THE DELAWARE, LACKAWANNA & WESTERN RAILROAD COMPANY

RULES

of the

OPERATING DEPARTMENT

Effective April 1, 1935

No.............

THIS BOOK

Is the Property of

THE DELAWARE, LACKAWANNA & WESTERN RAILROAD CO.

and is loaned to

Who will be held responsible for its care. Should the book be lost or destroyed, or should the emplye fail to return it to proper official on leaving the service, the sum of fifty cents must be paid in settlement therefor.

The Delaware, Lackawanna & Western Railroad Company

RULES

of the

OPERATING DEPARTMENT

Effective April 1, 1935

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RULES

of the

OPERATING DEPARTMENT

The rules herein set forth govern employes of The Delaware, Lackawanna & Western Railroad Company, leased and operated lines; also employes of other companies while working on property of the said railroads.



They take effect April 1, 1935, superseding all previous rules and instructions inconsistent therewith.



Special instructions may be issued by proper authority.

G. A. PHILLIPS

Chief Engineer

C. J. SCUDDER

Superintendent Motive Power and Equipment

GENERAL NOTICE

Safety is of the first importance in the discharge of duty.



In case of doubt or uncertainty, the safe course must be taken.



Obedience to the rules is essential to safety.



To enter or remain in the service is an assurance of willingness to obey the rules.



The service demands the faithful, intelligent and courteous discharge of duty.



To obtain promotion, ability must be shown for greater responsibility.

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GENERAL RULES

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-table 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 any assistance in their power in carrying out the rules and special instructions and must report to the proper official any violation thereof.



F.  Accidents, failure in the supply of water or fuel, defects in track, bridges, signals, or any unusual conditions which may affect the movement of trains; must be promptly reported to the proper authority from first available point of communication.



G.  The use of intoxicants or narcotics is prohibited.



H.  Employes must not smoke while on duty in or about passenger stations or on passenger equipment in service. Smoking in or about shops, piers, freight stations, etc., 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 and on or about trains, must be courteous, orderly and quiet.



L.  In case of danger to the Railroad property employes must promptly unite to protect it.

Employes must keep the premises in their charge in a neat and orderly condition.

Fire apparatus must be kept ready for instant use.



M.  Employes must exercise care to avoid injury to themselves or others by observing the condition of equipment and the tools which they use in performing their duties and when found defective will, if practicable, put them in safe condition, reporting defects to the proper authority.

They must inform themselves as to the location of structures or obstructions where clearances are close.

They must expect trains to run at any time, on any track, in either direction.

They must not stand on the track in front of an approaching engine or car for the purpose of boarding the same.



N.  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).

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O.  Minors sball 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.



P.  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 must be secured.

Employes must not give statements or interviews concerning accidents or personal injuries, to any person except authorized representatives of the Railroad Company.



Q.  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 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.  Replacement or adjustment of couplers may be made only when cars or engines have been separated and stopped, and with full understanding by all concerned.



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 hazardous practices.



U.  As many of the rules apply similarly to employes in train, engine, yard and station service, 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 should, from a position of safety to themselves, 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, signalmen, 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.

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DEFINITIONS

ENGINE--A machine propelled by any form of energy and used in train or yard service.*



MOTOR CAR--A car propelled by any form of energy and used in train or yard service.*



TRACK CAR--Any car which may be moved manually off or on track. It may be hand or power operated.



TRAIN--An engine or motor car or more than one engine or motor car 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 work 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.

* Where the term "Engine" appears in these rules it applies to either "Engine" or "Motor Car."

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 designited 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.



TWO OR MORE TRACKS--Two or more main tracks upon any of which the current of traffic may be in either specified direction.



REVERSIBLE TRACK--A main track signaled for movement of trains in either direction on which current of traffic is established by block signals. (See Rules D-261 to D-264 inclusive.)



SIDING--A track auxiliary to the main track, for meeting or passing trains.



SIDE TRACK--A track, other than siding, auxiliary to the main track.



CURRENT OF TRAFFIC--The movement of trains on a main track, in one direction, specified by the rules.

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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.



SPRING SWITCH--A track switch equipped with spring connected points which permit train to trail through without operating lever of hand throw stand. The spring points return to their original position after the train has trailed through.



FIXED SIGNAL--A signal of fixed location indicating a condition affecting the movement of a train.

A "Fixed Signal" covers such signals as switch, train order, block, interlocking, semaphore, disc, ball, grade, stop boards, yard limit boards, slow boards, or other means for displaying indications that govern the movement of a train.



YARD--A system of tracks within defined limits provided 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.



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.



RESTRICTED SPEEED--Prepared to stop short of train, obstruction, or anything that may require train to stop. (See Rules 509h and 663a)

LETTER SYMBOLS USED AS SIGNS

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TRAIN RULES

Rules with a prefix "S" are for single track; those with a prefix "D" are for two or more tracks. Itules without a prefix are for single and two or more tracks.

STANDARD TIME

1.  Standard time obtained from Washington, D. C. Observatory will be transmitted to all points from designated offices at 12 o’clock noon EASTERN STANDARD TIME daily. (See Rule 750.)



2.  Watches that have been examined and certified to by a designated inspector as being the prescribed standard must be used by Yardmasters, Conductors, Enginemen, Train Flagman, Yard Engine Foremen, Agents and Operators handling train orders; Signalmen, Inspectors, Maintainers, and Repairmen of Signals, 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.

All watches must be inspected semi-annually by a duly authorized Inspector who will fill out the order and certificate on Form prescribed by the National Railway Time Service Company.

Conductors, Enginemen and Train Flagmen shall submit their watches semi-monthly to an authorized inspector for comparison with standard time, who will observe the rating, make any necessary adjustments and record same on employes card certificate, without cost to the employe.

3.  Watches of conductors, 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 at points where available. The time when watches are compared must be registered by conductors and enginemen on a prescribed form. Employees 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.

Before starting on a trip, or commencing work, conductors must compare time with enginemen, and flagmen must compare time with conductors or enginemen, except that when the terminal departure of long freight trains in double track territory makes impracticable the comparison of time between conductor and engineer, it may be omitted.

In M&E Division suburban passenger service conductors and enginemen must compare time before starting each one way trip.

TIME-TABLES

4.  Each time-table, from the moment it takes effect, supersedes the preceding time-table, 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 precedng 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 time-table.

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.

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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 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.

Where there are one or more trains to meet or pass a train between two times, or more than one train to meet a train at any station, attention is called to it by ¶.

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.



6.  The following letters when placed before the figures of the schedule indicate:

s--regular stop.

f--flag stop to receive or discharge passengers or freight.

L--leave.

A--arrive.

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track, must stop and remove or extinguish the fusee and then proceed at restricted speed.



11b. A train finding a fusee burning yellow on or near its track must proceed at restricted speed.



11c. Trains on ascending grades governed by grade signals, may pass a fusee burning red without stopping to remove it, and proceed at restricted speed.



11d. When placing or dropping a fusee it will, so far as possible, be placed on the engineman’s side of track and outside of the rail.



11e. Fusees must not be placed on bridges, roadway crossings, or at places where fire may be communicated to structures or to cars.

12. HAND, FLAG AND LAMP SIGNALS

NOTE--The hand, or a flag, moved the same as the lamp, as illustrated in the following diagrams, gives the same indication, except in the observance of rule 12 (a) the hand or flag movement may be above the shoulder.

12a.

STOP.

Swung across the track.

12b.

REDUCE SPEED.

Held horizontaly at arm’s length.

12c.

PROCEED.

Raised and lowered vertically.

12d.

BACK.

Swung vertically in a circle at half arm’s length across the track.

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12e.

TRAIN HAS PARTED.

Swung vertically in a circle at arm’s length across the track, when running.

12f.

APPLY BRAKES.

Swung horizontally above the head, when standing.

12g.

RELEASE HAND BRAKES.

Held at arm’s length above the head, when standing.

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track, or is standing to meet a train at end of two or more tracks or a junction.

It must be dimmed while passing through yards where yard engines are employed; approaching stations at which stops are to be made or where trains are receiving or discharging passengers; approaching train order signals, junctions, terminals, or meeting points or while standing on main track at meeting points and on two or more tracks when approaching trains in the opposite direction; after stopping behind a train; when trains are being pulled, on all engines except the leading engine.

Headlights will be displayed while passing through tunnel.

When there are more trains at a meeting point than the siding will hold, the headlight of the leading engine must remain displayed.

When an engine is running backward a white light must be displayed by night on the rear of the tender.

Fig. 1.

Engine running backward by night, without cars or at the front of a train pulling cars.

White light at A.

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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.  The following signals must be displayed to the rear of every train, as markers, to indicate the rear of the train:

Fig. 2.

Engine running forward by day, without cars or at the rear of a train pushing cars.

Marker lamps not lighted at A A as markers.

Note to Rules 17, 19, D-19, 20, 21 and 24: The diagrams are intended to illustrate the general location of the train signals, not the exact manner in which they are to be attached.

Fig. 3.

Engine running backward by day, without cars or at the rear of a train pushing cars.

Lamps not lighted at A A as markers.



Fig. 4.

Rear of train by day.

Marker lamps not lighted at A A as markers.

In suburban service the display of day marker signals is not required on steam or electric trains.

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Fig. 5.

Engine running forward by night, without cars or at the rear of a train pushing cars on single track, with the current of traffic on two or more tracks and with the current of traffic on passenger tracks where there are three or more tracks.

Lights at A A as markers, showing green or yellow to the front and side and red to the rear.

Fig. 6.

Engine running backward by night, without cars, or at the rear of a train pushing cars

Lights at A A as markers showing green or yellow to side and in direction engine is moving and red in opposite direction.

Fig. 7.

Rear of train by night while running on single track, with the current of traffic on two or more tracks and with the current of traffic on passenger tracks where there are three or more tracks.

Lights at A A as markers, showing green or yellow to the front and side and red to the rear.

Fig. 8.

Rear of train by night when on siding clear of main track to be passed by another train.

Lights at A A as markers, showing green or yellow toward engine, side and to rear.

By night, before switch is opened, or any move made to return to main track, the marker lights must be changed to show red to the rear.

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FIG. 9.

Rear of train by night running with the current of traffic on slow speed track where there are three or more tracks.

Lights at A A as markers, showing green or yellow to rear on the side next to the high speed track in the direction of current of traffic and red on the opposite side.

FIG. 10.

Rear of train by night running on any track against the current of traffic where there are three or more tracks.

Lights at A A as markers, showing green or yellow to the rear, with a red light on the platform.

D-19.  The following signals will be displayed to the rear of every train, as markers, to indicate the rear of the train: By day, 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.

(Outside)(Between tracks)

Fig. 11.

Rear of train by night running against the current of traffic on two or more tracks.

Lights at A A as markers, 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.

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19a.  During snow and sleet storm by day, the lights in marker lamps must be kept burning to prevent snow or ice obscuring them.



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.

Fig. 12.

Engine running forward by day displaying signals for a following section.

Green flags at A A.

Fig. 13.

Engine running forward by night displaying signals for a following section.

Green flags and green lights at A A.

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.



21a.  On two or more tracks 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.

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Fig. 16.

Engine running forward by day as an extra train.

White flags at A A.

Fig. 17.

Engine running forward by night an an extra train.

White flags and white lights at A A.

Fig. 18.

Engine running backward by day as an extra train, without cars or at the rear of a train pushing cars.

White flags at A A.

Lamps not lighted at A A as markers.

Fig. 19.

Engine running backward by night as an extra train, without cars or at the rear of a train pushing cars.

White flags and white lights at A A.

Lights at B B as markers, showing green or yellow to side and in direction engine is moving and red in opposite direction.

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22.  When two or more engines are coupled, each engine shall display the signals as prescribed by Rules 20 and 21.



23.  One flag or light displayed where in Rules 19, 20 and 21 two are prescribed will indicate the same as two; but the proper display of all train signals is required.



24. When cars are pushed by an engne except when shifting or making up trains in yards, a white light must be displayed on the front of the leading car by night.

Fig. 20.

Passenger cars being pushed by an engine by night.

White light on front of leading car at A.

Fig. 21.

