UNITED STATES RAILROAD ADMINISTRATION
W. G. McADOO, Director General of Railroads
THE DELAWARE, LACKAWANNA & WESTERN RAILROAD COMPANY
DECEMBER 15, 1918
This book is the Property of the
DELAWARE, LACKAWANNA & WESTERN RAILROAD
and is loaned to
who will be held responsible for its care. Should it be lost or destroyed, or should the emplye fail to return it to the proper official on leaving the service, the sum of fifty cents must be paid in settlement therefor.
UNITED STATES RAILROAD ADMINISTRATION
W. G. McADOO, Director General of Railroads
DELAWARE, LACKAWANNA & WESTERN RAILROAD
RULES FOR THE GOVERNMENT OF THE OPERATING DEPARTMENT
Superceding all previous rules and instructions inconsistent therewith
E. M. RINE,
Issued in accordance with the Standard Code adopted
by The American Railway Association
November 17, 1915
Effective December 15, 1918
Safety is of the first importance in the discharge of duty.
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-tables must have a copy of the current time-table with them while on duty.
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.
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 official any violations thereof.
F.-Accidents, detention of trains, failure in the supply of water or fuel, or defects in the track, bridges or signals, must be promptly reported by wire to the proper official.
G.-In furtherance of the objects of the several Federal and State "Hours of Service" laws, employes in engine, train, yard and station service are prohibited from using their time while off duty in a manner that may unfit them for the safe, prompt and efficient performance of their respective duties for the Railroad. They must use such time primarily for obtaining ample rest.
The use of intoxicants while on or off duty, or the visiting of saloons or other places where such liquor is sold, incapacitates men for railroad service and must,
therefore, be absolutely prohibited, under penalty of dismissal.
H.-The use of tobacco by employes while on duty in or about passenger stations, or on passenger cars, and smoking in or about shops, piers or freight stations, is prohibited.
J.-Employes on duty must wear the prescribed badge and uniform and be neat in appearance.
K.-Employes and others authorized to transact business at stations or on or about trains must be orderly and avoid annoyance to patrons.
L.-In case of danger to the Railroad property employes must unite to protect it.
Co-operation is required between all employes whose work or duties may be jointly affected.
Employes must keep the premises in their charge in a neat and orderly condition.
Fire apparatus must be kept ready for instant use.
M.-A person deficient in hearing, visual power or color perception, will not be employed in any branch of the service involving the use of signals or movement of engines or trains. For positions above that of laborer, each person must have at least a rudimentary education in English (reading, writing and arithmetic); which will determine the character of employment and advancement.
N.-Minors shall not be employed in train, yard or engine service, and in other service only as permitted by law, with the written consent of parents or guardians on the prescribed form.
O.-In case of injuries to persons, the names and addresses of as many witnesses as possible must be
obtained; and when an accident occurs to a train, the names and addresses of all passengers on the train.
P.-Employes must not be absent from duty without permission; they must not delegate their duties to any one else except as prescribed by the rules; they will be required to reside where the necessity of the Railroad demands.
They will be held responsible for the proper use and protection of property intrusted to their care, and on leaving the service must surrender it to the proper officer.
They must yield a willing obedience to the orders and instructions of persons appointed over them and render strict performance of duty.
R.-Employes must not place themselves in positions where the movement of a car, engine or train would injure them. In the performance of their duties in connection therewith they must know that they are fully protected as prescribed in the rules.
Employes must stand outside and clear of all main tracks while trains are passing. They must not rely on others to notify them of the approach of a train.
Employes who are careless of the safety of themselves or others will not be retained in the service.
S.-Employes are reminded that cars and engines are equipped with automatic couplers maintained in serviceable condition with the necessary attachments to save the need of going between such cars or engines when couplings are made; but if found necessary to replace or adjust the couplers, the cars, or car and engine, must be separated at least ten feet and the purpose understood by all concerned before it is undertaken.
T.-Every employe is forbidden to ride on the pilot of an engine, or to attempt to get on an engine as it approaches, either in train or yard service; they are also warned and enjoined against any and all other dangerous practices.
U.-As many of the rules apply similarly to employes in train, engine, yard and station service, and efficiency requiring uniform co-operation, it is essential that all the rules prescribing their several duties, or necessary restrictions, be uniformly understood and obeyed.
V.-Trains must be fully protected against any obstruction which interferes with their safe passage at normal speed.
W.-Employes in maintenance of way, signal and station service should notice the condition of passing trains, and, if they observe any irregularities on or under the cars, and are unable to stop the train, they must notify the train dispatcher at once.
X.-Employes on duty, in connection with train service; also, levermen in tower-houses; switch tenders; railroad and street crossing flagmen and gatemen, are prohibited from reading, engaging in unnecessary conversation, or having their attention diverted from their duties.
A.-The following named employes must wear the full regulation uniform as prescribed for each class while on duty.
Station Baggage Porters.
Policemen, including watchmen who have police powers of arrest.
Dining Car Conductors.
Chair and Club Car Porters.
Transfer Passenger and Baggage Agents.
B.-Employes are required to renew their uniforms at their own expense.
C.-The time for changing from winter to summer uniforms will be on May 1st; and from summer to winter uniforms, October 1st, each year.
D.-Superintendents will arrange for frequent inspections of uniforms, and will see that a proper standard of condition and appearance is maintained.
Unless otherwise specified, these rules are applicable without respect to the number of tracks.
TRAIN.-An engine, or more than one engine coupled, with or without cars, displaying markers.
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.
EXTRA TRAIN.-A train not authorized by a time-table schedule. It may be designated as-
EXTRA-For any extra train except passenger train extra or work train extra;
PASSENGER EXTRA-For passenger train extra;
WORK EXTRA-For work train extra.
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.
TIME-TABLE.-The authority for the movement of regular trains subject to the rules. It contains the classified schedules of trains with special instructions relating thereto.
SCHEDULE.-That part of a time-table which prescribes class, direction, number and movement for a regular train.
DIVISION.-That portion of a railroad assigned to the supervision of a Superintendent.
SUBDIVISION.-A portion of a division so designated by time-table.
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.
SINGLE TRACK.-A main track upon which trains are operated in both directions.
DOUBLE TRACK.-Two main tracks, upon one of which the current of traffic is in a specified direction, and upon the other in the opposite direction.
THREE OR MORE TRACKS.-Three or more main tracks, upon any of which the current of traffic may be in either specified direction.
CURRENT OF TRAFFIC.-The movement of trains on a main track, in one direction, specified by the rules.
STATION.-A place designated on the time-table by name, at which a train may stop for traffic; or to enter or leave the main track; or from which fixed signals are operated.
SIDING.-A track auxiliary to the main track, for meeting or passing trains.
SIDE TRACK.-A track auxiliary to the main track, for purposes other than for meeting or passing trains.
FIXED SIGNAL.-A signal of fixed location indicating a condition affecting the movement of a train.
YARD.-A system of tracks within defined limits pro-
NOTE to DEFINITION of FIXED SIGNAL.-The definition of Fixed Signal covers such signals as switch targets, train order, block, interlocking, semaphore, disc, banner, ball or other means for displaying indications that govern the movements of trains; also, SLOW, STOP, RESUME SPEED and YARD LIMIT signs.
vided 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.
YARD ENGINE.-An engine assigned to yard service and working within yard limits.
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.
PILOT ENGINE.-An engine in charge of a person acting as pilot authorized to move trains around an obstruction.
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.
1. Standard time obtained from Washington, D. C., observatory, will be transmitted to all points from designated offices at 12.00 M. daily.
2. Watches that have been examined and certified to by a designated inspector as being of the prescribed standard must be used by Trainmasters, Yardmasters, Conductors, Enginemen, Train Flagmen, Road Foremen of Engines, Yard Engine Foremen, Station Masters, Agents and Operators handling train orders; Signalmen, Supervisors, Inspectors, Maintainers, and Repairmen of signals; Roadmasters, Track Supervisors, Track Foremen, Foremen of Bridges; all persons authorized to move motor cars, velocipedes, hand cars
or push cars on the main tracks, and such other employes as may be designated.
Watches must be inspected every January, April, July and October, when certificates on the prescribed form must be renewed and filed with the Superintendent.
Conductors and Enginemen must report to an inspector once every two weeks, and other designated persons once every month, in order that the condition of their watches may be noted and a record of performance made on standard comparison cards and prescribed record by the inspector. Watches must not be set or regulated, except by inspectors, to whom they must be taken at once if they do not show correct time.
3. Watches of Conductors and Enginemen, and other designated employes in train service must be compared daily before commencing work, with a clock designated by time-table as a standard clock. The time when watches are compared must be registered on a prescribed form. Employes not having access to a Standard Clock must compare their watches daily with those of conductors or enginemen who have standard time and have registered.
Conductors must compare time with Enginemen and Flagmen before starting on a trip or commencing work.
4. Each timetable from the moment it takes effect, supersedes the preceding timetable, and its schedules take effect on any division or subdivision, at the leaving time at their initial stations on such division, or subdivision. 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 timetable.
Schedules on each division or subdivision, date from their initial stations on such division, or subdivision.
Not more than one schedule of the same number and day shall be in effect on any division, or subdivision.
5. Not more than two times are given for a train at any 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 indicated, the time applies to the switch where an inferior train enters the siding; where there is no siding it applies to the place from which fixed signals are operated; where there is neither siding nor fixed signal, it applies to the place where traffic is received or discharged. Schedule meeting or passing stations are indicated by figures in full-faced type.
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.
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 schedules when the difference in times of trains is five minutes or less.
6. The following signs when placed before figures of the schedule indicate:
"s" -Regular stop.
"f" -Flag Stop to receive or discharge passengers or freight.
Other references will be shown and explained in the time-tables.
7. Employes whose duties may require them to give signals must provide themselves with the proper appliances, keep them in good order and ready for immediate use.
8. Flags of the prescribed color must be used by day, and lights of the prescribed color by night.
9. Day signals must be displayed from sunrise to sunset, but when day signals cannot be plainly seen, night signals must be used in addition. Night signals must be displayed from sunset to sunrise.
11. To insure full protection of trains, red and green fusees must be used in addition to other signals when necessary.
A train finding a fusee burning red on or near its track must stop and extinguish the fusee, and then proceed with caution prepared to stop short of train or obstruction.
(a). A train finding a fusee burning green on or near its track must proceed with caution, prepared to stop short of train or obstruction.
HAND, FLAG, AND LAMP SIGNALS - Continued
13. Any object waved violently by any one on or near the track is a signal to stop.
When a train has one engine, signals to the engineman must be given according to the way the engine is headed. When a train has more than one engine either headed in opposite directions or placed in different parts of the train, the conductor must have perfect understanding with the enginemen and train crew to insure proper compliance with signals.
ENGINE WHISTLE SIGNALS
14. NOTE.-The signals prescribed are illustrated by "o" for short sounds; "-" for longer sounds. The sound of the whistle should be distinct, with intensity and duration proportionate to the distance the signal is to be conveyed.
15. The explosion of two torpedoes is a signal to reduce speed and look out for a train ahead or obstruction. The explosion of one torpedo will indicate the same as two, but the use of two is required.
(a). Torpedoes must not be placed near stations, rail joints, public crossings, or places where persons might be injured by them.
(b). Torpedoes exploded by motor cars, hand cars, velocipede and other similar cars must be replaced.
17. The headlight 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 the main track, or is standing to meet trains at the end of double track or at junctions.
(a) When there are more trains at a meeting point than the siding will hold, the headlight of the leading engine must not be concealed.
(b) When an engine is running backward a white light must be displayed by night on the rear of the tender.
18. Yard engines will display the headlight to the front and rear by night. When not provided with a headlight at the rear, a white light must be displayed. Yard engines will not display markers.
19. (SINGLE TRACK). The following signals will be displayed on each side of the rear of every train, as markers, to indicate the rear of the train:
By day, green (or yellow) flags, or marker lamps (not lighted.)
By night, green (or yellow) lights to the front and side and red lights to the rear; except when the train is clear of the main track, when green(or yellow) lights must be displayed to the front, side and rear.
A train with a caboose on the rear will display, in addition to the above signals, a top light showing red to the rear and green to the front, except when the train is clear of the main track, when the top light will show white to the front and green (or yellow) to the rear.
(a). (DOUBLE TRACK). 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, green (or yellow) flags, or marker lamps (not lighted).
By night, green (or yellow) lights to the front and side and red lights to the rear; except when the train is clear of the main track, when green (or yellow) lights must be displayed to the front, side and rear, and except when a train is turned out against the current of traffic, when green (or yellow) lights must be displayed to the front and side, a green (or yellow) light to the rear on the side next to the main track on which the current of traffic is in the direction the train is moving, and a red light to the rear on the opposite side.
A train with caboose on the rear will, in addition to the above signals, display on the rear of the train a top light showing red to the rear and green to the front, except when the train is turned out against the current of traffic, or is clear of the main track, when the top light will show white to the front and green (or yellow) to the rear.
By night, before switch is opened, or any move made to return to main track, the marker lights and also the cupola light must be changed so that all of the lights will show red to the rear.
(b). (THREE OR MORE TRACKS). 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, green (or yellow) flags, or marker lamps (not lighted): By night, on passenger track with the current of traffic, green (or yellow) lights to the front and side, and red lights to the rear.
On freight track with the current of traffic, or on any track against the current of traffic, green (or yellow) lights to the front and side, a green (or yellow) light to the rear on the side next the passenger track
on which the current of traffic is in the direction the train is moving, and a red light to the rear on the opposite side. When clear of main track, green (or yellow) lights to the front, side and rear.
A train with caboose on the rear will, in addition to the above signals, display on the rear of the train a top light showing red to the rear and green to the front, except when on any track other than the passenger track with the current of traffic, when the top light will show white to the front and green to the rear.
(c). During snow and sleet storm by day, the lights in marker lamps must be kept burning to prevent snow or ice obscuring them. (See Rule 9.)
20. All sections 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.
(a) On double track, and on three and four-track portions of the road, the display of white flags and white lights will be omitted on all extra trains, except trains composed entirely of passenger equipment with or without caboose.
22. When two or more engines are coupled, the leading engine only shall display the signals as provided in Rules 20 and 21, except where the helping engine becomes the leading engine, when the signals must also be displayed on that engine.
23. One flag or light displayed where in Rules 20, 21 and 21(a) two are prescribed, will indicate the same as two; but the proper display of all 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.
25. Each car of a passenger train must be connected with the engine by a communicating signal appliance.
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. 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, 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, and the fact reported to the Superintendent. Conductors and Enginemen using a switch where the switch light is imperfectly displayed or absent, must also, if practicable, correct or replace the light.
28. A combined green and white signal will be used to stop a train only at the flag stations indicated on its schedule. When it is necessary to stop a train at a point that is not a flag station on its schedule, a red signal must be used.
29. When a signal, except a fixed signal, is given to stop a train, it must, unless otherwise provided, be acknowledged as prescribed by Rule 14(g) or (h).
30. The engine bell must be rung when an engine is about to move and while approaching and passing
public crossings at grade, when running through tunnels and yards, along the streets of towns and cities, and when passing a train standing on an adjacent track.
31. The whistle must be sounded at all places where required by rule or by law.
32. The unnecessary use of either the whistle or the bell is prohibited.
33. Watchmen stationed at highway crossings must use stop signals when necessary to stop trains. They will use prescribed signals to stop highway traffic.
34. The engineman and fireman must, when practicable, communicate to each other by its name the indication of all signals affecting the movement of their train.
35. The following signals will be used by flagmen:
Day signals -A red flag, Torpedoes and Fusees.
Night signals-A red light, A white light, Torpedoes and Fusees.
36. When a portion of track is impaired, requiring reduced speed, a caution signal must be displayed a sufficient distance in each direction on single track and against the current of traffic on double, three or more tracks. A "resume speed" sign will be displayed to indicate the point at which speed may be resumed.
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.
72. Trains of the first class are superior to trains of the second class; trains of the second class are superior to trains of the third class, and so on.
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.
81. (DOUBLE, THREE OR MORE TRACKS.) Trains must run with the current of traffic, as specified by time-table, unless otherwise directed by proper authority.
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.
83. (SINGLE TRACK.) A train must not leave its initial station on any division, or subdivision, or a junction, or pass from double to single track, until it has been ascertained that all trains due, which are superior, or of the same class, have arrived or left. Stations at which train registers are located are designated by time-table.
(a). (DOUBLE, THREE OR MORE TRACKS.) A train must not leave its initial station on any division, or subdivision, or a junction, until all superior trains
due have left. Stations at which train registers are located are designated by time-table.
84. A train 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.
Trains of one schedule may pass trains of another schedule of the same class, and extra trains may pass and run ahead of second and third class and extra trains.
A section may pass and run ahead of another section of the same schedule, 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.
86. Unless otherwise provided, an inferior train must clear the time of a superior train, in the same direction, not less than five minutes; but must be clear at the time a first-class train, in the same direction, is due to leave the next station in the rear where time is shown.
(a). (DOUBLE, THREE OR MORE TRACKS.) Extra trains must clear the time of regular trains five minutes, unless otherwise provided.
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.
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.
At meeting points between extra trains, the train in the inferior time-table direction must take the siding, unless otherwise provided.
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.
(a). A train holding the main track at a meeting point must at once adjust the switch for the opposing train. The employe who adjusts the switch must protect it, unless relieved by some other competent employe.
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 the siding when practicable. If necessary to back in, the train must first be protected as prescribed by Rule 99, unless otherwise provided.
90. Trains must stop at schedule meeting points if the train to be met is of the same class, unless the switch is right and the track clear.
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.
Trains must stop clear of the switch used by the train to be met in going on the siding.
The engineman will give signal 14(n) at least one mile before reaching a schedule meeting point with a train of the same or superior class, or a point where by train order the train is to meet or wait for an opposing
train. Should the engineman fail to give signal 14(n) as herein prescribed, the conductor must take immediate action to stop the train.
91. Unless some form of block signals is used, trains in the same direction must keep at least five minutes apart, except in closing up at stations. A train following a train carrying passengers must keep at least ten minutes behind it.
92. A train must not arrive at a station in advance of its schedule arriving time. A train must not leave a station in advance of its schedule leaving time.
93. Yard limits are indicated by "Yard Limit" signs. Within yard limits the main tracks may be used by protecting against other trains as prescribed by special instructions in the time-tables.
94. A train which overtakes another train 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 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.
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.
(a). If an accident occurs to a train between stations so that assistance is required, a message signed by the conductor and engineman must be sent from the nearest point of communication to the Superintendent, giving full particulars and the location of the train as nearly as possible and stating that the train or engine will not be moved and will be protected in both directions until the required assistance arrives.
95. Two or more sections may be run on the same schedule. Each section has equal time-table authority.
A train must not display signals for a following section, except as prescribed by Rule 85, without orders from the Superintendent.
96. On single track, when signals displayed for a section are taken down at any point before that section arrives, the conductor, if there be no other provision, will 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 that purpose, to notify all opposing trains that the section for which signals were displayed has not arrived, and, in addition, the conductor must notify all opposing inferior trains, or trains of the same class, until the fact that the signals were carried has been registered at the next register station.
97. On single track extra trains must not be run without train orders.
(a) On double, three or more tracks, extra trains, may be run with the current of traffic without train orders, except when restricted by time-table instructions.
(b). Trains must procure clearance card Form A, issued on authority of the train dispatcher, at initial stations and at other points as designated by time-table instructions.
