THE DELAWARE, LACKAWANNA & WESTERN RAILROAD COMPANY
Effective April 27, 1952
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 employe fail to return it to proper official on leaving the service, the sum of one dollar must be paid in settlement therefore.
The Delaware, Lackawanna & Western Railroad Co.
Effective April 27, 1952
APPPROACH SIGNAL.-A fixed signal used in connection with one or more signals to govern the approach thereto.
Note to Definition of Fixed Signal-The definition of a "Fixed Signal" covers such signals as switch, train order, block, interlocking, semaphore, disc, stop signs, yard limit signs, slow signs, or other means for displaying indications that govern the movement of a train or engine.
GRADE SIGNAL.-Designated by letter G on circular disc on signal mast below light or semaphore blade; or by use of yellow upper blade and light when horizontal where two-arm, two-position automatic semaphore signals are used.
G -Grade signal
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.
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 851.)
4. Each time-table, from the moment it takes effect, supersedes the preceding time-table, and its schedules take effect on any division, at the leaving time at their initial stations on such division. When a schedule of the preceding time-table corresponds in number, class, day of leaving, direction, and initial and terminal stations with a schedule of the new time-table, a train authorized by the preceding time-table will retain its train orders and assume the schedule of the corresponding number of the new time-table.
Note.-The hand, or a flag, moved the same as the lamp, as illustrated in the following diagrams, gives the same indication. In the observance of Rule 12(a) the hand or flag movement may be above the shoulder.
12(h). Any object waved violently by anyone on or near the track is a signal to stop.
Note.-Headlight on end coupled to cars may be extinguished.
19. Passenger trains, at all times, will display lighted markers showing red to the rear.
Yard engines using main tracks to transfer cars from point to point within switching limits of Hoboken, Scranton, Binghamton, Elmira, and East Buffalo not equiped to display the prescribed signals will display a red flag by day and a red light by night, to indicate the rear of the train.
Rear of train by day or night occupying main track.
Lights at AA as markers, showing red to the rear and green (or yellow) to the front and side.
Note.-When the rear unit of a train is equiped with built-in electric markers, the provision that markers will display green or yellow to the front may be omitted.
Rear of freight train by day or night on a siding, clear of main track, for the purpose of being passed by another train.
Lights at AA as markers, showing green (or yellow) to the rear, front and side and red towards the platform.
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.
Running forward by day displaying signals for a following section.
Green flags at A A.
Running forward by night displaying signals for a following section.
Green flags at A A and green lights at B B.
21. Passenger extras 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.
Running forward by day as a passenger extra.
White flags at A A.
Note to Rules 19, 20 and 21.-The diagrams are intended to illustrate the general location of the train signals, not the exact manner in which they are to be attached.
Running forward by night as a passenger extra.
White flags at A A and white lights at B B.
25. Each car of a passenger train must be connected with the engine by a communicating signal appliance.
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, except that when the day indication is plainly seen, or when sufficient lights in a position light signal are displayed to determine indication of the signal, it will govern.
Note.-Reflectors may be substituted for switch lights.
28. A green and white signal will be used to stop a train only at the flag stations indicated on its schedule.
30. The engine bell must be rung when an engine is about to move, when running through tunnels, while approaching and passing public crossings at grade, when passing trains on adjacent tracks, when passing passenger stations and along streets of towns and cities.
S-71. A train is superior to another train by right, class or direction.
82. Time-table schedules, unless fulfilled, are in effect for twelve hours after their time at each station.
been ascertained whether all trains due, which are superior, or of the same class, have arrived or left.
clear the main track by the time required by rule must be protected as prescribed by Rule 99.
to enter such track at restricted speed, provided the switch is lined for the siding or yard track and hand signal from ground authorizes.
93. Yard limits are designated by time-table and are indicated by yard limit signs.
Note.-Where block signal rules are in effect, "known to be clear" includes when track is known to be clear by signal indication.