Freight cars being pushed by an engine by night.

White light on front of leading car at A.

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. Each class of workmen will display the blue signals and the same workmen are alone authorized to remove them. Other equipment must not be placed on the same track so as to intercept the view of the blue signals, without first notifying the workmen.

When emergency repair work is to be done under or about cars in a train and a blue signal is not available, the engineman and fireman must be notified and protection must be given those engaged in making the repairs.

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USE OF SIGNALS

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.



27a.  Imperfectly displayed signals, or the absence of a signal at a place where the signal is usually shown, must be reported to the superintendent from first available point of communication.



28.  A green and white signal will be used to stop a train only at the flag stations indicated on its schedule.



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, except in enginehouses and on yard engines, must be rung when an engine is about to move; while approaching and passing public crossings at grade; while running through tunnels or along streets of towns or cities, and while passing a train standing on adjacent track.



30a.  Engine bell on yard engines must be rung while approaching and passing public crossings at grade; while running through tunnels or along streets of towns or cities.



30b.  When passing passenger stations engine bell must be rung in order to give warning to people on station platforms.



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.



32a.  Engine whistle must not be sounded while passing, or being passed by a passenger train, except when approaching crossings at grade or other cases of necessity.



33.  Watchmen stationed at public crossings at grade must use stop signals when necessary to stop trains. They will use prescribed signals to stop highway traffic.



34.  All members of train and engine crews must, when practicable, communicate to each either by its name the indication of all signals affecting the movement of their train.



35.  The following signals will be used by flagmen:

SUPERIORITY OF TRAINS

NOTE--Rules with a prefix "S" are for single track; those with a prefix "D" are for two or more tracks. Rules without a prefix are for single and two or more tracks.

S-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.

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D-71.  A train is superior to another train by right or class.

Right is conferred by train order; class by time-table.

Right is superior to class.



S-72.  Trains of the first class are superior to those of the second; trains of the second class are superior to those of the third; and so on.

Trains in the direction specified by the time-table are superior to trains of the same class in the opposite direction.



D-72.  Trains of the first class are superior to those of the second; trains of the second class are superior to those of the third, and so on.



73.  Extra trains are inferior to regular trains.

MOVEMENT OF TRAINS

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.



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

Stations at which train registers are located will be designated by time-tables.



D-83.  A train must not leave its initial station on an division, or subdivision, or a junc-

tion, until it has been ascertained whether all superior trains due have left.

Stations at which train registers are located will be 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.

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.



S-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.



S-88.  At meeting points between trains of the same class, the inferior train must clear the

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main track before the leaving time of the superior train.

At meeting points between extra trains, the train in the inferior timetable 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.



S-88a.  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 for the opposing train must protect it unless relieved by some other competent employe. The opposing train, when about to enter siding for which switch has been lined, may pass governing automatic block signal without stopping, on receiving "proceed" signal from the employe protecting the switch subject to Rule 5O9h.



S-99.  At meeting points between trains of different classes the inferior train must take the siding and clear the superior train not less than 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.



S-90.  Trains must stop at schedule meeting points, if the train to be met is of the same class unless the switch is property lined and the track clear.

Train must stop clear of the switch used by the train to be met in going on the siding.

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.

The engineman of each train will give signal 14 (n) at least one mile before reaching a meeting or waiting point. 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 not less than five minutes apart, except in closing up at stations. A train following a train carrying passengers must keep not less than ten minutes behind it.



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



93.  Within yard limits the main track may be used protecting against first-class trains. All other trains must move within yard limits prepared to stop unless the main track is seen or known to be clear.



93a.  Within yard limits, passenger trains must be protected regardless of weather conditions, and during fog or other unfavorable conditions, all trains occupying main or running tracks within yard limits, must be protected as prescribed by Rule 99.



93b.  Within yard limits, yard engines and extra trains will proceed at restricted speed expecting to find the tracks occupied.

Yard limits, are indicated by "YARD LIMIT" boards.



94.  A train which overtakes another train so disabled that it cannot proceed will pass it, if practicable, and if necessary will assume the

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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.



S-94.  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.



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.



S-96.  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.



S-97.  On single track extra trains must not be run without train orders.



D-97.  On two or more tracks extra trains may be run with the current of traffic without train orders, except when restricted by time-table instructions.

Work extras must move with the current of traffic unless otherwise directed.



97a.  Trains must procure Clearance Form A at points designated in time-table.



98.  Trains must approach the end of two or more tracks, junctions, railroad crossings at grade, and draw-bridges, prepared to stop, unless the switches are properly lined, signals indicate proceed, and track is clear. Where required by law or designated by "STOP" boards, trains must stop.



98a.  Where the approach to draw-bridges and railroad crossings at grade is not governed by interlocking signals trains must stop not less than 200 feet nor more than 800 feet distant before crossing.



99.  When a train stops under circumstances in which it may be overtaken by another train, the flagman must go back immediately with flagman’s signals a sufficient distant to insure full protection, placing two torpedoes, and when necessary, in addition, displaying lighted

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fusees. When recalled and safety to the train will permit, he may return.

When the conditions require, he will leave the torpedoes and a lighted fusee.

The front of the 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.

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 fusees must be thrown off at proper intervals.

When day signals cannot be plainly seen, owing to weather or other conditions, night signals must also be used. Conductors and enginemen are responsible for the protection of their trains.

INSTRUCTIONS ON RULE 99

Under circumstances requiring protection of train, the flagman must go back immediately with flagman’s signals, without being whistled out or otherwise instructed, a sufficient distance to insure full protection, taking into consideration the curves, grades, weather and surroundings that may affect the view, and will there place two torpedoes on top of the rail two rail-lengths apart on the engineman’s side of track. He will remain at this point until recalled by the prescribed whistle signal or until overtaken by another train.

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.

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 yellow fusee upright outside the rail on the engineman’s side of track.

When 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, in addition, leave a lighted yellow

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fusee upright, outside the rail on the engineman’s side of track.

In fog or stormy weather the flagman must not be recalled when a first class train is due.

When practicable, torpedoes must be placed on straight line and not less than 500 feet from a whistling post. If absolutely necessary to place on a curve, and engineman’s side of track is on outside of curve, two additional torpedoes must be placed on the opposite rail.

Flagmen must protect their trains regardless of the presence of motor or track cars and not depend upon employes using such cars to protect trains.

Torpedoes exploded by any agency other than by a train must at once be replaced.

Proper precautions must be taken to insure protection of trains moving out of sidings or running tracks.

Fixed signals do not relieve conductors, enginemen or flagmen from the responsibility of properly protecting their trains as prescribed by the rules.

Flagmen’s signals consist of:

100.  When the flagman goes back to protect the rear of the train and is left behind, another trainman must take his place on the train.

100a.  Light engines stopped by flag may proceed cantiously inside protection of such flag, and flagmen until recalled, will protect these engines as prescribed by Rule 99.



100b.  Helper and pusher engines must be protected by crew of train to which they are attached, as prescribed by Rule 99. When other arrangements are not provided such engines will be attached to and detached from trains by train crews.



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, trainmen must, if possible, prevent damage to the detached portions. The signals prescribed by Rules 12(e) and 14(f) must be given.

The detached portion must not be moved or passed until the front portion comes back, except under full protection.

The engineman and trainmen of the front portion must give the train parted signal to trains on an adjacent track. A train receiving this signal or being otherwise notified that a train on an adjacent track has parted, must immediately reduce speed and proceed at restricted speed until the separated train is passed.

When a train is disabled or stopped suddenly by an emergency application of the air

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brakes or other causes, adjacent tracks as well as tracks of other railroads that are liable to be obstructed must at once be protected until it is ascertained they are safe and clear for the movement of trains.



102a.  If on ascending grade, trainmen must prevent detached portion from running backward by prompt application of hand-brakes.



102b.  If passenger cars become detached from train on ascending grade, hand-brakes should immediately be applied to the detached cars and angle cocks closed.



102c.  At night or when weather conditions require, when a portion of a train is left on the main track under conditions which make it difficult for the returning train and engine crew to locate the standing portion, a white light must be placed at the head of the first car, and two torpedoes, two rail lengths apart, left at least 1,000 feet (20 car lengths) from the detached portion.



103.  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 shifting over public crossings at grade not protected by a watchman, a member of the crew must be stationed on the crossing to give warning to the public. When signals from the trainmen cannot be seen from the engine, the movement must be stopped until the way is known to be clear.

NOTE--The exception covers the making and breaking up of trains only, and not extended movements within yards.

103a.  Conductors are responsible for protecting the movement of cars to prevent fouling adjoining tracks or pushing cars off ends of tracks.



104.  Conductors are responsible for the position of switches used by them and their trainmen, except where switchtenders are stationed. Switches must be properly lined after having been used.

A switch must not be left open for a follow-

ing train unless in charge of a trainman of such train.

When practicable, the engineman must see that the switches near the engine are properly lined.

When a train or engine is waiting to cross from one track to another and during the approach or passage of a train on tracks involved, all switches connected with the movement must be secured in the normal position. Before starting to make the movement, all switchs involved must be properly lined (the switch in track to which the train is crossing must be thrown first), and not restored to normal until the movement is completed.

Where trains are required to be reported in the clear at sidings with hand-operated switches, this report must not be made nor hand-signals given other trains until the switch has been properly lined and secured in its normal position.



104a.  At meeting or passing points the employe attending 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.



104b.  Switches leading from sidings, other than main track switches, must be set and secured for the siding, except such switches used as derails.



104c.  Main track switch must not be restored to normal position until rear of train entering a siding has passed the fouling point.



104d.  Trains or cars on sidings must stand

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clear of insulated joints placed in the track at fouling point. When trains are standing in sidings, derails and main track switches must be secured in normal position.



104e.  Main track switch must be opened before a train leaving siding passes the fouling point.



104f.  Derails must be kept set and secured for derailment when not in use.



104g.  Enginemen must know that the switches and derails are properly lined before starting to pull in or out of sidings. When a train has backed into a siding to meet or to be passed by another train, the engineman must know that the switch is properly lined for main track and derail in normal position.



104h.  If a main track switch is found to be defective or have a defective lock, the switch must be secured and the fact reported at once to superintendent.



105.  Trains using a siding must proceed, expecting to find it occupied.

Sidings of an assigned direction must not be used in a reverse direction unless authorized by the superintendent or in an emergency under flag protection.



105a.  When trains pull in or stop at sidings, conductor or other member of the train crew must promptly advise train dispatcher through open telegraph office, or on train dispatcher’s telephone in booths in closed offices or on poles at outlying sidings. In replacing telephone in booth, they will see that receiver is on hook and does not touch side of booth and that door is closed.

105b.  When necessary to prevent delay to following trains, enginemen on freight trains unable to maintain normal speed will clear at first available siding and report to train dispatcher for instructions.



105c.  No train or engine must foul the frog of an adjoining track or siding without first having lined the switches for such movement. Switches lined for movement of the train must not be changed by another crew without first having an understanding with crew of engine or train for which the switches have been lined.



105d.  A train must not stand partly on main track and partly on another track, nor stand on a railroad crossing, when possible to avoid.



106.  Both the conductor and the engineman are responsible for the safety of the train and the observance of the rules, and, under conditions not provided for by the rules, must take every precaution for protection.



107.  Trains must run at restricted speed in passing a train receiving or discharging passengers at a station, except where proper safeguards are provided or the movement is otherwise protected. They must not pass between it and the platform at which the passengers are being received or discharged, unless the movement is properly protected.



107a.  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 crew must see that passengers are

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protected against other trains and, when practicable, train dispatchers must notify trains on adjacent tracks.



107b.  When a passenger train runs by or stops short of a station or other designated place, the crew must not permit passengers to board or alight until the train is in proper location. The engineman must not back train until he has received signal prescribed in Rule 12(d) or 16(c). Care must be exercised to avoid injury to passengers or other persons.



108.  In case of doubt or uncertainty, the safe course must be taken.



109.  When practicable to avoid, a train must not stand on a curve between stations.



110.  An engine must not be coupled to the rear of a train on descending grade except as may be provided in time-table.



111.  Engine or train crews having knowledge of a broken or defective rail must immediately notify and protect other trains until reieved by a competent track man and report promptly to train dispatcher at first available point of communication; they must also satisify themselves that the rail is safe for passage before attempting to run over it.



