While red is displayed all trains must come to a full stop, and any train thus stopped must not proceed without receiving an order addressed to such train, or a clearance card on a specified form, stating, over the operator's signature, that he has no orders for it. Operators must be prepared with other signals to use promptly if the fixed signal should fail to work properly. If a signal is not displayed at a night office, trains which have not been previously notified must stop and inquire the cause, and report the facts to the superintendent from the next open telegraph office.
When a semaphore is used, the arm means red when horizontal and white when in an inclined position.
Rules 524(A) and 524(B) refer to the character and operation of the train-order signal, and in the original report of the committee they are accompanied by a note indicating that the adoption of either or both forms of the rule is to be discretionary, according to the circumstances of traffic.
Both recognize the value of the "fixed" signal, instead of hand signals, and its necessity for the proper carrying out of the rules. The difference between the two forms of the rule is that the former provides that the signal shall stand constantly at "danger," excepting when changed to another position to permit a train to pass, while with the latter the normal position is at "safety," the other to be shown only when an order is to be sent.
Under the first plan a train approaching a station must stop unless the signal is seen to have been changed from its normal position of "danger" to that of "safety"—from red to white. The operator in this case moves the signal and this is an indication that there are no orders for that train, although there may be for others.
The presence of an order in the hands of an operator does not, under this method, require that all trains passing shall stop. Under the other plan the signal at red indicates that the operator has orders in his hands, and no train can be allowed to pass by the simple moving of the signal, but each, on arrival, must stop and get orders, or a "clearance card" stating that there are no orders for it.
Some considerations respecting these two methods have already been advanced, and they need not be repeated here. There does not seem to be any substantial reason why the practice of permitting a train to pass, by the movement of the signal, might not be used in connection with the plan of "normal at safety" as well as with the other, and the author is under the impression that this is done on some roads.
The rule wisely requires a provision of other signals for prompt use in case the fixed signal fails to work. The machinery may break or the lights go out; and to see that this precaution is observed is an important duty of the officer having direct supervision of these matters. The non-display of a usual night signal is recognized as a reason for inquiry and caution.
Rule 525.—Operators will promptly record and report to the Superintendent the time of the departure of all trains and the direction in which extra trains are moving. They will record the time of arrival of trains and report it when so directed.
The records and reports here required are important as a means of information for the Dispatcher and as a check on operators and trains as well as a part of the permanent record. Suitable blanks must be provided for these records.