14.

A succession of short sounds of the whistle is an alarm for persons or stock on the track, and calls the attention of Trainmen to danger ahead.

Should a train on single track or at end of double track fail to answer whistle signal as provided in 14 (m), the train displaying the signals will stop at once and not proceed until the signals are acknowledged, and will report the facts to the Superintendent or Chief Dispatcher from the first open telegraph station.

Should an Engineman fail to sound the signal 14 (j) approaching a station where a Train Order is to be executed, the train crew must at once stop the train.

15. The explosion of one torpedo is a signal to stop; the explosion of two, not more than 200 feet apart, is a signal to reduce speed and look out for a stop signal.

16.

17. The head-light will be displayed to the front of every train by night, but must be concealed when a train turns out to meet another and has stopped clear of main track, or is standing to meet trains at the end of double track or at junctions.

18. Yard engines will display the head-light to the front and rear by night. When not provided with a head-light at the rear, two white lights must be displayed. Yard engines will not display markers.

a. Engines backing up by night, will display a white light on top of rear of tank over center of track.

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, a green flag. By night, a green light to the front and side and a red light to the rear, except when the train turns out to be passed by another and is clear of main track, when a green light must be displayed to the front, side and to rear.

a. By night, in addition to markers, passenger trains will display a red light from the center of the rear platform, and freight trains will display a top light from the cupola showing red to the rear and green to the front, except when a train turns out to be passed by another and is clear of the main track when the top light will show green to the rear.

b. Train indicators upon cabooses will also be displayed, as follows:

If there be but one section of a regular train, the lights in the cupola sash will show the schedule number; if an extra train, they will show the letters "EX ;" together with the engine number.

If more than one section, the lights in the sash on each section will show the schedule number, together with "1st S" on the first section; "2nd S" on the second section, and so on until the last section, on which they will show "L S."

If but two sections, the lights on the second will show "L S."

20. All sections of a train, except the last, will display two green flags and, in addition, two green lights by night, in the places provided for that purpose on the front of the engine.

21. 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.

22. When two or more engines are coupled to a train, the leading engine only shall display the signals as prescribed by Rules 20 and 21, except upon grades where helping engines become the leading engines, when signals will also be displayed on the helping engines.

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.

a. Train crews going into terminals must not remove markers, tail lights, caboose indicators or other signal appliances, until the train has been delivered to the connecting division or is clear of main track and switch closed.

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, or when the train is obscured by fog or other cause.

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 be coupled to or moved. Workmen will display the blue signals and the same workmen are alone authorized to remove them. Other cars must not be placed on the same track so as to intercept the view of the blue signals, without first notifying the workmen.

27. A signal imperfectly displayed, the absence of a signal at a place where one is usually shown, or a white signal where a colored signal should be shown, must be regarded as a stop signal, and the fact reported to the Superintendent and Chief Dispatcher.

28. The combined green and white signal is to be used to stop a train only at the flag stations indicated on the schedule of that train. When it is necessary to stop a train at a point that is not a flag station for that train, a red signal must be used.

29. When a signal (except a fixed signal) is given to stop a train, it must be acknowledged as prescribed by Rule 14 (j).

30. The engine-bell must be rung when an engine is about to move.

31. The engine-bell must be rung on approaching every public road crossing at grade, and until it is passed; and the whistle must be sounded at all whistling-posts.

32. The unnecessary use of either the whistle or the bell is prohibited. They will be used only as prescribed by rule or law, or to prevent accident.

a. The whistle must not be sounded while passing or being passed by a passenger train, except in emergency to prevent accident, or when required by the rules.

33. Watchmen stationed at public road and street crossings must use red signals only when necessary to stop trains.

34. Torpedoes must not be placed where persons are liable to be injured by them.

81. 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. Extra trains are inferior to regular trains.

On single track, all trains in the direction specified in the Time-table are superior to trains of the same class in the opposite direction.

82. Regular trains twelve hours behind their schedule time lose both right and class, and can thereafter proceed only by train order.

83. A train must not leave its initial station on any division, or a junction, or pass from double to single track, until it has been ascertained whether all trains due, which are superior, or of the same class have arrived or left.

a. Train register books showing the arrival and departure of trains, will be kept at stations designated on the time table, and all Conductors, and Enginemen of engines without conductors, before leaving a registering station must enter therein all information required by the form.