98. Trains must approach the end of double track, junctions, railroad crossings at grade, and drawbridges, with caution. Where the approach to such crossings or drawbridges is not governed by interlocking signals, trains must stop not less than 200 feet nor more than 800 feet distant before crossing.(
a). Trains using a siding must proceed with caution, expecting to find it occupied by other trains.99. When a train stops, 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, and will there place two torpedoes on the rail two rail lengths apart on the engineman’s side. He will remain at this point until recalled.
(a). If a following train is within sight or hearing before the flagman has reached a point insuring full protection, he must, at once, place two torpedoes on the rail, and at night or in fog or stormy weather or where the view is obscured, he will, in addition, display a lighted red fusee, and continue toward the approaching train, displaying stop signals until they are answered and the train arrives.
(b). If recalled before reaching a point insuring full protection and a following train is within sight or hearing, the flagman must, at once, place two torpedoes on the rail, and at night or in fog or stormy weather or where the view is obscured, in addition, display a lighted red fusee, and continue toward the approaching train displaying stop signals until they are answered and the train arrives. If there is no train within sight or hearing the flagman may return, first placing and leaving two torpedoes on the rail two rail lengths apart, and at night or in fog or stormy weather or where the view is obscured, he will, in addition, leave a lighted green fusee upright outside the rail on the engineman’s side.
(c). Men recalled after reaching a point insuring full protection, if a following train is within sight or hearing, the flagman must display stop signals, and at night or in fog or stormy weather or where the view is obscured, he will, in addition, display a lighted red fusee and remain until the following train arrives. If there is no following train within sight or hearing the flagman may return, leaving the torpedoes as placed, and at night or in fog or stormy weather or where the view is obscured, he will, in addition, leave a lighted green fusee upright, outside the rail on the engineman’s side.
(d). The front of a train must be protected in the same way, when necessary, by the head trainman or baggageman, and, when they are not available, by the fireman.
(e). In stormy weather, or fog, the flagman must not be recalled when a first-class train is due.
(f). 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 green fusees must be thrown off at proper intervals.
(g). Fixed Signals do not relieve conductors, enginemen or flagmen from the responsibility of properly protecting their trains as prescribed in the rules.
(h). When practicable, torpedoes must be placed on straight line. If absolutely necessary to place them on a curve, and engineman’s side is on outside of curve, two additional torpedoes must be placed on the opposite rail. Conductors and enginemen are responsible for the protection of their trains.
100. When the flagman goes back to protect the rear of the train, the baggageman must, in the case of passenger trains, and the next trainman in the case of other trains, take his place on the train.
(a). When day signals cannot be plainly seen, night signals also must be used.
(b). When the flagman is recalled, if there is not a clear view for at least one-half mile in the rear of the train, it must be moved ahead a sufficient distance to insure safety while waiting for the flagman.
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. If a train should part while in motion, the engineman and trainmen must, if possible, prevent damage to the detached portions.
If on a heavy ascending grade, trainmen must prevent detached portion from running back by prompt application of the hand brakes.
(b). The signals prescribed by Rules l2(e) and 14(f) must be given, and the front portion of the train kept moving until the detached portion is stopped.
(c). The front portion will then go back to recover the detached portion following a flagman and moving with caution. The detached portion must not be moved or passed until the front portion comes back.
(d). When practicable, the front portion of the train should be side-tracked, and the engine returned light for the detached portion.
(e). The engineman and trainmen must give the train-parted signal to trains running on adjacent tracks. A train receiving this signal or being otherwise notified that a train on an adjacent track has parted, must immediately reduce speed and proceed with caution until the separated train is passed.
103. When a disabled train obstructs another track, trains on that track as well as following trains on its own track, must be protected.
(a). When a train is stopped by an emergency application of the air brakes, or by some unknown cause, adjacent tracks must at once be protected until it is ascertained that they are clear and safe for the movement of trains.
104. 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 front of the leading car, and when signals from the trainman cannot be seen from the engine the movement must be stopped until the way is known to be clear.
(a). When a train is shifting over a highway crossing where there is no watchman, a trainman must be stationed on the crossing to give warning to the public.
105. During heavy rains causing flood, trains must run under perfect control, and the track, culverts and bridges must be examined and known to be in condition for safe passage. Conductors must report the particulars to the Superintendent from the first available point of communication and await instructions.
106. Messages or orders, respecting the movement of trains or the condition of track, bridges or signals must be in writing.
107. 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, but when practicable, the engineman must see that the switches nearest the engine are properly set.
A switch must not be left open for a following train unless in charge of a trainman of such train.
108. While a train is waiting to cross over, and during the passage of another train on any main track, both switches of any cross-over leading to such track must be locked in the normal position.
When using such cross-over, the switch in track to which train is crossing over must be thrown first.
When trains are standing in sidings, the derails and main track switches must be locked in normal position.
109. At meeting or passing points, the employe attending the switch must secure it in proper position, and then stand at least ten feet away from the switch
until the train using it, and the train or trains to be met or passed, have entirely cleared.
110. The normal position of derail devices will be to derail.
111. Switches leading from sidings, other than main track switches, must be set and secured for the siding, except such switches used as derails and covered by special instructions.
112. Enginemen must know that the switches and derails are properly set before they attempt to pull in or out of sidings. When a train has backed on a siding to meet or be passed by another train, the engineman must know that the switch is set for the main track and the derail in normal position.
(a). No attempt must be made to throw a switch until the last wheels are off the switch rails.
113. Employes should not get off the front end of a caboose or passenger car, but the rear end, to change a switch for their train to enter upon another track. The person who locks a switch must grasp the chain and pull the lock to see that it is securely fastened, and know that the switch rails are in proper position.
114. If any main track switch is found to be defective, or to have a defective lock, the switch must be secured, and the fact reported at once by wire to the Superintendent by the person who discovered it.
115. Both the conductor and engineman are responsible for the safety of their train by careful observance of the rules, and, under conditions not provided for by the rules, must take every precaution for its protection.
116. Trains must use caution in passing a train receiving or discharging passengers at a station, and,
except where proper safeguards are provided or the movement is otherwise protected, must not pass between it and the platform at which the passengers are being received or discharged.
(a). A local passenger train must not arrive at a station when a passenger train on the opposite track, scheduled not to stop, is approaching.
(b). When an extra train is receiving or discharging passengers or a regular train making other than schedule stops, or making schedule stops on other than its assigned track, the conductor and engineman must see that passengers are protected against other trains.
(c). When a passenger train runs by a station or other stopping place, the conductor and trainmen must not permit passengers to alight until the train has backed to the proper location. The engineman must not back the train until he has received the signals prescribed by Rule 12(d) or 16(c). Great care must he exercised to avoid injury to passengers and other persons.
117. When practicable to avoid it a train must not be allowed to stand on a curve between stations, and no longer than actually necessary at any point.
118. In case of doubt or uncertainty the safe course must be taken.
150. (DOUBLE TRACK.) Trains must keep to the right, unless otherwise provided.
151. (DOUBLE TRACK.) Except where otherwise restricted, freight trains on double track having work to do on an opposite main track may cross over, under protection, unless a passenger train is due, or an approaching freight train is in sight.
152. (DOUBLE TRACK.) When a train crosses over to or obstructs another main track, unless otherwise provided it must first be protected as prescribed by Rule 99 in both directions on that track. 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, the train of greatest importance will take precedence.
153. (THREE or MORE TRACKS.) The use of three or more main tracks, both as to the class and the current of traffic, will be designated on the time-table or by special instructions.
154. When on double track trains are detoured from their proper track to run against the current of traffic on the opposite track, between the hours of 7.00 A.M. and 6.00 P.M., the first train or pilot engine so moving will run at slow speed over the detouring section, irrespective of distance, and following trains, day and night, run under control. Where the view is obstructed by curvature or otherwise, reverse train movements must be made with extreme care, enginemen keeping sharp lookout for stop or slow signals, and for bridgemen, line repairmen, signal maintainers, and other persons authorized to run hand-cars, etc., moving on such cars or at work, and be prepared to stop on short notice. Enginemen will give warning by frequent use of engine whistle upon approaching such localities.
(a). Station agents will be notified by the Superintendent, but all employes at work between stations will regard the reverse movement of such first train or pilot engine as notice that other trains are to follow, and train movements in both directions to continue on that track until notice is received that traffic is resumed
normally on both tracks, or indicated by the passage of a train in proper direction on the track which had been obstructed. During the period of detouring, trackmen and bridgemen will protect their work and movements in both directions, as required on single track.
155. Should a train carrying mail be diverted from its regular track so that mail cannot be caught from the crane, or delivered with safety, the train must stop to receive or deliver the mail, and the trainmen will give the necessary assistance and advance notice to postal clerks.
156. A passenger car, either occupied or empty, must not be handled with air brakes inoperative, in placing it in or taking it out of a train, or when handling it in yard movement while occupied by passengers.
157. When passenger train cars are to be separated for any purpose, gates at the end of vestibules, or the guard chains on open platform cars, must be closed and a trainman stationed on such open platforms at the point of separation, to prevent accident to passengers.
158. Side doors and trap doors on all vestibule cars (including rear end of rear car) of passenger trains must be kept closed while train is running.
(a). The rear platform gate on each rear vestibule car must be kept closed continuously.
159. When cars are to be placed on a track where other cars occupied by passengers are standing, they must not be detached front the engine until stopped and secured in the proper location.
This rule applies also to cars containing live stock or explosives, to avoid rough handling and shock.
160. When coupling passenger cars, any one of which is occupied, a stop must be made at a point about
ten (10) feet from the standing portion. Occupied Passenger cars must not be detached while being moved.
161. Bulletin boards are maintained for posting General Orders, special notices and instructions, etc., at points designated on the time-table. They must be examined by all concerned before going on duty.
162. Switch keys may be furnished only to employes whose duties actually require their use, for which receipt on the prescribed form will be required.
NOTE.-Where the term "telegraph", or "telegraph office", is used in these rules, it applies alike to a telephone or telephone office where the telephone is used for the transmission of train orders.
201. For movements not provided for by time-table, train orders will be issued by authority and over the signature of the Superintendent. 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.
(a). Only one person at a time shall govern trains by train orders within the same limits.
202. Each train order must be given in the same words to all persons 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 engineman, and also to
any one who acts as its pilot. A copy for each person addressed must be supplied by the operator. Orders addressed to operators restricting the movement of trains must be respected by conductors and enginemen the same as if addressed to themselves.
205. Each train order must be written in full in a book provided for the purpose in the train dispatcher’s office; 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. In train orders regular trains will be designated by their numbers, as "No. 10," and sections as "Second No. 10." Extra trains will be designated by engine numbers and the direction, as "Extra 798 ’East’ or ’West.’" Time will be stated in figures.
In transmitting train orders by telephone the names of stations must be plainly pronounced, and then spelled, letter by letter, thus: Aurora, A-u-r-o-r-a; all numerals must be pronounced and then followed by spelling, thus: 105, 0-n-e N-a-u-g-h-t F-i-v-e; The train dispatcher must write the order as he transmits it under-scorng it as it is being repeated. The letters duplicating names of stations and numerals will not be written in the order book nor upon train orders.
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."
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 at the meeting or waiting point must be delivered to trains affected until all have arrived from one direction.
A train order must not be sent to a superior train at the meeting point if it can be avoided. When a train order is so sent, the fact will be stated in the order and special precautions must be taken to insure safety.
209. Operators receiving train orders must write them in manifold during transmission. If they cannot at one writing make the requisite number of copies, they must make others from one of the copies previously made, and repeat to the train dispatcher from the new copies each time additional copies are 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 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 enginemen. The copy for each engineman must be delivered to him personally by the conductor.
The conductor must read the order aloud to the operator; and the engineman must read his copy aloud to the conductor before proceeding.
Enginemen must show train orders of any form to firemen and when practical to forward trainmen. When practicable conductors must show train orders to trainmen.
211. When a "l9" 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 must 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. But when delivery to engineman will take the operator from the immediate vicinity of his office, the engineman’s copy will be delivered by the conductor.
(a). (SINGLE TRACK.) A "19" train order must not be sent to a train, the superiority of which is thereby restricted.
(b). (DOUBLE, THREE OR MORE TRACKS.) When a "19" train order restricting the superiority of a train
is issued for it at the point where such superiority is restricted, the train must be brought to a stop before delivery of the order.
212. When so directed by the train dispatcher, a train order may be acknowledged before repeating, 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.
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.
2l4. 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.
217. A train order to be delivered to a train at a point not a train order office, or at a point Where the office is closed, must be addressed to "C. and E. (Train Number) at (Station), care of (Person delivering)," 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 Superintendent.
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 sent to the Superintendent.
218. When a train is named in a train order by its schedule number alone, all the sections of that schedule are included, and each must have copies delivered to it.
219. An operator must not repeat or give the "X" response to a train order for 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 engineman to 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 schedule as prescribed by Rules 4 and 82, or is annulled.
When a conductor or engineman is relieved, (or if both are relieved) before the completion of a trip, all train orders and instructions held by them must
be delivered to the relieving conductor or engineman. Such orders or instructions must be compared by the conductor and engineman before proceeding.
221. A fixed signal must be used at each train order office, which shall indicate "stop" when trains are 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", followed by the direction, he must immediately display the "stop signal" for the direction indicated and then reply "stop displayed" adding the direction; 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 Superintendent from the next available point of communication.
Where the semaphore is used, the arm indicates "stop" when horizontal (displaying at night a red light), and "proceed" when in a vertical or diagonal position (displaying at night a white light).
(a). At an office not equipped with a fixed train order signal or a block signal used for that purpose, a red flag by day, and in addition a red light by night, must be displayed for the proper track to stop trains for orders.
When the view is obscured by storm or fog two torpedoes must be placed and left on the rail 30 feet apart (see rule 15) at least five hundred feet from, and
in addition to the red signals, in the direction of the train for which the orders are held.
(b). Unless some form of block signals is used, operators at open telegraph offices will display train order signal at "stop" for ten minutes immediately after departure of each passenger train and five minutes after departure of other trains. Trains so held will be given a clearance card (Form A) stating what the signal is for and showing time of departure of preceding train.
(c). When a train order office, which is provided with a fixed signal, is closed for the night, the signal must be displayed in the clear position with the light extinguished. When a train order office is open at an irregular hour, operators must use red flags, red lights and torpedoes in the manner prescribed in Rule 221 (a), in addition to fixed signals where fixed signals are provided, to stop trains.
(d). A train approaching a train order signal displayed against it must acknowledge the signal as prescribed by Rule 14 (g), after which, if necessary and if right, schedule and other signals permit, the train or any portion of it may pass the train order signal, to make the usual stop for the station or to clear adjoining tracks. The train shall not afterward proceed without a clearance card (Form A).
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 will observe the rear of trains and report at once to the Superintendent if the proper signals are not displayed.
223. The following signs 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 Engineman.
X-Train will be held until train order is made "complete."
O S-Train report.
Dispr--for Train Dispatcher.
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.
224. The Rules for movement of trains by train orders apply in all respects, and the same general method will be observed in the transmission of orders by telephone as by telegraph.
225. All figures and names of stations in train orders must be spelled out, letter by letter, by the train dispatcher in giving the order and by the operators in repeating. (See Rule 206).
226. The telephone train-order circuit is under the sole charge and direction of the train dispatcher.
227. When not in use the telephone receiver must be on the hook. The telephone must not be allowed to come in contact with telegraph keys or other telegraph instruments.
228. Testing switches should be left in normal position unless otherwise directed by the train dispatcher. After completion of a test the switch should be restored to normal position.
229. The train dispatcher is cut in on the telephone circuit at all times, so that operators may report trains without calling the train dispatcher, simply give first the name of the station and then the report.
230. In calling train dispatcher operators will take off receiver and listen. If line is not in use, first announce name of station or telephone booth, then proceed with conversation.
231. In answering calls operators need only give name of station.
232. At offices provided with facilities for use of telephone by trainmen from outside of the station building, while office is closed, operators will, before leaving office, withdraw push button from transmitter circuit key and insert a small wooden plug in place of the button, in order to keep circuit closed. After inserting the plug call the train dispatcher for test to make sure that connection is perfect. When sound of selector bell indicates that battery is weak, notify train dispatcher to arrange for renewal.
233. In using telephone best results are obtained by speaking directly into transmitter in a moderate tone of voice.
234. An operator’s efficiency will be gauged by his ability to hear and enunciate clearly and write legibly.
235. When communicating with a station, if the train dispatcher can be heard but cannot hear, the wire connecting station batteries, or the wire leading from the battery to the induction coil, is broken, or the cord tip entering transmitter is broken or disconnected.
236. If the trouble cannot be located, operator should talk in a loud tone into the receiver instead of transmitter. If train dispatcher can hear but cannot be heard, operator will find a loose cord or broken connection in the box containing the induction coil or the wires leading to receiver broken, disconnected or crossed. Report trouble immediately to the train dispatcher.
NOTE.-In the forms of train orders, the words and figures in italics are examples indicating the manner in which the orders are to be filled out.
Fixing Meeting Points of Opposing Trains
(1) No. 1 meet No. 2 at B.
No. 3 meet Second 4 at B.
No. 5 meet Extra 95 east at B.
Extra 652 north meet Extra 231 south at B.
(2) No. 2 and Second 4 meet Nos. 1 and 3 at C and Extra 95 west at D (and so on).
No. 1 meet No. 2 at B Second 4 at C and Extra 95 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.
Directing a Train to Pass or Run Ahead of Another Train
(1) No. 1 pass No. 3 at K.
Both trains will run according to rule to the designated point and there arrange for the rear train to pass promptly.
(2) No. 6 pass No. 4 when overtaken.
Both trains will run according to rule until the second-named train is overtaken and then arrange for the rear train to pass promptly.
(3) 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.
(4) Extra 95 west run ahead of No. 3 B until overtaken.
The first-named train will run ahead of the second-named train from the designated point until overtaken, and then, arrange for the rear train to pass promptly.
(5) No. 1 pass No. 3 at K and run ahead of No. 7 M to Z.
When an inferior train receives an order to pass a superior train, right is conferred to run ahead of the train passed from the designated point. Unless some form of block signals is used, the following train will run with caution, looking out for the designated train ahead until the order is fulfilled.
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 train arrives, it may proceed, keeping clear of the opposing train as many minutes as such train was before required to clear it under the rules. 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 87 east has right over No. 8 F to A.
The regular train must not go beyond the point last named until the extra train has arrived, unless directed 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.
(1) No. 1 run 50 mins. late A to G.
This makes the schedule time of the train named, between the stations mentioned, 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) No. 1 run 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 mentioned, 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.
(3) 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.
(4) Nos. 1 and 3 wait at N until 9.59 a. m.
P until 10.30 a. m.
R until 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.
(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. 65.
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.
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 Seond 1 at H. Following sections change numbers accordingly.
The engine named will drop out at U, 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.
If the second-named engine is the last section, the words "display signals and" will be omitted.
Following sections need not be addressed.
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.
(1) Eng. 99 run extra A to F.
(2) Eng. 99 run extra A to F and return to C.
The extra must go to F before returning to C.
(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 moving, protect itself against extras 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:
(2) Not protecting against eastward extra trains.
The work extra will protect only against westward extra trains. The time of regular trains must be cleared.
(3) Not protecting against extra trains.
Protection against extra trains is not required. 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:
(4) 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.
(5) 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 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, on single track, a work extra is to be given exclusive right over all trains the following form will he used.
(6) 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.
When, on double track, a work extra is to be given exclusive right over all trains the following form will be used.