93(a). Within yard limits, trains carrying passengers must be protected regardless of weather conditions, and during fog or other unfavorable conditions, all trains occupying main or running tracks must be protected as prescribed by Rule 99.
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-96. Unless otherwise provided, signals must not be ordered displayed to, nor taken down at, other than a register station for the train displaying the signals.
necessary, in addition, displaying lighted fusees. When recalled and safety to the train will permit, he may return, leaving the torpedoes and a lighted fusee.
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.
in addition, display a lighted red fusee and continue toward the approaching train, displaying stop signals until they are answered and the train arrives.
on a curve, and engineman's side of track is on outside of curve, two additional torpedoes must be placed on the opposite rail.
Work and wreck train Conductors are responsible for equipment in their trains being fully secured to avoid fouling adjacent tracks when trains are passing and for the full protection against movements on such tracks when equipment is being operated.
it is ascertained they are safe and clear for the movement of trains.
Note.-The exception does not cover extended movements within yards.
103(a). Conductors are responsible for protecting the movement of cars to prevent fouling adjoining tracks or pushing cars off ends of tracks.
their crews, except where switch tenders are stationed. Switches must be properly lined after having been used.
Note.-Rule 104 applies only to hand operated switches. When spring or remotely controlled switches are operated by hand, they are hand operated switches and Rule 104 applies.
104(a). 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.
for movement of a train or engine must not be changed by another crew without this crew first having an understanding with the crew of train or engine for which the switches had previously been lined. This rule applies only until after train or engine has passed over lined up route and does not cover a return movement.
station, except where proper safeguards are provided or the movement is otherwise protected.
track, trains must be protected as prescribed in the rules, and persons in charge of relief outfit must secure the derrick boom in position to give ample clearance for trains on the unobstructed track.
116. When coupling engines or cars of trains, before connecting air hose, reverse move must be made to make sure, that couplers are properly locked.
struct the fireman to occupy the rear cab with brake valves in proper position to be used for an emergency stop.
126. Before starting on trip, conductors must ascertain whether enginemen have recently handled such trains on section of the road over which they are to run and are familiar with the requirements; if not, the fact must be reported to the Superintendent immediately for necessary action to safeguard the movement.
protected as prescribed by Rule 99 against trains moving with the current of traffic on tracks involved unless otherwise provided.
D-154(a). Movements against the current of traffic outside of interlocking home signal limits on main tracks are authorized as follows:
Note.-Movements against the current of trafflc must not be permitted until track cars authorized to move in the territory have been notified. When notification cannot be accomplished, flag protection against track cars for initial movement must be provided.
D-154(b). Standard practice for emergency detours:
(4) Passenger train movements against the current of traffic must be positively blocked if communication permits except that east of Dover the Superintendent may authorize following movements by special instructions.
(5) All intermediate switches leading to detour section will be spiked or otherwise protected. Highway crossings equipped with automatic devices will be manually protected.
Yardmaster to avoid conflicting moves and to insure proper clearance at all points.
must be applied. If on grades, air brakes must be bled and such other precautions as necessary taken. When coupling to cars on such tracks, hand brakes must not be released until it is known that coupling has been made and care taken to insure that cars not to be moved are properly secured. Cars being left must be entirely clear of street, highway or private crossings and so placed as to afford best practicable view of main tracks and running tracks from such highways.
red light, extinguishing same as soon as it is determined that its indication is unnecessary. The regular head light will be extinguished while red light is displayed.
201. For movements not provided for by time-table, unless otherwise provided, train orders will be issued by authority and over the signature of the Superintendent and only contain information or instructions essential to such movements.
the responses transmitted; and the train dispatcher's initials. These records must be made at once and never from memory or memoranda.
as repeated by the first operator and must underscore each word and figure in the order as it is repeated by other operators. When transmitted by telephone, he must write the order as he transmits it and underscore each word and figure as repeated by each operator.
order. The word "Complete," the time and the signature of the operator must be in his handwriting.
required to read them and, if necessary, remind enginemen and conductors of their contents.
