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respond. In such a case No. 10 cannot run on the day the new time-table takes effect, for the reason that Rule 4 specially states that schedules take effect at their initial stations after the time-table takes effect, and as this schedule is due out before the time-table takes effect it is void for that day. This because the schedule of the old time-table was not "daily” and did not authorize a train for Sunday, to assume the new schedule. The only way a schedule takes effect before it is due to leave its initial station, after the new time-table takes effect, is when it corresponds as required, but in this case there was no schedule of that date to correspond with the new schedule and, therefore, the rule could not put the new schedule into effect.
Rule 221 (B) provides that a fixed signal must be used at each train order office. This signal must indicate stop when trains are to be stopped for orders, but when there are no orders this signal must indicate clear. When an order is to be sent to that office the dispatcher gives the signal "19" or “31” followed by the direction and the operator must immediately display his signal to stop trains in that direction, and until the order is delivered, the operator must keep the signal in the stop position. It sometimes happens that the train for which the order is intended is not the first one to arrive, from the direction in which the signal is displayed, and it is at this point that the “clearance card” is used. This is not, however, the only case in which it is used. Sometimes an order is addressed to two or more trains, or there are orders which are addressed separately to two or more trains and in such a case after the first train has received its orders, a clearance card is given it, because the operator has no authority to restore the signal to “proceed” so long as he holds an order for any train in that direction. The Rules provide that while “stop” is indicated, by a train order signal, that no train must pass it without a clearance card, even though it has received orders at that station.
In some cases the Form J order is issued to an operator. This form is for holding trains until orders can be given or in case of emergency. The explanation provides that after a train is so held it must not proceed until the order to hold is annulled, or an order given to the operator in the form, ! —— may go.” This order is to be addressed to the operator and will be delivered to conductors and enginemen of all trains affected. In such a case when the train has received the order reading, “ -- may go,” it cannot pass the train order signal without obtaining a clearance card, notwithstanding the fact that its order directs it to proceed. This may seem to some to be unnecessary. but it is so arranged in order that the full value of the “stop” train order signal may be conserved.
The clearance card is also used for clearing trains at their initial stations. That is, when there are no train orders for a train it is given a clearance card; this is done to insure that the conductor of each train will report for orders before ordering his train to leave its initial station.
As its name implies the clearance card is for the clearing of a train and permitting it to proceed when it would otherwise be held.
9 15 AM
(To be printed on yellow paper.)
Conductor and Engineman_No 12 hove (3) (No) (No further) orders for your train.
Signal is displayed for
This does not affect any orders you may have received.
Conductor and Engineman must each have a copy, and see that their train is correctly designated in the above form.
There are at present a great many methods used in train identification. Some of these methods depend upon the engine number being given in a train order, whenever it becomes necessary for a train to have a train order, but it can be readily seen that such identification is only partial and of doubtful value, because it is not uniform between all trains. To illustrate, when the engine number is used in a train order it is for the purpose of identification as between the trains receiving the order, but there are a great many inferior trains which receive no orders at all about superior trains and consequently do not know what engines such superior trains may have. There have been a great many things tried for train identification, the most common being the use of the conductor's name in train orders and the further dependence of his appearance for identification at the meeting point, in case a meeting point is made. Some lines exchange train number slips, but in many cases this is merely an empty form, for the train holding main track in many cases is