(7) Work Extra 292 has right over all trains on eastward and westward 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.
Work extras must give way to all trains as promptly as practicable.
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.
The working limits should be as short as practicable, to be changed as the progress of the work may require.
Hold No. 2.
Hold all, or eastward, trains.
When a train has been 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.
These orders will be addressed to the operator and acknowledged in the usual manner, and will be delivered to conductors and enginemen of all trains affected.
Form J will be used only when necessary to hold trains until orders can be given, or in case of emergency.
Annulling a Schedule or a Section
No. 1 due to leave A Feb. 29th is annulled A to Z.
Second 5 due to leave E Feb. 29th is annulled E to G.
The schedule or section annulled becomes void between the points named and cannot be restored.
Annulling an Order
Order No. 10 is annulled.
If an order which is to be annulled has not been delivered to a train, the annulling order will be addressed to the operator, who will destroy all copies of the order annulled but his own, and write on that:
Annulled by Order No. _____.
An order which has been annulled must not be reissued under its original number.
Annulling Part of an Order
That part of Order No. 10 reading No. 1 meet No. 2 at S is annulled.
That part of Order No. l2 reading No. 3 pass No. 1 at S is annulled.
Superseding an Order or a Part of an Order
This order will be given by adding to prescribed forms the words "instead of _____"
(1) No. 1 meet No. 2 at C instead of B.
(2) No. 3 pass No. 1 at D instead of C.
(3) No. 1 has right over No. 2 G to R instead of X.
(4) No. 1 display signals for Eng. 85 A to Z, instead of G.
An order which has been superseded must not be reissued under its original number.
When a train is directed by train order to take siding for another train, such instructions apply only at the point named in that order, and do not apply to the superseding order unless so specified.
Providing for a Movement Against the Current of Traffic
(1) No. 1 has right over opposing trains on No. 2, or eastward, track C to F.
The designated train must use the track specified between the points named and has right over opposing trains on that track between those points. Opposing trains must not leave the point last named until the designated train arrives.
An inferior train between the points named moving with the current of traffic in the same direction as the designated train must receive the copy of the order, and may then proceed on its schedule, or right.
This order may be modified as follows:
(2) After No. 4 arrives at C No. 1 has right over opposing trains on No. 2, or eastward, track C to F.
The train to be moved against the current of traffic must not leave the first-named point until the arrival of the first-named train.
A train must not be moved against the current of traffic until the track on which it is to run has been cleared of opposing trains.
Providing for the Use of a Section of Double Track as Single Track
No. 1, or westward, track will be used as single track between F and G.
If it is desired to limit the time for such use, add from 1.01 P. M. to 3.01 P. M.
All trains must use the track specified between the stations named and will be governed by rules for single track.
Trains running against the current of traffic on the track named must be clear of the track at the expiration of the time named, or protected as prescribed by Rule 99.
(Double, Three or More Tracks) Providing for the Use of Pilot Engine
Engine 379 pilot No. 7 and Extra 890 west over Eastward track "A" to "B" under proper protection.
This order must not be given until the track mentioned is cleared of all trains between the stations named.
All trains mentioned in the order must have copies and be governed accordingly.
Pilot Eng. 379 must be protected at "A" and "B" and no train shall move between these points except those in charge of the pilot engine.
250. The Superintendent of Telegraph, Telephone and Wireless will report to the General Superintendent. He will also communicate freely with Superintendents and Chief Train Dispatchers in regard to the condition of the lines and the service on their respective divisions.
251. He is in charge of the management and maintenance of the Telegraph, Telephone and Wireless System, Standard time, Commercial telegraph business transacted at the offices of the Railroad and has jurisdiction over employes in so far as their duties pertain to these matters. He is also in charge of the electric light service.
252. Telegraph and Telephone operators report to and receive instructions from the Chief Train Dispatcher.
253. Operators at a station must conform to the instructions of the station agent when not interfering with their duties as operators. They must be constantly on duty during the hours assigned to them. Any leave of absence must be obtained from the Chief Train Dispatcher.
254. Each office is in charge of the day operator. Where two or more operators are employed during the day or night, there must be continuous service during the prescribed hours.
255. Where both day and night operators are employed, each must remain on duty until relieved and
the relieving operator must be fully informed of unfinished business, over due trains, important messages awaiting transmission or delivery, etc.
256. They must not leave their office when a train is due or at their station, unless required, by duties connected with the train, first ascertaining whether there are any orders for such train.
257. Operators must keep record of the times of trains passing their office and such other offices as may be required. When leaving the office where there is no relieving operator, they must place a card in the window, showing where they can be found.
258. They must keep the Train Dispatcher advised of heavy fog and severe storm, and (except where block signals are in use) must hold the train order signal at Stop to keep trains the required time apart.
259. They must note whether or not signals are displayed for trains following and must report at once to the Superintendent if markers are not displayed as prescribed by Rule 19.
260. They must give particular attention to the adjustment of their instruments and be ready at any time to receive train orders.
261. Telegrams must show date, time sent and received, and initials of the operators by whom sent and received. Care must be taken in preserving and filing away telegrams which have been transmitted.
262. The wires should not be used for transmission of railroad messages, which may, without detriment to the Railroad’s interest be sent by train mail. The attention of any person offering such messages should be called to this rule, and if it is insisted upon that
the wires be used, the message should be transmitted and then forwarded by mail to the Superintendent of Telegraph with a statement of the facts.
263. Operators are personally responsible for correct transmission and prompt delivery of all telegrams handled through their respective offices, and must make special effort to obtain prompt answers to important messages requiring answer, and when unable to deliver a message or to obtain a required answer, the office from which the message was received should be promptly notified.
264. Telegrams unavoidably delayed in transmission, also those filed late in the day which do not require action or a reply before morning, will be forwarded by train mail when addressed to points which can be reached by 8.00 A.M. of the following day. A record of messages so handled must be kept and filed with messages transmitted from that office. When telegrams are thus forwarded, the special form of envelope mast be used.
265. Operators must read all special instructions printed in current time-table and be thoroughly conversant with those in any way relating to their duties. They must be conversant with the rules relating to the movement of trains by train orders, and fully realize their own responsibility.
266. They must also be conversant with any state or federal laws pertaining to their duties and must avoid any violation thereof.
267. Only officers of the Railroad, and persons employed in the telegraph offices, will be permitted within the office enclosure.
268. Operators must consider all messages strictly confidential, and not permit them to be read by any
persons except those to whom they are addressed, nor make their contents the subject of conversation or remarks. Messages must be transmitted as written without abbreviation or alteration.
269. Any officer of the Railroad may call for the original or copy of any railroad message sent or received by him or any of his subordinates.
270. The Superintendent of Telegraph may call for the original or copy of any message.
271. When original messages are taken, copy must be left in files showing disposition of the original.
272. No alteration, addition or erasure will be allowed upon original messages after transmission.
273. Students may be allowed in an office by permission of the Superintendent. They must not be permitted to work the main line circuits until authorized by the Chief Train Dispatcher, and then only in the presence of an operator.
274. Operators will be held responsible for any interruption that may occur to the line, or delay to business, caused by inexperienced or unauthorized persons using the instruments.
275. The attention of students and messengers must be called to the rules governing operators, particularly those relating to the privacy and proper delivery of telegrams.
276. Operators must address written requisitions to the Superintendent of the Telegraph and Telephone Department for instruments, battery and similar supplies necessary for their use.
277. When not relieved by another operator they must request permission from the Train Dispatcher before going off duty, and in case of accident or other
emergency they may be required to perform additional service upon the authority of the Superintendent.
278. They must always disconnect their instruments from the circuit by cutting out at the switch, when they close their office, and in doing so must be careful not to leave the main circuit interrupted.
279. They must keep their instruments clean and in good working order, and when repairs are needed, must notify the Chief Train Dispatcher. Unserviceable instruments and any that are no longer required, must be returned to the Superintendent of Telegraph.
280. Operators must become sufficiently familiar with the switchboards to enable them to make such wire connections as may be directed.
281. The signal "wire" will be used for testing wires. It will take precedence over all business except train orders.
282. In damp weather, if the relay is not working, it must be carefully adjusted before opening the key to ascertain whether circuit is in use.
283. Operators are forbidden to take apart their instruments, or to remove them from the place assigned. If such changes become necessary a lineman will attend to it.
284. No private lines or instruments will be allowed on the Railroad premises without permission from the Superintendent.
285. In case of interruption to the line, examine wires and connections carefully, and if necessary apply ground wire and report to the Chief Train Dispatcher. Ground wire should be used only for this purpose and to transmit business which will suffer by delay.
286. In transmitting messages, operators must connect circuit firmly and write plainly. When punctuation marks are written in a message, care must be taken to transmit them accurately.
287. Messages received for officers of the Railroad (except in their own offices) or for delivery on trains must be enclosed in sealed envelopes.
288. In case of accident, particulars for the public will be furnished only by an officer of the Railroad or upon his authority.
289. Railroad messages, after being transmitted, must be carefully filed daily, and preserved until instructions are received for disposition.
290. Operators must keep their offices in a neat and orderly condition, their instruments free from dust and in good working order.
291. Local batteries must be kept clean, and no dampness allowed on the space between the cells, nor on the floor beneath them. Batteries must be cleaned and renewed at such times as will least interfere with business.
292. Every day (Sunday excepted) at 11.57 A. M. (Eastern time), all business will be suspended on the time circuits, and connections made with the Washington U. S. Naval Observatory clock during three minutes. Operators in charge of standard clocks are required to carefully note and observe the following instructions governing the time signals. The signals should start at 11.57 A. M., but a slight delay may occasionally occur. When the first signal is heard, look at watch or clock (which should be always correct) and note the minute.
The first pause after signals begin will determine the part of the Minute, one second pause for the half minute, and five seconds pause for the full minute.
When you know the minute, and the exact time, be careful to follow the signals until the last pause (as per table below) begins. Turn the clock switch on during the pause, and turn it off as quickly as possible after hearing the noon signal.
Do not turn switch on unless sure you are right.
The noon signal is one "short dash" after a pause of ten seconds.
11.57 -or before, beginning.
11.57.30 -one second pause.
11.58 -five seconds pause.
11.58.30 -one second pause.
11.59 -five seconds pause.
11.59.30 -one second pause.
11.59.50 -ten seconds pause.
Turn switch on clock.
12 -one short dash. Turn clock switch off quickly.
293. The standard clock adopted by this Railroad is an electric, self-winding, synchronizing clock, and such clocks only will be designated as standard clocks.
294. Operators must see that the official sign: "Standard Clock, D., L. & W. R. R." is maintained on each standard clock, and that no other inscriptions are permitted thereon.
295. Any variation of a standard clock of more than five seconds per day, must be promptly reported to the Superintendent.
296. Messages not relating to the business of the road, or not covered by the Western Union Tele-
graph Company’s franks, must be paid, unless otherwise ordered by a general officer.
297. The operators of this Railroad are required to transmit commercial business for the Western Union Telegraph Company, and, in so doing, they must conform to the regulations of the Telegraph Company.
1. Wait a minute.
2. Give me correct time.
4. Where shall I go ahead?
5. Have you anything for me?
8. Close your key; you are breaking.
9. Train Dispatchers’ signal, to clear the line for train orders. Preference over other signals except 91, 92, and 93.
12. How do you understand?
13. I understand.
15. I don’t understand.
18. What is the trouble?
19 or 3l. Train orders, as provided in the rules.
23. For you and others; take copy.
25. Busy now on another wire.
29. Operators’ signal, to ask for train orders and to report accident to trains.
44. Answer immediately.
45. Deliver immediately.
The following signals (to be used only when written on the margin above a message) will have precedence in the order named over everything except train order, and time signals.
91. Federal Manager.
92. General Superintendent.
95. Other general officers.
97. (To be written at the close of a message.) Use my signal to answer this.
300. They rank in jurisdiction and authority next to the Superintendent, and will act for him in his absence. They will be obeyed and respected accordingly.
301. Train Masters report to and receive their instructions from the Superintendent.
302. They are in immediate charge of the train and yard service, of the movement of traffic within their respective divisions or subdivisions, and of employes engaged therein.
303. They are responsible for the organization of train crews and for the maintenance of an adequate force in the train service. To this end they will appoint trainmen, flagmen and baggagemen, and will recommend to the Superintendent the appointment of conductors.
304. They will see that no one is employed in any grade of the train service for which formal examination is prescribed until he has passed such examination.
305. They may suspend any subordinate for violation of rules or neglect of duty.
306. They will give special attention to passenger and fast freight trains, and see that they are moved
with the utmost punctuality and despatch. They will also see that no trains suffer unnecessary delay; that the proper tonnage is hauled by all freight trains; that cars are not unnecessarily detained at stations; and that the service is conducted with due regard both to economy and efficiency.
307. In case of serious accident to a train or obstruction of the track, they will go to the place, see that all necessary precautions are taken to insure the safety of trains, the protection of baggage, express, mail and freight, and that passengers are cared for and forwarded as promptly as possible. They will co-operate with surgeons in caring for injured persons, and with the Maintenance Department in clearing or restoring tracks, will see that traffic is resumed at the earliest possible moment, and make a detailed report of each case to the Superintendent as soon as practicable.
308. They will make complete monthly inspection of train equipment, and frequent inspection of bulletin boards and train registers.
309. They must bear in mind that no more desirable and creditable results can be achieved upon a railroad than the perfection of the train service.
310. Assistant Train Masters, in the particular duties and districts assigned them, have the same authority as Train Masters, and will act for them in their absence, as may be directed.
311. Chief Train Dispatchers report to the Superintendent and Assistant Superintendent. They will conform to instructions issued by the Superintendent
of Telegraph in regard to the technical management of the Telegraph and Telephone lines.
312. They have charge of the movement of trains; the local distribution of cars and the operation of telegraph and telephone lines; have charge of train dispatchers and operators, and will see that applicants for employment are not engaged until they have passed the required examinations.
313. They must designate the time each telegraph or telephone office is to be open and the working hours of operators employed therein; see that train orders are issued in accordance with the prescribed forms; see that all employes in train and engine service are furnished with copies of the new time-table, receipts taken therefor, and that conductors and enginemen are not permitted to go on duty unless qualified for the service to be performed.
314. They must see that trains are moved with the utmost regularity and dispatch with regard to their relative importance; that proper tonnage is moved in each freight train, and car service restricted to actual requirements; that cars are promptly loaded, or unloaded and forwarded, and that defective cars set out en route are promptly repaired and forwarded.
315. In case of accident or obstruction they will personally take charge from the office, order out the tool train and advise the proper officers, giving them full information as to the character and location of accident and the material and equipment required.
316. They will keep a record of weather conditions and important incidents that occur on their Divisions and in the event of severe storm likely to cause damage, will notify the Division Engineer, the Roadmaster
and others concerned, so that full protection and necessary relief may be promptly provided.
317. Assistant Chief Train Dispatchers receive their instructions from the Chief Train Dispatcher and will represent him while on duty, with the same authority.
318. Train Dispatchers are under the jurisdiction of the Chief Train Dispatcher.
319. It is their duty to issue orders for the movement of trains in the name of the Superintendent, in strict accordance with the rules, and see that they are transmitted and recorded in the manner prescribed.
320. They must keep constantly and closely informed as to the location and progress of all trains, require prompt reports of their departure, and, when necessary, of the arrival, from all designated offices, and have a record kept showing the time each train passes designated stations or offices; the time the train dispatchers and the operators enter upon and are relieved from duty, and important incidents occurring while they are on duty. Causes of delay must be immediately ascertained and remedied if possible.
321. They must anticipate, as far as possible, the necessity for orders, have them ready, and require prompt compliance therewith; see that train orders are transmitted distinctly and as slowly as may be necessary for receiving operators to transcribe them correctly and legibly.
322. When freight cars are set out short of destination, the train dispatcher must ascertain the character of freight, and obtain all information as to icing, ven-
tilation, and, if live stock, the time it was loaded, fed and watered. They must protect all important and perishable freight and give it prompt movement.
323. A train dispatcher to be relieved by another must not go off duty until so relieved, and must deliver a summary written in ink in the order book, to the train dispatcher relieving him, of the train orders in force, and other information necessary for his guidance.
324. General Yard Masters report to and receive their instructions from the Superintendent, and will respect the orders of the Assistant Superintendent and Train Master.
325. They have charge of the yards located in their territory, of the men employed, the movement of trains and engines, and the distribution of cars therein, and will see that current instructions are observed in making up trains.
326. They must be familiar with the rules governing, and the duties of employes connected with train service; require efficient discharge of such duties in yards, and correct or report all violations of the rules coming under their notice. They must see that yard crews are provided with current time-tables, and that they are familiar with and realize the importance of rules and instructions concerning explosives and other dangerous articles.
327. Cars containing any explosive or inflammable substance must not be placed together in a train, but as near the middle of train as practicable. They must never be placed near an ash pit or a locomotive or other similar heat or fire. Such cars must not be
handled in a train carrying passengers, without the authority of the Superintendent.
328. It is their duty to see that train crews and and engines are ready for duty at the appointed hours; that trains are properly made up and dispatched at the proper hours; that conductors are furnished with waybills for cars in their trains departing; that waybills are received for cars arriving, and that doors of cars are properly secured and sealed as required.
329. They must see that trains are given the required tonnage; that freight assigned to particular trains is forwarded by such trains, and, if there is not sufficient assigned freight, fill out with other freight in the order of its importance, and then with empty cars, if any to go.
330. That cars are inspected and proper disposition made of those needing repairs; that cars are not unnecessarily delayed in yards, and that records and reports are made in accordance with instructions.
331. They must see that due care is exercised in handling passenger cars. When attaching such cars to a train, stop them about ten feet distant and then move slowly to make the coupling. This applies also when a train is backed to take on additional passenger car equipment.
332. Dining cars, and passenger cars of any kind when occupied, must not be cut loose from the engine when being switched. The engine must not be detached until the car or cars are stopped at the proper place.
333. Where one Yard Master is employed, his duties and responsibility are the same as those of a General Yard Master, and the same applies to the day Yard
Master where but two are employed, one day and one night.
334. To prevent accidents to men engaged in loading or unloading cars on team tracks, industrial tracks, at piers, freight-houses or transfer platforms, such cars must not be moved until ample notice has been given to all persons working in or about them. If necessary a trainman or switchman should precede engine or cars moving on such tracks.
335. They report to and receive their instructions from the Superintendent, and must obey the orders of the Train Master.
336. They have charge of the passenger station where they are located and of the persons employed therein.
337. It is their duty to see that the station and various apartments are kept in proper condition; preserve order about the station and around sleeping cars at night while occupied, either in trains passing through or while awaiting time for departure; and prevent confusion and delay in seating passengers and receiving and delivering baggage; attend courteously to the comfort and wants of passengers, and see that employes do the same.
338. They must see that the proper information regarding the times of arrival and departure of trains, is correctly shown upon the bulletin boards provided for the purpose; before the arrival or departure of a train announce in the waiting room and on the platform its direction and destination, whether local or through and mention the principal stations at which such train will stop (this duty may be delegated to doormen or ushers).
340. Station Agents report to and receive their instructions from the Superintendent, comply with requests and instructions from the several officers of the Railroad relating to the business of their respective departments.
341. They will devote their time exclusively to the business of the Railroad, unless otherwise prescribed by the Superintendent in writing.
342. They are responsible for the Railroad property, including station buildings, sidings and grounds, and for the care and safety of all property entrusted to the Railroad in the transaction of its business, and for the prompt and efficient discharge of duty by all employes subject to their direction.
