater responsibility.

The Company does not wish or expect its employes to incur any risks whatever from which by exercise of their own judgment, and by personal care they can protect themselves, but enjoins them in all cases to do their duty in safety, whether they may at the time be acting under orders of their superiors or otherwise.

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GENERAL RULES

A.  Employes whose duties are prescribed by these rules must provide themselves with a copy.
Employes whose duties are in any way affected by the time-table must have a copy of the current time-table with them while on duty.
Employes must be conversant with and obey the Safety Rules and provide themselves with a copy.

B.  Employes 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.

B-1.  While special rules are sub-divided for convenience, they apply equally to all and must be observed wherever they relate in any way to the proper discharge of the duties of any employe.

B-2.  Employes whose duties or employment are affected by Federal, State or Municipal laws, or regulations of the Bureau of Explosives, must familiarize themselves with all requirements to avoid violation.

B-3.  Employes while on duty connected with trains on any division are under the authority and must conform to the orders of the officers of that division.

C.  Employes must pass the required examinations.

D.  Persons employed in any service on trains are subject to the rules and special instructions.

E.  Employes must render every assistance in their power in carrying out the rules and special instructions and must report to the proper officials any violation thereof.

F.  Accidents, failure in the supply of water or fuel, defects in track, bridges, signals, or any unusual conditions which may affect the movement of trains, must be promptly reported by quickest available means of communication to the proper authority.

G.  The use of intoxicants or narcotics by employes subject to duty, or their possession or use while on duty is prohibited, and is sufficient cause for dismissal.

H.  The use of tobacco by employes while on duty in or about passenger stations, or on passenger cars, is prohibited.

J.  Employes on duty must wear the prescribed badge and uniform and be neat in appearance.

J-1.  Employes must keep the premises and equipment in their charge in a neat and orderly condition.

J-2.  Employes must familiarize themselves with the location and operation of fire fighting apparatus and keep it ready for instant use.

K.  Employes and others authorized to transact business at stations and on or about trains, must be courteous, orderly and quiet.
When passenger train service is interrupted or when unusual or serious delay occurs, passengers on trains must be fully informed as to probable delay or rerouting of trains and be given every assistance possible in making emergency arrange-

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ments for completion of trip. They must be given such opportunity as may be practicable for transmitting telegrams and where dining car service is not available, special arrangements must be made for meal service. Station Masters and Station Agents must be fully advised concerning interruptions, probable delay and rerouting of trains, and they must see that passengers at stations are fully informed and assist them in making emergency arrangements for reaching destination.

L.  In case of danger to the Company’s property employes must unite to protect it.

M.  Employes must exercise care to avoid injury to themselves or others. They must observe the condition of equipment and the tools which they use in performing their duties and when found defective will, if practicable, put them in safe condition, reporting defects to the proper authority.
They must expect trains or engines to run at any time, on any track, in either direction.
They must not stand on the track in front of an approaching engine or car for the purpose of boarding the same.

N.  Employes in engine, train or yard service must exercise care in moving cars or engines upon public or private delivery tracks, at freight or transfer houses, caboose and repair tracks. Proper warning must be given in all cases and no cars or engines moved against cars standing on such tracks until it is ascertained that all persons engaged upon, within or around the cars to be moved have protected themselves against personal injury and equipment made free for movement.

N-1.  In addition to the display of the blue signal as prescribed by Rule 26 and the use of special locks on designated repair tracks, it is prohibited to enter upon, take from, place on, or move cars on such tracks, until the conductor or employe in charge of engine or train has been furnished with a release order on the prescribed form. Foremen in charge of such designated repair tracks must deliver a copy of the Release-Order, to the conductor or employe in charge of engine or train before the special lock is removed.

N-2.  Conductors and others reporting accidents at highway grade crossings, should also advise character of crossing protection afforded at the time of the accident, whether by automatic or manual crossing gates, watchman, alarm bell, automatic flash light or wig-wag signals, highway traffic signals, or otherwise, and whether and how they worked; also give names, home and business addresses of all persons who may have any knowledge of the accident.
At a crossing protected by automatic crossing device, when practicable, the train involved in the accident should back over the crossing a sufficient distance to operate the device to see if same is in good order, and names, home and business addresses of outside witnesses to the proper operation of the device secured by the conductor.

N-3.  Conductors and others reporting personal injury or damage to wearing apparel caused by passengers tripping or falling from steps of cars should also include the following information: name or number and exact location of car steps; by designating end of car, the side, and the number of steps passenger tripped or fell down,

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whether the steps were worn, cracked or broken and whether there was any snow, ice or water or foreign substance on them; what it was, and how long it had apparently been there. Also give names, home and business addresses of witnesses.

N-4.  Employes must not give information in regard to accidents to persons unable to identify themselves as authorized to secure such information.

O.  Employes must, as far as possible, observe all passing trains and note whether they are complete and in order; when practicable, conductors or rear trainmen of freight trains will stand on the rear platforms of cabooses and conductors or rear trainmen of passenger trains at the rear end of the train and exchange signals with other passing trains and open telegraph offices and look for signals from trackmen and other employes as they pass; should there be any indication of conditions endangering the train, or any other train, they must take such measures for the protection of trains as may be practicable.

O-1.  Employes must not absent themselves from duty nor provide a substitute without proper authority.
Time must not be shown on time slip, time book or payroll, except for work actually performed by the person named.

O-2.Employes who are dishonest, immoral, vicious, insubordinate, quarrelsome, uncivil in deportment, or who are careless of the safety of themselves or of others will not be retained in the service.

O-3.  The solicitation or acceptance by employes of any presents or gratuities from patrons or from subordinates is prohibited.

O-4.  Employes are required to devote their time excusively to the business of the company unless expressly exempt from so doing by the proper authority.

P.  The assignment or attaching of an employe’s wages by garnishee process or proceedings in aid of execution may be considered sufficient cause for dismissal.

Q.  A person dismissed from the service must not be re-employed without the consent of the head of the department or of the official who dismissed him.

S.  Employes must not contract any bill or other obligations on account of the railroad, or use the railroad’s credit, without proper authority.

S-1.  Employes must not sell, dispose of or purchase company material or supplies of any kind without proper authority.

T.  An employe served with a subpoena to report to any court or officer must, at once, notify his superior officer and communicate with or report in person to the railroad’s attorney and act under his direction.
Whenever a summons or any other legal paper is served upon an employe or it is sought to reach any freight or wages by legal process, current instructions should be followed.

U.  Whenever it shall come to the knowledge

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of any employe that any work or improvement is proposed by any county, township, municipal or other authority, which in any way affects the railroad’s interests, information upon the subject, together with notice, if any, must at once be sent to the Superintendent, or when any notice is served upon any employe, or it shall come to his knowledge that any tax or assessment has been or is to be made against the railroad or any of its property, he must at once send full information in reference to same to the Superintendent and such other officials as required.