84. A train leaving its initial station on each division, or leaving a junction, when a train of the same class in the same direction is overdue, will proceed on its schedule, and the overdue train will run as prescribed by Rule 91.

85. A train must not start until the proper signal is given.

86. An inferior train must keep out of the way of a superior train.

87. A train failing to clear the main track by the time required by rule, must be protected as prescribed by Rule 99.

88. At meeting points between trains of the same class the inferior train must clear the main track before the leaving time of the superior train, and must pull into siding when practicable. If necessary to back in, the train must first be protected, as prescribed by Rule 99 unless otherwise provided.

a. At meeting points between extra trains, the train in the superior direction will hold the main track unless otherwise directed.

89. At meeting points between trains of different classes the inferior train must take the siding and clear the superior train at least five minutes, and must pull into siding when practicable. If necessary to back in, the train must first be protected as prescribed by Rule 99, unless otherwise provided.

An inferior train must keep at least ten minutes off the time of a superior train in the same direction and must be clear at the time the superior train is due to leave the last station in the rear where time is shown.

90. Trains must stop at schedule meeting or passing stations, if the train to be met or passed is of the same class, unless the switches are right and the track clear. Trains should stop clear of the switch used by the train to be met or passed in going on the siding.

When the expected train of the same class is not found at the schedule meeting or passing station, the superior train must approach all sidings prepared to stop, until the expected train is met or passed.

a. On a siding to be used by trains in both directions, trains must run expecting to meet opposing trains.

91. Unless some form of block signals is used, trains in the same direction must keep at least ten minutes apart, except in closing up at stations, or at meeting and passing points.

a. The rules relating to keeping trains the required time apart, or the position of fixed signals at stations or junctions, do not relieve trainmen from observing all rules in regard to the protection of their trains.

92. A train must not arrive at a station in advance of its schedule arriving time, except at meeting or passing, and terminal stations.

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

93. A regular train or section thereof which is delayed, and falls back on the time of another train of the same class, will proceed on its own schedule.

Trains of the same class may pass and run ahead of each other when overtaken. Extra trains may pass and run ahead of second and third class trains or their sections, and third class trains may pass and run ahead of second class trains or their sections, but must report the fact to the Chief Dispatcher at the first opportunity.

94. A train which overtakes a superior train (or a train of the same class) 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 Chief Dispatcher. The disabled train will assume the 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.

95. A train must not display signals for a following section nor an extra train be run, without orders from the Chief Dispatcher or other person designated by the Superintendent.

96. When signals displayed for a section are taken down at any point on single track 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 the purpose, to notify all opposing trains of the same or inferior class leaving such point that the section for which the signals were displayed has not arrived.

An Operator thus arranged with, must, at once, display his train order signal and allow no opposing train of the prescribed classes to pass without the required notice.

97. Work extras will be assigned working limits. On double track, within these limits, such trains must move with the current of traffic unless train orders otherwise direct.

a. Yard limits will be indicated by yard limit boards. Within these limits yard engines may occupy main tracks, protecting themselves against overdue trains. Extra trains must protect themselves within yard limits.

98. Trains must approach the end of double track, junctions, railroad crossings at grade, and drawbridges, prepared to stop, unless the switches and signals are right and the track is clear. Where required by law, trains must stop.

99. When a train stops or is delayed under circumstances in which it may be overtaken by another train, the Flagman must go back immediately with stop signals to a point where he can have an unobstructed view of an approaching train for at least one mile, and as much further as is necessary to insure full protection.

He must at once place one torpedo on the rail on the engineman's side, and will remain until recalled.

When recalled he may return after placing a second torpedo on the rail 60 feet from the first one.

If an approaching train is in sight or if a passenger train is due within ten minutes he must remain until it has been stopped.

The front of the train must be protected in the same way when necessary by the Fireman.

100. When the Flagman goes back to protect the rear of his train, the next Brakeman must take his place on the train. On passenger trains the Baggageman must take the place of the Brakeman when necessary.