343. They must see that the station is supplied with the necessary lanterns, flags, and torpedoes, and that they are kept ready for immediate use.
344. They must not sell tickets to persons who are not in condition to take care of themselves, unless accompanied by an attendant, or to any whose conduct may be a source of annoyance to others on the train.
345. They must carefully read the special instructions in every time-table issued, and in the sale of tickets, giving information to patrons, and be governed by stops indicated on the schedules. They must transact their business with passenger trains as speedily as possible; there must be no unnecessary delay in loading or unloading baggage, mail and express.
346. Time-tables and notices issued by the passenger department of this railroad for the information of the public must be posted near the ticket window, and removed as soon as the purpose is served.
347. When there are passengers to go on a train which stops only on flag, the agent must display the prescribed signal before such train is due. They must not flag other trains, except in case of danger or for train orders, when a red signal must be used.
348. Station platforms must be properly lighted up by night until the last train carrying passengers and scheduled to stop has arrived or departed.
349. They must preserve order in and about the stations; keep their offices, passenger waiting and freight rooms, station platforms, and grounds connected therewith neat and clean and in proper condition for accommodation of passengers and for the reception and delivery of freight.
350. Subject to the Superintendent’s approval they will regulate the places where vehicles shall be allowed to stand, and where the drivers thereof and persons representing hotels, or other persons not in the employ of the Railroad, shall remain while on the Railroad premises.
351. They must not allow loiterers or riotous and disorderly persons to interfere with the comfort and convenience of passengers, nor to interfere with employes in the performance of their duties. If necessary, such persons must be ejected from the premises.
352. They must not allow unauthorized persons to offer any articles whatever for sale on the Railroad property.
353. They must not permit advertisements of any kind to be posted on the interior or exterior of station buildings, or elsewhere on the Railroad premises, except such as are duly authorized by the Superintendent.
354. When a summons, order of attachment, notice, or legal process is served upon an agent, he must immediately notify the Superintendent by telegraph, giving all the information that can be obtained in regard to the case, and forward the original papers to the General Solicitor by first train mail.
355. They must not allow advertisements to be placed on any freight car. The only cards that may be placed on cars by shippers (not to exceed one card on each side of a car, and not to be pasted or glued, but placed in rack or on prescribed location) shall be as follows:
ROUTING CARDS.-To be of cardboard; maximum size, vertical dimension, five inches; horizontal dimension, eight inches.
To be permitted on all loaded cars.
The text to be as follows: No picture or trademark to be permitted. Space for railroad information to occupy lower three-fifths of card. Any printing on the upper two-fifths to be limited to letters not exceeding one-half inch in any dimension. All printing to be in black ink. Any deviation from the above will be considered as an advertisement, and cards should be removed and charges made in accordance with M. C. B. Rules.
COMMODITY CARDS.-To be of cardboard; maximum size, vertical dimension, five inches; horizontal dimension, eight inches.
To be permitted only on cars loaded with perishable or fragile freight.
No picture or trade-mark to be permitted. All printing to be in black ink, and show only the name of commodity. Any deviation from the above will be considered as an advertisement, and cards should be removed and charges made in accordance with M. C. B. Rules.
SPECIAL PLACARDS.-These shall be such as are required by the Interstate Commerce Commission Regulations for the Transportation of Explosives and Other Dangerous Articles by Freight and by Express, and are to be of the size as therein described. They shall be used, be of the text and be attached to the cars as prescribed by said Regulations.
Missing placards or certificates on cars containing explosives and other dangerous articles must be replaced. Placards and certificates on empty cars, except inflammable placards on tank cars, must be removed. Application or removal of such placards or certificates should be charged for in accordance with M. C. B. Rules.
SYMBOL and M. C. B. CARDS.-These are prescribed by individual roads for special purposes. Their size, use, text and method of application will be prescribed by each individual road to suit its requirements.
356. Customs Regulation card printed on red cardboard, eight inches by ten and one-half inches in size, which specifies the penalty for the unlawful removal of the United States Customs Seals, and will be used as prescribed by the United States Customs Regulations.
Other cards required by the laws of the United States and within some of the States.
357. Agents must remove all advertisements not provided for in the rules before forwarding the cars, and the signs which are permitted to be used must be removed on arrival of cars at destination.
358. They must apply the required service cards to cars as indicated by the special instructions, and remove all old cards except home route and M. C. B. defect or bad-order cards before cars are forwarded. Cars bearing bad-order cards, received at a station, must not be loaded. Such cars must be forwarded promptly to the designated repair shop.
859. They must see that cars standing on sidetracks are entirely out of the way of passing trains, and well secured against their running or being blown out on the main track. The brakes must be firmly set, and in stormy weather the wheels should be blocked as an additional precaution. If the brake on any car is out of order, the car should be coupled to another car on which the brake is set, or if no other car at the station, all the wheels must be blocked.
360. Should any unusual occurrence or condition endanger the safety of trains on the main tracks, within station limits, the agent must see that proper signals are immediately displayed.
361. They must notify conductors where cars are to be placed for loading or unloading, and immediately report conductors who fail to so place them.
362. They must furnish conductors on arrival a complete list of all station switching to be done by them, and will report failure to properly perform the work.
363. They must examine cars before loading and see that they are in fit condition to receive the class of freight to be loaded; and not permit the loading to exceed the prescribed limit in weight, height or width.
364. All less than carload shipments when presented must be carefully handled, weighed, checked as to number of pieces and condition, which must conform to specifications in classification, such shipments to be receipted for and way-billed accordingly.
365. In loading way cars, they must see that the freight is stowed in station lots and in station order, and must not allow any article to be loaded on the roof of a car.
366. They must see that all freight after being unloaded is promptly removed into the freight house; that freight or other material is not left on the platform unguarded, nor where it may come in contact with passing trains; that wood, lumber or material of any kind is not piled within ten feet of the nearest rail of any main track or within seven feet of the nearest rail of any side track, and that telegraph poles, lumber, rails and other freight being loaded or unloaded on tracks near main line are not allowed to endanger passing trains.
367. Inflammable oils and explosives offered for shipment will be received only in daylight. The packages must be substantial and in good condition. They must not be handled through freight houses where it can be avoided. Freight of this character must be kept by itself and separate from other freight, so far as practicable, both at stations and in cars. The regulations of the General Freight Department concerning such freight must be carefully observed.
368. They must see that all freight loaded is safely and properly stowed, and when necessary, is securely fastened by braces, blocks, cleats, stakes, chains or other means as the nature of the freight may require so as to prevent loss or damage by falling, shifting, chaffing, breaking or by contact with any contaminating substance.
369. Scales must be examined and balanced daily; those that do not weigh correctly must be promptly reported by wire to the Superintendent.
370. The loading of lumber, timber and other freight on open cars must be in general conformity with the specifications and diagrams of this Railroad, printed copies of which will be furnished to agents for use of shippers upon application to the Superintendent.
371. For shipments to points on other roads, strict conformity to the Master Car Builder’s Rules of Inspection is required.
372. Local freight to be loaded or unloaded must be checked by the conductor and agent together, and anything irregular noted on the way-bill, each signing his name thereto as acknowledgment.
373. Freight, baggage or express must not be left between main tracks, nor be placed or left within six feet of the edge of the main line platform, except while loading or unloading.
374. They must protect car seals by keeping them under lock in suitable enclosure, and allow none but responsible employes to have access to them, or to apply them.
375. When they receive a way-bill for a carload shipment, or a number of way-bills for various ship-
ments in the same car and fail to receive the car within twenty-four hours, or when they receive a car without a waybill, they must promptly report the case to the Superintendent.
376. They must acquaint themselves with the business interests of the community in which they are situated, and report to the Superintendent any local matters which may affect the interests of the Railroad.
377. Skids, trucks and portable scales when not in use should be placed in baggage room or warehouse; if necessary to leave them on platforms, they should be placed at the end or in rear of station building and must be locked or otherwise secured.
378. They must furnish conductors with regular waybills for all loaded cars forwarded from their station. Regular waybills must accompany less than carload shipments when forwarded on trains making the distribution.
379. They must familiarize themselves with the boundaries of the Railroad property at their stations, and must not permit any encroachment thereon.
380. Unless provided for by lease, they must not allow any commodities to be placed on grounds or right of way at their stations for the purpose of storage without written permission of the Superintendent, and then only after release on prescribed form has been executed by the owner.
381. They must see that street crossings and side walks are not obstructed by cars standing on tracks, and must report to the Superintendent any obstruction of this kind through the negligence of trainmen.
382. They must attend to the carrying of United States mail between station and post office when within legal limit (80 rods by the shortest route open to public travel), and at junctions attend to transfer of mails unless otherwise provided for. Notify postmaster of time-table changes, and advise the Superintendent of changes of post-office locations.
383. They must take all possible precaution against damage by fire, making sure that stoves, pipes and flues are safe, and that there are no loose matches, waste or other inflammable materials exposed.
384. They must report by wire to the Superintendent numbers and condition of bad-order cars left at their station, and also any loaded cars set out at their station consigned to other destinations.
385. They must notify the Superintendent in case of any unusual delay in unloading the Railroad’s freight.
386. They must report promptly to the Superintendent any deviation from the rules by employes or others, and anything coming to their knowledge that may intefere with the safe and proper operation of the road.
387. They must observe rules for conductors, and other classes of employes, so far as they relate in any way to the proper discharge of agents&rsquo duties.
388. Ashes and sweepings must not be deposited in front of the station; each agent must select a suitable place for this purpose at a distance far enough from the station and other buildings to insure safety from hot ashes, the same to be removed at certain intervals by trackmen. Care should be taken not to remove any fire with ashes from the stoves.
390. Station Baggagemen report to and receive their instructions from the Station Master or Agent, and will comply with instructions issued by the General Baggage Agent and the Passenger and Accounting Departments.
391. They must invariably be civil, courteous and obliging to passengers, and require the same of employes under them.
392. They have charge of the Baggage Room and persons employed therein.
393. They are responsible for baggage and mails while in their charge.
394. They must see that only authorized persons have access to the baggage room.
395. They must see that baggage is handled carefully while in their charge and in delivering, to or receiving from baggage cars.
396. Switch Tenders are under the immediate jurisdiction of the Train Master and General Yard Master.
397. They must keep the switches locked for the main track, except when passing trains to and from another track, and must watch for approaching trains and give the proper signals; see that the switches are in good condition and clear of obstructions, reporting promptly any defects which they cannot remedy. They must stand at least 10 feet from switch-stand while trains are passing over the switches.
398. In throwing switches they must always be certain that the switch points or moving rails have
moved the whole distance, lever properly secured by lock, and in proper line for the track to be used.
399. They must have stop and caution signals always at hand ready for use, and must display them whenever the condition of the switches or other circumstances require it.
400. Where two or more Switch Tenders are employed at one post they must relieve one another, and give full information regarding overdue trains.
401. Conductors report to and receive their instructions from the Superintendent. They must obey the orders of Train Masters, and of Yard Masters within yard limits, and will be governed by the directions of Station Masters and Agents in performance of necessary work at stations. They must conform to instructions issued by the Traffic, Treasury and Accounting Departments.
402. They have general charge of the trains to which they are assigned, and all persons employed thereon, and are responsible for the movement, safety and proper care of the train, in strict accordance with the rules and special instructions; likewise for the good conduct and vigilance and the faithful performance of duty on the part of their trainmen.
403. They must enforce the rules applicable to all other employes on the train, reporting any insubordination, misconduct or neglect of duty, and therefore must be familiar with the duties of Enginemen, Firemen, Baggagemen, Trainmen, Flagmen, Parlor and Sleeping
Car Conductors and Porters, Postal Clerks, Express Messengers and News Agents. Any case of gross misconduct or disobedience of orders on the part of any employe will be sufficient warrant for suspending such employe from duty until the end of the trip.
404. They must invariably require flagmen to act with the utmost promptness, in strict accordance with the rules, and never intrust this responsible duty to an inexperienced man, unless in case of absolute necessity, when full instructions must be given.
405. They must know that signal and flagging rules are correctly understood by their trainmen and flagmen.
406. They must report for duty at the appointed hours, see that their trainmen are on hand, and will remain on duty until their train is properly disposed of at the end of each trip or until they are otherwise relieved.
407. They must ascertain that enginemen have read all instructions on the bulletin board before leaving initial stations, and must advise them of all new bulletins and special orders found at intermediate points which it is necessary for them to know.
408. At points where train registers are kept, they must enter in the register book all the information required by its form.
409. If a train is detained for want of orders at a telegraph station where the operator is not in attendance, they must call him and report for orders.
410. Upon arrival at a meeting point, whether fixed by schedule or train order, after properly disposing of their train, if the train or trains to be met have not arrived, they must promptly report for orders.
411. They must see that when switching is to be done, both the engineman and fireman are on the engine so as to observe signals from both sides of the train.
412. With the assistance of their trainmen, they must inspect the running gear, brake and draft rigging of all cars in their train before descending mountain grades and as often and as closely as practicable while on the road, and on discovering any defects which they cannot remedy sufficiently, they will set out such cars as unsafe to run, and report particulars to the Superintendent. Damaged or worn out material from cars in their train must be preserved and delivered to car inspectors, when practicable. Location of material not so delivered must be reported to the Trainmaster.
413. When leaving cars on side tracks they must see that air brakes are bled; that hand-brakes are set, and, if the side track is on a grade, other necessary precaution must be taken. Cars must not be left on a siding, unless authorized by the Superintendent.
414. A trainman must be stationed on the rear car of every train. On any train the rear trainman will be known as and must perform the duties of flagman.
415. A train must not stand upon public highways to exceed five minutes. In parting train to open highway crossings, or in leaving cars at stations, the engine or cars must not be allowed to stand upon any portion of the highway.
416. When an inferior train leaves the main line and enters any branch track at a point where there is no operator or switch tender, they must leave a flagman at the switch to protect the train and to note the arrival and departure of other trains.
417. They must write in their train book the required information and the date of any occurrence important to remember and all details of circumstances connected therewith. Train books must be filed with the Train Master when filled.
418. In case of accident, conductors may command the assistance of engine and men of other trains which may be detained by the accident, when it will not interfere with the necessary protection of such trains. Foremen of road and bridge repairs, with their men, and other employes in the vicinity, must at such times respond promptly to the call of conductors and render willing assistance.
419. Any condition of track below normal, or safety of the roadway being threatened, should be promptly investigated and reported to trackmen and the Superintendent.
420. Before starting on each trip they must examine bulletin boards, provide themselves with current working time-tables and such orders as may be necessary; see that their train is properly made up and equipped with the necessary signals, tools and supplies, and that the proper signals are displayed.
421. They must ascertain that the cars in their trains have been inspected, and that the brakes and other appliances are in proper working order.
422. At inspecting stations they must not give the signal to leave until they have notice from the inspectors, or other authorized person, that their work is finished.
423. At points where there is no switching service they will make up and put away their train when necessary. In making up trains where there are no in-
spectors, they must, with the assistance of their trainmen, inspect their train and personally conduct the airbrake, steam heat and air signal tests, and must detach any cars that they cannot make safe to run.
424. Conductors of work extras starting from a non-registering station must procure a train order stating what trains are still due. When laying up for the night, they must send report to the Superintendent stating the working limits desired for the following day, such limits being confined to actual requirements.
425. They must see that hand and lamp signals are carefully and correctly given, and that whistle signals are accurately sounded.
426. In all cases of delay to their train likely to affect the movement of other trains, they must promptly report to the Superintendent, if possible, the cause and probable duration of such delay.
427. In passenger and mixed trains all cars must be equipped with air-brakes in good condition, and in service.
428. Cars containing oil or other inflammable liquids or explosives must not be handled in trains carrying passengers, without authority from the Superintendent.
429. Conductors of trains carrying passengers must collect from each passenger a ticket or pass, or cash fare from those who are not so provided, and put off at a convenient station any who refuse to present such ticket or pass or pay fare; attend courteously to the wants of passengers and see that their trainmen do the same; see that passengers are properly seated,
and not allow them to ride upon the platforms or in baggage, postal or express cars, or upon the engine, without the prescribed permit, or to violate in any respect the regulations provided for their safety; they will maintain good order, and not allow intoxicated or unruly persons to enter or remain upon their trains.
430. When necessary to eject persons from trains, conductors must proceed coolly and with moderation, using no unnecessary force, and ejecting them only at stations. If a ticket or fare has been taken from any such person, conductors should return the ticket properly endorsed for the balance of the journey, or should tender back to such person the regular fare for the uncompleted portion of the jourpey; and in all cases should obtain the names and addresses of all witnesses, and report the incident by wire to the Superintendent, and at the end of the trip report fully on the prescribed blank form.
431. Should a conductor consider it his duty, for good reasons, to permit a passenger to remain on his train, contrary to the foregoing instructions, a written report must be promptly made to the Superintendent, giving the reasons for such action.
432. They must see that all windows and doors in passenger cars unoccupied or set out at way stations, are closed and locked.
433. They will report to the Superintendent any omission as to cleaning, ventilating, heating, lighting and providing the cars in their train with water, ice, fuel and other necessary supplies.
434. They must not allow the aisles to be obstructed nor the placing of heavy or bulky articles, or articles liable to fall, in overhead racks.
435. They must not give the starting signal at inspecting stations until they have notice from the inspectors that the work is finished and that brakes on all cars in their train are in good serviceable condition, nor permit the train to be moved while passengers are getting on or off.
436. They must promptly notify the Superintendent by telegraph when they have more or less coaches than are necessary.
437. On arrival of passenger trains at terminal stations, the conductor will remain on duty to render passengers assistance in getting off the train; the signal appliance must not be disconnected from the engine, or between the cars, and the markers must not be removed, until all passengers are out of the cars.
438. They must see that quiet is maintained in sleeping cars at night to avoid disturbance of occupants who have retired.
439. They must have in their possession while on duty a copy of the latest condensed time-table, and be prepared to inform passengers as to routes, connections, through coach, parlor and sleeping car arrangements.
440. When examining tickets, they must inform passengers destined to points on branch or connecting lines where they are to change cars.
441. Articles found in passenger cars must be cared for and have proper disposition in accordance with instructions of the General Baggage Agent.
442. They must report delays, and causes thereof, by telegraph from the first open telegraph office at which they stop, and at all times be vigilant to foresee and, as far as possible, avoid circumstances which may cause delay to their own or other trains.
443. Freight Conductors are responsible for the security of all freight carried by their trains.
444. They must take loaded and empty cars when ready to go forward, accompanied by the proper authority for movement, and must see that their trains are filled out to the required tonnage.
445. When notified that loaded cars are ready for their train at side tracks, which are reached before the billing stations for such tracks, they may take the cards to the billing station where they must procure way-bills or leave the cars. When the billing station is reached first, they may take the way-bills for cars that they are notified by the agent are ready to go forward from such side tracks, but if the cars are found not ready to go, they must promptly return the way-bills by train mail to the billing agent stating why the cars were not taken.
446. They must not move loaded cars on way-bills that have been altered, unless proper authority for such alteration is shown on the face of the way-bills.
447. When necessary for conductors to transfer freight from one car to another, the reason for and record of such transfer must be noted on the face of the way-bill, together with the number of the car into which the freight is transferred, drawing their pencil through the original car number on the way-bill.
448. They must check on the way-bills, together with the agent, all freight loaded by them, making the proper record on the face of the way-bill of all freight, Over, Short or Damaged.