Operators will retain a copy of each Clearance Form A.
delivered by the conductor or other person in whose care it is addressed, and who is responsible for its delivery. The numbers of such train orders must be shown in the usual manner on Clearance Form A of the train making delivery.
stroyed, and the second Clearance Form A must show the numbers and dates of all train orders addressed to the train.
221 (a). At an office not equipped with a fixed train order signal or a block signal used for that purpose, a red flag by day, and a red flag and red light by night, must be displayed for the proper track to indicate that orders are to be delivered. See Rule 636 for interlockings.
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 words and figures in italics in the forms are examples, indicating the manner in which the orders are to be filled out.
(1) No. 1 meet No. 2 at B.
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.
(1) Extra 594 west pass No. 1 at J.
Both trains will run according to rule to the designated point and there arrange for the rear
train to pass promptly. Unless otherwise provided, the train to be passed will take siding.
(2) 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 designated Points.
(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 schedule of opposing train as required by rule.
(2) Extra 37 cast 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 authorized by train order to do so.
Examples (1) and (2) above 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.
(3) Extra 7.2 south has right over Extra 91 North A to Z and wait at:
The first-named extra train must not pass the designated waiting points before the time given, unless the second-named extra train has arrived. The second-named extra train must clear the time specified at the designated points or any intermediate station not less than 5 minutes.
(1) No. 1 has right over No. 3 A to Z.
The second-named train must clear the time of the first-named train, between the designated points, as required by rule.
(2) Extra 62 east has right over No. 4 Z to A and wait at:
These orders give right to the first-named train over the other train between the points named. If train order time is given, the first-named train must not pass the designated stations before the time shown, and the second-named train must clear such times as required
by rule. If no time is given, the second-named train must not leave the point first named ahead of the first-named train.
(1) No. 1 run 50 mins. late A to G.
Examples (1) and (2) make the schedule time of the train named, between the stations designated, as much later as stated in the order, and any other train receiving the order is required to run with respect to this later time as before required to run with respect to the regular schedule time. The time in the order should be such as can be easily added to the schedule time.
(3) No. 1 and No. 3 wait at:
The train, or trains, named must not pass the designated points before the times given. Other trains receiving the order are required to run with respect to the time specified at the designated points or any intermediate station where schedule time is earlier than the time specified in the order, as before required to run with respect to the schedule time of the train, or trains, named.
(1) 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.
(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, an is to be followed by (2), both being single-order examples.
(2) Eng 25 run as Second 1 A to Z.
(3) No. 1 display signals A to G for Eng 25.
(4) Engines 20, 25 and 99 run as First, Second and Third 1 A to Z.
(4(a)) Engines 20, 25 and 99 run as three sections No. 6 A to Z arrange signals accordingly.
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.
To discontinue the display signals, (8) will be used.
(8) Second 1 take down signals at D.
The trains 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.
(1) Eng 99 run extra A to F.
The extra must go to F before returning to C.
(1) Eng 292 works extra 6:45 A.M. until 5:45 P.M. between D and E.
The work extra must, whether standing or moving, protect itself against extra trains within
the working limits in both directions as prescribed by the rules. The time of regular trains must be cleared.
(a) Not Protecting against eastward extra trains.
The work extra will protect only against westward extra trains. The time of regular trains must be cleared.
(b) Not protecting against extra trains.
Protection against extra trains is not required. The time of regular trains must be cleared.
(c) Extra 173 east wait at B until 9:15 A.M. Extra 209 east wait at E until 12:10P.M. Other eastward extra trains wait at E until 5:45 P.M. for Work Extra 292.
The work extra will protect against the trains named after the times specified in the order.
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 a designated extra, an order may be given in the following form:
(2) 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 ex-
pecting 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:
(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 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:
(4) 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.
The working limits should be as short as practicable, to be changed as the progress of the work may require.
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.
(1) Hold No. 2.
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:
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.
(1) No. 1 due to leave A Feb. 29th is annulled A to Z.