112.  In case of accident, washout, or othe obstruction necessitating reversed traffic on one track, trains must be protected as prescribed in the rules, and persons in charge of relief outfit must secure the derrick crane in position to give ample clearance for trains on the unobstructe track.



113.  On two or more tracks in case of accident or delay to a train by reason of which track

cannot be cleared in time to prevent detention to following first-class trains, the first duty of conductor and engineman in charge of such train, after making their own train safe by application of hand-brakes, will be to pilot first-class trains around the obstruction.



114.  When uncoupling engines from trains, air and steam hose must be secured in holder. Failure to do so may cause stoppage in the hose with dirt, snow or ice. This is particularly important during cold weather as the stoppage of air-hose prevents enginemen from having control of air-pressure in train-line.



114a.  When necessary to couple engine to passenger car equipment with insufficient air in auxiliary reservoir of the passenger car to apply brakes, the car must be secured by hand-brakes before attempting to make the coupling.



115.  In order to prepare defense in case of crossing accident where the crossing is protected by bell or automatic crossing signal, when practicable the train involved in the accident should back over the crossing sufficient distance to operate the bell or signal to see if in good order, and names of outside witnesses to the proper operation of the device secured by the conductor. This would be conclusive proof that the bell or signal was operating properly at time of the accident.



D-151.  Where two main tracks are in service trains must keep to the right unless otherwise provided.

Where three or more main tracks are in service they will be designated by numbers and their use indicated by special instructions.

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D-152.  When a train crosses over to, or obstructs another track, unless otherwise provided, it must first be protected as prescribed by Rule 99 against trains moving with the current of traffic on that track.



D-153.  When trains are detoured from their usual track to run against the current of traffic on the opposite track, the movement must be made at restricted speed. Where the view is obstructed by curvature or otherwise movement must be made with extreme care and enginemen keep sharp lookout for public crossings, for track cars and employes working on track. Enginemen will give necessary warning by sounding signal 14(q). (Automatic signals at highway crossings do not provide protection for trains running against the current of traffic).



D-153a.  Station agents will be notified by the superintendent, but all employes at work between stations will regard the reverse movement 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 on both tracks, or indicated by the passage of a train in proper direction on the track which had been obstructed.



D-153b.  During the period of detouring, trackmen and other employes will protect their work and movements in both directions as required on single track.



154.  Trains carrying mail cars on which catcher service is performed, must sound the whistle prescribed by Rule 14(m) approaching mail cranes, for the guidance of mail clerks.

D-154a.  Should a train carrying mail be diverted from its regular track, so that mail cannot be caught from crane or delivered with safety, the train must stop to receive or deliver the mail, and trainmen will give the necessary assistance to mail clerks.



155.  Cars containing passengers or employes must not be switched unless coupled to engine and air brakes in use.



156.  CANCELLED



157.  Cars to be placed on a track where passenger cars are standing must not be detached from engine until stopped and secured in proper position.



158.  Cars containing live stock, explosives or other dangerous articles, must not be detached until stopped.



159.  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.



160.  Side doors and trap doors on all vestibule cars of steam passenger trains, including rear end of rear car, must be kept closed while train is moving.



161.  Switch keys will be furnished only to employes whose duties require their use, for which receipt on the prescribed form will be required.

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RULES FOR MOVEMENT BY 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 and only contain information or instructions essential to such movements.

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

Figures in train orders must not be surrounded by brackets, circles or other characters.



202.  Each train order must be given in the same words to all employes 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 employe 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 them.



205.  Each train order must be written in full in a book provided for the purpose at the office of the train dispatcher; and with it recorded the names of those who have signed for the order;

the time and the signals which show when and from what offices the order was repeated and the responses transmitted; and the train dispatcher’s initials. These records must be made at once and never from memory or memoranda.



206.  In train orders regular trains will be designated by number as "No. 10," and sections as "Second 10." Extra trains will be designated by engine numbers, and the direction as "Extra 798, ’East’ or ’West’." For the movement of an engine of another company the initials as well as the engine number will be used.

Even hours as "10 00 A.M." must not be used in stating time in train orders.

In transmitting train orders by telegraph, time must be stated in figures and duplicated in words.

In transmitting train orders by telephone, the numbers of trains and engines in the address may be spelled, letter by letter, and then plainly pronounced. All stations and numerals in the body of an order must first be spelled, letter by letter, and then plainly pronounced thus: A-u-r-o-r-a, Aurora, and O-n-e O F-i-v-e, One O Five.

The letters duplicating names of stations and numerals will not be written in the order book nor upon train orders.

When train orders are transmitted by telegraph, the train dispatcher must underscore each word and figure in the body of the order at the time it is repeated. When transmitted by telephone, he must write the order as he transmits it and underscore as prescribed above.

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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 the trains affected until all have arrived from one direction.

A train order must not be sent to a superior train at the meeting or waiting point if it can be avoided. When an 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 or typewrite them in manifold during transmission. If the requisite number of copies cannot be made at one writing, they must make others from the original copy and repeat to the train dispatcher from the new copies each time additional copies are made. They must retain a copy of each train order. The time, complete and the signature of the operator must be in his handwriting.

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 read it to the operator and 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 engineman will then read the order to the conductor before proceeding.

Enginemen must show train orders to firemen and when practicable to forward trainmen. Conductors must show train orders to flagmen.



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

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tendent 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.

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.

Enginemen must show train orders to firemen and when practicable to forward trainmen. Conductors must show train orders to flagmen.



S-211a.  On single track a "19" train order must not be sent to a train the superiority of which is thereby restricted.



212.  When so directed by the train dispatcher, a train order may be acknowledged before repeating, by the operator responding: "(Number of Train Order) to (Train Number), X" with the operator’s initials and office signal. The operator must then write on the order his initials and the time.



213.  "Complete" must not be given to a train order for delivery to an inferior train until the order has been repeated or the "X" response sent by the operator who receives the order for the superior train.



214.  When a train order has been repeated or "X" response sent, and before "complete"

has been given, the order must be treated as a holding order for the train addressed, but must not be otherwise acted on until "complete" has been given.

If the means of communication 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.



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 one at which 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 train dispatcher.

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

For orders which are sent, in the manner herein provided, to a train, the superiority of which is thereby restricted, "complete" must not be given to an inferior train until the signa-

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tures 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 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, or both, is relieved before the completion of a trip, all train orders and instructions held must be delivered to the relieving conductor or engineman. Such orders or instructions must be compared by the conductor and engineman before proceeding.



221.  Unless,otherwise provided, 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 receivers 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 Clearance Form A.

If the fixed signal should fail to work properly, hand signals must be used. 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.



221a.  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 green light).



221b.  At in office not equipped with a fixed train order signal or a block signal used for that purpose, a red flag by day, and a red light by night, must be displayed for the proper track to stop trains for orders.



221c.  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

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red signals, in the direction of the train for which the orders are held.



221d.  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 Clearance Form A, stating what the signal is for and showing time of departure of preceding train.



221e.  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 Rules 221b and 221c, in addition to fixed signals where fixed signals are provided, to stop trains.



221f.  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 Clearance 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 when so directed. They must observe trains and report at once to train dispatcher if the proper signals are not displayed.



223.  The following signals 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."

Com--for Complete.

O S--Train Report.

No--for Number.

Eng--for Engine.

Sec--for Section.

Psgr--Ifor Passenger.

Frt--for Freight.

Mins--for Minutes.

Jct--for junction.

Dispr--for Train Dispatcher.

Opr--for Operator.

31 or 19--to clear the line for Train Orders, and for Operators to ask for Train Orders.

S D--for "Stop Displayed."

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

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FORMS OF TRAIN ORDERS

NOTE--Forms with a prefix "S" are for single track, those with a prefix "D" are for two or more tracks; those without prefixes "S" or "D" are for single or two or more tracks. The prefix "S" and "D" to be printed in italics. The words and figures in italics in the forms are examples, indicating the manner in which the orders are to be filled out.

S-A.

Fixing Meeting Points for 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 east 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.

B.

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 look out for the designated train ahead until the order is fulfilled.

S-C.

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 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

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is met between the designated points, the conductor of the second-named train must inform it of his arrival.

(2.) Extra 37 east has right over No. 3 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.

E.

Time Orders

(1.) No. 1 run 5o 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.) Nos. 1 and 3 wait at N until 9.59 a.m.

                                P 10.30 a.m.

                                R 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.

S-E.

(1.) 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.

F.

For Sections

(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

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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. 25.

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 Second 1 at H. Following sections change numbers accordingly.

The engine named will drop out at H, 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.

Following sections need not be addressed.

If the second-named engine is the last section, the words "display signals and" will be omitted.

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.

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G.

Extra Trains

(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.

S-H.

Work Extra

(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 extra trains 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 a work extra is to be given exclusive right over all trains, the following form will be 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.

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

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.

D-H.

Work Extra

(1.) Eng. 292 works extra on ______ track, or ______ tracks, 6.45 a.m. until 5.45 p.m. between D and E.

The work extra must, whether standing or moving, protect itself within the working limits against extra trains moving with the current of traffic on the track or tracks named. The time of regular trains must be cleared.

This form may be modified by adding:

(2.) Not protecting against extra trains.

Protection against extra trains is not required. The time of regular trains must be cleared.

To enable a work extra to work upon the time of a regular train, the following form may be used:

(3.) 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 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 a work extra is to be given exclusive right over all trains, the following form will be used:

(4.) Work Extra 292 has right over all trains on ______ and ______ 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.

The working limits should be as short as practicable; to be changed as the progress of the work may require.

Work extras must give way to all trains as promptly as practicable.

J.

Holding Order

(1.) Hold No. 2.

(2.) Hold all, or eastuard, trains.

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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.

K.

Annulling a Schedule or a Section

(1.) No. 1 due to leave A Feb. 29th is annulled A to Z.

(2.) 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. Form K will not be combined with other forms of train orders.

L.

Annulling an Order

(1.) 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.

S-M.

Annulling Part of an Order

(1.) That part of Order No. 10 reading No. 1 Meet No. 2 at S is annulled.

(2.) That part of Order No. 12 reading No. 3 pass No. 1 at S is annulled.

Form S-M will be used only when that part of the order not annulled is clear in its wording.

D-M.

Annulling Part of an Order

(1.) That part of Order No. 10 reading Extra 263 west pass No. 1 at S is annulled.

(2.) That part of Order No. 12 reading No. 3 pass No. 1 at S is annulled.

Form D-M will be used only when that part of the order not annulled is clear in its wording.

S-P.

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.

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(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.

D-P.

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 pass No. 3 at C instead of B.

(2.) 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.

D-R.

Providing for a Movement Against the Current of Traffic

(1.) No. 1 has right over opposing trains on ______ 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 a 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 ______ 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.

D-S.

Providing for the Use of a Section of Two or More Tracks as Single Track

(1.) ______ 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.

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RULES GOVERNING THE MOVEMENT OF TRAINS WITH THE CURRENT OF TRAFFIC ON TWO OR MORE TRACKS BY BLOCK SIGNALS

D-251.  On portions of the road so specified on the time-table, trains will run with the current of traffic by block signals whose indications will supersede time-table superiority.



D-252.  The movement of trains will be supervised by the train dispatcher, who will issue instructions to signalmen when required.



D-253.  A train having work to do which may detain it more than five minutes, must obtain permission from the signalman at the last station at which there is a siding before entering the block in which work is to be done. The signalman must obtain authority to give this permission from the train dispatcher.



D-254.  Except as affected by Rules D-251 to D-253, inclusive, all Block Signal Rules and Train Rules remain in force.

RULES GOVERNING THE MOVEMENT OF TRAINS ON REVERSIBLE TRACKS BY BLOCK SIGNALS WHERE TWO OR MORE TRACKS ARE OPERATED

D-261.  On portions of the road so specified on the time-table, trains will run on reversible tracks by block signals, whose indications will supersede time-table superiority.