449. They must deliver way-bills to the Yard Master or Agent in charge of the point at which the car or freight is left.
450. A notation must be made on the back of the way-bill showing the train, conductor, date and time left when cars are set out at a station while the office is closed.
451. They must deliver local freight at such reasonable places in freight houses or on platforms as agents may direct.
452. They must refuse to take cars which in their judgment are unsafe to run, or are loaded beyond their authorized capacity or the proper limit of height and width, or the lading of which is not properly distributed or secured, notifying the Superintendent by wire in each case of refusal and the reason therefor.
453. Should a disabled car be left at other than terminal station, the conductor will deliver the way-bills, if any, to the agent, endorsing thereon when, where and why left, and report the fact to the Superintendent by wire, giving number initials, contents and destination of the car, and the material needed for repairs. If there is no agent at such station, the conductor will deliver the way-bills, bearing the same notation, to the agent at the next regular station.
454. They must notify the Yard Master of cars in bad order brought into terminals in their train.
455. They must read the instructions printed or written on way-bills to agents and conductors and note carefully all the requirements.
456. Conductors of freight trains not regularly designated to carry passengers must not permit any person to ride thereon, except persons in charge of live stock or perishable freight and for whom the proper authority is endorsed on the way-bills. Any further exception
to this rule must emanate from the General Manager, General Superintendent or Superintendent.
457. Cars containing oil or other inflammable substance, or explosives, must in no case be hauled next to the engine or coupled to the caboose. They should be placed as near the middle of train as practicable.
458. They must see that doors of empty cars in their train are closed and securely fastened, and that doors of loaded cars are closed and properly sealed unless left open for ventilation. Special instructions relative to sealing and to the ventilation of perishable commodities must be closely observed.
459. Trespassers must not be allowed on trains; and every precaution must be taken to prevent cars from being robbed while in transit.
460. When taking freight from a station where there is no agent they must carefully check the freight, see that it is accompanied by a shipping order, and that such orders are delivered to the billing agent for such points, who will furnish the proper billing.
461. If there is no agent where freight is left, they must check upon the way-bill all freight so left, making the proper record on the face of the way-bill of a freight Over, Short or Damaged, and must deliver any freight Over at such points to the agent at the billing station for such points.
462. The proper place for a conductor while his train is running is in the cupola of his caboose, which will enable him to see that his train is intact and that his trainmen properly perform their duties; he must know that his flagman goes out promptly when necessary to protect the train. When approaching stations
where it is necessary to register or to get orders, he may go forward to save delay.
463. They must see that their trainmen are so distributed over the train as to control it most effectually and to be able to pass signals from any part of it to the engineman. In cold or inclement weather, they may allow their men to ride in the caboose or on the engine, when consistent with safety, but in descending long grades and when approaching and passing through points at which the train may be required to stop, the trainmen must all be out on the train in their proper positions.
464. They must give the proceed signal 12(e) from the rear of freight trains before passing each station, except that while descending mountain grades, signals must be given every three miles. See Rule 528.
465. Running switches must not be made when they can be avoided; when unavoidable they must be made with all the care necessary to prevent accident. Before such movements are made trains must be stopped and actual tests made to show that the switch and the brakes on the detached cars are in good working order. The detached engine or cars must not be run over any highway crossing at grade unless the crossing is first protected by a flagman.
466. Running switches must not, under any circumstances, be made with cars occupied by passengers, nor with cars loaded with explosives or live stock.
467. When in charge of maintenance and construction trains, they must see that all material is safely loaded and secured before moving it, and when unloading such material, must see that it is properly distributed and so placed that it cannot obstruct the tracks.
468. They are required to keep such records and make such reports to the Maintenance of Way Department of the work done by them as may be required by that department.
469. They must use the utmost care to avoid injury to the laborers from the handling of material or the movement of either the train, engine or cars. When train is running, the cars containing laborers must be handled behind the engine.
470. When leaving cars on side tracks, conductors must see that they are entirely clear of any street, highway or private crossing.
471. To prevent accidents to men engaged in loading or unloading cars on team tracks, industrial tracks, at piers, freight-houses or transfer platforms, such cars must not be moved until ample notice has been given to all persons working in or about them. If necessary a trainman or switchman should precede engine or cars moving on such tracks.
472. Train Baggagemen report to and receive their instructions from the Train Master. While on duty they are under the direction of the conductor. They must comply with the instructions issued by the Accounting and Passenger Departments and the General Baggage Agent.
473. It is their duty to receive, take care of and correctly deliver baggage carried on their trains; check baggage at stations where there are no agents, and, in such cases, correctly report and remit the proper charge for excess over the amount of baggage allowed each passenger; take charge of and properly deliver letters and packages forwarded on railroad business or addressed to officers or agents; properly handle and
deliver to the agent at destination all U. S. Mail pouches intrusted to their care; and attend to the lighting and heating apparatus in baggage cars.
474. They must report all loss, damage or irregularity in handling baggage, U. S. Mail, letters and packages, promptly to the Superintendent of the Division on which it occurred. In handling U. S. Mail, they must conform to the regulations relative to such service.
475. They must remain in the baggage car while on duty and until its contents are properly disposed of at end of trip, except when required to take the place of the front trainman or to protect the train, for which they must have the necessary signal equipment at hand, ready for use. They must keep the end doors of baggage cars closed and secured and must not permit anyone to ride in the baggage car except authorized officers, and persons employed on the train, in the discharge of their duties.
476. They must not carry letters, packages, notes or other valuables not authorized by the regulations; nor receive any perquisites for the transportation of any article.
477. They must not receive a corpse for transportation unless it is securely closed in a strong, tight box, and accompanied by all certificates required by the laws of the states within which it is to be carried, nor unless it is in care of some person taking passage by the same train. They should notify the conductor of the receipt of a corpse, in order that he may secure the ticket issued therefor.
478. They must handle baggage carefully, as if it were their own; be civil and obliging to passengers, and
in other than their special duties be governed by the rules for passenger trainmen.
479. Guard chains on side doors of baggage and express cars must be kept hooked up across the door entrance when the door ways are not being used for handling baggage or express, etc. at stations.
480. Passenger Trainmen report to and receive their instructions from the Train Master. While on duty they are under the direction of the Conductor. At stations they must obey the proper orders of Station Masters and Agents. While riding on the engine, they must obey the orders of the Engineman.
481. They must report for duty at the proper hours and will remain on duty until their train is properly disposed of at the end of each trip, or until they are otherwise relieved.
482. They must assist conductors in their work, obey their instructions, and in every way help to secure the safe and prompt movement of their train.
483. When the trains are made up and before the cars are opened for the reception of passengers, trainmen must go through the cars and see that they are clean and are heated, lighted, ventilated and supplied with water and ice as may be required, and must immediately report to the conductor any omission in these particulars.
484. They must then take position at the car steps, see that passengers are provided with the proper transportation and give them all necessary assistance and information.
485. They must not occupy seats with passengers, must avoid familiarity and not engage in unnecessary
conversation, nor allow their attention to be in any way diverted from their duties.
486. They must frequently go through the cars to see that the wants of passengers are attended to and that order is preserved. In passing through sleeping, dining or private cars, do so quietly, and if meals are being served, will remove their cap.
487. They must give careful attention to the lighting, ventilating and heating of the cars while running, and to maintaining the proper uniform temperature when heat is required.
488. When the train is ready to start, the fact must be announced distinctly by the trainmen, and the parlor and sleeping car conductors or porters, if any, in regular succession, beginning at the rear of the train by each man calling to the one immediately ahead of him "Right here."
489. When not performing other duties, they must station themselves at the end of the car where the air-brake attachment is located, and be attentive to signals from the engine, so as to be able to apply the air-brakes or hand brakes as required in case of emergency.
490. They must also render necessary assistance in handling baggage at local stations, so far as may be consistent with their other duties, in order to save time and avoid delay to their train.
491. They must see that the doors of toilets in coaches are locked through designated territory, while train is standing at terminal starting points, division terminals and other stations of similar importance, and must promptly unlock the doors after leaving such stations.
492. Immediately before leaving a terminal, the announcement should be made in each car of the destination of the train, and the principal stations at which it will stop. As soon as the train has left the station, announce distinctly in each car (with the doors closed)- "The next station stop, _____(Name)_____." In like manner, when the train is about to stop at the next station, call the name twice, distinctly, and again give the double call at the car door or platform as soon as the train has stopped. If it be a junction point, add to the station call directions for changing cars, and mention the principal stations on the connecting route or branch road. If the train makes a preliminary stop for any reason, be careful not to announce the station; but if there is any movement of passengers toward the car platforms, say "This is not the station stop!" Also, if the train runs past the station platform, do not allow passengers to get off until it has backed to the station.
Make all the announcements in a clear, distinct and natural tone of voice, loud enough to be beard by all, and keeping in mind that the main requisite is for passengers to perfectly understand what is said. Station-calls in sleeping and parlor cars will be given by the conductors and porters of such cars.
493. They must prevent passengers from riding on car platforms, and, as far as possible, from getting on or off the train while it is in motion, and from incurring other risks or violating any of the regulations provided for their safety.
494. A trainman must be stationed on the rear car of every train. On any train the rear trainman will be known as and must perform the duties of flagman.
495. The front trainman must have the necessary signal appliances on hand and ready for immediate use, and be prepared to protect the front of the train when necessary.
496. They must keep car seats facing forward as the train is running, except when proper to allow passengers the use of double seats.
497. They must give courteous attention to the comfort, convenience and safety of passengers, especially to women and children who are unattended, and to all persons who are ill, infirm, or otherwise unable to care for themselves. They must assist them in getting on or off the train, in passing from one car to another and in finding seats, if necessary, and must allow no person to occupy more than a single seat to the exclusion of others.
498. They must pass through the cars at the end of each trip, after passengers have vacated them, and carefully search for forgotten articles. Articles so found must be immediately delivered to the conductor.
499. When approaching terminals, add to the usual announcement this warning, "Do not forget your packages."
500. Train flagmen report to and receive instructions from the Train Master. While on duty, they must obey the orders of the conductor.
501. After reading train orders they must keep them in mind and if occasion requires, will remind the conductor.
502. They must protect the rear of their trains in strict accordance with the rules, and must allow nothing to interfere with the prompt and efficient discharge of
this duty; they must obey signals from the engine as prescribed by the rules, but must never wait for such signals, nor for orders from the conductor, when their trains need protection. Before starting on each trip they must consult the bulletin board; see that their trains are provided with the standard signals and supplies; take care of, place and properly display markers and other rear, signals; be familiar with train rules, special instructions, signals and train orders, and assist conductors in executing them.
503. A flagman’s signal equipment consists of:
One red flag,
One red and one white lamp,
One box of waterproof matches;
And, for passenger flagmen,
One signal case.
504. The flagman must have four torpedoes securely attached to his flagstaff by day and to his red lantern by night, and must keep the entire equipment at hand ready for immediate use at all times while on duty.
505. Flagmen must see that a red light is displayed on the rear of the train by day while passing through tunnels.
506. They must never leave the rear car of their train except to protect the train, without permission from the conductor and the substitution of a competent man in their place.
507. When a private car is on the rear of the train, they must take such position therein as not to remain with or disturb the occupants, if it can be avoided.
508. When a flagman is left behind by his train, he will ride on the engine of the following train until his train is overtaken, or to the terminal if necessary.
509. In other than their special duties, flagmen will be governed by the rules for passenger or freight trainmen, as the case may be.
510. Freight trainmen report to and receive their instructions from the Train Master. While on duty they are under the direction of the conductor. At stations they must obey the proper orders of Station Agents. While riding on the engine, they must obey the orders of the engineman.
511. They must report for duty at the appointed hours, and will remain on duty until their train is properly disposed of at the end of each trip, or until they are otherwise relieved.
512. They must assist the conductor in making up and inspecting his train, when necessary, and must especially see that brakes, hand-holds, steps, ladders, running boards and other parts and mechanical appliances, which they are to use, are in proper condition, inspect their trains at the foot of ascending mountain grades and as often as possible during the trip, reporting to the conductor any defects they have discovered.
513. They must be careful to give hand and lamp signals accurately. When their engine is pushing cars and depending upon signals from the rear, they must see that stop is immediately made when the signals cannot be seen.
An assisting engine in the rear is a part of the train, and trainmen will be governed accordingly.
514. They must, when approaching yard limits, end of double track, one mile before reaching and while passing railroad crossings at grade, drawbridges, junctions, water stations, and other points where the train may be required to stop, also in ascending and descending heavy grades, be in proper positions out on the train and when necessary must stop their train at stations, and when descending heavy grades must control the train without waiting for signal from engineman, being careful also to avoid the sliding or heating of the wheels.
515. When necessary to protect the front end of the train, the forward trainman must immediately take the proper signal equipment from the engine and go out for the purpose.
516. The rear trainman will be known as and must perform the duties of flagman.
517. In matters pertaining to the Operating Department, enginemen will report to and receive instructions from the Superintendent, and will obey the orders of the Train Master. In matters pertaining to the Motive Power Department, they will report to and receive instructions from the Master Mechanic, and must obey the orders of the Road Foreman of Engines. Within station and yard limits they must obey the orders of the Station Masters, Station Agents and Yard Masters, respectively, as to shifting and making up trains, and orders of conductors in the fulfillment of duties and requirements prescribed by the rules and special instructions affecting the movement and performance of trains. Within shop and engine house limits they must obey the orders of the Master Mechanic and his assistants.
518. In the discharge of their duties they must regard the safety of trains as of the first importance. Should there arise any doubt, through complication, as to train right or superiority, or the safety of proceeding, the engineman must consult with the conductor and be equally responsible with him for the safe and proper handling of the train, and for such use of signals or other precautions as the case may require. Enginemen must be vigilant and cautious, not trusting to signals or rules alone for safety.
519. When running without a conductor, or in case of the disability of the conductor, and unless or until otherwise instructed, the engineman will have charge of the train and be governed by the rules for conductors.
520. A Pilot is equally responsible with the conductor and engineman for the safety of the train under his charge as pilot. He must check train registers and sign jointly with them all train orders received.
521. Enginemen are responsible for the proper handling and performance of the engines in their charge, for the care of their equipment and for the economical use of fuel and supplies. They are also responsible for the conduct of their firemen while on duty; must instruct them in the proper performance of their duties, caution them as to the risks, and if any incompetency or neglect of duty on their part, must report the facts fully to the Superintendent and Master Mechanic.
522. The engineman must personally control every movement of the engine, not permitting the fireman to operate it until authorized by the Superintendent and Master Mechanic, or as provided in Rule 563.
523. Both the engineman and fireman must be on their engine while running, while doing work at sta-
tions or in yards, and while waiting at a station on the main track.
524. Engines under steam must not be left by both engineman and fireman at the same time, except when relieved at designated places; and must not be left standing in a position to block movements on connecting or adjoining tracks.
525. They must keep a constant and vigilant lookout for block signals, classification signals on other trains, train order signals, the position of switches as indicated by signals or targets, and for obstructions and defects of track; they must frequently look back to see that their train is intact, and they must know that they have their entire train before pulling out of any station or yard.
526. They must stop and inquire respecting any signal not understood, and on delayed regular trains and extra trains must keep sharp lookout for trackmen and hand cars, sounding the whistle signal (Rule 14-1) at short intervals where the view is obscured.
527. When displaying signals for a following train, they must, when meeting or passing a train affected by such signals, give the proper whistle signal as per Rule 14(k). When two trains meet, both carrying signals, each will give the proper whistle signal and answer.
528. Enginemen on freight trains must receive a proceed signal from the rear of their train before passing each station, except that when descending mountain grades such signals must be given and answered at least once in every three miles. Enginemen failing to receive such signals must sound the signal 14(j) and then if not received must handle their train so as to avoid accident, ascertain the cause, and report the incident to the Superintendent.
529. Trains must not occupy the main track at a station when the view of an approaching train is obscured by fog, severe storm or other unusual condition if practicable to avoid it.
530. Trains must proceed with caution through yards and station limits, particularly at night. Enginemen must keep in mind the location of main track switches. If a light cannot be seen on a switch where a light is usually displayed, they must reduce speed sufficiently to stop before reaching the switch, unless the track is seen to be clear. They must report all such failures to the Superintendent.
531. They must use every precaution against fire, and must not allow anything to be thrown from engines that may cause injury to persons or damage to property.
532. Ash pans and front ends must not be dumped on any main track or siding, and only on other tracks at points designated by signs. Ash pans must be kept closed to prevent dropping fire at stations, on bridges and trestles and along the right of way.
533. They must exercise care to prevent water being thrown from smoke stacks when starting, and must not open cylinder cocks, nor permit overflow from injectors at station platforms, highway crossings, bridges over highways or other bridges or structures on which men are working.
534. They must not use sand, or allow overflow, from injectors in freezing weather when passing over switches, frogs and interlocking fixtures. The whistle must be sounded and bell rung when approaching bridges where men are working. They must prevent the blowing off of steam from safety valve while standing at stations.
535. After sunset enginemen must have in their cabs, where they cannot be seen from passing trains, a red lamp and a white lamp, burning, with torpedoes attached and fusees, to be used in protecting the train and to signal an approaching train in case of danger. By night when standing in or moving about yards, detached engines must display a red light to the rear.
536. If an accident to a train on double, three or more tracks blocks an adjacent track, the engineman must detach his engine and run forward to stop any train that may be approaching on that track. When they have reached a safe flagging distance without meeting a train on that track, they must leave the fireman or trainman with stop signals to perform the duty, and will then return to their train.
537. If anything is seen which has the appearance Of an obstruction, or if there be any indication of defect in track or roadway, they must immediately reduce speed, stopping the train if necessary, and be assured that the track is safe and clear before proceeding.
538. If they have reason to believe that they have passed over a broken rail or other dangerous track or bridge defect, they must stop at once and notify the conductor who will investigate and report all the facts to the Superintendent by wire from the first available point of communication.
539. Discoveries of obstructions, defects of track, roadway or bridges of adjacent main tracks must be investigated and reported in the same manner. The first opposing trains on such tracks must be stopped and notified.
540. When stopped by a hand, flag, or lamp signal, enginemen must obtain full information as to the cause before proceeding.
541. When a passenger train has stopped for any reason within station limits, it must not be moved for any purpose until authorized by the conductor.
542. They must exercise caution and good judgment in starting and stopping trains, and in moving and coupling cars, so as to avoid annoyance and injury to passengers and damage to equipment. When handling trains carrying live stock they must be careful to avoid shocks that will be likely to throw the animals off their feet.
543. They will report to the Master Mechanic or Foreman, any defects or improper condition of their engines. If an engine is disabled on the road the engineman will make immediate report by wire to the Superintendent.
544. When derailed cars or engines are rerailed by train crews, special care must be taken before moving them to see that the axles of such cars or engines are not bent, and in all such cases the conductor or engineman must arrange to have such rerailed cars or engines examined by a competent inspector at the first inspection point reached. The engineman must also report the derailment of engine to engine-house foreman on arrival at destination.
545. At the end of each trip the engineman must make the required inspection of his engine and report to the Master Mechanic on the repair book, filling in all information called for by the form.
546. Enginemen must see that their engines are detached from freight trains when taking coal or water except as provided by special instructions. Before leaving coal or water stations, they must know that aprons and spouts have been properly replaced. Tank spouts or water cranes must be empty before being
returned to normal position, and cranes properly locked after being used.