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.
(1) Order No. 10 October 2 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.
(1) That part of Order No. 10 Oct. 2 reading Extra 263 west pass No. 1 at S is annulled.
(2) That part of Order No. 12 Feb. 3 reading No. 3 pass No. 1 at S is annulled.
Form M will be used only when that part of the order not annulled is clear in its wording.
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.
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 designated in that order, and do not apply to the superseding order unless so specified.
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.
An order which has been superseded must not be reissued under its original number
(1) Time-table No. 1 is effective at 12:01 A.M. Sunday July 10.
Form Q will not be combined with other forms of train orders.
(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.
All trains between the points named moving with the current of traffic in the same direction as the designated train must, when practicable, receive a copy of the order, and may then proceed on their schedules, or rights.
(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.
(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.
D-251. On portions of the railroad, and on designated tracks so specified in the time-table, trains or engines will run with reference to other trains in the same direction by block signals whose indications will supersede the superiority of trains.
D-261. On reversible tracks, so specified in the time-table, trains or engines will run by block signals whose indications will supersede time- table superiority.
265. On portions of the railroad, and on designated tracks specified in the time-table as Centralized Traffic Control (CTC) Territory, trains will be governed by block signals which indications will supersede the superiority of trains for both opposing and following movements on the same track. On single track extra trains may be operated without train orders.
main track, or re-enter main track after having cleared it except:
(2) Before granting authority to operate a dual controlled switch by hand.
signal is undergoing repairs, or when a track is obstructed.
Aspects may be shown by the position of semaphore arms, color of lights, position of lights, flashing of lights, or a combination of color, position, and flashing of lights.
505. Block signals, cab signals, or both, govern the use of 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.
508. Unless otherwise provided, block signals for a track apply only to trains or engines moving with.the current of traffic on that track.
restricted speed to the next wayside block signal.
(Territory specified in time-table)
509(f). On single track when a train or engine 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 issued. In case of failure of means of
communication it may proceed when preceded by a flagman to the next block signal displaying a less restrictive indication.
(Territory specified in time-table)
509(h). On single track when a train or engine 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 stop indication if known. Train dispatcher may issue orders for 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.
509(i). This type signal is used in automatic block signal territory to avoid train stops and to enable train dispatchers to direct train movements by signal indications.
blades, and displaying white lights in various positions with indications as shown in Rules 297, 298, and 299.
510. When a train or engine is stopped by a block signal which is evidently out of order, the fact must be reported to the train dispatcher, giving signal number, at first available point of communication unless an open office within ten miles can be given message covering situation.
a main track or cross from one main track to another main track at hand thrown switch locations until switches have been opened at least three minutes, except where switch is electrically locked or at a meeting point. This will not relieve employes from the duty of promptly and properly protecting the movement.
Note.-Within yard limits the three minute waiting period may be disregarded when it is known that the movement of an approaching train or engine will not be affected.
513(a). When a train or engine has passed a signal permitting it to proceed and is delayed in the block, it must proceed at restricted speed to the next signal.
tecting their trains. A detached single caboose or car with rusted wheels may fail to operate automatic signals; therefore, when occupying main track the cars must be fully protected as prescribed by Rule 99.
540(a). Automatic cab signals are in operation between points specified in time-table.
540(d). Where automatic cab signal fails and/or is cut out enroute, train may proceed according to automatic wayside block signal indication, but not to exceed medium speed, to next available point of communication where report must be made to the Superintendent. Upon authority of the Superintendent, the train may then proceed at normal speed, but not to exceed 79 m.p.h., complying with Operating Rule 509 (b).
540(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 engineman operating the acknowledgment lever. Failure to acknowledge causes continuous sounding of cab whistle as long as a "Restricting" signal continues. If the cab whistle sounds longer than six seconds, the fireman or trainman must immediately go to the engineman and take any necessary action.