V.  Whenever passengers or employes are injured, everything possible must be done for their proper care. If prudent take them to the nearest place at which the Company has a surgeon for treatment, or, if they cannot be moved, call the nearest Company’s surgeon. If the case is urgent, the nearest competent surgeon obtainable must be called to administer first aid and care until the Company’s surgeon can take charge of the case. When a number of persons are injured, the services of competent surgeons in the vicinity must be secured at once, but no surgical operation is to be performed until the arrival of the Company’s surgeon, unless required for the immediate safety of the patient.

V-1.  Whenever a serious accident happens to a train, conductors, after making provision for safety of trains, must give their whole attention to the care and comfort of passengers, especially those who are injured.
Bedding and linen may be taken from sleeping cars for this purpose and, when necessary, injured persons may be put in sleeping cars.

V-2.  When persons (other than employes or passengers), by reason of climbing on, or jumping or falling from moving trains, or persons walking or lying on the tracks, are injured, they must be sent to their homes or placed in charge of the county, city or village authorities, and no expense incurred on the part of the Company in the matter.

V-3.  A report of all accidents must be made by conductor, agent or employe in charge. Where personal injuries are involved, report should give names, home and business addresses, and extent of injuries. This report must be transmitted to the Superintendent immediately, and as soon as possible thereafter, a full detailed report made on the prescribed forms and forwarded to the Superintendent.

V-4.  Every effort must be made to procure the names, home and business addresses of all persons who may have any knowledge of the accident, and reported on prescribed forms.

V-5.  When an accident occurs on an engine, or is caused by an engine striking any person or conveyance, or when cars are being coupled or uncoupled, a full report must be made on the prescribed form by the engineman as well as by the conductor or the person in charge of the train.

V-6.  When persons are injured on or between engines or cars, a report must be made giving initials and numbers of same, whether cars were loaded or empty, shipping point and destination. When practicable, at least three members of the train or yard crew must examine same imme-

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diately and be prepared to make a written statement as to whether there was any defect in any particular and then make arrangements for a further inspection at terminal.
In cases of serious injury to persons between engines or cars, an immediate coupling and uncoupling test must be made when practicable and those of the crew making this test must use and examine the couplers, levers, etc., and be prepared to give statements showing the condition.

V-7.  Defective parts involving personal injury must be plainly marked for identification and if removed from equipment, forwarded to the Divisional head of the department for future reference.

V-8.  This Company is not responsible for board, medicine, nursing or surgical attention, except for the emergency service required in Rules V and V-2, unless authorized by the Chief Surgeon, Superintendent of the division, Claim Agent, or a general officer of the Company.

V-9.  In case of death on trains from accident or otherwise, or of the killing of any person on the track by trains, employes must see that the proprieties are observed and that the body receives appropriate care and is removed as soon as possible to a proper place and left in charge of a public officer or agent of the company.

DEFINITIONS

BLOCKS

BLOCK--A length of track of defined limits, the use of which by trains or engines is governed by block signals.

ABSOLUTE BLOCK--A block which may be occupied by but one train or engine at a time.

PERMISSIVE BLOCK--A block which may be occupied by two or more trains or engines at the same time.

CLEAR BLOCK--A block not occupied by a train or engine.

BLOCK SYSTEMS

AUTOMATIC BLOCK SIGNAL SYSTEM--A series of consecutive blocks governed by block signals, actuated by a train, or engine, or by certain conditions affecting the use of a block.

MANUAL BLOCK SIGNAL SYSTEM--A block or a series of consecutive blocks, governed by block signals operated manually, upon information by telegraph, telephone or other means of communication.

TRAFFIC CONTROL SYSTEM--A block-signal system under which train movements are authorized by block signals whose indications supersede the superiority of trains for both opposing and following movements on the same track.

AUTOMATIC TRAIN STOP SYSTEM--A system so arranged that its operation will automatically result in the application of the brakes until the

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train has been brought to a stop, when conditions of track occupancy ahead, or other conditions, require that the train be stopped.

DIVISIONS

DIVISION--That portion of a railroad assigned to the supervision of a Superintendent.

SUB-DIVISION--A portion of a division designated by time-table.

ENGINES

ENGINE--A unit propelled by any form of energy, or a combination of such units operated from a single control, used in train or yard service.

YARD ENGINE--An engine assigned to yard service.

INTERLOCKING

INTERLOCKING--An arrangement of signals and signal appliances so interconnected that their movements must succeed each other in proper sequence and for which interlocking rules are in effect. It may be operated manually or automatically.

INTERLOCKING LIMITS--The tracks between the opposing home signals of an interlocking.

PILOT

PILOT--An employe assigned to a train when the engineman or conductor, or both, are not fully acquainted with the physical characteristics or rules of the railroad, or portion of the railroad, over which the train is to be moved.

SIGNALS

SIGNAL ASPECT--The appearance of a fixed signal conveying an indication as viewed from the direction of an approaching train.

SIGNAL INDICATION--The information conveyed by the aspect of a signal.

BLOCK SIGNAL--A fixed signal at the entrance of a block to govern trains and engines entering and using that block.

DISTANT SIGNAL--A fixed signal used in connection with one or more signals to govern the approach thereto.

DWARF SIGNAL--A low home signal.

FIXED SIGNAL--A signal of fixed location indicating a condition affecting the movement of a train or engine.

NOTE TO DEFINITION OF FIXED SIGNAL--The definition of a "Fixed Signal" covers such signals as switch, train order, block, interlocking, semaphore, disc, ball, stop boards, yard limit boards, slow boards, or other means for displaying indications that govern the movement of a train or engine.

GRADE SIGNAL--Designated by a fifteen inch circular yellow disc located on the signal mast.

HOME SIGNAL--A fixed signal at the entrance of a route or block to govern trains or engines entering and using that route or block.

INTERLOCKING SIGNALS--The fixed signals of an interlocking.

STOP and PROCEED SIGNAL--Designated by number plate. (See Rules 291 and 298.)

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STOP SIGNAL--Designated by the absence of number plate. (See Rule 292.) Observance of Telephone Train Order Signals covered by Rule 509-D.

TELEPHONE TRAIN ORDER SIGNALS

TELEPHONE TRAIN OPDER SIGNAL--A position light unit or a square end semaphore arm attached to signal mast below the block signal and so designated on time-table or by special instructions.

SPEEDS

MAXIMUM AUTHORIZED SPEED--The maximum speed authorized by time-table, or by special instructions, for a division or sub-division, subject to designated speed restrictions.

MEDIUM SPEED--One-half maximum authorized speed at point involved, but not to exceed thirty miles per hour unless otherwise provided.

RESTRICTED SPEED--Proceed prepared to stop short of train, obstruction, or anything that may require the speed of a train to be reduced.

SLOW SPEED--Fifteen miles per hour unless otherwise provided.

STATIONS

STATION--A place designated on the time-table by name.

BLOCK STATION--A place at which manual block signals are displayed.

INTERLOCKING STATION--A place from which an interlocking is operated.

TIME-TABLE

TIME-TABLE--The authority for the movement of regular trains subject to the rules. It contains classified schedules with special instructions relating to the movement of trains.

SCHEDULE--That part of a time-table which prescribes class, direction, number and movement for a regular train.