547. On double, three or more tracks, water cranes must be left with spout pointing in the regular direction of traffic movement. On single track where two cranes are provided at a station, the north or east crane should be left pointing northward or eastward and the south or west crane pointing southward or westward. In taking fuel they must see that no more is taken than will ride safely upon the tender.
548. When any difficulty is experienced with injectors or other parts of engine requiring the attention of enginemen, speed must be reduced sufficiently to permit of proper observation of all signals. If necessary, train must be stopped until repairs or adjustments are made.
549. When from any cause an engineman is unable to proceed with his train or to maintain usual speed so as to involve risk of being overtaken by a following train, he must immediately give the signal as prescribed in Rule 14(e) for flagman to protect rear of train.
550. When a train has more than one engine the requirements of the rules apply alike to the engineman of each engine, except that the use of the engine bell, whistle and air-brake shall be limited to the leading engine. See Rules 586 and 587.
551. They must, when in charge of a pusher engine which has been assisting a train over grades, apply the emergency brake the moment the engine is cut off from the train, unless otherwise provided for. When pushing cars and depending upon signals from trainmen, they must stop immediately if the signals cannot be seen.
552. On trains carrying postal cars on which catcher service is performed, they must sound the station whistle signal when approaching cranes for the guidance of railway postal clerks.
553. They must maintain as far as practicable regular and uniform speed, avoiding excessive speed on descending grades and run with due caution where the track is under repair and at all points where there is reason to apprehend danger.
554. All whistle signals must be given in strict compliance with the rules. Uniformity is essential. The sound of the whistle should be distinct, with intensity and duration proportionate to the distance the signal is to be conveyed.
555. In matters pertaining to the Operating Department, firemen will report to and receive instructions from the Superintendent, and will obey the orders of the Train Master. In matters pertaining to the Motive Power Department, they will report to and receive instructions from the Master Mechanic and Road Foreman of Engines. Firemen on duty are subject also to the orders of the engineman.
556. They must report for duty at the appointed hours, and will remain on duty with their engine until it is delivered at the designated place at the end of trip, or until they are otherwise relieved.
557. Before starting on each trip, they must see that their engine is provided with the necessary signals, tools and supplies.
558. They must keep up an efficient steam pressure, fire economically and exercise special care to avoid
dense smoke; assist in the inspection and care of the engine on the road and do the cleaning assigned them.
559. After reading train orders, they must keep them in mind, and, should there be occasion to do so, must remind the engineman of them.
560. When their other duties permit, firemen must keep a careful watch upon the track, and instantly warn the engineman of any obstructions or signals. Firemen on Yard engines must keep careful look out on the left side of the engine, prepared to give enginemen due warning of any obstruction or signal which may be hidden from the engineman’s view.
561. When approaching and leaving a station, they must observe markers on the rear of the train and watch for signals from trainman or station employes.
562. They must remain on their engine while running, doing work at stations or in yards and while waiting at a station on the main track.
563. They must not handle the engine in the absence of the engineman, unless authorized by the Master Mechanic; or in some emergency are requested to do so by the conductor.
564. In the absence of the engineman, they will have charge of the engine and must not permit any unauthorized person to be upon it.
565. They must familiarize themselves with the train rules, special instructions, signals and train orders and assist the engineman in their observance. They must understand the rules for the protection of trains and be prepared to execute them when required.
566. They must see that coal is trimmed so that it will ride safely on the tender, that all tools are so placed that they will not fall off, and that nothing is thrown from the engine while running.
567. Car Inspectors report to and receive their instructions from the General Inspector or the Foreman in charge.
568. They must inspect all cars arriving at their stations, and make such repairs as are necessary, and send to the shop all cars not fit for service.
569. They must see that doors on all box and stock cars are closed and fastened.
570. They must couple and uncouple all air, steam and signal connections on passenger trains, and carefully examine such couplings after the trains are made up, reporting to the Yard Master any imperfections.
571. When inspecting or repairing cars that should not be moved, they must protect such cars by placing conspicuously a blue signal on or at both ends as provided in Rule 26.
572. When necessary to make repairs on a car in a train, they must place blue signals at or on both ends of the train before commencing work. If an engine is attached to it, they must place a blue signal upon the engine where it can be plainly seen by the engineman and fireman and call their attention to it.
573. When they have inspected a train and found it all right, they must so inform the Yard Master or the conductor.
574. They must report to the Superintendent promptly when defective cars set out at other than Division terminals have been repaired.
575. They must give particular attention to the manner in which long material is loaded on two or more cars. If found to be unsafely loaded, the cars must be held for reloading.
576. The loading of lumber, timber and other freight on open cars must conform to the specifications and diagrams of this railroad.
577. They must carefully examine flat cars, loaded with machinery or other heavy freight, and must not permit them to be forwarded unless the load is secured in such manner as will prevent it from shifting.
578. Should freight cars seem to be overloaded, or the load not properly distributed, they must report the fact to the Agent or Yard Master, and must also see that no car or the load thereon is too high, too wide or too long to pass safely over this road. Any cars which do not conform in all respects to inspection rules or instructions must be reported to the Yard Master or Agent as unsafe to run.
579. They must inspect the trucks, wheels, drawgear, ladders, grab-irons, etc. and see that they are in proper condition, and at terminal stations they must see that cars in passenger trains are properly equipped, cleaned, heated, and lighted; that all fixtures are clean, in good order and ready for use, and also that brake connections, air cylinders and communicating signal appliances are in good working order.
580. They must be familiar with the rules of the Operating Department; Master Car Builders Associa- tion Rules, Safety Appliance Rules, Testing Air-Brakes, Rules for Promotion of Safety in the Service, and Special Instructions, and promptly report to the General Inspector or Master Car Builder, any cars not constructed or equipped as required by Federal Law.
581. When making up trains, all cars equipped with air-brakes must be switched together and
brakes tested before leaving any yard or terminal, and a service test must be made at every point where the engine is disconnected from the train, or an air connection has in any way been disconnected. Conductors enginemen, trainmen (and car inspectors at stations where they are employed) will be held responsible for strict compliance with this rule.
582. All trains must have the required number of operative air-brakes before leaving terminals and interchange points, 90 per cent. for freight, 100 per cent. for passenger.
583. When trains are handled on main track in yard limits and have 85 per cent. operative air-brakes, they are considered within the Federal requirements.
584. When brakes cannot be released from the engine, the engineman must warn the trainmen as provided in Rule 14 (p).
585. Yard engines when handling passenger cars, taking from or adding to a passenger train, must carry 110 pounds brake pipe pressure. The air-brake connections must then be made and the brakes tested by the yard engine.
586. When two engines are coupled to a train, the leading engine must control the brakes. If air-brakes on lead engine become inoperative the engineman must notify engineman on second engine (Rule 14-r), receive acknowledgement (Rule 14-g) and stop train at once. When train is stopped the engineman on second engine will cut brake in and make a service test, and know that he has control of the train and can handle it to the first available point where the position of the engines will be reversed.
587. When double-headers are run from one terminal to another the regular engine and regularly assigned engineman must be placed in the lead.
588. Enginemen immediately after leaving each division station, or any point where the air-hose has been parted, or cars switched in or out of train, before descending heavy grades, and at least one mile before reaching a railroad crossing at grade, or draw-bridge must apply the brakes and reduce speed sufficiently to make sure that the air-brakes are in good working condition.
589. After a train has been charged, the brakes must be applied before starting and examined by car inspectors at Terminals, (trainmen at points where Inspectors are not employed) to see that all have been properly set. The signal to release, 12 (g), will then be given and the engineman notified that brakes are in good condition.
590. Car Inspectors will be held strictly responsible for the condition of brakes on all trains originating at their terminals, and must not permit any train to depart until the necessary repairs are made to insure safety.
591. When back-up hose is used on any train, its connection must be tested by making reduction of brake-pipe pressure before train is moved.
(a) A passenger train should not be backed any considerable distance without suitable back-up hose, or its equivalent, and a competent employe on the leading platform to operate the brakes and control the movement as may be necessary. The back-up hose must have at least a three-quarter inch opening in all pipe connections attached thereto.
592. Car Inspectors must see that all hose are coupled together and that all cut-out and angle-cocks are open except the rear angle-cock of last car.
593. No train will be permitted to depart from a terminal with the brake cut out on any car in the train, and if the brake becomes inoperative on any car between terminals, the conductor must notify the Superintendent of that Division at once. If the air-brake on last car in train becomes inoperative its position should be changed so that an operative air-brake is on rear.
594. When testing brakes at terminals the signals must be given by using the air-whistle signal, and the release signal must be given from the rear car.
595. When engine is coupled to train, the engineman will charge auxiliary to 100 pounds before making a test, and upon a signal from the car inspector will make an application of 20 pounds, after which Inspectors will examine brake on each car in train, and see that all brakes are properly applied, and that the piston travel is not less than 6 inches, nor more than 8 inches.
596. When the inspection is complete the car inspector will signal the engineman to release by using the air-signal on rear car.
597. It will be the duty of the rear trainman, as well as the car inspector, to see that the brake applies and releases on the last car, and the car inspectors must know that all brakes have released by examining them on return to the engine.
598. Car Inspectors must notify engineman and conductor when test is completed and in no case will the train leave the station until so notified.
599. Car Inspectors will make all necessary repairs to air-brake appliances, regulate piston travel, and have trains in good condition at all lay-over points before time of departure.
600. Terminal test must be made before departure from any terminal and where helper engines are attached as leading engines they must make service test; car inspectors will couple all hose, see that angle-cocks and cut-out cocks are open, except the angle-cock on rear of last car.
601. Enginemen will charge all auxiliaries to 70 pounds pressure and upon receiving the prescribed signal make a service application of 20 pounds.
602. When the brakes are applied the car inspectors will examine the brake on each car in train and correct piston travel to not less than 5 inches nor more than 7 inches. When this is done the signal to release should be given and Inspectors must see that all brakes release. Inspectors will notify enginemen whether any brakes are cut out and how many.
603. During the winter season, the steam hose must be connected, the valves opened throughout the train, and steam applied according to requirements. Car Inspectors must see that steam issues from the rear hose, except as provided in rule 611.
604. Steam must be circulating throughout the train, all drip valves working freely, and hose connec-
tions tight before leaving an initial sution, or any place at which cars are set out or taken into the train.
605. The steam admitted to each car must be carefully regulated to maintain the uniform temperature of 68 degrees.
606. Careful attention must be given to the drainage of the train steam pipe to prevent accumulation of water from condensation.
607. Pullman employes are held responsible for properly heating Pullman cars, and the operation of all valves connected therewith. Trainmen must, however, know that sufficient pressure is carried at all times to insure proper heating of cars throughout the train.
608. Approaching stations where engines are to be changed, trainmen must open valve on rear car to blow steam out, after which engineman will shut off supply of steam from engine.
609. Approaching terminals, or stations where cars are to be set out, enginemen will maintain steam pressure of fifty to sixty pounds. Trainmen must see that inlet valves on all cars are open, admitting full pressure, then blow out the train pipe by opening valve on rear of train and drip valves on all cars, commencing with the rear car. After train pipe is blown out, close valve at rear end of car next ahead of car or cars to be set out, or, if approaching terminus of the run, close valve at forward end of first car in train.
610. All steam and trap valves on both sides and ends must be left open and steam hose uncoupled on all cars set out of trains. Hose couplings must be disconnected by hand.
It is important that all steam be blown out of train line, and also valves closed at ends of cars where
coupling is to be disconnected, before steam hose is uncoupled.
611. At inspection points (other than initial terminal), where engines are changed it is not necessary to wait until steam appears at rear of last car before starting, except when cars are added to or taken from trains, in which case care must be exercised to see that the train steam pipe is again connected.
612. When cars heated by direct steam are set out at points where car inspectors are not employed, trainmen must see that steam is blown out and all valves opened.
613. When necessary to replace steam hose on a car in a train on the road, the defective hose removed must be taken through to terminal and there delivered to representative of Car Department, with advice that the defective hose has been replaced by the extra hose from baggage car, and that another new hose should be placed in the baggage car for emergency use.
614. Special attention must be given to the printed instructions explaining in detail the mechanism and operation of the steam heating apparatus. Employees in train service must have thorough knowledge of the care and management thereof.
615. To prevent freezing up of the rising water system in use on passenger cars (including Pullman cars, dining, postal, and official cars) the following instructions must at all times be fully complied with by Car Foremen and Inspectors, when temperature is at or below the freezing point-32 degrees Fahrenheit:-
616. At terminals or other stations where permanent heating facilities are maintained, Foremen and Inspectors must immediately upon arrival of such cars, see that they are promptly connected to the heating plant,
and that steam inlet valves are open and drips working properly.
617. If for any reason cars cannot be promptly placed, see that valves to the hopper and wash bowls in toilets are fastened in open position so as to permit the water to circulate through the system, and at the same time notify the Superintendent, requesting that the car be placed where it can be connected with steam heat, or to furnish an engine, the air brake hose of which should be coupled to the air-brake hose on car and air cut in as for air-brake service. The car should then be left so attached until all water has been blown out of the water pipes.
618. If cars are set out at outlying stations or sidings where steam heat facilities are not available, the engine should be asked for immediately.
619. A copy of such advice to the Superintendent should in all cases be sent to the Master Car Builder at Scranton, and this followed up by a complete report of each case as soon as possible.
620. Whenever passengers or employes are injured, everything must be done to properly care for them. If they are to be moved, take them for treatment to the nearest place at which the Railroad has a surgeon. If they cannot be moved, call the nearest Railroad surgeon. If the case is urgent and the Railroad surgeon cannot be immediately procured, the conductor, agent or other employe in charge is authorized to call the nearest surgeon available to administer first aid and care for the patient until the Railroad surgeon can take charge of the case.
621. In cases of serious accidents to trains, conductors, after making everything safe, must give their undivided attention to the care and comfort of their passengers, especially to those who are injured. Bedding and linen may be taken from sleeping cars for this purpose, the conductor keeping careful account and sending prompt report of all articles so taken to the Superintendent who will arrange for their return. When necessary, injured persons may be put in the sleeping cars.
622. When a number of persons are injured the service of competent surgeons in the vicinity should at once be procured and every possible effort made to care for the injured, the District Surgeon being notified by wire to come immediately to the place of the accident.
623. A report of all accidents, giving names and addresses of the injured persons and the extent of their injuries, must be telegraphed immediately to the Superintendent by the conductor, agent or persons in charge, and as soon as possible thereafter a detailed report made on the prescribed form and forwarded to the Superintendent of the Division, a separate report being made on the prescribed form for each person injured.
624. Every effort must be made to procure the names and addresses of all persons, including employes, who witnessed the accident, especially when persons are injured within the corporate limits of any city, town or village, or when crossing the tracks at a public highway or while boarding or alighting from a train, or while at a station.
625. In every case of personal injury in any Department, a full and complete report must be made
at once on the proper form by every employe immediately present, no matter whether he considers his statement of importance or not, answering every question as fully as possible.
626. When persons are injured by an accident which may have been caused by defective appliances, tools or machinery, the car or appliance, tool or machinery must be immediately examined by the person in charge to ascertain its condition, and a written report made of the inspection, giving the numbers and initials of cars examined, with names, occupation and address of the persons making the inspection. This inspection must be made before the car, engine, machine or appliance leaves the place where the accident occurred. And afterward any such car or engine must be again inspected and examined at the first district terminal by the inspector, foreman or Master Mechanic at such point, the Superintendent to notify such person of the necessity of making such examination.
627. When an accident is caused by the breaking of machinery, tools, appliances or rails, the broken parts must be so marked as to be readily identified and immediately turned over to the Superintendent.
628. In all cases of injury to passengers or employes, requiring surgical aid, the nearest regularly appointed surgeon of the Railroad must be called without delay, and the case put in his exclusive charge.
629. In case of sudden emergency, where a passenger or employe has been so injured as to require immediate medical or surgical assistance, and the attendance of the Railroad surgeon cannot be had at once, then proper surgical aid should be procured to attend until his arrival. But there must be no delay
in sending for the Railroad surgeon, notwithstanding the called surgeon is in attendance.
630. This Railroad will not recognize any responsibility for board, medicine, nursing or surgical attention, except for the emergency service required, unless authorized by the Superintendent, Claim Agent or a general officer of the Railroad.
631. No surgical operation must be performed until the arrival of the Railroad surgeon, unless it may be required for the immediate safety of the patient.
632. The Railroad surgeon upon being summoned must immediately attend, and upon his arrival he shall at once take exclusive charge of the case, and entirely relieve the called surgeon from further care or attendance, so far as the Railroad is concerned.
633. The Railroad surgeon shall upon relieving the called surgeon, obtain from him, if possible, a statement in writing (on the Railroad blanks or otherwise), showing the condition of the patient from the time he was called; the result of his examination,and the treatment given. For his services, and making such report, the called surgeon will be paid reasonable compensation.
634. Upon the arrival of the Railroad surgeon, and his taking charge of the patient, the called surgeon, if one has been called, shall be distinctly notified by the Railroad surgeon, and by the agent in charge, that the Railroad will no longer be responsible for his attendance or services, and that they are no longer required.
635. Except in cases of injury to passengers and employes where delay might be attended with serious results, the Railroad will not be responsible for the
employment or services of surgeons other than those herein named, and no obligation of any kind must be assumed for the Railroad beyond the services required while awaiting the arrival of the Railroad’s regular surgeon, and the fees of the called surgeon for making his written report.
NOTE.-A list of the Railroad’s surgeons will be shown with instructions printed in the time-tables, and also in the Roster issued semi-annually.
This Railroad is permitted to carry by train, between points on its system mail matter of the following character:
636. Communications pertaining to business of the Delaware, Lackawanna & Western Railroad between its officers, agents or other employes;
637. Communications pertaining to the business of the Delaware, Lackawanna & Western Railroad between officers and agents of this Railroad and officers and agents of the Delaware, Lackawanna & Western Coal Company, American Railway Express Company, Western Union Telegraph Company, Westcott Express Company, The Pullman Company, Union News Company, Trunk Line Association and Baggage Transfer Companies, if destined to stations on this Railroad’s lines, provided such communications are handled only by agents or other employes of the Railroad or Companies interested (See Rule 641 (b);
638. Communications between officers and agents of this Railroad and officers and agents of immediate connections, pertaining to the joint business of such connections and this Railroad, destined to stations on
this line or lines of immediate connections (See Rules 642, 643, 644);
(a). By "immediate connections" is meant such connection that the mail can be delivered by this Railroad or received by it from another transportation company without it being carried by any agent of a third party;
639. All classes of printed matter and other matter unsealed not classed as letter mail pertaining to through business, in which this Railroad and the lines via which mail is routed participate; exchanged between officers and agents of such participating railroads or other transportation companies, when destined to points on the lines of this Railroad or other participating transportation companies; provided the receiving line has arrangements for local delivery (See Rules 641(b), 642, 643, 644);
640. Any letter of transmittal accompanying such packages must be enclosed in a Government stamped embossed envelope of sufficient denomination to cover contents of the envelope only (a postage stamp applied with mucilage cannot legally be used.) The stamp must be cancelled by writing or stamping date of the letter thereon. The envelope must be attached to outside of the package to which it pertains.
Packages from or destined beyond immediate connections must be limited to ten (10) lbs. in weight.