D-262.  The movement of trains will be supervised by the train dispatcher, who will issue instructions to signalmen.



D-263.  A train must not enter reversible track, except as provided in Rule D-261, without authority from the train dispatcher or signalman.



D-263a.  Stop signals governing train movements on reversible tracks must not be passed when indicating "stop" without Clearance Form B issued by signalman, which will be authority to proceed at restricted speed.



D-263b.  On reversible track when a train is stopped by a Stop and Proceed signal it may proceed at once at restricted speed.



D-264.  Except as affected by Rules D-261 to D-263b, inclusive, all Block Signal Rules and Train Rules remain in force.

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Standard Train Order Blank for 31 Order

Standard Train Order Blank for 19 Order

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BLOCK SIGNAL AND INTERLOCKING RULES

DEFINITIONS

BLOCK SYSTEM.--A series of consecutive blocks.



MANUAL BLOCK SYSTEM.--A series of consecutive blocks, governed by block signals operated manually, upon information by telegraph, telephone or other means of communication.



CONTROLLED MANUAL BLOCK SYSTEM.--A series of consecutive blocks governed by block signals, controlled by continuous track circuits, operated manually upon information by telegraph, telephone or other means of communication, and so constructed as to require the cooperation of the signalmen at both ends of the block to display a Clear or a Permissive Block Signal.



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.



AUTOMATIC CAB-SIGNAL SYSTEM.--A system which provides for the automatic operation of: (a) Signals located in the cab, which when engine and roadway apparatus are in operative relation, display indications of conditions in advance; (b) whistle located in the cab which indicates a condition or change in condition by one or more elements of the system. See Rule 686.

CENTRALIZED TRAFFIC CONTROL.--A system of railroad operation by means of which the movement of trains over routes and through blocks on a designated section of track or tracks is directed by signals controlled from a designated point without requiring the use of train orders and without the superiority of trains.



REMOTE CONTROL.--A system of operating outlying signal appliances from a designated point to facilitate the operation of trains over a designated section of track or tracks by means of signal indications, time-table and train orders.



INTERLOCKING.--An arrangement of switch, lock and/or signal appliances so interconnected that their movements must succeed each other in a pre-determined order.



BLOCK STATION.--A place from which block signals are operated.



INTERLOCKING STATION.--A place from which an interlocking plant is operated.



BLOCK.--A length of track of defined limits, the use of which by trains is governed by block signals.



INTERLOCKING PLANT.--An assemblage, of switch, lock and/or signal appliances, interlocked.



FIXED SIGNAL.--A signal of fixed location indicating a condition affecting the movement of a train.



BLOCK SIGNAL.--A fixed signal at the entrance of a block to govern trains entering and using that block.

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INTERLOCKING SIGNALS.--The fixed signals of an interlocking plant.



HOME SIGNAL.--A fixed signal at the entrance of a route or block to govern trains entering and using said route or block.



DISTANT SIGNAL.--A fixed signal used in connection with one or more signals to govern the approach thereto.



DWARF SIGNAL.--A fixed low home signal.



TRAIN ORDER SIGNAL.--A fixed signal to indicate to a train whether or not it will receive orders.



GRADE SIGNAL.--Designated by letter G on circular disc on signal mast below light or semaphore blade; also by use of yellow upper blade and light when horizontal where two-arm two-position automatic semaphore signals are used.



STOP AND PROCEED SIGNAL.--Designated by number plate. (See Rule 291.)



STATION SIGNAL.--A yellow disc or yellow light in a "Banjo" signal or a lunar white light indicating train at or approaching station, for information of trains in opposite direction to insure compliance with Rule 107.



MEDIUM SPEED.--One-half maximum authorized speed at point involved, but not to exceed thirty miles per hour unless otherwise provided.



SLOW SPEED.--Not to exceed 15 miles per hour unless otherwise provided.



RESTRICTED SPEED.--Prepared to stop short of train, obstruction, or anything that may require the train to stop. (See Rules 509h and 663a.)

FIXED SIGNALS

Illustrations of signal aspects.

R-Red Y-Yellow G-Green.

Rule 281.

Indication--Proceed.

Name--Clear.

N--Cab signal aspect.

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Rule 282. Color light signals.

Indication--Approach next signal at not exceeding medium speed.

Name--Approach-Medium.



Rule 283.

Indication--Proceed at not exceeding medium speed.

Name--Clear-Medium.

Rule 285.

Indication--Prepare to stop at next signal. Train exceeding medium speed must at once reduce to that speed.

Name--Approach.

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Rule 290.

Indication--Proceed at restricted speed.

Name--Restricting.

E--Cab signal aspect.

Rule 291.

Indication--Stop; then proceed in accordance with Rule 509.

Name--Stop and Proceed.

NOTE--Where grade signal is designated, see Rule 509f.

Rule 292.

Indication--Stop.

Name--Stop.



NOTE:--Signals whose most restrictive indication is less restrictive than Stop are designated by a number on plate mounted on or adjacent to the signal mast as seen from an approaching train.

Day and night aspects of color light signals have the same colors as the night aspects of semaphore signals.

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AUTOMATIC BLOCK SYSTEM RULES

505.  Block signals govern the use of the blocks, but, unless otherwise provided, do not supersede the superiority of trains; nor dispense with the use or the observance of other signals whenever and wherever they may be required.



505a.  The limits of automatic block signal territory, if other than the ends of main tracks, are indicated by "Beginning of Block" and "End of Block" signs.

Enginemen and Trainmen

508.  Block Signals for a track apply only to trains moving with the current of traffic on that track.

ABSOLUTE PERMISSIVE BLOCK SYSTEM

(Territory specified in time-table)

509a.  On single track when a train is stopped by a Stop-signal it must stay until authorized to proceed. When so authorized by superintendent train may proceed at restricted speed after Clearance Form B has been filled out. In case of failure of means of communication it may proceed when preceded by a flagman to the next signal displaying a less restrictive indication.



509b.  On single track when a train is stopped by a Stop and Proceed signal it may proceed at once at restricted speed.

PRELIMINARY-OVERLAP BLOCK SYSTEM

(Territory specified in time-table)

509c.  On single track when a train is stopped by a Stop and Proceed signal, it may proceed preceded by a flagman to the next clear signal. Report must be made to train dispatcher at first available point of communication stating number of signal and cause of the stop indication if known. Train dispatcher may issue orders for following trains to proceed through block, after stopping at signal, at restricted speed until after passing next clear signal expecting to find train in block, broken rail, obstruction or switch not properly set.

Where Home signals between stations are not preceded by distant signals, trains may run not to exceed one thousand feet beyond if stop cannot be properly made at Home signal.

509d.  On two or more tracks when a train is stopped by a Stop and Proceed signal it may proceed at once at restricted speed.



509e.  Where the light is extinguished and signal arm plainly visible, train, after stopping, may proceed in accordance with indication of signal arm, providing it goes to Stop after train enters the block.



509f.  On two or more tracks on ascending grades trains may pass Grade signals indicating block occupied, without stopping, and proceed at restricted speed.

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509g.  A train proceeding after stopping at a block signal must continue to the next signal at restricted speed even though preceding train is seen to take siding and clear main track, as there may be another train or obstruction, in the block.



509h.  Engineman of a train passing a Stop, Stop and Proceed, or Restricting signal will be held responsible in case of accident for not stopping short of train ahead, engine or car fouling track, or other obstruction; a switch or derail not properly lined, or track that is unsafe. He must look out for a broken rail.



509i.  A train entering the main track between block signals must proceed at restricted speed to next signal permitting higher speed.



510.  When a train is stopped by a block signal which is evidently out of order, the fact must be reported to the train dispatcher at first available point of communication giving signal number.



511.  Both switches of a cross-over must be opened before a train or engine starts to make a cross-over movement (the switch in track to which the train is crossing must be thrown first), and the movement must be completed before either switch is restored to normal position.



512.  Where switch indicators are used, the indications displayed do not relieve enginemen and trainmen from protecting their train as required by the rules.



513.  When possible enginemen and trainmen will observe operation of automatic signals and if a signal does not change to restrictive indica-

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ILLUSTRATION OF POSITION LIGHT INDICATIONS IN RELATION TO COLOR LIGHT AUTOMATIC SIGNAL INDICATIONS

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tion when train enters the block, a flagman must remain with Stop signals to notify approaching trains, and train proceed at restricted speed, notifying the superintendent from first available point of communication.



514.  Additions, removals and changes in signal locations will be covered by bulletin. That a signal is out of service will be indicated by the removal of its blade and/or light; thereafter trains will be governed by such signals as are added or remain in service. The indications of signals which restrict the movement of trains must be obeyed even though bulletin placing them in service has not been issued.



515.  The function of block signals and the rules governing them do not relieve enginemen, conductors or trainmen from promptly protecting their trains. A detached single caboose, track car or car with rusted wheels, frequently fail to operate automatic signals; therefore, when occupying main track the cars must be fully protected as prescribed by Rule 99.



516.  In fog or stormy weather trains must reduce speed if necessary to enable enginemen and trainmen correctly to interpret signal indications.

INTERLOCKING RULES

605.  Interlocking signals operated by signalmen 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

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signals whenever and wherever they may be required. Rule D-152 need not be observed within Home Signal limits of interlocking.

Signalmen

61l.  Signals must be kept in the position displaying the most restrictive indication, except when displayed for an immediate movement.



612.  Appliances must be operated carefully and only by those charged with that duty. If any irregularity affecting their operation is detected the signals must be displayed to give their most restrictive indication until repairs are made.



612a.  In electric train territory signalmen on duty where control switches for the operation of catenary sectionalizing switches are located, shall operate such switches in accordance with instructions from the power dispatcher, and shall report all automatic openings at once.



613.  When the route is set the signals must be operated sufficiently in advance of approaching trains to avoid delay.



615.  When necessary to change any route for which the signals have been cleared for an approaching train or engine, switches, movable frogs or derails, 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.



616.  The lever operating a switch, derail, movable frog, detector bar or lock must not be

moved when any portion of a train or engine is standing on or closely approaching the switch, derail or movable frog.



617.  Operating levers must be blocked or marked and should not be used when a track, switch or signal is undergoing repairs or when a track is obstructed.



618.  During cold weather the levers must be moved as often as may be necessary to keep connections from freezing.



619.  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 train dispatcher and signal supervisor.



620.  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.



621.  Signalmen must observe, as far as practicable, whether the indications of the signals correspond with the positions of the levers.



622.  Signalmen must not make nor permit any unauthorized repairs, alterations or additions to the plant.



622a.  They must report promptly to train dispatcher and sinal supervisor any defects or irregularities in functioning of the interlocking apparatus, and keep record of such occurrences.



623.  If there is a derailment or if a switch, movable frog or derail is run through, or if

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any damage occurs to the track or interlocking 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 a safe condition.



624.  When necessary to disconnect a switch, movable frog, derail, facing point lock or detector bar, all switches, movable frogs and derails affected must be securely spiked or fastened in the required position and the lever latches blocked.



625.  When switches, movable frogs, derails 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 repairman that the switches, movable frogs and derails are properly lined and secured for such movement.



626.  Signalmen must, as far as practicable, observe all passing trains and note whether they are complete and in order; should there be any indication of conditions endangering the train, or any other train, the signalmen must take such measures for the protection of trains as may be practicable.



627.  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 to the engineman.

628.  Hand signals must not be used when the proper indication can be displayed by the interlocking signals.



628a.  When the proper indication cannot be displayed, hand signals may be used.



628b.  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 signals, or as to the train or engine for which they are intended.



628c.  Hand signals must not be given until the route has been examined, is known to be safe for passage of the train and not until train stops at the Home Signal.



628d.  When necessary to use hand signals the "proceed" signal must be given with a flag or lamp.



628e.  Hand signaling includes the use of flag, lamp, torpedo and fusee signals.



629.  If necessary to pass an interlocking Stop-signal, hand signals must be used and superintendent notified.



630.  Signalmen will be held responsible for the care of the interlocking station, lamps and supplies; and, unless otherwise provided, of the interlocking plant.