TRACKS

MAIN TRACK--A track extending through yards and between stations, upon which trains are operated by time-table or train order, or both, or the use of which is governed by block signals.

CURRENT OF TRAFFIC--The movement of trains on a main track, in one direction, specified by the rules.

TWO OR MORE TRACKS--Two or more main tracks upon any of which the current of traffic may be in either specified direction.

SINGLE TRACK--A main track upon which trains are operated in both directions.

SIDING--A track auxiliary to the main track for meeting or passing trains.

YARD--A system of tracks within defined limits provided for the making up of trains, storing of cars and other purposes, over which movements not authorized by time-table, or by train order, may be made, subject to prescribed signals and rules, or special instructions.

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TRAINS

TRAIN--An engine or more than one engine coupled, with or without cars, displaying markers.

EXTRA TRAIN--A train not authorized by a time-table schedule. It may be designated as:

EXTRA--For any extra train except passenger extra or work extra.

PASSENGER EXTRA--For passenger train extra.

WORK EXTRA--For work train extra.

REGULAR TRAIN--A train authorized by a time-table schedule.

SECTION--One of two or more trains running on the same schedule displaying signals or for which signals are displayed.

SUPERIOR TRAIN--A train having precedence over another train.

TRAIN OF SUPERIOR RIGHT--A train given precedence by train order.

TRAIN OF SUPERIOR CLASS--A train given precedence by time-table.

TRAIN OF SUPERIOR DIRECTION--A train given precedence in the direction specified by time-table as between opposing trains of the same class.

TRAIN REGISTER

TRAIN REGISTER--A book or form which may be used at designated stations for registering signals displayed, the time of arrival and departure of trains and such other information as may be prescribed.

OPERATING RULES

NOTE--Rules with a prefix "S" are for single track; those with a prefix "D" are for two or more tracks. Rules without a prefix are for single and two or more tracks.

STANDARD TIME

1.  Standard Time obtained from Washington, D. C., Observatory will be transmitted to all points from designated offices at 12 o’clock noon EASTERN STANDARD TIME, and at 11 o’clock a.m. CENTRAL STANDARD TIME daily.

2.  Each conductor, engineer, fireman and trainman in train and yard service and other employes as may be designated, must carry, while on duty, a reliable railroad grade watch, for which there must be a prescribed certificate on file with the railroad.

2 (a).  Each employe whose watch is subject to inspection will be furnished a renewal certificate in prescribed form during January and July of each year, upon receipt of which he must report to a designated inspector within 60 days in order that the condition of his watch may be noted and a record of its performance made. This semi-annual renewal certificate must be filed with the Superintendent.

3.  Unless otherwise provided, watches of conductors, engineers, firemen and trainmen in train and yard service and other designated employes must be compared with a standard clock when commencing each day’s work. Time when watches are compared must be registered on a

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prescribed form. The location of standard clocks will be shown in the time-table.
Yard trainmen not to be required to register watches.

3 (a).  Conductors, engineers, firemen and trainmen in train and yard service and other designated employes not having access to a standard clock, must compare watches with conductors and enginemen who have standard time and have registered, or must receive standard time by wire before commencing each day’s work.

3 (b).  Conductors and engineers, conductors, trainmen and flagmen, and engineers and firemen in train and yard service must compare watches with each other before starting a trip or commencing, work.

TIME-TABLES

4.  Each timetable, from the moment it takes effect, supersedes the preceding time-table, and its schedules take effect on any division, or sub-division, at the leaving time at their initial stations on such division, or sub-division. But when a schedule of the preceding time-table corresponds in number, class, day of leaving, direction, and initial and terminal stations with a schedule of the new time-table, a train authorized by the preceding time-table will retain its train orders and assume the schedule of the corresponding number of the new time-table.

Schedules on each division, or sub-division, date from their initial stations on such division, or sub-division.

Not more than one schedule of the same number and day shall be in effect on any division, or sub-division.

5.  Not more than two times are given for a train at an station; where one is given, it is, unless otherwise indicated, the leaving time; where two, they are the arriving and the leaving time.

Unless otherwise specified, the time applies:
On single track, at the switch where an opposing train clears; where there is no switch it applies at the station.
On two or more tracks, at the station.

Schedule meeting or passing stations are indicated by figures in full-faced type.

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Both the arriving and leaving time of a train are in full-faced type when both are meeting or passing times, or when one or more trains are to meet or pass it between those times.

Where there are one or more trains to meet or pass a train between two times, or more than one train to meet a train at any station, attention is called to it by showing the numbers of the trains in small type adjoining the full-faced type.

When trains are to be met or passed at a siding extending between two adjoining stations, the time at each end of the siding will be shown in full-faced type.

Meeting or passing points at the ends of double track, at junctions, and at terminal stations, will be shown in full faced type when the difference in the times of trains is five minutes or less.

6.  The following letters when placed before the figures of the schedule indicate:
  s--regular stop;
  f--flag stop to receive or discharge passengers or freight;
  L--leave;
  A--arrive.

The following letters when placed following station name on schedule pages indicate:
  D--Day or part-time train order office.
  N--Day and night train order office.

Time-tables may provide additional letters or symbols to indicate specific instructions.

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on ascending grades governed by grade signals may pass a fusee burning red without stopping to remove it and proceed at restricted speed. When placing or dropping a fusee it will, so far as possible, be placed on the engineer’s side of the track and outside of the rail. Red fusees of five minute duration will be used.

12.  HAND, FLAG AND LAMP SIGNALS

NOTE--The hand, or a flag, moved the same as the lamp, as illustrated in the following diagrams, gives the same indication, except in the observance of Rule 12 (a) the hand or flag movement may be above the shoulder.
Whenever reference is made in rules to hand signals, It also applies to flag, lamp and fusee signal.

12 (a).

STOP.
Swung across the track.

12 (b).

REDUCE SPEED.
Held horizontally at arm’s length.

12 (c).

PROCEED.
Raised and lowered vertically.

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12 (d).

BACK.
Swung vertically in a circle at half arm’s length across the track.

12 (e).

APPLY AIR BRAKES.
Swung horizontally above the head, when standing.

12 (f).

RELEASE AIR BRAKES.
Held at arm’s length above the head, when standing.

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to be made or where trains are receiving or discharging passengers;
(d) Approaching train order signals, meeting points and when stopped;
(e) On two or more tracks when approaching a train in the opposite direction;
(f) Approaching fixed signals when the view of the signal is improved thereby.

18.  Yard engines will display the headlight at night at each end of the engine, except headlight on end coupled to cars may be extinguished.

18 (a).  Engines, other than yard engines, moving in yards at night without trains must display headlight or white light in the direction of movement, and one or more red lights to the rear.

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, on cars not equipped with fixed electric marker lamps, marker lamps not lighted; on engines and cars equipped with fixed electric marker lamps, marker lamps lighted as at night.
By night, on engines and cars, marker lamps lighted showing red to the rear except in manual block signal system territory when clear of main track, marker lamps lighted showing green to the rear.

19 (a).  A train not equipped to display the markers prescribed by Rule 19, will display on rear of train, by day, a red flag; by night, a red light except in manual block signal system territory when clear of main track, a white light.