551. Dual Control Switches (switches normally power operated but equipped for emergency hand operation) are used in Centralized Traffic Control (CTC) territory and at remote control switch locations specified in the time-table.
which the switch should be moved to the position desired and secured by padlocking the hand throw lever or by spiking the points. When the points have been examined to see that they fit properly, desired movement may be made.
555. Electrically locked hand operated switches may be locked either from a control point or automatically through track circuits.
Emergency whistles at electro-Pneumatic interlocking plants must be sounded each day for test purposes at 12 o'clock noon or at such time as will not interfere with train movements.
611. Unless otherwise provided, signals must be kept in the position displaying the most restrictive indication, except when displayed for an immediate movement.
be moved when any portion of a train or engine is standing on or closely approaching the switch, derail or movable frog.
Note.-In the case of passenger trains, when visibility permits, it must be known by observation that a train is not on or closely approaching a switch, derail, or movable point frog before handling the lever operating such apparatus or the detector bar or lock for same. If this cannot be determined by observation, five seconds should elapse after indication has cleared before handling levers.
617. Reminder, in the form of a lever blocking device, must be used when a lever is not to be operated, as when:
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.
625. When switches, movable point frogs, derails or signals are undergoing repairs, "Stop" indication must be displayed for any movement which may be affected by such repairs, until it has been ascertained from the repairman that the switches, movable point frogs and derails are properly lined and secured for such movement.
628(b). 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.
levers must be secured for routes that do not conflict and signal levers placed in position so that signals will display the proper indication.
640. Switches shall be operated upon request of track foremen or signal maintainers, whenever safe to do so.
661. If a signal indication, permitting a train or engine to, proceed, after being accepted, is changed to a "Stop" indication 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 signal indicating "Stop" until a member of the train or engine crew is fully informed of the situation. Movement may then be made on hand signal or permission of the operator, at restricted speed.
672. When a train or engine is stopped by a "Stop" indication of an automatic interlocking signal and no immediate conflicting movement is evident, a member of the crew must operate the time release. If signal does not change its indication at expiration of time release interval, train or engine may then proceed on hand signal from a member of the crew if there is no train or engine on conflicting route and signals on conflicting route indicate "Stop."
A following train or engine may proceed only after signal has been returned to "Stop" and again cleared.
676. Maintainers are responsible for the inspection, adjustment and proper maintenance of interlockings assigned to their care.
700. Each train must have the air brakes on all cars in effective operating condition except in cases of emergency, but at no time shall the number of operative air brakes be less than that permitted by Federal requirements.
air goes through. Leave in this position 6 to 8 seconds then slowly open wide.
710. In passenger service, if air brakes on last car in train become inoperative, its position
must be changed so that an operative air brake is on the rear.
RUNNING BRAKE TESTS
714. On a passenger train, after engine or train crews have been changed, or an angle cock closed (except for cutting off cars from the rear), a running test of brakes must be made as soon as speed of train permits. Such tests should be made by applying the train brakes with sufficient force to ascertain that they are in proper operation. Steam or power should not be shut off unless conditions require it. In case the brakes do not operate properly in this test, the signal for brakes (Rule 14(a)) must be given and repeated as long as necessary to secure proper response.
716. Terminal test must be made before departure from initial terminal or other terminal where engine crew or train crew is changed or where one train is dropped and another picked up.
717. After the air-brake system on a freight train is charged to not less than 5 pounds below the standard pressure for that train, upon proper signal a 15 pound service reduction must be made. The engineman must then note the number of pounds of brake-pipe leakage per minute as indicated by the brake-pipe gauge (this leakage must not exceed 7 pounds per minute.
haust, which permits knowing whether or not angle-cocks have been left closed.
720. During winter season steam hose must be connected, valves opened throughout train, and steam applied according to requirements. Trainmen and car inspectors, where used, must see that steam issues from rear car. On main line trains, steam connections must be coupled at all times, unless otherwise provided.
723. 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.
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.
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.
735. 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.
738(a). Tn 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.
such point, the Superintendent to notify such person of the necessity of making such examination.