631.  Lights in interlocking stations must be so placed that they cannot be seen from approaching trains.



633.  If a train or engine overruns a Stop-signal, the fact must be reported to superintendent.

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634.  Signalmen must not permit unauthorized persons to enter the interlocking station.



635.  During a stated period an interlocking station may be closed upon authority of superintendent. When so closed, switches and switch levers must be secured for routes that do not conflict; signals for such routes must display proceed indication.

The interlocking station must be securely locked.



636.  When a train is detained at or near an interlocking station, signalman must communicate with and give necessary information to train dispatcher and others in order to facilitate train movements.



637.  Signalman having orders for a train must display interlocking Stop signal, and in addition display a red hand signal from side window of the signal station in the direction of the approaching train or, where provided, illuminate the letter "O" located on mast of interlocking signal governing the train concerned. Neither signal must be removed until all train orders have been delivered or the holding order annulled.



638.  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.



639.  Signalmen on duty must not leave the signal station except in case of necessity, and with consent of train dispatcher.

640.  Switches shall be operated upon request of track foremen or signal repairmen, whenever safe to do so.



641.  Interlocking Home signals must be cleared for track car movements when such action does not interfere with the handling of trains. If unable to clear interlocking signals, hand-signals may be given (see Rule 628).



642.  While alterations or additions are being made to interlocking machine locking, signalman must stop all trains at Home signal and not permit them to proceed until he personally knows that the route is set up and all levers are set to guard against conflicting train movements. He may then clear Home signal for a train to proceed. Signalmen are forbidden to allow maintainers or construction men to set up routes or manipulate the levers for passing of a train, or when a train is passing over the switches, or after the signals have been set for a train to proceed.

Enginemen, Trainmen and Signalmen

661.  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 superintendent.



663.  Trains or engines must not pass an interlocking Stop signal unless authorized by the signalman. Enginemen and trainmen must not proceed on hand-signals until they are fully informed of the situation; the movement must then be made at restricted speed.

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663a.  Engineman of a train passing a Stop, Stop and Proceed, or Restricting signal will be held responsible in case of accident for not stopping short of train ahead, engine or car fouling track, or other obstruction; a switch or derail not property lined, or track that is unsafe. He must look out for a broken rail.



663b.  Stop signals governing train movements on reversible tracks must not be passed when indicating "stop" without Clearance Form B issued by signalman, which will be authority to proceed at restricted speed.



667.  Sand must not be used within the Home signal limits of an interlocking plant.



667a.  Water must not be wasted nor cylinder cocks opened over movable parts of an interlocking plant.



668.  Any unusual detention at interlocking plants must be reported to superintendent.



669.  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.



670.  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.



670a.  On two or more tracks trains moving against the current of traffic must run at restricted speed when approaching and passing through interlocking Home signal limits.

670b.  Unless authorized, trains must not run against the current of traffic beyond interlocking Home signal limits.



671.  While an interlocking station is closed, should a signal for an open route indicate "Stop," movements through the interlocking must be preceded by a flagman. Before proceeding, the engineman and trainmen must know the route is properly lined. The facts must be reported to the superintendent from the first available point of communication.



672.  A signal indicating "Proceed at restricted speed," does not signify that track is unoccupied, but shows switches are locked for a route. Engineman of a train moving under restricted speed signal indication, or in case cars are being pushed by engine the trainman riding leading car, must note position of rails and know that switches are set for route desired, and that no obstructions exist. The movement must be made at slow speed to prevent entering upon wrong route and to permit stopping before colliding with cars or engines.



673.  If a train overruns a Stop-signal, it must not move without permission from the signalman, who will report the facts to the superintendent.



674.  The clearing of a signal does not permit more than one train or engine to pass the signal. A following train or engine may proceed only after signal has been returned to Stop and again cleared.

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Repairmen

681.  Repairmen are responsible for the inspection, adjustment and proper maintenance of interlocking plants assigned to their care.



682.  When the condition of switches or track does not admit of the proper operation or maintenance of the interlocking plant, the fact must be reported to signal supervisor.



683.  When any part of an interlocking plant is to be repaired a thorough understanding must first be had with the signalman, in order to secure the safe movement of trains and engines during repairs. The signalman must be notified when the repairs are completed.



684.  When necessary to disconnect a switch, movable frog, derail, facing point lock, detector bar or electric locking circuits, all switches, movable frogs and derails affected must be securely spiked or fastened in the required position before any train or engine is permitted to pass over them.



685.  Alterations or additions to an interlocking plant must not be made unless authorized by signal engineer and then only in accordance with plans approved by him.

AUTOMATIC CAB SIGNAL RULES

686a.  Automatic cab signals are in operation between points specified in time-table.



b.  All rules of the Operating Department are in effect except as hereinafter modified.



c.  Engines not equipped with automatic cab signals, or without cab signals operative, must

not be used in road service outside yard limits without authority of superintendent defining specifically the movements authorized, except as second engine doubleheading or pushing.



d.  Cab signals and whistle must not be cut out in cab signal territory without direction of the superintendent, except that in case of failure from any cause that cannot be immediately located and corrected they may be cut out and train proceed at restricted speed (Rule 290) to first available point of communication where authority must be obtained from superintendent. To cut out cab signal open 3-pole main switch located near equipment box; to cut out cab whistle close cut-out cock in air supply pipe to whistle. Air whistle which has been cutout due to cab signal failure must be again put in service when cab signal becomes operative.



e.  The point at which cab signals become effective is marked by a "Cab Signal Territory" sign. "End of Cab Signals" signs indicate the end of Automatic Cab Signal territory.



f.  Enginemen must be governed by cab signal indications, and by the most restrictive indications displayed by either fixed signals or cab signals. After passing a fixed signal the cab signal indication will govern until the next fixed signal is reached.



g.  Engine cab signal names, aspects and indications are shown in Rules 281 and 290. The absence of lights in both cab signals must be regarded as a restricting signal and

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observed as required in Rule 290 when in cab signal territory until authorized by superintendent to proceed without cab signal protection.



h.  When cab signal changes to Clear while a train is proceeding under a Restricting signal, speed may be resumed after the entire train passes the point where the indication changed.



i.  When the cab signal changes from Clear to Restricting, the train speed must be reduced immediately in conformity with the Restricting indication and the change then acknowledged by enginernan operating the acknowledgment lever. Failure to acknowledge causes continuous sounding of cab whistle as long as a Restricting signal continues.



j.  Enginemen must handle engines through test track sections when departing from terminals and know that the automatic cab signals are cut in and functioning properly. Engines must leave test tracks with Restricting cab signal showing.



k.  When entering cab signal territory, enginemen must observe that the cab signal is lighted and the cut-out cock to cab whistle properly cut in. If either or both conditions are not met, the train must be stopped and instructions secured from superintendent before proceeding.



l.  On double headed trains, should cab signal on lead engine fail to the extent that repairs cannot be made enroute, second engine must be placed in lead at first available point.

m.  If indications of cab signal and fixed signals do not correspond report to superintendent must be made promptly from first available point of communication, giving signal and engine number.

HIGHWAY GRADE CROSSING SIGNALS

687a.  Automatic flagmen of the flashing light or wigwag type and bells to protect highway traffic at grade crossings, do not indicate approach of trains under certain conditions. A train or engine recrossing a road crossing during or after a reversal in direction of movement, operating against the current of traffic on a main track, moving to and on the main track after a "meet and passing" move or when operating on a siding or side track, does not operate automatic warning signals at road crossings. When any such move is made by a train or engine over a crossing equipped with automatic warning signals, the crossing shall be approached carefully and at restricted speed, expecting to find highway traffic on or approaching the crossing. When practicable under such conditions and when crossing signals give warning for considerable period of time with no train approaching, a trainman must be stationed at the crossing to insure protection to pedestrians and vehicles. When a train or engine is shifting over a public road crossing not protected by a watchman or gates, a member of the crew shall be stationed at the crossing to give warning to the public.



b.  Enginemen must observe operation of highway crossing protective devices when ap-

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TEMPORARY SLOW ORDER

688.  A yellow board by day, displaying a yellow light by night, placed beside the track on the engineman’s side, indicates that the track 5,000 feet distant is not in condition for regular speed. The permitted speed over the slow track (5,000 feet distant) will be indicated by bulletin or train order instruction and the speed of trains must be controlled accordingly.

At the point where the slow order begins, an additional yellow slow board by day, and displaying a yellow light by night, will be located. Speed authorized bv special order must not be exceeded from this slow board to the point beyond where a green board by day, and displaying a green light by night, is located to indicate authority for resumption of regular speed.

Where above boards have to be placed between tracks and clearance is insufficient, signs with short posts will be used.

In case engineman has no copy of or has not seen bulletin or train order instruction, a speed of ten (10) miles per hour will not be exceeded.

Engineman must sound whistle, as provided in Rule 14 (m), when approaching temporary slow order signs.

Enginemen of passenger trains must be given a signal from the rear of the train; as provided in Rule 16 (h), and enginemen of freight trains must be given a signal, as provided in Rule 12 (c), where physically possible, when the rear end of the train has passed over the track or structure covered by the slow order.

PERMANENT SLOW-SPEED BOARDS

689.  Permanent Slow-speed boards, designating the maximum speed of trains at points indicated in time-table, must be observed by all trains unless speed is further restricted by special instructions.

SPECIAL PROTECTION OF TRAINS, BRIDGES, WIRES AND TRACKS

691a.  The protection of trains from accident during storms, and the track and bridges from being endangered by sudden and heavy rains, rise in streams, and land-slides, is of the greatest importance, and all employes concerned must familiarize themselves with the following instructions:



b.  Whenever there is a severe storm, high wind or sudden rise of streams in the vicinity of a station either in the night or day time, agents, telegraph operators and watchmen must report at once to the superintendent and roadmaster; they will also see that track foremen are on hand with their men to examine and protect the track. After severe lightning, wind or sleet storms, agents, operators, trainmen and sectionmen should carefully observe telegraph and telephone lines, and advise superintendent promptly location of broken poles and wires, or presence of foreign objects in lines, so that immediate steps can be taken to clear the trouble.



c.  Track foremen at points where there is no office, must obey this strictly, sending report of any actual or threatened damage to nearest point of communication by a trackman or other reliable person.



d.  Station employes must carefully examine main track and sidings, switches, and cars at their stations during storms and high wind, both in the day and night time, and will remain on duty until excused.

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e.  Trains overtaken between stations by such storms or indications of damage from high water will proceed with great caution and under such control that they can readily stop after coming in sight of any obstruction or washout in time to prevent accident; stop and examine bridges and culverts, and other places liable to be damaged by high water in streams or heavy rainfalls, until arrival at a communicating station, where they will report and receive instructions before proceeding.



f.  Track foremen will, in all such cases, get their men immediately and proceed over their sections, carefully examining all bridges, culverts, and openings, and track exposed to damage by high water, and if any place is found unsafe, or liable to become so, will leave men to stop approaching trains, reporting conditions as found from the nearest point of communication.



g.  Train dispatchers, on receiving reports of such storms, etc., must hold trains approaching the danger, until track is known to be safe; and notify the heads of departments concerned, giving full information.



h.  Bridgemen will make prompt inquiry in such cases without waiting to be called, and ascertain where their services are needed.



i.  During such storms, etc., employes will be particularly careful not to unnecessarily expose themselves to injury.

GENERAL REGULATIONS FOR EMPLOYES

Train Masters

700.  Train masters report to and receive instructions from superintendent.



701.  They have charge of the movement of traffic and general supervision over employes in the Operating Department.



702.  They will give special attention to the prompt and regular movement of traffic; see that no one is employed in train or yard service for which formal examination is prescribed until passing required examination; will not permit unsafe practices among employes in train, engine, or yard service, and will perform such other duties as may be assigned by the superintendent.

Chief Train Dispatchers

705.  Chief train dispatchers report to the superintendent. They have charge of the movement of trains, local distribution of cars and operation of telegraph and telephone lines; have charge of train dispatchers, operators, signalmen, and telephone operators, and will see that applicants for employment are not engaged until they have passed the required examinations.



706.  They will designate the time telegraph or telephone offices are to open and working hours of operators employed therein; see that train orders are issued in accordance with prescribed form; that employes in train and yard

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service are furnished copy of new time-table and receipt taken therefor, and that no trains are operated with other than qualified conductors and enginemen.