19 (b).  Absence of markers must be promptly reported to the Superintendent.

20.  When displaying signals for a following section, all sections except the last will display two green lights in the places provided for that purpose on the engine.

21.  In single track territory where trains are scheduled, extra trains will display two white lights in the places provided for that purpose on the engine, except in traffic control system territory.

23.  One light displayed where in Rules 19, 20 and 21 two are prescribed will indicate the same as two; but the proper display of all engine and train signals is required.

24.  When cars are pushed by an engine (except when shifting or making up trains in yards), a white light must be displayed on the front of the leading car by night.

26.  A blue signal, displayed at one or both ends of an engine, car or train, indicates that workmen are under or about it; when thus protected it must not be coupled to or moved. Each class of workmen will display the blue signals and the same workmen are alone authorized to remove them. Other equipment must not be placed on the same track so as to intercept the view of the blue signals, without first notifying the workmen.
When emergency repair work is to be done under or about cars in a train and a blue signal is not available, the engineer and fireman will be notified and protection must be given those engaged in making the repairs.

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26 (a).  A yellow board equipped with yellow reflector type disc and in addition a yellow lamp (to be lighted by night) placed beside the track on the engineer’s side indicates the track one mile distant is not in condition for regular speed. Speed over slow track (one mile distant) will be indicated by special order and speed of trains must be governed accordingly. At the point where the slow order begins another yellow board equipped with yellow reflector type disc will be located and speed authorized by special order must be maintained up to the point where a green board equipped with green reflector type disc is located to indicate end of temporary slow order. In case engineer has no copy of or has not seen special order, speed of six (6) miles per hour must not be exceeded. Engineer must sound whistle as provided in Rule 14 (m) when approaching temporary slow order boards. Engineer on passenger trains must be given signal from rear of train as provided in Rule 16 (h) and engineer on freight trains be given a signal as provided in Rule 12 (c) when possible to do so when the rear end of the train has passed over the track or structure covered by temporary slow order.

26 (b).  A yellow disc placed alongside track on engineer’s side showing numeral in large figures indicates rate of speed at which track may be used one mile distant from such yellow disc. At the point from which this speed must be maintained (one mile in advance of first yellow disc) a second yellow disc will be placed bearing the word "SLOW" and the speed indicated by numerals on the first yellow disc must be maintained from this point until reaching a green

disc marking the end of the permanent slow order. These discs will not be marked by any night indication.

26 (c).  A white metal disc with the letter "W" painted in black, mounted on a metal standard, placed beside the track on the engineer’s side, indicates track or other repair gang working on the track 1000 feet distant. Engineer must sound whistle as prescribed in Rule 14 (m).

USE OF SIGNALS

27.  A signal imperfectly displayed, or the absence of a signal at a place where a signal is usually shown, must be regarded as the most restrictive indication that can be given by that signal, except that when the day indication is plainly seen, or when sufficient lights in a position light signal are displayed to determine indication of the signal, it will govern.
Employes using a switch where the switch light or reflector type disc is imperfectly displayed or absent, must, if practicable, correct or replace the light or disc.
Imperfectly displayed signals, or the absence of a signal at a place where a signal is usually shown must be promptly reported by first available means of communication to the Superintendent.

27 (a).  Trains must not proceed on radio information or hand signals as against block signals except as otherwise provided.

28.  A green and white signal will be used to stop a train only at the flag stations indicated on its schedule.

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SUPERIORITY OF TRAINS

S-71.  A train is superior to another train by right, class or direction.
Right is conferred by train order; class and direction by time-table.
Right is superior to class or direction.
Direction is superior as between trains of the same class.

D-71.  A train is superior to another train by right or class.
Right is conferred by train order; class by time-table.
Right is superior to class.

72.  Trains of the first class are superior to those of the second; trains of the second class are superior to those of the third; and so on.

S-72.  Trains in the direction specified by the time-table are superior to trains of the same class in the opposite direction.

73.  Extra trains are inferior to regular trains.

MOVEMENT OF TRAINS

82.  Time-table schedules, unless fulfilled, are in effect for twelve hours after their time at each station.
Regular trains more than twelve hours behind either their schedule arriving or leaving time at any station lose both right and schedule, and can thereafter proceed only as authorized by train order.

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S-83.  On single track a train must not leave its initial station on any division, or sub-division, or a junction, or pass from one of two or more tracks to single track, until it has been ascertained whether all trains due, which are superior, or of the same class, have arrived or left, except in traffic control system districts.
Stations at which train registers are located will be designated by time-table.

D-83.  On two or more tracks a train must not leave its initial station on any division, or sub-division, or a junction, until it has been ascertained whether all superior trains due have left.
Stations at which train registers are located will be designated by time-table.

83 (a).  Special order books and bulletin boards are provided at locations shown in the time-table. Conductors, trainmen, engineers and firemen must examine the special order book and bulletin board when reporting for duty and are required to sign their names and initials and to enter in column headed "Time" the date and time they examine each special order. It is forbidden for employes, other than those authorized, to make entries of any nature in special order books.

84.  A train or engine 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.
A section must not pass and run ahead of another section of the same schedule without first

exchanging train orders, signals and numbers with the section to be passed. The change in sections must be reported from the next available point of communication.

85 (a).  Trains of one schedule may pass trains of another schedule of the same class, and extra trains may pass and run ahead of second class trains and extra trains.

86.  Unless otherwise provided, an inferior train must be clear at the time a superior train in the same direction is due to leave the next station in the rear where time is shown.

S-87.  An inferior train must keep out of the way of opposing superior trains and failing to clear the main track by the time required by rule must be protected as prescribed by Rule 99.
Extra trains must clear the time of opposing regular trains not less than five minutes unless otherwise provided, and will be governed by train orders with respect to opposing extra trains.

S-88.  At meeting points between trains of the same class, the inferior time-table direction train must clear the main track before the leaving time of the superior train.
At meeting points authorized by train order, the train in the inferior time-table direction must take the siding unless otherwise provided. The train holding the main track must stop clear of the switch to be used by the train to be met entering the siding unless the opposing train is clear of the main track and the switch properly lined.
Trains must pull into the siding when prac-

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ticable; if necessary to back in, the train must first be protected as prescribed by Rule 99, unless otherwise provided.

S-89.  At meeting points between trains of different classes the inferior train must take the siding and clear the superior train not less than five minutes.
Trains must pull into the siding when practicable. If necessary to back in, the train must first be protected as prescribed by Rule 99, unless otherwise provided.

S-90.  Trains must stop at schedule meeting points if the train to be met is of the same class, unless the switch is properly lined and the track clear.
Train must stop clear of the switch used by the train to be met in going on the siding.
When the expected train of the same class is not found at the schedule meeting point, the superior train must approach all sidings prepared to stop, until the expected train is met.
The engineer of each train will give signal 14 (n) at least one mile before reaching a meeting or waiting point. Should the engineer fail to give signal 14 (n) as herein prescribed, the conductor must take immediate action to stop the train.