751. 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 being on duty 16 consecutive hours, they are required to have 10 consecutive hours off duty, and after being on duty 16 hours in the aggregate in any 24 hour period, they are required to have at least 8 consecutive hours off duty.
751(a). 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 where only one shift is worked, 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.
781. A Railroad Radio Communication system is one employing radio for the transmission of intelligence between moving equipment, between moving equipment and a fixed point, or between fixed points.
ing Rules. Violation is a Federal offense for which severe penalties are provided.
to tracks, or other matters which would cause serious delay to traffic, damage to property, injury to employes or the traveling public, and shall contain as complete information thereon as possible. All employes shall give absolute priority to communications from another station in distress, and except in answering or aiding a station in distress shall refrain from sending any communications until there is assurance that no interference will result to the station in distress.
and the employes concerned shall cooperate in handling their business by alternating calls and being as brief as possible.
795, When a train or engine is switching over a public road crossing at grade not protected by a watchman or other protective devices a member of the crew must be stationed at the crossing to give warning to the public.
ments made over a road crossing during or after a reversal in direction, against the current of traffic on a main track, to and on a main track after a "meet and passing" move, and on a siding or sidetrack, may not activate automatic warning signals or automatic electric crossing gates.
box marked "Z" located adjacent to the crossing. Operation of controllers or push-buttons must be restricted to track involved and control box, when open, must not be left without protection.
796. A yellow sign 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 normal speed. The permitted speed for the entire train over the slow track (5,000 feet distant) will be indicated by bulletin or train order instruction and the speed of trains and engines must be controlled accordingly.
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.
797. Permanent slow speed signs at points indicated in time-table will consist of a post with two signs, one placed over the other. Speed of trains must not exceed that shown on this sign.
amine 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.
800. Trainmasters report to and receive instructions from Superintendent.
801. Road Foremen of Engines report to the Superintendent and to the Supervisor of Locomotive Operation, and report to Master Mechanics and Superintendent of Diesel Locomotive Maintenance on mechanical and electrical matters.
804. They will perform such other duties as may be assigned to them by the Superintendent; supervise train movement and have authority over employes in the Operating Department.
805. 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 and towermen, and will see that applicants for employment are not engaged until they have passed the required examinations.
810. Train dispatchers report to and receive instructions from the chief train dispatcher.
They will issue orders and instructions governing the movement of trains and track cars in accordance with the rules; record the movement of all trains and important incidents affecting the movement of traffic.
815. General yardmasters report to and receive instructions from the Superintendent or such official as he may designate.
appointed time; that trains are properly made up and dispatched as directed; that proper waybills are furnished; 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.
821. Yardmasters and assistant yardmaster report to and receive instructions from the general yardmaster. When in direct charge of the yard they will assume the same responsibility and exercise the same supervision as general yardmasters.
825. Stationmasters report to and receive instructions from or as designated by the Superintendent.
827. Stationmasters must preserve order and maintain cleanliness 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.
830. Station agents report to and receive instructions from the Superintendent, and will conform to instructions issued by the Treasury, Traffic, Accounting, Car Accounting, Freight Claim, Safety and Station Service Departments.
the prompt and efficient discharge of duties by all employes subject to their direction.
837. Agents must furnish conductors with complete list of station switching to be performed and report failure to properly do the work; know 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.
840. Towermen and operators report to and receive instructions from the chief train dispatcher.
841(a). Where the term "Operator" is used in the rules, said rule, when applicable, will govern Agents, Assistant Agents, Agent-Operators, Clerk-Operators, Printer and/or Teletype Operators, Car Distributor Operators, Towermen, Levermen, Tower and/or Train Directors, Managers of Telegraph Offices and Wire Chiefs, in addition to Operators.
846. 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.
three minutes. This signal clock will break the circuit once every 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 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.
855. Conductors report to and receive instructions from the Superintendent and Trainmaster. Switch foremen normally report to and
receive instructions from yardmasters. Both will conform to instructions issued by other authorized officers.