707.  They will give advance notice to the chief power dispatcher in electric train service territory when any changes in assignments are to be made in personnel where control switches for the operation of catenary sectionalizing switches or circuit breakers are located.

Train Dispatchers

710.  Train dispatchers report to and receive instructions from the chief train dispatcher. They will issue orders governing the movement of trains in accordance with the rules; record the movement of all trains and important incidents affecting the movement of traffic.



711.  Each train dispatcher going off duty must enter in ink on the train dispatcher’s train-order book, record of all outstanding orders and know that the orders as well as other information necessary for his guidance are understood by the relieving train dispatcher.

General Yard Masters

715.  General yard masters report to and receive instructions from the superintendent or such official as he may designate.



716.  They will have charge of yards, of the men therein employed, the movement of trains and engines, and the distribution and movement of cars within assigned limits.

717.  They must see that employes are in condition for the proper discharge of their duties.



718.  They must see that train crews and engines are ready for duty at the appointed time; that trains are properly made up and dispatched as directed; that proper waybills are furnished; that doors of all cars are properly secured; that cars are inspected and proper distribution made of those needing repairs; that cars are not unnecessarily delayed and that records and reports are made in accordance with instructions.



719.  They must see that cars or tanks containing oil, explosives or inflammables, are located not less than six cars from engine or caboose when practicable; that wooden flat cars are placed on the rear of train and boarding cars next to the caboose.



720.  They must see that instructions concerning refrigeration, ventilation and protection of perishable freight are observed.



721.  Yard masters and assistant yard masters report to and receive instructions from the general yard master. When in direct charge of the yard they will assume the same responsibility and exercise the same supervision as general yard master.

Station Masters

725.  Station masters report to and receive instructions from or as designated by the superintendent.

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726.  They have charge of the passenger station, gatemen, announcers, station baggagemen and porters.



727.  They must preserve order in and about the station and around sleeping cars; attend to the comfort and wants of the passengers, see that announcements are made, passengers directed to proper trains and furnish information as to time of arrival and departure of trains.

Station Agents

730.  Station agents report to and receive instructions from the superintendent, and will conform to instructions issued by the Accounting, Passenger, Freight and Treasury Departments.



731.  They must acquaint themselves with the business interests of the community and report to the superintendent any local matters which may affect the interests of the Railroad.



732.  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 duties by all employes subject to their direction.



733.  They must not sell tickets to persons not in condition to take care of themselves, unless accompanied by an attendant, nor to any whose conduct may be a source of annoyance to others on the train. When refusing to sell tickets as aforesaid, the names and addresses of witnesses must be secured as to condition of the person so refused.

734.  They must examine cars and see they are in condition for movement of the class of freight to be loaded; that the freight is properly stowed and secured to prevent loss, damage, or personal injury.



735.  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 consigned to other destinations; see that loaded cars are properly seated and record taken thereof.



736.  They must furnish conductors with complete list of station switching to be performed, see that cars left on side tracks provide proper clearance and that no unauthorized persons are allowed to move cars so as to interfere with the safety of trains.



737.  They must notify the superintendent of any unusual delays in unloading or disposing of company material.

Signalmen, Telegraph and Telephone Operators

740.  Signalmen, telegraph and telephone operators report to and receive instructions from the chief train dispatcher.



741.  Operators at stations must conform to instructions of station agents. They must give exclusive attention to business of the company during prescribed hours; must read all special instructions in current time-table and be thoroughly conversant with those in any way relating to their duties; must be conversant with rules relating to the movement of trains by train

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orders, and handle commercial telegraph business in accordance with rules and regulations of the telegraph company. They must not close their office or change working hours without permission from proper authority.



742.  Where operators are employed continuously each must remain on duty until relieved, and the relieving operator must be fully informed in writing on prescribed form of any undelivered train orders or other unfinished business, overdue trains, important messages awaiting transmission or delivery, etc.



743.  They must keep record of the time of passing trains and report to train dispatcher. When leaving office where there is no relieving operator they must place card in window showing where they can be located.



744.  They must keep the train dispatcher advised of heavy fog and severe storm and, except where block signals are in use, must hold train order signal at Stop to keep trains the required time apart; they must note proper display of signals by all trains.



745.  An operator, desiring to speak to train dispatcher must listen and if line not in use announce name of his station in clear distinct voice. Where foot-switch or transmitter key provided, it must be pressed while speaking and neither should be locked closed or tampered with.



746.  Operators are responsible for correct transmission and prompt delivery of telegrams handled through their offices. They must not make known contents of messages and will consider wire communications as confidential. Telegrams must show date, time sent and received,

and initials of operators by whom sent and received. Care must be taken in preserving and filing telegrams which have been transmitted.



747.  When closing the office operators must disconnect telegraph instruments from the circuits by cutting out at switchboard, and disconnect telephone instruments by withdrawing plug from jack-box, except at stations provided with exterior booth where the plugs must be left in train dispatchers line jack.



748.  Operators must become sufficiently famliliar with telegraph and telephone switchboards to enable them to make wire connections as directed.



748a.  Care must be taken to guard against telephone cords absorbing mioisture, to avoid a cross or ground on telegraph or telephone lines by door keys or other metal coming in.contact with telegraph keys, relays and telephones, and also see that circuit number designations remain intact.



749.  The word "wire" will be used for testing wires. It will take precedence over all business except train orders.



750.  Each day at 11.57 a. m. Eastern Standard Time, all business on time wires will be suspended and connections will be made with the Washington, D. C. Observatory for period of three minutes. This signal clock will break the circuit once ever second except that the 29th second and the 55th to the 59th seconds inclusive of each minute are omitted. The first beat after the pause of five seconds will mark the beginning of a minute, and the first beat after the pause of one second marks thirty seconds. In order to

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distinguish the last minute, the beats cease ten seconds before 12 o’clock when there will be a single beat. The first beat after the long pause indicates 12 o’clock Eastern Standard Time.



750a.  At points where standard clocks are set with a switch, the switch should be closed during the long pause before the 12 O’clock signal is received and switch opened immediately thereafter. At points where standard clocks are set by means of a push button, the button should be pressed when the 12 o’clock signal is received. If clocks do not set properly or if there is a variation of more than ten seconds from day to day, the condition should be reported to chief train dispatcher.



750b.  The standard clock is an electric, self-winding synchronizing clock, and such clocks only will be designated as standard clocks. Operators must see that the official sign "Standard Clock D. L. & W. R.R. Co." is maintained on each standard clock.

Conductors

755.  Conductors report to and receive instructions from the superintendent and train master, and will conform to instructions issued by authorized officers of other departments.



756.  They are responsible for the safe movement and general operation of trains and for the vigilance and conduct of the men employed thereon.



757.  It shall be the duty of conductors to:



a.  Require compliance with all rules and regulations affecting the movement of trains in their charge.

b.  Comply with orders of yard masters within yard limits and see that station work is performed as directed by agents.



c.  Carry a standard watch and copy of time-table; examine bulletin board before commencing each trip; compare time with engineman; see that full sets of signals are available and that the required signals are displayed.



d.  Know that all employes on the train are familiar with their duties, and instruct them as to the work to be performed.



e.  When leaving cars on sidings or side tracks air-brakes must be bled and hand-brakes set. If on grade other necessary precautions must be taken. The cars must be entirely clear of any street, highway or private crossing, and so placed as to afford the best possible view of main line track from the highway.

758.  Passenger conductors will collect proper transportation; see that proper announcements are made and, in all respects, attend to the safety ,and comfort of passengers, advising them of connections to be made and exercise general supervision of heating and lighting.



759.  They must not give the starting signal at inspection stations until notice is received from inspectors that the work is finished and that brakes on all cars in their train are in serviceable condition, nor permit the train to be moved while passengers are getting on or off.



760.  They should not permit disorderly or intoxicated persons to board trains.

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761.  They must use discretion in ejecting passengers from trains, and take such action at points where an employe or police officer is available so that the ejected person or persons may not be exposed to injury at unfamiliar places. Names of ejected persons must be secured, together with names and addresses of witnesses, and report made to superintendent.



762.  In through passenger service conductors will see that vestibule doors of cars are not opened at points other than where an employe is stationed to assist passengers.



763.  At terminal points conductors and trainmen will remain on duty until all of the passengers are discharged.



764.  When trains are liable to miss connections, conductors will wire superintendent number of passengers for each station beyond junction or terminal in time to enable connecting train to be held if warranted.



765.  Conductors and trainmen of passenger trains, when trains start from station, must remain on car steps while passing station platform in order to look out for and warn people against jumping on or off trains in motion.



766.  Smoking or carrying lighted cigars, pipes or cigarettes on platforms or in passenger cars, except in assigned smoking space, is prohibited.

770.  Freight conductors must read printed or written instructions to agents or conductors on waybills and note carefully all requirements.

771.  They must not move cars without way-bills or proper authority, and must know that cars are in condition to be moved.



772.  They must avoid unnecessary blocking of highway crossings, and comply with all local ordinances pertaining thereto.



773.  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.



774.  They must notify the yard master of cars in bad order brought into terminals in their train.



775.  Trespassers must not be allowed on trains; and every precaution must be taken to prevent cars from being robbed while in transit.



776.  In descending heavy grades they must see that their trainmen are so distributed over the train as to control it most effectually and be able to pass signals from any part of train to the engineman. In cold or inclement weather they may allow trainmen to ride in the caboose or on engine when consistent with safety.



777.  To prevent accidents to men engaged in loading or unloading cars on team tracks, industrial tracks, at piers, freight-houses or transfer platforms, the cars must not be moved until ample notice has been given to all persons working in or about them. A trainman or switchman must precede engine or cars moving on such tracks. No person shall be allowed to ride inside freight cars during switching movements.

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778.  When practicable in starting freight trains conductors must see that trainman is stationed at head end of train, who will closely observe all cars from engine to caboose, to see whether any brakes are sticking or brake beams down. Enginemen will control movement of trains to permit trainmen to get on caboose.



779.  Two or more cars loaded with long materials coupled together; open cars loaded higher than body of car with structural iron, bridge timbers, lumber, poles, mine props, ties, block stone, etc., must not be moved from loading point or junction with other lines until inspected and reported by car inspector safe for movement; except that if loaded at point where there is no car inspector, conductor may pass upon the load, when other than cars containing mine props, structural iron, or two or more cars loaded with long materials coupled together, and, if considered safe, will handle to first regular inspection point for final inspection by car inspector.



780.  Cars must not be forwarded unless doors are properly secured by permanent fastenings in good order. Defective side doors on bad-order cars moving to shop must be placed in end of car.



781.  Before moving derrick cars conductors must know that booms, etc., are properly secured.



782.  In placing cars on trestles, hand-brakes must be examined and known to be in good working order before starting, and when practicable air-brakes used. Cars must not be de-

tached from engine until placed on trestles and hand brakes set.



783.  Except when weighing cars, dead rails must be used when passing over track scales.



784.  Conductors or flagmen of all freight trains when passing other freight trains, both day and night, will stand on rear platform of caboose and closely observe passing trains to detect any defects in equipment. They will then be in position to transmit or receive information to that effect to or from crews on trains in opposite direction.



785.  When setting pars out of trains at destination stations, if practicable they should be placed in position which will permit immediate unloading.



786.  When a car is set out on account of hot box, conductors must not only extinguish the fire and remove waste from the box, but must examine car floor to make sure that all of the fire is thoroughly extinguished.



787.  Running switches must not be made when practicable to avoid and then only with the exercise of due care to prevent accident. Hand-brakes and switches must be tested before starting the movement and also protection provided for any highway crossing involved.



788.  In performing maintenance and construction work they will take proper precautions for the protection of their own and other trains and employes accompanying the train; they will make reports to various departments as required.

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Train Baggagemen

795.  Train baggagemen report to and receive instructions from the train master and are under the direction of the conductor.



796.  They must observe authorized rules and instructions of other departments; handle baggage, mail, company material, and express where authorized, in a careful manner.