D-90.  Engineers of trains running against the current of traffic will give signal 14 (n) at least one mile before reaching the point where train is to return to its normal track. On passenger trains running against the current of traffic, the conductor will give signal 16 (ka) at

least one mile before reaching the point where train is to return to its normal track. When radio communication is available on freight trains running against the current of traffic, the conductor will communicate with the engineer calling his attention to the location where train is to return to its normal track.

91.  Unless some form of block system is used trains in the same direction must keep not less than ten (10) minutes apart, except in closing up at stations.

92.  A train must not leave a station in advance of its schedule leaving time.

93.  Within yard limits the main track may be used, protecting against first class trains.
All other trains and engines must move on main track within yard limits prepared to stop unless the main track is seen or known to be clear.

Note--Yard limits will be designated in the time-table and indicated by yard limit signs.

Where automatic block signal system rules are in effect "known to be clear" includes where track is known to be clear by signal indication, except that this will not apply in yards where permission is not required to crossover or to enter upon the main track. (See time-table special instructions.)

93 (a).  On two or more main tracks, movements against the current of traffic within yard limits may be made under protection only, unless otherwise provided. (See time-table special instructions.)

94. A train which overtakes another train so disabled that it cannot proceed will pass it, if

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practicable, and if necessary will assume the schedule and take the train orders of the disabled train, proceed to the next available point of communication, and there report to the Superintendent. 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 available point of communication.

S-94.  When a train, unable to proceed against the right or schedule of an opposing train, is overtaken between communicating stations by an inferior train or a train of the same class having right or schedule which permits it to proceed, the delayed train may, after proper understanding with the following train, precede it to the next available point of communication, where it must report to the Superintendent.
When opposing trains are met under these circumstances, it must be fully explained to them by the leading train that the expected train is following.

95.  Two or more sections may be run on the same schedule.
Each section has equal timetable authority.
A train must not display signals for a following section, except as prescribed by Rule 85, without orders from the Superintendent.

S-96.  Unless otherwise provided signals must not be ordered displayed to, nor taken down at, other than a register station for the train displaying the signals.

97.  Extra trains must not be run on single

track without train orders, except as authorized by signal indication of traffic control systems. On two or more tracks, extra trains, other than passenger extras, may be run without train orders.
Work extras must move with the current of traffic unless otherwise directed.

98.  Trains must approach the end of two or more tracks, junctions, railroad crossings at grade, and draw-bridges, prepared to stop, unless the switches are properly lined, signals indicate proceed, and track is clear. Where required by time-table, trains must stop.

99.  When a train stops under circumstances in which it may be overtaken by another train, the flagman must go back immediately with flagman’s signals a sufficient distance to insure full protection, placing two torpedoes, and when necessary, in addition, displaying lighted fusees. When recalled and safety to the train will permit, he may return.
When the conditions require, he will leave the torpedoes and a lighted fusee.
The front of the train must be protected in the same way when necessary by the trainman or fireman.
When a train is moving under circumstances in which it may be overtaken by another train, the flagman must take such action as may be necessary to insure full protection. By night, or by day when the view is obscured, lighted fusees must be dropped off at proper intervals.
When day signals cannot be plainly seen, owing to weather or other conditions, night

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signals must also be used. Conductors and engineers are responsible for the protection of their trains.

100.  When the flagman goes back to protect the rear of the train and is left behind, another member of the crew must fulfill the flagman’s duties.

101.  Trains must be fully protected against any known condition which interferes with their safe passage at normal speed.
When conditions are found which may interfere with the safe passage of trains at normal speed and no protection has been provided, such action must be taken as will insure safety.

102.  When a train is disabled or stopped by an emergency application of the air brakes or other causes, adjacent tracks as well as tracks of other railroads that are liable to be obstructed must at once be protected until it is ascertained they are safe and clear for the movement of trains.

103.  When cars are pushed by an engine (except when shifting or making up trains in yards), a trainman must take a conspicuous position on the leading car. When switching or pushing cars, or when making back-up movement at night with light engine not equipped with headlight, over public grade crossing not known to be protected by watchman or lowered gates, a member of crew must protect crossing and know that highway traffic has been stopped before permitting movement over crossing.

104.  Switches must be left properly lined after having been used. Employes lining switches

must see that points fit properly.
Certain hand-operated switches, the location of which is shown in the time-table, are equipped with electric locks to prevent unauthorized operation. Such switches must be operated in accordance with special instructions posted at each location.
Conductors are responsible for the position of switches used by them and members of their crews, except where switch tenders are stationed, but, when practicable, the engineer and fireman must see that the switches near the engine are properly lined.
A switch must not be left open for another train or engine unless in charge of a member of the crew of such train or engine.
A train or engine must not foul a track until all switches and derails are properly positioned for the movement to be made or in the case of spring switches, the normal route is seen to be clear.
When waiting to cross from one track to another, and during the approach or passage of a train or engine on tracks involved, all switches connected with the movement must be secured in the normal position.
Switches and derails must not be restored to normal position until a movement is completed or clear of the main track involved.
Where trains or engines are required to be reported clear of the main track such report must not be made until switch has been secured in its normal position.

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At meeting or passing points the employe attending the switch must, after locking it for main track, take a position not less than thirty (30) feet from the switch stand, and on the opposite side of the track, if possible, until the expected train has passed.

105.  Trains or engines using other than main track must proceed expecting to find it occupied unless otherwise provided.
Sidings of an assigned direction must not be used in a reverse direction unless authorized by the Superintendent or in an emergency under flag protection.

105 (a).  Cars must not be left on passing sidings when possible to avoid it. When a passing siding is obstructed, notice must be sent promptly to the Superintendent.

106.  Both the conductor and the engineer are responsible for the safety of the train and the observance of the rules, and, under conditions not provided for by the rules, must take every precaution for protection. This does not relieve other employes of their responsibility under the rules.

107.  Trains must run at restricted speed in passing a train receiving or discharging passengers at a station, except where proper safeguards are provided or the movement is otherwise protected. They must not pass between it and the platform at which the passengers are being received or discharged, unless the movement is properly protected.

108.  In case of doubt or uncertainty. the

safe course must be taken.

D-151.  Where two main tracks are in service trains or engines must keep to the right unless otherwise provided.
Where three or more main tracks are in service they shall be designated by numbers and their use indicated by special instructions.

D-152.  When a train or engine crosses over to, or obstructs another track, unless otherwise provided, it must first be protected as prescribed by Rule 99 in both directions on that track.

153.  Trains carrying mail cars on which catcher service is performed, must sound the whistle signal as prescribed by Rule 14 (m) approaching mail cranes for the guidance of mail clerks.
Should a train carrying mail be diverted from its regular track, so that mail cannot be caught from crane, or delivered with safety, the train must stop to receive or deliver the mail, and trainmen will give the necessary assistance to mail clerks.

154.  Derails must be kept set and locked in derailing position when not in use. Cars must be placed to stand clear of all other tracks unless otherwise provided. They must be properly secured by handbrakes and every precaution taken to prevent them from being improperly moved.