641. Communications of any character not pertaining to the business of the Delaware, Lackawanna & Western Railroad;
(a). Letters of any character, which are neither written by nor addressed to officers or agents of this
Railroad, including communications between connecting or other railroads and their local agents situated on the lines of this Railroad. The fact that such letters relate to through business in which this Railroad is interested does not warrant this Railroad to act as an intermediate carrier in handling such mail matter;
(b). Communications between officers, agents or other employes of the Delaware, Lackawanna & Western Coal Company, American Railway Express Company, Western Union Telegraph Company, The Pullman Company, Union News Company, Westcott Express Company or other baggage transfer companies; except that communications interchanged between officers and agents of the American Railway Express Company and those between officers and agents of The Pullman Company, may be carried by their respective employes.
642. All matter specified in these rules that may be carried as railroad business mail must be clearly addressed and plainly marked with name of the forwarding company, and with initials, "R. R. S." (Railroad Service), "R. R. B." (Railroad Business), "Ry. B. or "R. W. B." (Railway Business), or "S. B. S." (Steamboat Service) and, when destined to points on immediate connections or lines beyond, must show route and junction points.
643. This Railroad will not accept or carry any mail matter unless it bears the name of the forwarding company and marks indicating that its contents are railroad business mail; neither will it accept or carry
mail matter of any description except letters, forwarded as railroad mail unless marked showing nature of its contents.
644. Mail matter addressed to Railroads or other Transportation Companies, not bearing name of officers or agents, may be carried the same as if addressed to an officer or agent thereof.
645. In case of doubt, use United States Mails and immediately submit question to the Mail Traffic Agent for decision.
646. Mails will be handled only on such trains and between points for which the Post Office Department has arranged for space, either by previous authorization or by written request from a Post Office Department representative at the time of dispatch.
647. A mail train must not pull out and leave mails which are in process of being loaded on the car or which the conductor or trainman has information are being trucked from wagons or some part of the station to the cars, except by special permission.
648. Mails must not be allowed to remain upon trucks or platforms unguarded, nor where they will be liable to depredation or to damage by the elements: and they must be dispatched to the post office or placed aboard the proper trains without delay. Agents will be held responsible for their proper care and handling at stations.
649. When for any reason a mail pouch is carried by or short of destination or is otherwise improperly delivered, notice must immediately be sent to the Superintendent, and to the Mail Traffic Agent with the
daily report, and the pouch sent to its proper destination by the first train.
650. All persons through whose hands the miscarried mail pouch passes must make a report to the Superintendent and the Mail Traffic Agent, giving full particulars. An error in the delivery of a pouch may be excused, but failure to promptly report the wrong delivery will not be overlooked.
651. Train baggagemen will report on Form M.T.D. 1 the number of mail bags (pouches and sacks), parcel post packages outside of mail bags, and outside newsdealer packages received and dispatched at each station. Only such newsdealer packages as have printed in bold type on the wrapper the words "United States Mail for outside delivery at publishers risk," are to be included in the report. On the back of Form M.T.D. 1 a record will be made of the label of each locked mail pouch handled, and the station at which received in and dispatched from the train.
652. Train baggagemen who fail to receive mail pouches regularly due to be carried in their trains will report the fact promptly to the Superintendent and to the Mail Traffic Agent with the daily report. If a probable loss of or damage to mail is involved, or if the cause of failure to receive a pouch is not known, the report to the Superintendent should be made by wire.
653. Other irregularities in the handling of mail pouches, sacks, parcel post packages or outside newsdealer packages, or unusual condition of same when handled should be reported to the Mail Traffic Agent with the daily report, giving all the facts. This report should be sufficiently comprehensive to admit of furn-
ishing proper information to the Post Office Department when necessary.
654. Station Agents will promptly report to the Superintendent failure to receive pouches usually received by them, and will also report all irregularities in the handling of damage to or unusual condition of mail when handled.
655. At catch stations it is the duty of the messenger whether employed by the Post Office Department or the Railroad to remain at or near the crane until the train has passed so that in case of a failure the cause may be definitely aseertained and the mail secured from loss, damage or depredation.
The diagrams of Train Signals are intended to illustrate the general location of the signals, not the exact manner in which they are to be attached. Combination Lamps with four illuminated colored lenses are represented in the diagrams.
ENGINE RUNNING FORWARD BY DAY AS AN EXTRA TRAIN
White flags at A A. See Rule 21.
ENGINE RUNNING FORWARD BY NIGHT AS AN EXTRA TRAIN
White lights and white flags at A A. See Rule 21.
ENGINE RUNNING BACKWARD BY DAY AS AN EXTRA TRAIN, WITHOUT CARS OR AT THE REAR OF A TRAIN PUSHING CARS
White flags at AA. See Rule 2l.
Green (or yellow) flags (or marker lamps-not lighted) at BB, as markers. See Rules 19, 19(a) and l9(b).
ENGINE RUNNING BACKWARD BY NIGHT AS AN EXTRA TRAIN WITHOUT CARS, OR AT THE REAR OF A TRAIN PUSHING CARS
White lights and white flags at A A. See Rule 21.
Lights at B B, as markers, showing green (or yellow) at side and in direction engine is moving, and red in opposite direction. See Rules 19, 19(a) and (19b).
ENGINE RUNNING FORWARD BY DAY DISPLAYING SIGNALS FOR A FOLLOWING SECTION
Green flags at A A. See Rule 20.
ENGINE RUNNING FORWARD BY NIGHT DISPLAYING SIGNALS FOR A FOLLOWING SECTION
Green lights and green flags at A A. See Rule 20.
ENGINE RUNNING BACKWARD BY DAY WITHOUT CARS, OR AT THE REAR OF A TRAIN PUSHING CARS, AND DISPLAYING SIGNALS FOR A FOLLOWING SECTION
Green flags at A A. See Rule 20.
Green (or yellow) flags (or marker lamps-not lighted) at B B, as markers. See Rules 19, 19(a) and 19(b).
ENGINE RUNNING BACKWARD BY NIGHT WITHOUT CARS, OR AT THE REAR OF A TRAIN PUSHING CARS, AND DISPLAYING SIGNALS FOR A FOLLOWING SECTION
Green lights and green flags at A A. See Pule 20.
Lights at B B, as markers, showing green (or yellow) at side and in direction engine is moving, and red in opposite direction. See Rules 19, 19(a) and 19(b).
REAR OF TRAIN BY DAY
Green (or yellow) flags (or marker lamps-not lighted) at A A, as markers. See Rules 19, 19(a) and 19(b).
REAR OF TRAIN BY NIGHT WHILE RUNNING
Lights at A A, as markers, showing green (or yellow) toward engine and side and red to rear. See Rules 19, 19(a) and 19(b).
REAR OF TRAIN BY NIGHT WHEN ON SIDING TO BE PASSED BY ANOTHER TRAIN
Lights at A A, as markers, showing green (or yellow) toward engine, side and to rear. See Rules 19, 19(a) and 19(b).
ENGINE RUNNING FORWARD BY DAY, WITHOUT CARS OR AT THE REAR OF A TRAIN PUSHING CARS
Green (or yellow) flags (or marker lamps-not lighted) as markers. See Rules l9, 19(a) and 19(b).
ENGINE RUNNING FORWARD BY NIGHT WITHOUT CARS OR AT THE REAR OF A TRAIN PUSHING CARS
Lights at A A, as markers, showing green (or yellow) to the front and side, and red to rear. See Rules 19, 19(a) and 19(b).
ENGINE RUNNING BACKWARD BY NIGHT, WITHOUT CARS OR AT THE FRONT OF A TRAIN PULLING CARS
White light at A. See Rule 17.
PASSENGER CARS BEING PUSHED BY AN ENGINE BY NIGHT
White light on front of leading car. See Rule 24.
FREIGHT CARS BRING PUSHED BY AN ENGINE BY NIGHT
White light on front of leading car. See Rule 24.
(DOUBLE TRACK) REAR OF TRAIN BY NIGHT RUNNING AGAINST THE CURRENT OF TRAFFIC
Lights at A A, showing green (or Yellow) to front and side and green (or yellow) to the rear on the side next to the main track on which the current of traffic is in the direction the train is moving and red to the rear on the opposite side, as per Rule 10 (b).
(THREE OR MORE TRACKS) REAR OF TRAIN BY NIGHT RUNNING WITH THE CURRENT OF TRAFFIC ON PASSENGER TRACK
Lights at A A, showing green (or yellow) to the front and side and red to the rear, as per Rule 19 (b) first paragraph.
(THREE OR MORE TRACKS) REAR OF TRAIN BY NIGHT RUNNING WITH THE CURRENT OF TRAFFIC ON FREIGHT TRACK, OR ON ANY TRACK AGAINST THE CURRENT OF TRAFFIC
Lights at A A, showing green (or yellow) to the front and side, a green (or yellow) light to the rear on the side next to the passenger track in the direction of the current of traffic, and red to the rear on the opposite side, as per Rule 19 (a) and (b).
BLOCK.-A length of track of defined limits, the use of which by trains is governed by block signals.
BLOCK SYSTEM.-A series of consecutive blocks.
BLOCK SIGNAL.-A fixed signal governing the use of a block.
BLOCK STATION.-A place from which block signals are operated.
DISTANT BLOCK SIGNAL.-A fixed signal used in connection with a Home Block Signal to govern the approach thereto.
HOME BLOCK SIGNAL.-A fixed signal at the entrance of a block to govern trains in entering and using that block.
ABSOLUTE BLOCK.-A block which may be occupied by but one train at a time.
PERMISSIVE BLOCK.-A block which may be occupied by two or more trains at the same time.
CLEAR BLOCK.-A block not occupied by a train.
AUTOMATIC BLOCK SYSTEM.-A series of consecutive blocks governed by block signals operated by electric, pneumatic or other agency actuated by a train, or by certain conditions affecting the use of a block.
TRAIN ORDER SIGNAL.-A fixed signal used in connection with the movement of trains by train orders.
SIGNAL INDICATION.-The information conveyed by the position, form and color of the signal and by the color of the light or lights.
IN ADVANCE OF A SIGNAL.-The section of track occupied by a train after it has passed the signal.
IN THE REAR OF A SIGNAL.-The section of track occupied by a train before it has passed the signal.
SIGNAL MAST.-A mast to which one or more signals are attached.
DUMMY MAST.-A short mast, without signals, placed on top of a bracket post or bracketed to the side of a signal mast to show there is a track between the bracket post or signal mast and the track for which signals are provided.
BRACKET POST.-A post with a cross-piece on top on which are placed two or more masts.
OFFSET POST.-A post with an offset cross-piece on top of which a signal mast is placed.
INTERLOCKING.-An arrangement of switch, lock and signal appliances so interconnected that their movements must succeed each other in a predetermined order.
INTERLOCKING PLANT.-An assemblage of switch, lock and signal appliances, interlocked.
INTERLOCKING SIGNALS.-The fixed signals of an interlocking plant.
INTERLOCKING STATION.-A place from which fixed interlocking signals are operated.
SIGNALMAN.-An employe whose duties require him to operate fixed signals, or the levers of an interlocking plant.
HOME SIGNAL.-A fixed signal at the entrance of a route or block to govern trains in entering and using said route or block.
DISTANT SIGNAL.-A fixed signal used in connection with one or more home signals to govern the approach thereto.
REPEATER.-A device placed in a signal station to repeat the position of a signal arm.
SWITCH TARGET.-The target connected to and working with a switch to indicate the route for which the switch is set.
GRADE CROSSING SIGNAL.-A fixed signal used at a railroad grade crossing to indicate by the position of an arm, ball, target or light that trains must stop, or may proceed over the crossing.
REQUISITES OF INSTALLATION AND RULES
1. Signals of prescribed form, the indications given by not more than three positions; by lights of prescribed color; or by both.
2. The apparatus so constructed that the failure of any part controlling the operation of a signal will cause it to display its most restrictive indication.
3. Signals located preferably over or upon the right of and adjoining the track to which they refer.
4. Semaphore arms that govern, displayed to the right of the signal mast as seen from an approaching train.
6. Continuous track circuits.
7. Signal connections and operating mechanism so arranged that a Home Block Signal will display the indications provided in Figures 12, 13, 14, 15, 16, 39 or 40 after the front of a train shall have passed it.
8. Switches in the main track so connected with the block signals that the Home Block Signal in the direction of approaching trains will display the indications provided in Figures 12, 13, 14, 15, 16, 39 or 40 when the switch is not set for the main track.
The following may be used:
A.-Distant Block Signals connected with corresponding Home Block Signals.
J.-Take siding indicators.
S.-Switch indicators for main track switches.
U.-Block Signals govern the use of the blocks, but, unless otherwise provided, do not supersede the superiority of trains; nor dispense with the use of the observance of other signals whenever and wherever they may be required.
V.-Lights must be used upon all block signals from sunset to sunrise and whenever the signal indications cannot be clearly seen without them.
701. Block signals for a track apply only to trains moving with the current of traffic on that track.
702. When a train is stopped by a Stop-signal, it must stay until authorized to proceed, or in case of failure of means of communication it may proceed when preceded by a flagman to the next signal displaying a proceed indication.
When a train is stopped by a Stop and Proceed signal it may proceed:
(a) On single track, preceded by a flagman to the next clear signal. During the night time or in fog or
stormy weather if signal light should be extinguished and the signal arm be in proceed position, train may proceed not preceded by a flagman, provided the signal arm goes to stop position after train enters the block. Where home signals between stations are not preceded by distant signals, trains will stop at home signal, or within 1000 feet beyond, when such signal indicates stop.
(b) On double, three or more tracks, a train may proceed at once at slow speed with caution as the way is seen to be clear, running not to exceed speed of ten (10) miles per hour until after passing the next clear signal (irrespective of all previous signal indications), expecting to find a train in the block, broken rail, obstruction or switch not properly set.
(c) A train having passed an automatic block signal indicating Stop, must not assume that the track is clear because a train in advance takes a siding or side track at a point intermediate between block signals, as there may be another train or obstruction ahead.
(d) A train or engine entering the main track between block signals must proceed to the next signal only as the way is seen to be clear.
703. When a train is stopped by a block signal which is evidently out of order, and not so indicated, the fact must be reported to the Superintendent.
704. Both switches of a crossover must be open before a train starts to make a crossover movement, and the movement must be completed before either switch is restored to normal position.
(a). Both switch and derail must be set for a movement from main track to or from a siding before a movement is made and the movement made before the switch and derail are restored to their normal positions.
705. Engineman of any train entering a block on authority other than a clear signal will be held responsible in case of accident caused by overtaking a preceding train, or by a broken rail, open switch, car or engine fouling main track or unsafe conditions arising from repairs to the roadway.
706. 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; that is, if it is a Stop and Proceed-signal trains will stop, and then proceed; or if it is a Caution-signal trains will approach the Home Signal with caution and proceed under control. Such cases must be reported to the Superintendent.
707. Should an improper Proceed-signal indication be observed, it must be reported to the Superintendent by wire and a man must be left at the signal to notify approaching trains that would be affected until relieved by a Signal Department employe or by instructions from the Superintendent.
708. Engine or train crews observing a broken or failed rail, must immediately notify and protect other trains until relieved by a competent track man, and report promptly to the Superintendent from the first available point of communication.
709. In fog or stormy weather when signals cannot be plainly seen, the signals must be approached cautiously so that enginemen and trainmen can see and correctly interpret the indications.
710. Trains or cars on sidings must be left inside insulated rail joints.
711. Bulletins will be issued when signals are to be placed in or removed from service. Arms will not be placed on semaphore signals nor discs displayed in banjo signals until they are in service. After being so placed, they must be regarded as in service whether bulletin notice has been issued or not.
712. The function of block signals and the rules governing them do not relieve enginemen, conductors or trainmen from the duty of promptly and properly protecting their trains. A detached single caboose car frequently fails to throw automatic signals; therefore, when occupying the main track within yard limits or elsewhere, it must be fully protected as prescribed in the rules.
713. Additional instructions in reference to automatic block signals will be found under special instructions in current time-tables.
REQUISITES OF INSTALLATION AND RULES
1. Signals of prescribed form, the indications given by not more than three positions; by lights of prescribed color; or by both.
2. The apparatus so constructed that the failure of any part controlling the operation of a signal will cause it to display its most restrictive indication.
3. Signals located preferably over or upon the right of and adjoining the track to which they refer.
4. Semaphore arms that govern, displayed to the right of the signal mast as seen from an approaching train.
5. The normal indication of home signals-Stop.
9. Latch locking, or its equivalent.
10. Interlocked levers, or their equivalent, by which switches, locks and signals are operated.
l2. The interlocking of switches, locks, railroad crossings, drawbridges and signals through levers, or their equivalent.
13. Locks for all switches.
14. Detector bars, or their equivalent, for all interlocked switches.
15. Pipe, or its equivalent, compensated for changes in temperature, in mechanical interlocking, for connecting levers with switches and locks.
16. The interlocking of signals with switches, locks, railroad crossings, or drawbridges, so that a signal permitting a train to proceed cannot be displayed unless the route to be used is set and Stop-Signals displayed for all conflicting routes.
17. The established order of interlocking such that: A signal permitting a train to proceed cannot be displayed until the switches in the route to be set are in position and locked; derails, if any, in conflicting routes set to diverge and all opposing or conflicting signals display their most restrictive indication. The display of a signal to proceed shall lock the arrangement.
18. Interlocking and Block Signals, interconnected, where both are operated from the same station.
The following may be used:
A.-Distant signals interlocked with Home Signals; normal indication-Caution.
B.-Slow Speed Signals, Normal indication-Stop.
C.-Repeaters, audible or visible, to indicate the position of signals to the signalman operating them.
E.-Tbe locking of switches by signals.
G.-Annunciators indicating the approach of a train or for other purposes.
J.-Take siding indicators.
M.-Electric locking of derails, facing point switches and drawbridges so that they cannot be opened after a train has passed the clear Distant Signal until the train has passed over them.
N.-Derails, or diverging switches, for railroad crossings, drawbridges, junctions, and in sidings connected with the running tracks; normal position-Open.
O.-Detector bars, or their equivalent, at railroad crossings and junctions.
W.-Interlocking signals govern the use of the routes of an interlocking plant, and as to movements within Home Signal limits, their indications supersede the superiority of trains, but do not dispense with the use or the observance of other signals whenever and wherever they may be required.
714. The normal indication of Home Signals-Stop; of Distant Signals-Caution.
715. Levers, or other operating appliances, must be used only by those charged with that duty and as directed by the rules.
716. When the route is set the signals must be operated sufficiently in advance of approaching trains to avoid delay.
717. Signals must be restored so as to display their most restrictive indication as soon as the train or engine for which they were cleared has passed the signal.
718. If necessary to change any route, for which the signals have been cleared for an approaching train or engine, switches must not be changed or signals cleared for any conflicting route until the train or engine for which the signals were first cleared has stopped.
719. A switch, or lock, must not be moved when any portion of a train or an engine is standing on or closely approaching the switch, detector bar or circuit.
720. Levers must be operated carefully and with a uniform movement. If any irregularity, indicating disarranged connections, is detected in their working, the signals must be restored so as to display their most restrictive indication and the connections examined.
721. During cold weather the levers must be moved as often as may be necessary to keep connections from freezing.
722. During storms or while snow or sand is drifting, special care must be used in operating switches. If the force whose duty it is to keep the switches clear is not on hand promptly when required, the fact must be reported to the Superintendent and Signal Engineer.
723. If a signal fails to work properly its operation must be discontinued and until repaired the signal secured so as to display its most restrictive indication.
724. Signalmen must observe, as far as practicable, whether the indications of the signals correspond with the positions of the levers.
725. Signalmen must not make nor permit any unauthorized repairs, alterations or additions to the plant. Any defects in the interlocking plant must be promptly reported to the Superintendent and Signal Engineer.