101. If a train should part, while in motion, Trainmen must, if possible, prevent damage to the detached portions. The signals prescribed by Rules 12 (d) and 14 (h) must be given, and the front portion of the train kept in motion until the detached portion is stopped, except that upon trains fully or partially equipped with the air brake, should the Engineman feel the brakes go on suddenly, which is an indication that the train has broken in two, he must immediately shut off steam to allow the rear portion to close in against the engine, and not attempt to pull away from the detached portion.

The front portion will then go back, to recover the detached portion, running with caution and following a Flagman. The detached portion must not be moved or passed until the front portion comes back.

On double track, the front portion must give the Train Parted Signal to trains running in the opposite direction. A train receiving this signal from a train on the opposite track must stop and then proceed with caution until the detached portion of the train has been passed. When a train breaks down so it may obstruct the opposite track, trains on the opposite track must be stopped.

102. When cars are pushed by an engine (except when shifting and making up trains in yards) a Flagman must take a conspicuous position on the front of the leading car and signal the Engineman in case of need.

103. Messages or orders respecting the movement of trains or the condition of track or bridges must be in writing.

104. Switches must be left in proper position after having been used. Conductors are responsible for the position of the switches used by them and their Trainmen, except where Switchtenders are stationed.

A switch must not be left open for a following train unless in charge of a Trainman of such train.

a. When a train backs in on a siding to be met or passed by another, the Engineman, when his engine is clear of the main track, must also see that the switch is properly set for the main track; and when pulling into or out of a siding or other tracks, he must see that switches ahead are properly set.

105. Both Conductors and Enginemen are responsible for the safety of their trains and, under conditions not provided for by the rules, must take every precaution for their protection.

106. In all cases of doubt or uncertainty the safe course must be taken and no risks run.

151. On double track trains must keep to the right unless otherwise provided.

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.

A train must not cross over when a superior train is due, except to avoid delay to superior trains following.

In permitting trains to pass after crossing over, preference must be given to the train of greatest importance.

152. Trains must use caution in passing a train receiving or discharging passengers at a station, and must not pass between it and the platform at which the passengers are being received or discharged.

153. Enginemen must observe trains on the opposite track, and if they are running too closely together call attention to the fact.

201. For movements not provided for by Time-table, train orders will be issued by authority and over the signature of the Chief Dispatcher. They must contain neither information nor instructions not essential to such movements.

They must be brief and clear; in the prescribed forms when applicable; and without erasure, alteration or interlineation.

202. Each train order must be given in the same words to all persons or trains addressed.

203. Train orders will be numbered consecutively each day, beginning with No. 1 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 Engineman, and also to any one who acts as its Pilot. A copy for each person addressed must be supplied by the Operator.

205. Each train order must be written in full in a book provided for the purpose at the office of the Chief 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, as "No. 10," or "2nd No. 10," adding engine numbers; extra trains by engine numbers, as "Extra 798," with the direction, "East" or "West." Time will be stated in words and figures.

207. To transmit a train order, the signal "31" or the signal "19" must be given to each office addressed, the number of copies being stated, if more or less than three-- thus, "31 copy 5," or "19 copy 5."

a. When engines of different railways are run over one section of road, train orders must show initial of foreign owner railway prefixed to engine numbers.

208. A train order to be 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 simultaneous to all, the order must be sent first to the superior train.

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 the Train Dispatcher will again send the order, which will be repeated as was the original by the Operator from his manifold copy.

210. When a "31" train order has been transmitted, Operators must first give X response as per Rules 212 and 212 (a), and then (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 the repetition on the order. Each Operator receiving the order should observe whether the others repeat correctly.

Those to whom the order is addressed, except Enginemen, must then sign it and the Operator, having read the order aloud to them, will send their signatures preceded by the number of the order to the Chief Dispatcher. The response "complete," and the time, with his initials, 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 Enginemen. The copy for each Engineman must be delivered to him personally by the Conductor, and the Engineman must read it aloud to the Conductor before proceeding.

a. Conductors must show all train orders to their Flagmen, Baggagemen, Brakemen and Porters, and Enginemen to their Firemen and Head Brakeman, who are required to read and bear them in mind.

211. When a "19" train order has been transmitted, Operators must first give X response, as per Rules 212 and 212 (a), and then (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 his initials, 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.

a. A "19" train order will be used only to confer Right upon, and not to restrict the Right or Superiority of, any train.