155.  Where the letter "S" is attached to the switchstand of a hand-operated switch, it denotes "Spring Switch."
The location of spring switches will be desig-

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nated by time-table or special instructions.
Trains and engines must stop and examine main track spring switches before making facing point movements over them, unless receiving a signal indication permitting them to proceed.

155 (a).  Where the movement over a spring switch is governed by signals and a "Stop" or "Stop and Proceed" indication is displayed, after complying with the rules, a train or engine must not make facing move over a spring switch until it has been carefully examined to insure that it is lined and points are fitting properly; nor enter upon or foul a main track; nor obstruct another main track, until the spring switch has first been operated by hand to proper position for the movement.
The spring switch must not be restored to normal position until the movement has been completed.

155 (b).  When a trailing movement through a spring switch is stopped before passing entirely through the switch, extra care must be taken to prevent reverse movement, slack running out or taking slack. If necessary to make such movement switches must be operated first by hand. When switching over spring switches they must be operated by hand.

RULES FOR MOVEMENT BY TRAIN ORDERS

201.  For movements not provided for by time-table, unless otherwise provided, train orders will be issued by authority and over the signature of the Superintendent and only contain information or instructions essential to such movements.
They must be brief and clear; in the prescribed forms when applicable; and without erasure, alteration or interlineation.
Figures in train orders must not be surrounded by brackets, circles or other characters.
202.  Each train order must be given in the same words to all employes or trains addressed.

203.  Train orders must be numbered consecutively each day, beginning at midnight.

204.  Train orders must be addressed to those who are to execute them, naming the place at which each is to receive his copy. Those for a train must be addressed to the conductor and engineer, and also to any one who acts as its pilot. A copy for each employe addressed must be supplied by the operator.
The engineer of each engine taken on at a point where no train orders are delivered to train must be advised by conductor or train engineer of all train orders previously received affecting movement in the territory covered by additional engine.
Orders addressed to operators restricting the movement of trains must be respected by conduc-

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tors and engineers the same as if addressed to them.

205.  Each train order must be written in full in a book provided for the purpose in the office of the train dispatcher; and with it recorded the time and the signals which show when, from what offices and by whom the order was repeated and the responses transmitted; and the names of those who have signed for the order. These records must be made at once and never from memory or memoranda.
Additions to train orders must not be made after they have been repeated.

206.  In train orders, regular trains will be designated by number as "No. 2," and sections as "Second 2," adding engine numbers and unit designation of lead unit where required for proper identification. Extra trains will be designated by engine numbers, and unit designation of lead unit where required for proper identification and the direction as "Extra 700-A or 700-D, East or West." For the movement of an engine of another company, the initials will precede the engine number.
Even hours as "10:00 a.m.," must not be used in stating time in train orders.
In transmitting train orders by telegraph, time will be stated in figures and duplicated in words.
In transmitting train orders by telephone, the numbers of trains and engines in the address must be spelled, letter by letter, and then plainly pronounced. All stations and numerals in the body of an order must first be spelled, letter by letter, and then plainly pronounced, thus:

A-U-R-0-R-A Aurora and O-N-E 0 F-I-V-E One 0 Five.
The letters duplicating names of stations and numerals will not be written in the order book nor upon train orders.
When train orders are transmitted by telegraph, the train dispatcher must write the order as repeated by the first operator and must underscore each word and figure in the order as it is repeated by other operators. When transmitted by telephone, he must write the order as he transmits it and underscore each word and figure as repeated by each operator.

207.  To transmit a train order, the signal "31" or the signal "19" followed by the direction must be given to each office addressed, the number of copies being stated, if more or less than three -- thus, "31, West, copy 5," or "19, East, copy 2."
When an operator receives the signal "31" or "19" followed by the direction. he must immediately display the "Stop signal" for the direction indicated and then reply "stop displayed," adding the direction.

208.  A train order to be sent to two or more offices must be transmitted simultaneously to as many of them as practicable. When not sent simultaneously to all, the order must be sent first to the superior train.
The several addresses must be in the order of superiority of trains, each office taking its proper address, and, when practicable, must include the operator at the meeting or waiting point.
Copies of the order addressed to the operator

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at the meeting or waiting point must be delivered to the trains affected until all have arrived from one direction.
A train order restricting the movement of a train must not be issued for it at the point where such movement is restricted if it can be avoided.
When so sent, the fact will be stated in the order, the train will be brought to a stop before delivery is made, and special precautions must be taken to insure safety.

209.  Operators receiving train, orders must write or typewrite them in manifold during transmission. If the requisite number of copies cannot be made at one writing, they must make others from the original copy and repeat to the train dispatcher from the new copies each time additional copies are made. They must retain a copy of each train order.
The word "Complete," the time, and the signature of the operator must be in his handwriting.

210.  When a "31" train order has been transmitted, operators must, unless otherwise directed, repeat it at once from the manifold copy in the succession in which the several offices have been addressed, and then write the time of repetition on the order. Each operator receiving the order should observe whether the others repeat correctly.
The conductor or engineer or others addressed must read it to the operator and then sign it, and the operator will send their signatures preceded by the number of the order to the Superintendent. The response "Complete," and the time, with the initials of the Superintendent,

will then be given by the train dispatcher. Each operator receiving this response will then write on each copy the word "Complete," the time, and his last name in full and then deliver a copy to each person addressed, except that when the order is signed by the conductor, he must personally deliver a copy of it to each engineer; the engineer will then read the order to the conductor before proceeding.
Engineers must show train orders to firemen and when practicable to forward trainmen. Conductors must show train orders when practicable to trainmen.
Firemen and trainmen are required to read them and remind engineers and conductors of their contents.

210 (a).  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 an operator, the response "Complete," and the time, with the initials of the Superintendent, will be given by 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. When delivery to engineer will take the operator from the immediate vicinity of his office, the engineer’s copy will be delivered by the conductor.
A "19" train order restricting the movement of

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a train must not be issued for it at the point where such movement is restricted if it can be avoided. When so sent, the fact will be stated in the order, the train will be brought to a stop before delivery is made, and special precautions must be taken to insure safety.
Engineers must show train orders to firemen and when practicable to forward trainmen. Conductors must show train orders when practicable to trainmen.
Firemen and trainmen are required to read them and remind engineers and conductors of their contents.

211.  Clearance Form "A" must be filled out by the operator before clearing a train, showing thereon, without erasure or alteration, the total number of train orders and the number of each train order, if any, addressed to a train. He will then repeat from Clearance Form "A" to the train dispatcher the information shown thereon. The dispatcher will make the required record in the train order book, and if operator has correctly repeated the numbers of all train orders addressed to a train will respond by giving "OK," the time and his initials which the operator will endorse on the Clearance Form "A."
If all orders held for a train have been completed, and communication fails before Clearance Form "A" has been OK’d by train dispatcher, the operator may deliver such orders accompanied by Clearance Form "A," and bearing notation "Wire has failed," which will be acted upon as though "OK" had been given in the usual way. When communication is restored, operator will notify train dispatcher of each train cleared, the

time, and the numbers of the orders delivered, which train dispatcher will record in train order book.
Clearance Form "A" must be delivered together with all train orders to each person addressed. Conductors, engineers and firemen must, and when practicable trainmen will, see that the information shown on Clearance Form "A" corresponds with the train orders received.

