92. A train must not arrive at a station in advance of its schedule arriving time.

advance of its schedule leaving time.

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

94. A train which overtakes a superior train or a train of the same class, so disabled that it can not 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 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

96. When signals displayed for a section are taken down at any point before that section arrives, the conductor will, if there be no other provision, arrange 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.

97. Work extras will be assigned ' working 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 a sufficient distance to insure full protection. When recalled he may return to his train, first placing two torpedoes on the rail when the conditions require it. The front of a train must be protected in the same way, when necessary, by the

100. When the flagman goes back to protect the rear of his train, the must, in the case of passenger trains, and the next brakeman in the case of other trains, take his place on the train.

101. If a train should part while in motion, trainmen must, if possible, pre

the detached portion is stopped.

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.

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.

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.

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. 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 ; 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 "2d No. 10," adding engine numbers if desired; extra trains by engine numbers, as "Extra 798," with the direction when necessary, as "East" or' "West." Other numbers and time will be stated in figures only.

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 2."

NOTE TO RULE 207.-Where forms "31" and "19" are not both in use the signal may be omitted.

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 simultaneously 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 can not at one writing make the requisite number of copies, must trace others from one of the copies first made.

210. When a "31" train order has been transmitted, operators must (unless otherwise directed) repeat it at once from the manifold copy in the succession in which the several offices have been addressed, and then write the time of 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 will send their signatures preceded by the number of the order to the The response "complete," and the time, with the initials of the

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

NOTE TO RULE 210.-The blanks in the above rule may be filled for each road to suit its own requirements. On roads where the signature of the engineman is desired, the words "except engine men," and the last sentence in the second paragraph may be omitted. If preferred, each person receiving an order may be required to read it aloud to the operator.

211. When a "19" train order has been transmitted, operators must (unless otherwise directed) repeat it at once from the manifold copy, in the succession in which the several offices have been addressed. Each operator receiving the order should observe whether the others repeat correctly. When the order has been repeated correctly by an operator, the response "complete," and the time, with the initials of the I 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.

212. A train order may, when so directed by the train dispatcher, be acknowledged without repeating, by the operator responding: "X; to

(Train Number)

(Number of Train Order)

with the operator's initials and office signal. The operator must then write on the order his initials and the time.

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, from which transmission shall be made.

217. A train order to be delivered to a train at a point not a telegraph station,

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 conductor and engineman 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 train 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 su

periority 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 has been sent to the

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 trainorder signal, until he has ascertained that the conductor and engineman have been notified that he has orders for them.

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 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). A fixed signal must be used at each train-order office, which shall indicate "stop" when there is an operator on duty, except when changed to "proceed" to allow a train to pass after getting train orders, or for which there are no orders. A train must not pass the signal while "stop" is indicated. The signal must be returned to "stop" as soon as a train has passed. It 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

played at a night office, trains which have not been notified must stop and ascertain the cause and report the facts to the from the next open telegraph of

fice.

Where the semaphore is used, the arm indicates "stop" when horizontal and "proceed" when in an inclined position.

NOTE TO RULE 221 (A).-The conditions which affect trains at stations vary so much that it is recommended each road adopt such regulations supplementary to this rule as may best suit its own requirements.

are

221 (B). A fixed signal must be used at each train-order office, which shall indicate "stop" when trains to be stopped for train orders. When there are no orders the signal must indicate "proceed."

When an operator receives the signal “31,” or “19,” he must immediately display the "stop signal" and then reply "stop displayed;" and until the orders have been delivered or annulled the signal must not be restored to "proceed." While "stop" is indicated trains must not proceed without a clearance card (Form (A).

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 from the next open telegraph of

fice.

Where the semaphore is used, the arm indicates "stop" when horizontal and "proceed" when in an inclined position.

mittee has recommended two forms of Rule 221, leaving it discretionary to adopt one or both of these forms according to the circumstances of the traffic.

NOTE TO RULES 221 (A) AND 221 (B).—The Com

222. Operators will promptly record and report to the the time of departure of all trains and the direction of extra trains. They will record the time of arrival of trains and report it when so directed.

223. The following signs and abbreviations may be used:

Initials for signature of the

Such office and other signals as are arranged by the

C & E-for Conductor and Engineman. X-Train will be held until order is made "complete."

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.

Jet-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.

S D-for "Stop Displayed."

The usual abbreviations for the names of the months and stations.

GENERAL NOTE.-Blanks in the rules may be filled by each road to suit its own organization or requirements.

C. & N. W. Rules.

In the November MAGAZINE we gave a brief review of the new rules on the Chicago Great Western. We have recently had opportunity to examine the

code adopted during the past year by the Chicago and North Western Railway. It is interesting to note the difference in these two sets of rules, although each is modeled after the Standard Code and the essential features of each are the same. The former, as we have stated, is the Standard, almost in its purity, while in the latter there is a considerable addition to many of the rules, and many new ones are inserted.

Signal Rules.-Under this head we find several additions to Rule 19, one of which provides for indications in the cupola of each caboose which shall show the number of the train and which section, if there be more than one, or "EXTRA" if such be the case.

Classification of Trains.-Rule 81a is

as follows:

"At meeting points, extra trains as regards each other are superior in the direction in which regular trains are superior."

This means that when extras meet on single track, the one going in the direction in which regular trains are inferior must take the siding, a provision not made in the Standard Code.