726. If there is a derailment or if a switch is run through, or if any damage occurs to the track or inter-
locking plant, the signals must be restored so as to display their most restrictive indication, and no train or switching movement permitted until all parts of the interlocking plant and track liable to consequent injury have been examined and are known to be in safe condition.
727. If necessary to disconnect a switch, derail, detector bar, or its equivalent, or a lock, all switches or derails affected must be safely secured.
728. When switches or signals are undergoing repairs, signals must not be displayed for any movement which may be affected by such repairs, until it has been ascertained from the repairmen that the switches are properly set for such movements.
729. Signalmen must observe all passing trains and note whether they are complete and in order; should there be any indication of conditions endangering a train the signalman must take such measures for the protection of trains as may be practicable.
730. If a signalman has information that an approaching train has parted he must, if possible, stop trains or engines on conflicting routes, clear the route for the parted train, and give the train-parted signal, l2(e), to the engineman.
731. Signalmen must have the proper appliances for hand signaling ready for immediate use. Hand signals (flag, lamp, torpedo, fusee) must not be used when the proper indication can be displayed by the interlocking signals. When hand signals are necessary they must be given from such a place and in such a way that there can be no misunderstanding on the part of enginemen or trainmen as to the train or engine for which they are given. See rules 10 and 12.
732. If necessary to discontinue the use of any interlocking signal, hand signals must be used and the Superintendent and Signal Engineer notified.
733. Signalmen will be held responsible for the care of the interlocking station, lamps and supplies; and, unless otherwise provided, of the interlocking plant.
734. Lights in interlocking stations must be so placed that they cannot be seen from approaching trains.
735. Lights must be used upon all interlocking signals from sunset to sunrise and whenever the signal indications cannot be clearly seen without them.
736. If a train over-runs a Stop-signal, the facts must be reported to the Superintendent.
737. Signalmen must not permit unauthorized persons to enter the interlocking station.
738. Signalmen on duty must not leave the signal station except in case of necessity.
739. Switches may be operated upon request of track foremen or signal repairmen, whenever safe to do so.
740. Where approach electric locking is in use, the home signal lever must be placed in normal position while the train is on the releasing track circuit section to prevent relocking the lever in its reverse position by a following train running on the approach locking track circuit.
741. When a train is detained at or near an interlocking station, the signalman must make reasonable effort to communicate with and give necessary information to the Train Dispatcher and others in order to facilitate train movements.
742. A signalman having train orders for a train must place the interlocking signals to indicate stop, and in addition, display a red hand signal from the side window of the signal station in the direction of the approaching train, which must not be removed until all train orders have been delivered or the holding order annulled.
743. Relieving signalmen must acquaint themselves with existing instructions, train orders, positions of trains and conditions of the plant before assuming charge. Signalmen going off duty must not leave until this information has been furnished.
744. If a signal, permitting a train to proceed, after being accepted, is changed to a Stop-signal before it is reached, the stop must be made at once. Such occurrence must be reported to the Superintendent.
745. Trains must not pass a signal indicating stop, except as provided in rule 746.
746. Trains must not proceed on hand signals as against interlocking signals until enginemen and trainmen are fully informed of the situation and know they are protected.
747. The engineman of a train which has parted must sound the whistle signal for Train-parted on approaching an interlocking plant.
748. An engineman receiving a Train-parted signal from a signalman must answer by the whistle signal for train-parted.
749. When a parted train has been re-coupled the signalman must be notified.
750. Sand must not be used over movable parts of an interlocking plant.
(a). Water must not be wasted nor cylinder cocks opened over movable parts of an interlocking plant.
751. Conductors and Yard Masters must report to the Superintendent any unusual detention at interlocking plants.
752. Trains or engines stopped by the signalman in making a movement through an interlocking plant, must not move in either direction until they have received the proper signal from him.
753. A reverse movement within the limits of an interlocking plant, or a forward movement after making a reverse movement, must not be made without the proper interlocking signal or permission from the signalman.
754. A slow-speed signal indicating Proceed at Slow Speed, Prepared to Stop, does not signify that the track is unoccupied, but shows that the switches are locked for a route. The engineman of a train moving under slow-speed signal indication, or in case cars are being pushed by an engine, the trainman riding the leading car, must note the position of the rails and know that the switches are set for the route desired, and that no obstructions exist. The movement must be made at sufficiently slow speed to prevent entering upon the wrong route or to permit stopping before colliding with cars or engines.
755. If a train over-runs a Stop-signal, it must not move without permission from the signalman.
756. The clearing of a signal does not permit more than one train or engine to pass the signal. A following train or engine must not proceed until the signal has
been cleared for it after having been set to indicate Stop behind the preceding train or engine.
757. In case of unusual detention at a home signal the engineman must sound his whistle and notify the signalman of the position of the train. The engineman must report such detention to the Superintendent.
758. Care must be exercised to see that no portion of a train fouls adjoining tracks, or on detector-bars or circuits so as to interfere with the operation of the interlocking plant.
759. Where cross-over switches are protected by interlocking signals, trains may cross over without flag protection, except against first-class trains.
760. Emergency whistles are used as follows:
(a). One sound-Indicates that all trains moving within the limits of the interlocking plant must stop immediately.
(b). Two sounds-Indicate that trains after having stopped may proceed after receiving the proper interlocking signal.
(c). Three sounds-For testing whistle.
761. If any portion of a train or engine passes a Stop-signal the fact must be reported to the Superintendent.
762. Enginemen must observe all signals affecting their trains, and must watch for signals in both directions whenever they are being held between signals.
(a). Crossover movements at an interlocking plant must be made with the current of traffic, when practicable. Movements outside of the home and slow-speed signal limits must not be made except under train order or flag protection.
(b). To prevent smoke or steam from obscuring the
view of signals, engines must not be left standing under or adjacent to signals or signal-bridges.
(c). Caution or Stop-signals displayed or given must be complied with absolutely. Improper flagging or display of signals by employes of any department, must be reported to the Superintendent.
763. A station signal is used to regulate the approach of a train to a passenger station.
764. When a Station-signal indicates Caution, enginemen must bring their trains under control prepared to stop before reaching the station.
765. Crossing bells are not used to indicate approach of trains moving against the current of traffic. Enginemen using reverse track must be extremely careful to sound the whistle signal distinctly and ring the bell continuously, when approaching such crossings.
766. Enginemen must observe carefully when passing a crossing equipped with an automatic bell or a light, and in case of failure of the proper indication must report the fact to the Superintendent.
767. Switch-targets are used in connection with a hand operated switch to indicate the route for which the switch is set.
768. A yellow Slow-Speed-Sign by day, displaying in addition a yellow light by night, upon the right of and adjoining the track to which it refers, approximately 2,000 feet distant, indicates entrance to slow
speed limits where track or bridge work is in progress. Speed must be reduced in compliance with bulletin instructions.
769. A green Resume-Speed-Sign by day, displaying in addition a green light by night, upon the right of and adjoining the same track, 50 feet in advance of the district so protected, indicates that speed may be resumed when the entire train has passed the green Sign, which will be indicated by proper signal to the engineman from the rear end of the train.
770. Permanent Slow-Speed-Signs, painted yellow and displaying in addition yellow lights by night, upon the right of and adjoining the tracks to which they refer, are used to indicate, by figures thereon, the maximum speed in miles per hour permitted on curves, and also at other points where physical conditions may require, unless speed is further restricted by special instructions. Speed must be limited as indicated, until the last car of the train has passed over the curve. The locations of permanent Slow-Speed-Signs will be specified in the time-tables.
The signal aspects, indications and the name given each for the various types of signals used are as follows:
Indication - STOP Name - STOP-SIGNAL.
Indication - STOP Name - STOP-SIGNAL.
Indication - STOP AND PROCEED Name - STOP AND PROCEED SIGNAL.
Indication - STOP AND PROCEED Name - STOP-AND-PROCEED SIGNAL
Indication - APPROACH NEXT SIGNAL PREPARED TO STOP Name - APPROACH SIGNAL
Indication - APPROACH NEXT SIGNAL PREPARED TO STOP Name - APPROACH SIGNAL
Indication - PROCEED Name - CLEAR SIGNAL
Indication - PROCEED Name -CLEAR SIGNAL
Indication - PROCEED Name - CLEAR SIGNAL
Indication - PROCEED Name - CLEAR SIGNAL
Indication - PROCEED AT SLOW SPEED, PREPARED TO STOP Name - SLOW SPEED SIGNAL
Indication - PROCEED AT SLOW SPEED, PREPARED TO STOP SHORT OF TRAIN OR OBSTRUCTION. Name - PERMISSIVE SIGNAL.
800. Roadmasters report to, and receive instructions from, the Principal Assistant Engineer and General Roadmaster.
801. They are held responsible for the safe condition and proper maintenance of track, roadway, right-of-way, station grounds and driveways, and must inform themselves of the condition of structures. They must make temporary repairs of such defects as may endanger or delay the movement of trains, and promptly report defective conditions to the proper officers.
802. They must make frequent inspection of track, roadway, right-of-way, station grounds and driveways and have any repairs made as promptly as necessary.
803. They will employ and maintain the necessary forces of men to meet actual requirements, and for the proper fulfillment of their functions.
804. They must know that track foremen are fully instructed and understand all the rules and signals prescribed for the protection of trains, and strictly comply with them.
805. They must, in case of obstruction or damage to track or roadbed, proceed to the place with the forces at their command and do all in their power to promptly clear and repair the track.
806. They must investigate and report on the prescribed form accidents which may be attributable to defects in, or result in damage to, tracks, roadbed, or structures.
807. They must conform to the prescribed standards and plans in the execution of work under their charge.
808. They must know that track foremen are supplied with tools and materials necessary for the efficient performance of their duties, and see that these are properly used and cared for.
809. They must not, except by proper authority, permit experimental trials of appliances or devices, or give out information on the results of any trial.
810. They must keep themselves informed in regard to all work performed in their districts by contractors, or others who do not come under their charge, and see that nothing is done by them that will interfere with the safety of track or the movement of trains.
811. They shall have immediate supervision of work train service for the maintenance of track and employ such service only when authorized by the Principal Assistant Engineer and General Roadmaster.
812. They must know that track foremen are provided with the rules, circulars, forms, special instructions and safety regulations pertaining to their duties and that they fully understand and comply with them.
813. They must see that the vicinity of all bridges and trestles is clear of combustible matter and that bridge seats, tops of piers and other readily accessible portions of bridges and trestles are clear of cinders and dirt and that water barrels are kept filled with water.
814. They must see that waterways and the approaches and outlets thereto are kept free from obstructions.
815. They must see that no encroachment upon or occupancy of any portion of the railroad’s buildings, right-of-way or station grounds is permitted, except by proper authority.
816. Track Supervisors and General Foremen report to and receive instructions from the Roadmaster and must be governed by rules for roadmasters so far as they relate to their assigned duties.
817. Track Foremen report to and receive their instructions from the Roadmaster.
818. They will be held responsible for the proper inspection and safe condition of the track and roadway under their charge, and shall do no work thereon that may interfere with the safe passage of trains, except under proper protection. See rules 15, 36, 99.
819. They must go over their sections or send a reliable man, with suitable tools, at least once a day to make thorough inspection, and know that the track, highway crossings, signals, culverts, bridges, fences, telegraph lines, etc. are in safe condition.
820. They will employ such men as the Roadmaster directs, and see that they properly perform their duties. They must keep the required records of the time of their men and of the materials used. They must each have a copy of the current time-table, and be thoroughly familiar with the regulations therein, and with the times of trains over their sections. They must carefully observe signals displayed by trains, and know before obstructing the tracks that all trains due have passed. No notice will be given of extra trains, and foremen must be prepared for them.
(a). (Double, Three or more Tracks.) They will not occupy or work on a track on which traffic is temporarily reversed or used as single track, except when necessary and then only under proper protection.
822. Upon observing, or receiving notice of, any perilous condition of tracks, bridges or culverts, they must at once send out the proper signals to warn approaching trains; notify the proper officers of the condition and do all in their power to make the necessary repairs.
823. Track foremen must, in case of accident, promptly render all assistance in their power, whether the accident occurs on their own, or adjacent sections. They will investigate and report on Form G. R. 14 all accidents occurring on their sections which may be attributable to, or result in damage to track, roadbed, or structures.
824. They must conform to the prescribed standards and plans in the execution of work under their charge.
825. They will be held responsible for the proper care and use of tools and materials necessary for the efficient performance of their duties, and shall make requisition to the Roadmaster from time to time, as additional supply becomes necessary.
826. They must not, except by proper authority permit experimental trials of appliances or devices, nor give out information on the results of any trial.
827. They must keep themselves informed in regard to all work performed on their sections by contractors, or others who do not come under their charge and see that nothing is done by them that will interfere with the safety of the track or the movement of trains.
828. They must limit the use of hand cars to the service Of the railroad, and must not, except by proper authority permit any person except employes of the railroad, engaged in the performance of duty, to ride thereon. They must not permit the running of hand cars or velocipede or motor cars belonging to private parties over the tracks under their charge.
829. They must have the following signals and keep them in proper condition for immediate use.
2 Yellow Flags
2 Red Flags
2 Yellow Lamps
2 Red Lamps
2 White Lamps
830. Before a rail is taken out of a main track or other work undertaken which would render the track impassable for trains, competent flagmen must be sent out with torpedoes and the proper Stop-signals, at least one-half mile-twenty telegraph poles-distant (in both directions on single track and the same on double track when necessary), and where the view is not clear for at least a quarter of a mile farther, or the grade descends towards the obstruction, the distance must be increased sufficiently to give trains ample time to stop.
In addition to displaying the Stop-signals, the flagmen must also place two torpedoes on the rail, two rail lengths apart, on straight line on the engineman’s side, and remain there until recalled. See Rule 99.
831. Torpedoes must not be placed within 12 feet of a rail joint, near station buildings or public crossings, or where they may injure persons. Torpedoes exploded by motor cars, hand cars, velocipede and other similar cars must be at once replaced.
832. During heavy storms, whether by day or night, whereby the track or any portion of the railroad’s property becomes liable to damage, foremen and trackmen must be on duty, and at such time they must go over their sections, taking Stop-signals with them, prepared to protect both track and trains.
833. They must keep the vicinity of all buildings, bridges and trestles cleared of all combustible matter, such as chips, bark, dry grass, etc. They must keep bridge seats, tops of piers and all other readily accessible portions of bridges and trestles cleaned of cinders and dirt. Where water barrels are furnished they must keep them filled with water.
834. They must keep a careful lookout for fires along the track, and prevent, if possible, the destruction of fences, wood, or other material and the spread of fires into adjoining fields. They must not permit fires to be started unless they have sufficient force to keep them under control.
835. They must use constant care to see that waterways and approaches and outlets thereto are kept free from brush, driftwood and other obstructions.
836. They must not permit encroachment upon, or occupancy of any portion of the railroad’s buildings, right-of-way or station grounds, except by proper authority.
837. They must keep all interlocking pipe lines and trunking free from grass and weeds; all switches, frogs and movable parts of interlocking plants free from snow, ice and other obstructions; they must give special attention to drainage through interlocking plants and where track circuits are used.
838. They must thoroughly understand the rules, circulars, forms, special instructions and safety regulations pertaining to their duties and see that they are complied with.
840. General Foremen shall report to, and receive instructions from the Division Engineer.
841. They will be held responsible for the safe condition and proper maintenance of structures. They must make temporary repairs of such defects as may endanger or delay the movement of trains, and promptly report defective conditions to the Division Engineer.
842. They must make frequent inspection of structures and have necessary repairs made as promptly as conditions require.
843. They shall, as necessary, employ men for carrying out the duties for which they are responsible
844. They must know that foremen are familiar with the operating rules in regard to train signals and flagging, and that they fully understand and comply with them.
845. They must, in case of damage to structures promptly assemble forces, tools and materials and make necessary repairs.
846. They must investigate damage to structures resulting from train accidents or other causes and make prompt report to the Division Engineer.
847. They must conform to the prescribed standards and plans in the execution of work under their charge.
848. They must know that foremen are supplied with tools and materials necessary for the efficient performance of their duties and see that these are properly used and cared for.
849. They must not, except by proper authority permit experimental trials of appliances or devices nor give out information of the results of any trial.
850. They shall keep themselves informed in regard to all work performed on bridges and structures in their district by contractors, or others who do not
come under their charge, see that nothing is done by them that will interfere with the safety of structures and report promptly to the Division Engineer if the work is not done in accordance with the prescribed standards.
851. They shall have immediate supervision of work train service for the maintenance of structures and employ such service only when authorized by the Division Engineer.
852. They must know that foremen are provided with rules, circulars, forms, special instructions and safety regulations pertaining to their duties, and that they fully understand and comply with them.
853. They must see that water barrel rests at all timber bridges and trestles are in repair and supplied with barrels and buckets and that stations and other structures are equipped with the necessary water barrels, buckets and other appliances.
854. In periods of flood, they must observe and record the flow of water of the various streams passing under the tracks, and report to the proper officer any case in which the opening seems insufficient.
855. Bridge and Building Foremen report to, and receive instructions from the General Foreman.
856. They will be held responsible for the proper inspection and safe condition of the structures under their charge, and shall do no work thereon that may interfere with the safe passage of trains, except under proper protection.
857. They must make such inspection of the structures in their district as the General Foreman may
direct and report their condition, on the prescribed Form.
858. They shall employ men as the General Foreman directs and see that they properly perform their duties. They must keep the required records of the time of their men, and of the materials used.
859. They must each have a copy of the current timetable, and be thoroughly familiar with the rules and regulations therein, and with the times of regular trains over their districts. They must carefully observe signals displayed by trains, and know before obstructing the tracks that all trains due have passed. No notice will be given of extra trains and foremen must be prepared for them.
860. They must be familiar with the use and meaning of signals and see that their use by day and by night and in fog or storm is correctly understood by their workmen. When making repairs to bridges they must keep the main track safe for the passage of trains.
861. They must not obstruct the main track until trains are fully protected by reliable flagmen with Stop-signals at least one-half mile-twenty telegraph poles-distant (in both directions on single track and the same on double track when necessary), and on grades descending towards the obstruction the distance must be increased sufficiently to give trains ample time to stop. See Rule 99.
(a). (Double, Three or more Tracks.) They must not occupy or work on a track on which traffic is temporarily reversed, or used as single track, except when necessary, and then only under proper protection.
862. They must have the following signals and keep them in proper condition for immediate use.
2 Yellow Flags
2 Red Flags
2 Yellow Lamps
2 Red Lamps
2 White Lamps
863. Torpedoes must not be placed within 12 feet of a rail joint, near station buildings or public crossings, or where they may injure persons. Torpedoes exploded by hand cars, velocipede or motor cars must immediately be replaced.
864. They must, in case of damage to structures in their districts, promptly proceed to the place with their men, tools and materials at their command and do all in their power to make necessary repairs.
865. They must, in case of accident coming under their observation, report the facts to the Division Engineer and General Foreman.
866. They must conform to the prescribed standards and plans in the execution of work under their charge.
867. They will be held responsible for the proper care and use of tools and materials necessary for the efficient performance of their duties and shall make requisition to the General Foreman from time to time as additional supply becomes necessary.
868. They must not, except by proper authority, permit experimental trials of appliances and devices nor give out information of the results of any trial.
869. They must thoroughly understand the rules, circulars, forms, special instructions and safety regulations pertaining to their duties and see that they are complied with.
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