213.  "Complete" must not be given to a train order for delivery to an inferior train until the order has been repeated by the operator who receives the order for the superior train.

214.  When a train order has been repeated and before "Complete" has been given, the order must be treated as a holding order for the train addressed, but must not be otherwise acted on until "Complete" has been given.
If the means of communication fails before an office has repeated an order, the order at that office is of no effect and must be there treated as if it had not been sent.

216.  For train orders delivered by 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 train order office, or at which the office is closed, must be addressed to "C & E__________at (or between)__________care of__________" and forwarded and delivered by the conductor or other person in whose care it is addressed, and who is responsible for its delivery. The numbers of such train orders must be shown in the usual manner on

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Clearance Form "A" of the train making delivery and must be listed in a message accompanying the order to be delivered.
For orders which are sent in the manner herein provided, to a train, the superiority of which is thereby restricted, the operator will be directed to make an extra copy of the order, which he will deliver to the person who is to make delivery of the order. On this copy, the person delivering the order must secure the signature of the conductor and engineer addressed. This copy he must deliver to the first operator accessible, who must at once transmit the signatures of the conductor and engineer to the train dispatcher, and preserve the copy. Under such circumstances "Complete" must not be given to the order for an inferior train until the train dispatcher has received the signatures of the conductor and engineer of the superior train.
When form "31" is used, "Complete" will be given upon the signature of the person by whom the order is to be delivered.

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.

219.  An operator must not repeat a train order restricting the movement of a train which has been cleared, or of which the engine has passed his train order signal, until he has obtained the signatures of the conductor and engineer to the order.
If necessary to issue a second Clearance Form "A," the original Clearance Form "A" must be

destroyed, and the second Clearance Form "A" must show the numbers of all train orders addressed to the train.

220.  Train orders once in effect continue so until fulfilled, superseded or annulled. Any part of an order specifying a particular movement may be either superseded or annulled.
Orders held by or issued for or any part of an order relating to a regular train become void when such train loses both right and schedule as prescribed by Rules 4 and 82, or is annulled.
When a conductor or engineer, or both, is relieved before the completion of a trip, all train orders and instructions held must be delivered to the relieving conductor or engineer. Such orders or instructions must be compared by the conductor and engineer before proceeding.

221.  Unless otherwise provided, a fixed signal must be used at each train order office, which shall indicate "Stop" where there is an operator on duty, except when changed to "Proceed" to allow a train to pass when there are no train orders for that train and when authorized by train dispatcher. While "Stop" is indicated, train must not leave without Clearance Form "A." If the train order signal is also a manual block signal, and the block is not clear, Clearance Form "B" in addition to Clearance Form "A" is required. The signal must be returned to "Stop" as soon as a train has passed. It must be fastened at "Proceed" only when no operator is on duty.
When a train order is to be delivered to a train, the fixed signal must be displayed at "Stop" for the track and in the direction of the approaching

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train, and a flag or light must be displayed in the place provided for the purpose, a red flag or red light indicating "31" orders or "19" orders that restrict the superiority of the train at that point, a yellow flag or yellow light indicating other "19" orders.
This combination of signals must be acknowledged by the engineer by two short sounds of the engine whistle. In delivering "19" orders that restrict the superiority of train addressed at that point, the fixed signal must remain at "Stop" until such orders have been delivered and in delivering "31" orders the fixed signals must remain at "Stop" until the order is delivered as prescribed by Rule 210.
Form "19" train orders which do not restrict the superiority of the train addressed at that point may be delivered without stopping the train.
The operator must, after the signals have been acknowledged, leave the "19" train order indication displayed until the orders have been delivered, place the fixed signal at its proper position, go on the ground and hand the orders to the engineman and conductor. For freight trains the conductor’s copy must be handed on caboose.
When the "19" train order indication is displayed, the speed of the train must be reduced sufficiently to enable the operator to deliver the order. If the engineman fails to catch the order, the train must be stopped and not proceed without a proper train order. If the fixed signal should fail to work properly, Clearance Form "A" must be used.
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 available point of communication.
At points where no separate train order or block signals are provided at interlocking, the fixed signals of the interlocking may be used as train order signals.
Points where train order signals are located, where train order signals are used as manual block signals and where interlocking signals are used as train order signals, will be designated in the time-table.

222.  Operators must promptly record and report to the train dispatcher the time of departure of all trains and the direction of extra trains. They must record the time of arrival of trains and report it when so directed. They must observe trains and report at once to the train dispatcher if the proper train and engine signals are not displayed.

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RULES FOR OPERATING TRAIN AND MESSAGE TELEPHONE CIRCUITS

223.  The following signals and abbreviations may be used:

Initials for signature of the Superintendent.
Such office and other signals as are arranged by the Superintendent.
C & E -- for Conductor and Engineer.
C & M -- for Conductor and Motorman.
Com -- for Complete.
O S -- Train Report.
No -- for Number.
Eng -- for Engine.
Sec -- for Section.
Psgr -- for Passenger.
Frt -- for Freight.
Mins -- for Minutes.
Jct -- for junction.
OK -- Correct.
MP -- Mile Post.
MPH -- Miles per hour.
Dispr -- for Train Dispatcher.
Opr -- for Operator.
31 or 19 -- to clear the line for Train Orders, and for Operators to ask for Train Orders.
SD -- for "Stop Displayed."
The usual abbreviations for the names of the months and stations.

223 (a).  The rules of the Operating Department for movement of trains by train orders and the transmission of messages, apply to the telephone, and the same methods must be observed as with the telegraph.
The train dispatcher shall be in absolute control of the train dispatcher’s circuit.
The monitor of the message circuit shall be in control of the message circuit.
The train dispatcher shall assume control of the message circuit when circumstances require.

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FORMS OF TRAIN ORDERS

NOTE -- Forms with a prefix "S" are for single track, those with a prefix "D" are for two or more tracks; those without prefixes "S" or "D" are for single or two or more tracks. The words and figures in italics in the forms are examples, indicating the manner in which the orders are to he filled out.

S-A.

Fixing Meeting Points for Opposing Trains

(1) No. 1 meet No. 2 at B.
    No. 3 meet Second 4 at B.
    No. 5 meet Extra 93 east at B.
    Passenger Extra 652 west meet Extra 231 east at B.

(2) No. 2 and Second 4 meet No. 1 and No. 3 at C and Extra 9.5 west at D (and so on).
    No. 1 meet No. 2 at B Second 4 at C and Extra 95 east at D.

Trains receiving these orders will run with respect to each other to the designated points and there meet in the manner prescribed by the rules.

B.

Directing a Train to Pass or Run Ahead of Another Train

(1) Extra 594 west pass No. 1 at J.

Both trains will run according to rule to the designated point and there arrange for the rear

train to pass promptly. Unless otherwise provided, the train to be passed will take siding.
When an inferior train receives an order to pass a superior train, authority is conferred to run ahead of the train passed from the designated point.

(2) Extra 594 east run ahead of No. 6 M to B.