212. A train order must be acknowledged by the Operator responding: "X: Number of Train Order to Train Number," with the Operator's initials and office signal. The Operator must then write on the order his initials and the time.

a. "X" is the Operator's acknowledgment that an order has been received for a specified train (or trains), the train order signal displayed, and that the order will be delivered when made "complete," in accordance with the rules.

213. "Complete" must not be 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.

214. When a train order has been repeated or "X" response sent, and before "complete" has been given, the order must be treated as a holding order for the train addressed, but must not be otherwise acted on until "complete" has been given.

If the line fails before an office has repeated an order or has sent the "X" response, the order at that office is of no effect and must be there treated as if it had not been sent.

215. The Operator who receives and delivers a train order must preserve the lowest copy.

216. For train orders delivered by the train dispatcher the requirements as to the record and delivery are the same as at other offices.

Such orders shall be first written in manifold so as to leave an impression in the record book.

a. Orders to persons in charge of work requiring the use of track in yards or at other points authorizing such use when trains are late, must be delivered in the same way as to conductors of trains.

217. A train order to be delivered to a train at a point not a telegraph station, or at which the telegraph office is closed, must be addressed to "C. and E.________ (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 by whom the order is to be delivered, who must be supplied with copies for the Conductors and Enginemen 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 Engineman to the Chief Dispatcher.

Orders so delivered must be acted on as if "complete" had been given in the usual way.

For orders which are sent, in the manner herein provided, to a train, the superiority of which is thereby restricted, "complete" must not be given to an inferior train until the signatures of the Conductor and Engineman of the superior train have been received by the Chief Dispatcher.

218. When a train is named in a train order, all its sections are included unless particular sections are specified, and each section included must have copies addressed and delivered to it.

219. Unless otherwise directed, an Operator must not repeat or give the "X" response to a train order for a train, the engine of which has passed his train-order signal, until the Conductor and Engineman have each signed 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 both right and class as prescribed by Rules 4 and 82, or is annulled.

221. A fixed signal must be used at each train order office, which shall indicate "Stop" when there is an Operator on duty, except when changed to "Proceed" to allow a train to pass after getting train orders, or for which there are no orders. This signal must be used also to hold trains running in the same direction the required time apart. A train must not pass the signal while "Stop" is indicated except to do the station work. 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.

Operators must have the proper appliances for hand signaling 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 and Chief Dispatcher from the next open telegraph office.

Where the semaphore is used, the arm indicates "Stop" when horizontal; "Caution" when diagonal, and "Proceed" when in a vertical position.

Where the "Swift" or a similar train order signal is used, a red disc by day with a red light by night indicates "Stop," and the disc on edge with a white light at night indicates "Proceed".

When a "19" train order is to be delivered where the semaphore is used, the Operator will display the "Caution" signal, which the Engineman will acknowledge by the whistle signal, 14 (q), and the Operator will be prepared to deliver the order. The Conductor must acknowledge the Engineman's whistle by giving the "Proceed" signal and be prepared to receive the order.

When a "19" train order is to be delivered where the Swift or similar train order signal is used, the Operator will, in addition to the train order signal indicating "Stop," display by day a green flag, by night a green light, in the place provided for the purpose adjoining the train order signal. The train order signal must remain at "Stop" until the Engineman acknowledges the signal by the whistle signal, 14 (q), when it will be placed at "Proceed," and the Operator must be prepared to deliver the order. The Conductor must acknowledge the Engineman's whistle by giving the "Proceed" signal and be prepared to receive the order.

222. Operators will promptly record and report to the Chief Dispatcher the time of arrival and departure of all trains and the direction of extra trains.

223. The following signs and abbreviations may be used:
Initials for signatures of the Chief Dispatcher, Dispatchers and Operators.
Such office and other signals as are arranged by the Superintendent.
C & E - for Conductor and Engineman.
X - As provided in these rules.
O S - Train Report.
No - for Number.
Eng - for Engine.
Sec - for Section.
Psgr - or Passenger.
Frt - for Freight.
Mins - for Minutes.
Jct - for Junction.
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.
The usual abbreviations for the names of the months and stations.