797.  They must report to superintendent all loss, damage or irregularities in the handling of baggage, United States Mail, express, letters and packages entrusted to their care.



798.  They must have necessary signal equipment available and protect the front of train when necessary.

Trainmen and Flagmen

800.  Trainmen and flagmen report to and receive instructions from the train master. While on duty they are under the direction of the conductor.



801.  They must assist conductors in their work and in every way aid in the safe and prompt movement of trains.



802.  The rear trainman will perform the duties of flagman.



803.  Flagmen will see that trains are provided with required signals and supplies and are responsible for the proper display of signals; they must not leave the rear car, except to protect their train, without permission of the conductor.

804.  In passenger service it shall be the duty of trainmen to:



a.  Assist passengers, especially women and children, in getting on and off trains, and at junction stations direct them to proper train; make all announcements distinctly; attend to the heating and ventilation of cars; assist in maintaining order and protect passengers from injury.



b.  Pass through cars at end of each trip and search for lost articles, which must be promptly delivered to designated office.



c.  Flagmen may ride in car immediately ahead of official or private car when attached to rear of train; otherwise they must ride in rear car of train.

805.  In freight service it shall be the duty of trainmen to:



a.  Keep careful watch of the movement of their train and passing trains; inspect cars when train is stopped between terminals, and give hand, and lamp signals correctly.



b.  Remain on duty until their train is disposed of at end of each trip or until otherwise relieved.

Enginemen and Firemen

810.  Report to and receive instructions from superintendent, master mechanic and road foreman of engines.



811.  They are required to obey orders of train masters and yard masters, also conductors in charge of their train.

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812.  When operating without a conductor the engineman will take charge of and be responsible for safe operation.



813.  It shall be the duty of enginemen to:



a.  Carry a standard watch and copy of time-table, examine bulletin board before commencing each trip, and compare time with conductor.



b.  Know that the fireman is familiar with his duties and instruct him in the performance of his work.



c.  Exercise caution and good judgment in starting and stopping trains and in moving and coupling to cars.



d.  Carefully observe the track for signals end obstructions; comply with all signal indications and stop and inquire respecting any signal not understood.



e.  Enginemen are responsible for the proper handling and performance of engines in their charge, but may permit firemen to operate engine under their supervision and responsibility.



f.  Use precaution against causing fires to property and not allow anything to be thrown or dropped from engine that may cause damage or injury. They must not permit ash pans to be cleaned at other than designated places.



g.  Inspect and report condition of engines on completion of each trip, and make minor repairs to engine while on road as required.



814.  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.



815.  Both the engineman and fireman must be on their engine while running, while doing work at stations or in yards, and while waiting at a station on the main track.



816.  Fngines 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.



817.  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. Enginemen and firemen will handle and fire engine so as to avoid the emission of excessive smoke.



818.  After sunset enginemen must have in their cabs, obscured from passing trains, a red light and a white light burning, with torpedoes and fusees, to be used in protecting the train.



819.  When any difficulty is experienced with injector or other parts of engine requiring the attention of engineman, speed must be reduced sufficiently to permit proper observation of signals. Enginemen and firemen are prohibited from climbing out on "catwalk", footboard, boiler, pilot or steps of moving engine for inspection, adjustment or repairs.

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820.  In passenger train service, when double-headers are run from one terminal to another, the regular engine and regularly assigned engineman must be placed in lead. When an engine on passenger train is disabled, the assigned engineman on such run will take train through to destination with relief engine.



821.  In freight service when double-headers are run the lead engine must be equipped with equivalent of two air pumps. This does not apply to helper engines on ascending grades.



822.  When trains are being double-headed in either passenger or freight service, the lead engine must have control of the brakes and under no circumstances will the second engine cut in to aid in releasing or recharging. If for any reason the lead engine is unable to charge the train properly, another engine capable of doing so must be substituted.



823.  In starting a train when two engines are coupled together lead engine must take slack before second engine starts to work steam.



824.  During freezing weather, before leaving enginehouse enginemen must know that air hose and steam hose between engine and tender have been properly drained; that hose on rear of tender is free from ice, and that air signal whistle is in proper condition.



825.  Not more than two persons holding engine permits may be permitted to ride on an engine at one time. No one whose duties do not require shall be permitted to ride on engineman’s side of engine. In electric train service no one may be permitted to ride with engineman with-

out authority except division officers, and trainmen in discharge of their duty.

826.  It shall be the duty of firemen to:



a.  See that engine is provided with necessary signals and supplies; familiarize themselves with train rules, train orders, special instructions on signals, protection of train etc. and be prepared to execute them when required.



b.  Comply with instructions of the engineman.



c.  Observe signals affecting movement of their train, calling signal indications not readily visible, to the engineman, and, when their other duties permit, keep careful watch upon the track, instantly warning the engineman of any obstruction, or impending vehicle collision or signals. On steam engines, when performing work in yard or passing through yard, fireman must be in position on left side of engine to give engineman due warning of any obstruction or signal which may be obscured from his view.



d.  Protect the train when necessary and should engineman be disabled take immediate action to stop the train.



827.  They must report for duty at the appointed time, and will remain on duty with their engine until it is delivered at designated place at end of trip, or until otherwise relieved.



828.  After reading train orders they must keep them in mind, and should there be occasion to do so, must remind the engineman of them.



829.  When approaching and leaving a station, they must observe markers on rear of train

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and watch for signals from trainmen or station employes.



830.  They must remain on their engine while running, when doing work at stations or in yard and while waiting at a station on main track.

Switchmen and Switchtenders

835.  Report to and receive instructions from yard masters. Their duties are to make up trains for departure or switch cars from incoming trains; handle switches for yard movements and generally perform work in connection with yard operations as required by yard rules and special instructions. In switching movements they must handle equipment in a manner to prevent damage to cars or contents.



836.  They must observe the requirements for protection of trains within yard limits and be governed by other rules for train operation.



837.  They must avoid coupling to cars or pushing cars on track unless a member of the crew is at opposite end of the cars to prevent fouling other tracks.



838.  To prevent accidents to men engaged in loading or unloading cars on team tracks, industrial tracks, at piers, freight houses or transfer platforms, the cars must not be moved until ample notice has been given to all persons working in or about them. A trainman or switchman must precede engine or cars moving on such tracks. No person shall be allowed to ride inside freight cars during switching movements.



839.  Switchtenders must keep switches in good condition, clear of snow or obstruction, and

promptly report defects; keep switches secured for main track except when passing trains to or from another track; watch for approaching trains and give proper signals.



840.  No train or engine must foul the frog of an adjoining track or siding without first having lined the switches for such movement. Switches lined for movement of the train must not be changed by another crew without first having an understanding with crew of engine or train for which the switches have been lined.

Car Inspectors

865.  Car inspectors report to and receive their instructions from the supervisor or foreman in charge.



866.  They must inspect all cars arriving at their station, this inspection to cover wheels, all truck parts, brake rigging, draft gears and couplers, all visible parts of air-brake piping, car bodies and roofs, and all safety appliances, making such repairs as may be necessary and possible for them to take care of; ,they will properly card to shops all cars that are not fit for service that cannot be repaired by them.



867.  At terminal stations they must see that cars in passenger trains are properly equipped, cleaned, iced, watered, heated and lighted; that all fixtures are cleaned, in good order and ready for use and also that brake connections, air cylinders and communicating signal appliances are in good working order.



868.  They must see that doors on all box and stock cars are closed and fastened and that all doors on empty hopper or gondola cars are closed and secured by locking devices

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before such cars are permitted to move in trains.



869.  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 any imperfections to the car foreman.



870.  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.



871.  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.



872.  When they have inspected a train and found it all right they must so inform the yard master or the conductor.



873.  They must report to the superintendent promptly when defective cars set out at other than Division terminals have been repaired.



874.  They must be conversant with Rules of the Association of American Railroads governing the loading of commodities on open top cars, giving particular attention to such loads passing through or originating in their respective territories. Special attention should be given to long materials loaded on two or more cars, lumber, timber, structural steel,

pipe and machinery, to see that the load is secured in such manner as will prevent shifting in transit.



875.  They must be conversant with the clearances on this railroad as shown on clearance diagrams furnished them, and see that cars and lading exceeding these clearance dimensions are not permitted to pass beyond their jurisdiction. Cars exceeding dimensions on the clearance diagrams must be promptly reported to the foreman, yard master or agent.



876.  Cars apparently overloaded or on which load is not properly distributed, should also be reported promptly to the foreman, yard master or agent.



877.  They must be familiar with Rules of the Operating Department and Safety Rules for the Prevention of Personal Injury Accidents issued by this Company; the Interchange Rules and Rules on Maintenance of Brake and Train Air Signal Equipment of the Association of American Railroads; 1. C. C. Safety Appliance Rules, and all special instructions as issued, and will report promptly to foreman any cars not constructed or equipped as required by Federal Acts.

AIR-BRAKES

880.  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 dis-

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connected 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.



881.  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.



882.  When brakes cannot be released from the engine, the engineman must warn the trainmen as provided in Rule 14 (o).



883.  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.



884.  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-pa), receive acknowledgment (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.



885.  When double-headers are run from one terminal to another the regular engine and regularly assigned engineman must be placed in the lead.

886.  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.



887.  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.



888.  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.



889.  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.

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Passenger Service

890.  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.



891.  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.



892.  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.



893.  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.



894.  When the inspection is complete the car inspector will signal the engineman to release by using the air-signal on rear car.



895.  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.



896.  Car inspectors must notify engineman and conductor when test is completed and in no case will the train leave the station until so notified.



897.  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.

Freight Service

900.  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.



901.  Enginemen will charge all auxiliaries to 70 pounds pressure and upon receiving the prescribed signal make a service application of 20 pounds.



902.  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 cutout and how many.

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REGULATING STEAM HEAT ON PASSENGER TRAINS

905.  During winter season steam hose must be connected, valves opened throughout train, and steam applied according to requirements. Car inspectors must see that steam issues from rear car. On main line trains, steam hose must be coupled at all times.



906.  Steam must be circulating throughout the train, all drip valves working freely, and hose connections tight before leaving an initial station, or any place at which cars are set out or taken into the train.



907.  The steam admitted to each car must be carefully regulated to maintain uniform temperature.



908.  Careful attention must be given to the drainage of the train steam pipe to prevent accumulation of water from condensation.



909.  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.



910.  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.



911.  Approaching terminals, or stations where cars are to be set out, enginemen will maintain steam pressure of sixty to eighty 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. After train pipe is blown out, close valve at rear end of car next ahead of car or cars to be set out.



912.  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 and properly secured before cars are moved.

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.



914.  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.



915.  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.



916.  Special attention must be given to the printed instructions explaining in detail, the mechanism and operation of the steam heating apparatus. Employes in train service must have thorough knowledge of the care and management thereof.



917.  To prevent freezing 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

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complied with by car foremen and inspectors, when temperature is at, or below the freezing point-32 degrees Fahrenheit:-



918.  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.



919.  If for any reason cars cannot be promply 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.



920.  If cars are set out at outlying stations or sidings where steam heat facilities are not available, the engine should be asked for immediately.



921.  A copy of such advice to the superintendent should in all cases be sent to the master car builder at Scranton, and this followed by a complete report of each case as soon as possible.

UNITED STATES MAIL

925.  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.



926.  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.



927.  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. Employes will be held responsible for their proper care and handling at stations.



928.  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 superintendent mail transportation with the daily report, and the pouch sent to its proper destination by the first train.



929.  All persons through whose hands the miscarried mail pouch passes must make a report to the superintendent and the superintendent mail transportation, giving full particulars.



930.  Train baggagemen will report on Form M.S.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

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States Mail for outside delivery at publishers risk," are to be included in the report. On the back of Form, M.S.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.



931.  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 superintendent mail transportation 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.



932.  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 superintendent mail transportation with the daily report, giving all the facts. This report should be sufficiently comprehensive to admit of furnishing proper information to the Post Office Department when necessary.



933.  Station agents will promptly report to the superintendent all failures to receive regular pouches, or irregularities in the handling of mail or damage thereto.



934.  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 ascertained and the mail secured from loss, damage or depredation.