The first-named train will run ahead of the second-named train between the points designated. Unless some form of block signal system is used, the following train will look out for the designated train ahead until the order is fulfilled.

S-C.

Giving Right Over an Opposing Train

(1) No. 1 has right over No. 2 G to X.

If the second-named train reaches the point last named before the other arrives, it may proceed, keeping clear of the schedule of opposing train as required by rule. If the first-named train is met between the designated points, the conductor of the second-named train must inform it of his arrival.

(2) Extra 37 east has right over No. 3 F to A.

The regular train must not go beyond the point last named until the extra train has arrived, unless authorized by train order to do so.
These orders give right to the train first named over the other train between the points named. If the trains meet at either of the designated points, the first-named train must take the siding, unless the order otherwise prescribes.

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(3) Extra 72 west has right over Extra 91 east A to Z and wait at N until 2:10 p.m.
P       3:25 p.m. for Extra 91 east.

The first-named extra train must not pass the designated waiting points before the time given, unless the second-named extra train has arrived. The second-named extra train must clear the time specified at the designated points or any intermediate station not less than 5 minutes.

E.
Time Orders

(1) No. 1 runs 50 mins. late A to G and 20 mins. late G to K, etc.

This makes the schedule time of the train named, between the stations designated, 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 regular schedule time. The time in the order should be such as can be easily added to the schedule time.

(2) Nos. 1 and 3 wait at N until 9:59 a.m.
P       10:30 a.m.
R       10:55 a.m., etc.

The train, or trains, named must not pass the designated points before the times given. Other trains receiving the order are required to run with respect to the time specified at the designated points 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.

S-E.

(1) No. 1 wait at H until 9:59 a.m., for No. 2.

The train first named must not pass the designated point before the time given, unless the other train has arrived. The train last named is required to run with respect to the time specified, at the designated point 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 first named.

F
For Sections

(1) Eng. 20 display signals and run as First 1 A to Z.

To be used when the number of the engine for which signals are displayed is unknown, and is to be followed by (2), both being single-order examples.

(2) Eng. 25 run as Second 1 A to Z
(3) No. 1 display signals A to G for Eng. 25. Second 1 display signals B to E for Eng. 99.
(4) Engs. 20, 25 and 99 run as First, Second and Third 1 A to Z.

To add an intermediate section (5) will be used.

(5) Eng. 85 display signals and run as Second 1 A to Z. Following sections change numbers accordingly.

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The engine named will display signals and run as directed, and following sections will take the next higher number.
To drop an intermediate section (6) will be used.

(6) Eng. 85 is withdrawn as Second 1 at H. Following sections change numbers accordingly.

The engine named will drop out at H, and following sections will take the next lower number.

To substitute one engine for another on a section (7) will be used.

(7) Eng. 18 instead of Eng. 85 display signals and run as Second 1 R to Z.

The second-named engine will drop out at R, and be replaced by the first-named engine.
Following sections need not be addressed.

If the second-named engine is the last section, the words "display signals and" will be omitted.
To discontinue the display of signals (8) will be used.

(8) Second 1 take down signals at D.

The train named will take down signals as directed, and a following section must not proceed beyond the designated point.

To pass one section by another (9) will be used.

(9) Engs. 99 and 25 reverse positions as Second and Third 1 H to Z.

Conductors and enginemen of the trains

addressed will exchange orders and signals. Following sections, if any, need not be addressed.
Each section affected by these orders must have copies and must arrange signals accordingly.
To annul a section for which signals have been displayed over a division, or any part thereof, when no train is to follow the signals, Form K must be used.
When sections are run to an intermediate point of a schedule, the train orders must specify which section or sections shall assume the schedule beyond such point.

G.
Extra Trains

(1) Eng. 99 run extra A to F.

(2) Eng. 99 run passenger extra A to F.

(3) Eng. 99 run extra A to F and return to C. The extra must go to F before returning to C.

(4) After extra 1000 west, which left B at two ten (2:10) p.m. arrives at A eng. 2000 will run extra from A to B.

S-H.
Work Extra

(1) Eng. 292 works extra 6:45 a.m. until 5:45 p.m. between D and.E.

The work extra must, whether standing or

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moving, protect itself, against extra trains within the working limits in both directions as prescribed by the rules. The time of regular trains must be cleared.

This may be modified by adding:

(a) Not protecting against eastward extra trains.

The work extra will protect only against westward extra trains. The time of regular trains must be cleared.

(b) Not protecting against extra trains.

Protection against extra trains is not required. The time of regular trains must be cleared.

(c) Extra 173 east wait at E until 9.15 a.m.
Extra 209 east wait at E until 12:10 p.m.
Other eastward extra trains wait at E until 5:45 p.m. for Work Extra 292.

The work extra will protect against the trains named after the times specified in the order.
The work extra must protect against westward extra trains.
The time of regular trains must be cleared.

When a work extra has been instructed by order to not protect against extra trains, and, afterward, it is desired to have it clear the track for, or protect itself after a certain hour against, a designated extra, an order may be given in the following form:

(2) Work extra 292 clears (or protects against), Extra 76 east between D and E after 2:10 p.m.

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:

(3) Work Extra 292 protects against No. 55, (or ____ class trains), between D and E.

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. The regular train or trains receiving the order will run expecting to find the work extra protecting itself.

When a work extra is to be given exclusive right over all trains, the following form will be used:

(4) Work Extra 292 has right over all trains between D and E 7:15 p.m. until 1:15 a.m.

This gives the work extra the exclusive right between the points designated between the times named.
The working limits should be as short as practicable, to be changed as the progress of the work may require.
Work extras must give way to all trains as promptly as practicable.

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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 against the work extra; if the order indicates that the work extra is protecting itself against other trains, they will run expecting to find the work extra protecting itself.

D-H.
Work Extra

(1) Eng. 292 works extra on ____ track, (or ____ tracks), 6:45 a.m. until 5:45 p.m. between D and E.

The work extra must, whether standing or moving, protect itself within the working limits against extra trains moving with the current of traffic on the track or tracks named. The time of regular trains must be cleared.

This form may be modified by adding:

(a) Not protecting against extra trains.

Protection against extra trains is not required. The time of regular trains must be cleared.

(b) Extra 173 east wait at E until 9:15 a.m.
Extra 209 east wait at E until 12:10 p.m.
Other eastward extra trains wait at E until 5:45 p.m.

The work extra will protect against the trains named after the times specified in the order. The time of regular trains must be cleared.

To enable a work extra to work upon the time of a regular train, the following form may be used:

(2) Work extra 292 protects against No. 35, or ____ class trains, between D and E.

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.
The regular train or trains receiving the order will run expecting to find the work extra protecting itself.
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.

When a work extra is to be given exclusive right over all trains, the following form will be used:

(3) Work extra 292 has right over all trains on ____ and ____ tracks between G and H 7.01 p.m. until 1:01 a.m.

This gives the work extra the exclusive right to the track, or tracks, mentioned between the points designated between the times named.

The working limits should be as short as practicable; to be changed as the progress of the work may require.
Work extras must give way to all trains as promptly as practicable.

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