858. When defect has been reported and not found after standing inspection, running inspection should be made when starting to insure that no apparent defect exists which would affect safe movement. Under such circumstances provisions of Rule 877 apply.
859. 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, lighting and air conditioning. Failures of lighting or air conditioning apparatus should be reported as promptly as practicable.
places. Names of ejected persons must be secured, together with names and addresses of witnesses, and report made to Superintendent.
870. Freight conductors must read printed or written instructions to agents or conductors on waybills and be governed thereby.
872. The unnecessary blocking of highway crossings must be avoided.
Note.-This rule applies leaving terminals, inspection points and any location where work is done.
878. Before moving derrick cars conductors must know that booms, etc., are properly secured.
890. Train baggagemen report to and receive instructions from the Trainmaster and are under the direction of the conductor.
900. Trainmen and flagmen report to and receive instructions from the Trainmaster. While on duty they are under the direction of the conductor; head trainmen take instructions from enginemen when conductor is not present.
vided 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.
910. Report to and receive instructions from Superintendent, Master Mechanic and Road Foreman of Engines.
or injury. They must not permit ash pans to be cleaned at other than designated places.
light and a white light burning, with torpedoes and fusees, to be used in protecting the train.
(b) See that engine is provided with necessary signals and supplies.
925. Switchmen and switchtenders normally report to and receive instructions from yardmasters. Switchmen on duty and under the direction of the switch foreman will, when on an engine, take instructions from engineman when switch foreman is not present.
928. Switchmen must observe the requirements for protection of trains and be governed by other rules for train operation.
940. Car inspectors report to and receive their instructions from the supervisor or foreman in charge.
sible 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.
947. Car inspectors must report to the Superintendent promptly when defective cars set out at intermediate points have been repaired.
of American Railroads; I.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.
955. Employes of Maintenance of Way and Structures Department must make frequent inspection of and are responsible for the safe condition and proper maintenance of track, structures or property under their charge.
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 conditions, and do all in their power to make repairs.
stationed between the first flagman and the point to be protected.
970. Roadmasters report to and receive instructions from Engineer Maintenance of Way or such official as he may designate.
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.
978. Track foremen report to and receive instructions from the Roadmaster and the Track Supervisor.
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.
990. General foremen shall report to and receive instructions from the Division Engineer.
993. They must investigate damage to structures resulting from train accidents or other causes and make prompt report to the Division Engineer.
996. Bridge and building foremen report to and receive instructions from the Division Engineer and General Foreman.
999. They must have the necessary signals available for flagging at all times.
1001. Signal Supervisors report to and receive instructions from the Signal Engineer.
as to their duties and understand and obey all rules and special instructions governing the performance of their work.
1006. Assistant Signal Supervisors report to and receive instructions from the Signal Supervisors.
1007. Signal 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.
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.
1025. Division Electrical Supervisors report to and receive instructions from the Electrical Engineer.
1030. Electric Traction Catenary Supervisor reports to and receives 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.
1035. The Chief Power Dispatcher shall report to and receive instructions from the Electrical Engineer.
nicate with the supervisory officer, and in conjunction with him determine. what steps are necessary to restore the facility to serviceable condition.
1040. Electric Traction Substation Supervisor reports to and receives instructions from the Electrical Engineer.
paratus, and shall see that his men keep the Power Dispatcher informed as to the nature and progress of such work.
1045. Engineer of Communications reports to and receives instructions from Electrical Engineer. He is responsible for the safe condition, proper installation, maintenance and operation of all telegraph, telephone, radio, and fire alarm apparatus, pole lines, and all other appurtenances coming tinder the jurisdiction of the Communications Department and must make frequent inspections thereof.
1046. Telegraph and Telephone Foremen report to and receive instructions from the Engineer of Communications and shall obey orders of other employes designated by the Electrical Engineer.
1048. 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.
All HTML Files and Photographs by Jon Liles