Movement of Trains.

Rule 83. A train must not leave its initial station on any division or a junction, or pass from double to single track, until it is ascertained whether all trains due, which are superior, or of the same class, have arrived or departed. This information will be furnished the engineman by the conductor on a regular blank provided for that purpose.

Rule 83a. All trains running on double track must keep to the left. Trains will run on more than two tracks under special regulations.

From the latter clause in rule 83 it would appear that the engineer is relieved from checking the register. The provision in rule 83a for trains on double track to keep to the left is a little peculiar in America.

Rule 90a. When trains meet by special order or time table regulations, conductors and enginemen must inform each other what train they are. This must be done by word of mouth.

This is an addition to the Standard Code and makes a definite provision for identification of trains when meeting. This is an important matter, though in many codes it is not provided for.

Rule 92. It must be understood that a train is due to arrive at a station upon its schedule departing time at preceding station.

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

This rule states definitely what is usu

ally implied with regard to the time a station where no arriving time is shown. train may be expected to arrive at a

Rules 93 and 96 are more explicit than the Standard. They are as follows:

Rule 93. A regular train, which is delayed, and falls back on the time of another train of the same class, will proceed on its own schedule, but unless it can avoid delay to the following train, it will allow it to pass when overtaken.

A train which passes another under such circumstances will report the fact to the train dispatcher at the next open telegraph office.

Rule 96. When signals displayed for a section are taken down at any point before that section arrives, the conductor will, if there be no other provision, notify the operator or agent in writing, who will immediately display the train order signal, and keep it in danger position for the benefit of opposing trains, until the arrival of the train so flagged, and he must personally see that opposing trains are fully notified. If the signals displayed for a section are taken down where there be no operator or agent, a flagman must be left there for the purpose of notifying all opposing trains of the same or inferior class leaving such point, that the section for which the signals were displayed bas not arrived. Conductors and enginemen taking down signals for a following section as above must not rely solely on notice being given at said station, but must themselves notify other trains met until they arrive and register at the next registering station.

From the latter part of rule 96 we infer that if signals are taken down at a point where there is no register the fact is to be recorded at the next register station.

Rule 97 contains a provision covering a change of working limits. It is as fol

lows:

Rule 97. Work extras will be assigned working limits by train order daily.

Rule 97a. If a subsequent order to go to other parts of the road be received, the original order expires and must not be used again.

In case orders should be given to a point outside of the working limits for water, fuel, or any other cause, and it be desired that the "working order" should not be cancelled, the subsequent order should state that the working order (giv; ing proper number and reference) will remain valid.

Clearance and Release Cards.-The form and use of the clearance card does not follow the recommendation of the Standard Code. In addition to terminal stations, junctions and points where train orders or a clearance are usually required, the rule applies, for freight trains, to all open telegraph offices, and for passenger trains to such stations as are regular stops. In other words, a train must receive orders, or a notice from the operator that there are no orders, at every open telegraph office, the only exception being in the case of passenger trains at stations which are not regular stops. A "clearance card" is used when there are no orders and the signal is clear, but when a train is to be cleared and it is impossible to clear the signal a "release" card instead of a clearance card is issued. This release card permits a train to pass a "stop" signal and shows for what purpose the signal is in that position. A lengthy addition to rule 98 gives instructions for the use of these cards.

Rule 99, which is compressed into a few lines in the Standard Code, covers almost two pages of this book and goes into detail with regard to protection of trains by flagging.

Rule 101, relating to trains breaking in two; rule 102, providing for cars being pushed by the engine, and rule 104, regarding the proper position of switches, have all been enlarged by additions and are much more explicit than the corresponding rules in the Standard Code.

Train Movements by Orders.-Under this heading we find a number of variations. Rule 206 is as follows:

Rule 206. Regular trains will be designated in train orders by their train numbers, engine numbers and conductors' names, written in words and figures as "No. Ten 10," or "2nd No. Ten 10, Eng. 504, Smith;" extra trains by engine numbers and conductors' names, as "Extra 798, White," with the direction as North, South, East or West. Time in body of the orders must be written in words and duplicated in figures. Figures must not

208d. In responding to train orders, conductors or others will use the abbreviation “13.” “13" signifies: “I hereby acknowledge the receipt of, and state that I fully understand and will execute."

As an additional safeguard in the execution of orders we find the following: orders to rear brakeman or flagman, and Rule 211. Conductors must show their the engineman to the fireman, and (in case of a freight train) to the head brakeman, who are required to read them.

We find that instead of the word "Complete," now so generally used on train orders, these rules authorize the use of the letters "OK." The "19" form of order is not used. The train order signal is used according to rule 221b, the normal position being clear.

Forms of Train Orders.-These follow the Standard closely. We note the chief points of difference.

Form B omits example 2, which permits a train to pass another when overtaken. We think this is one of the most valuable applications of this form. We quote Form H in full.

FORM H.-WORK EXTRA.

EXAMPLES.

(1) Work extra 292, Smith, will work seven 7 a. m. until six 6 p. m. between Berne and Turin.

The working limits should be as short as practicable, to be changed as the progress of the work may require. The above may be combined thus:

(a) Work extra 292, Smith, will run Berne to Turin and work seven 7 a. m. until six 6 p. m. between Turin and Rome.

When an order has been issued to "work" between designated points, no other extra shall be authorized to run over that part of the track without a definite meeting order with the work extra.