PERSONAL INJURIES

935.  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.



935a.  Passengers becoming ill on trains or in stations should be given first aid and also given medical attention at the first available point.



936.  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.



937.  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,

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the nearest Railroad surgeon being notified to attend immediately.



938.  A report of all accidents, giving names and addresses of the injured persons and the nature of their injuries, if known, must be sent immediately to the superintendent by the conductor, agent or persons in charge, and as soon as possible thereafter a written report giving all details obtainable, must be forwarded to the superintendent, a separate report being made on the prescribed form for each person injured.



938a.  In accidents involving personal injuries, employes must give all information in their possession to designated officers of the company. They must not give statements, signed or otherwise to others except by permission of the Claims Department.



939.  Every effort must be made, particularly in case of personal injury, to procure the names and addresses of all disinterested witnesses (emplpoye witnesses to be included) to accidents; also obtain license numbers of automobiles at or near the scene of crossing accidents.



940.  In every case of personal injury in any department, a full and complete report must be made at once on the proper form by the ranking employe immediately present, no matter whether he considers his statement of importance or not, answering every question as fully as possible.



941.  When persons are injured by an accident which may have been caused by defective cars, appliances, tools or machinery, the car or

appliance, tool of 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, occupations and addresses 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.



942.  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 or district claim agent.

EMPLOYMENT OF SURGEONS

945.  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.



946.  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

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sending for the Railroad surgeon, notwithstanding the called surgeon is in attendance.



947.  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.



948.  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, district claim agent or a general officer of the Railroad.



949.  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 other surgeons, 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.

Company surgeons are designated in time-tables.

HOURS OF SERVICE

951a.  The Federal Law does not permit employes in train, engine and yard service to remain on duty more than 16 hours in any 24 hour period. After making 16 consecutive hours, they are required to have 10 consecutive hours off duty, and after making 16 hours in the aggre-

gate in any 24 hour period, they are required to have at least 8 consecutive hours off duty.



b.  The law also provides that no operator, train dispatcher, or other employe who by the use of the telegraph or telephone, dispatches, reports, transmits, receives, or delivers orders pertaining to or affecting train movements, shall be required or permitted to be or remain on duty for a longer period than 9 hours in any 24 hour period in all towers, offices, places and stations continuously operated night and day, nor for a longer period than 13 hours in all towers, offices, places and stations operated only during the day time, except in case of emergency, when the employes named in this proviso may be permitted to be and remain on duty for 4 additional hours in a 24 hour period on not exceeding 3 days in any week.



c.  Emergencies consist of cases of casualties or unavoidable accidents, or the act of God, or where the excess service was result of cause not known to carrier, its officers, or agents in charge of such employe at the time, and which could not have been foreseen.

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ENGINEERING DEPARTMENT

GENERAL

955.  Employes of the Engineering Department must make frequent inspection of and are responsible for the safe condition and proper maintenance of track, structures or property under their charge.



956.  Those whose duties require must each have a copy of the current time-table, and be thoroughly familiar with the rules and regulations therein, and with schedules 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 they must be prepared for them.



957.  They must conform to the prescribed standards and plans in the execution of work under their charge.



958.  They must not, except by proper authority, permit experimental trials of appliances or devices, or give out information of the results of any trial.



959.  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 repairs.



960.  Trackmen, signal maintainers, bridgemen, and others called outside their regular work-

ing hours must first report at the station office to ascertain nature and location of trouble and, if in doubt as to action required, ask for instructions.



961.  They will be held responsible for the proper care and use of tools necessary for the efficient performance of their duties.



962.  Any work that will obstruct track or affect the movement of trains must be done under proper flag protection. Competent flagmen must be sent out with torpedoes and the proper signals at least one mile in both directions on single track and the same on double track when necessary. In addition to displaying stop signals, the flagman must place two torpedoes on the rail two rail lengths apart, on the engineman’s side of track, and remain there until recalled.



a.  Where the view is obstructed on account of curvature or other cause, or where speed or grade conditions require it, the flagman shall go such an additional distance as will give a clear view of approaching trains and insure protection.



b.  When necessary on account of curve or bad weather conditions, two flagmen shall be sent out in the direction of traffic, the second man to be stationed between the first flagman and the point to be protected.



c.  Where trains can be diverted at crossovers or junction points, between the flagman and the unsafe track, such points must be protected.



963.  Torpedoes must not be placed near station buildings or public crossings, or where they may injure persons. Torpedoes exploded by track cars must be at once replaced.

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964.  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.



965.  The operation of motor cars, velocipede, hand and push cars must be in charge of qualified employes, and none but employes in the performance of their duties will be permitted to ride on such cars. Special permission for other than employes to operate or ride on cars must be given by the proper authority. Cars must not be used except in the service of the company.

MAINTENANCE OF WAY

Roadmasters

970.  Roadmasters report to and receive instructions from the engineer maintenance of way and general roadmaster.



971.  They must make frequent inspection of, and 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 any defect that may endanger or delay the movement of trains, and promptly report defective conditions to the proper officers.



972.  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.

973.  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.



974.  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.



975.  They must know that track foremen are provided with the rules, special instructions and safety regulations pertaining to their duties and that they fully understand and comply with them.



976.  They must see that waterways and the approaches and outlets thereto are kept free from obstructions.



977.  They must see that no encroachment upon or occupancy of any portion of railroad buildings, right of way or station grounds is permitted, except by proper authority.

Track Foremen

978.  Track foremen report to and receive instructions from the roadmaster and the track supervisor.



979.  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 affecting the safe passage of trains, except under proper flag protection.



980.  They must go over their sections or send a reliable man, with suitable tools, as often as necessary, to make thorough inspection, and know that the track, highway crossings, signals,

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culverts, bridges, fences, telegraph lines, etc., are in safe condition.



981.  They must keep the required records of the time of their men and the material used.



982.  On two 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 flag protection.



983.  They must have the necessary signals available for flagging at all times.



984.  During heavy storms, by day or by night, whereby the track or any portion of the Railroad property is liable to be damaged, they must go over their sections, with stop signals prepared to protect both track and trains.



985.  They must keep the vicinity of 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.



986.  They must keep a careful lookout for fires along the track and prevent, if possible, the destruction of railroad property 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.



987.  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.

General Foremen of Bridges and Buildings

990.  General foremen shall report to and receive instructions from the division engineer.



991.  They will be held responsible for 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.



992.  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.



993.  They must investigate damage to structures resulting from train accidents or other causes and make prompt report to the division engineer.



994.  They must know that foremen are provided with rules, special instructions and safety regulations pertaining to their duties, and that they fully understand and comply with them.



995.  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.

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Bridge and Building Foremen

996.  Bridge and building foremen report to and receive instructions from the general foreman.



997.  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 flag protection.



998.  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.



999.  They must have the necessary signals available for flagging at all times.



1000.  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.

SIGNAL DEPARTMENT

Signal Supervisors

1001.  Signal Supervisors report to and receive instructions from the signal engineer.



1002.  They are responsible for the safe condition, proper installation, maintenance and operation of all signals, interlocking plants, the

roadway elements of the cab signal system, automatic signals at highway grade crossings, telegraph, telephone, wireless and fire alarm apparatus and lines, and all other appurtenances coming under the jurisdiction of the signal engineer, and must make frequent inspections thereof.



1003.  In case of any condition affecting the safe movement of trains, they must immediately take such action as will insure safety of persons and property. Such conditions must be reported promptly to the superintendent and signal engineer. Where necessary, they will make temporary repairs, these to be made permanent as soon as possible.



1004.  They have immediate charge of signal, telegraph and telephone employes in their respective districts. They must know that their subordinates are fully instructed as to their duties and understand and obey all rules and special instructions governing the performance of their work.



1005.  They shall be in possession of necessary standard, circuit and interlocking plans and must require conformance to all prescribed plans and specifications. They must see that no changes are made in plans or specifications without approval of the signal engineer.

Assistant Signal Supervisors

1006.  Assistant Signal Supervisors report to and receive instructions from the signal supervisors.

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Signal, Telegraph and Telephone Foremen

1007.  Signal, telegraph and telephone foremen report to and receive instructions from signal supervisor and shall obey orders of assistant signal supervisor or other employe designated by the signal engineer.



1008.  They shall have immediate charge of leading signalmen, signalmen, linemen, assistant signalmen, and helpers in gangs and are responsible for the work assigned.



1009.  They shall see that their subordinates are fully instructed as to their duties and understand and obey all rules and special instructions governing the performance of their work.



1010.  They must prepare and submit reports, on prescribed forms, of the men employed, time working, rates of pay and material used.



1011.  They shall be in possession of necessary standard, circuit and interlocking plans and must require conformance to all prescribed plans and specifications. They must see that no changes are made in plans or specifications without approval of signal supervisor.

ELECTRICAL DEPARTMENT

Division Electrical Foremen

1025.  They shall report to and receive instructions from the electrical engineer.



1026.  They will be held responsible for proper maintenance of all electric wiring and

apparatus that comes under their jurisdiction, and they shall make frequent inspections of such wiring and apparatus.



1027.  They shall, on learning of a failure of such wiring or apparatus that affects or is liable to affect the safe and satisfactory operation or service of the Railroad, take immediate steps to restore the wiring or apparatus to a serviceable condition.



1028.  They must see that all employes under them fully understand and obey the rules governing the performance of their work and the Safety Rules for the Prevention of Personal Injury Accidents and are properly trained in the methods of resuscitation.

Electric Traction Catenary Foreman

1030.  He shall report to and receive instructions from the electrical engineer.



1031.  He will be held responsible for proper maintenance of the overhead distribution system, rail bonding, and such other electrical apparatus as may be assigned. He shall make frequent inspections of all facilities under his jurisdiction.



1032.  He shall fully co-operate with the power dispatchers in the performance of any work on energized lines or apparatus, and shall see that his men keep the power dispatcher informed as to their location while on duty.



1033.  He must see that all employes under his supervision fully understand and obey the Safety Rules for the Prevention of Personal

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Injury Accidents, and Rules governing the performance of their work, and are properly trained in methods of resuscitation.

Electric Traction Power Dispatchers

1035.  The chief power dispatcher shall report to and receive instructions from the electrical engineer.



1036.  Power dispatchers shall report to and receive instructions from the chief power dispatcher.



1037.  They will be held responsible for the proper issuance of instructions covering the distribution of electrical energy in the electrified territory and the necessary switching operations in connection therewith. In the event of a failure of any electrical facility, they shall ascertain the gravity of the trouble, communicate with the supervisory officer, and in conjunction with him determine what steps are necessary to restore the facility to serviceable condition.



1038.  They shall co-operate fully with the train dispatchers where a failure of electric power supply or where necessary maintenance affects the normal movement of trains.



1039.  They shall receive and dispatch all reports of trouble in connection with electrical lines and stations in electrified territory. The chief power dispatcher shall see that the signalmen on duty in towers where control switches for operation of catenary sectionalizing switches or circuit breakers are

located, are properly instructed in the operation of such switches.

Electric Traction Substation Foreman

1040.  He shall report to and receive instructions from the Electrical engineer.



1041.  He will be held responsible for the proper operation and maintenance of traction substations and such other electrical apparatus as may be assigned.



1042.  He shall make frequent inspections of all facilities under his jurisdiction.



1043.  He shall fully co-operate with the power dispatcher in the performance of any work affecting the serviceability of substation apparatus, and shall see that his men keep the power dispatcher informed as to the nature and progress of such work.



1044.  He shall see that all employes under his supervision understand and obey the Safety Rules for the Prevention of Personal Injury Accidents and rules governing the performance of their work and are properly trained in methods of resuscitation.

Electric Traction Substation Operators

1047.  The chief substation operator shall report to and receive instructions from the substation foreman.



1048.  Substation operators shall report to and receive instructions from the substation

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foreman and shall respect the orders of the chief operator.



1049.  They will be held responsible for the satisfactory operation, inspection and cleanliness of substations and substation apparatus, and shall make repairs as directed.



1050.  They shall co-operate fully with the power dispatcher in the performance of any work affecting the serviceability of substation apparatus and shall receive from him the necessary switching instructions in connection therewith.

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