THE DELAWARE, LACKAWANNA & WESTERN RAILROAD COMPANY

RULES

OF THE

OPERATING DEPARTMENT

Effective April 27, 1952

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 employe fail to return it to proper official on leaving the service, the sum of one dollar must be paid in settlement therefore.

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The Delaware, Lackawanna & Western Railroad Co.

RULES

of the

OPERATING DEPARTMENT

Effective April 27, 1952

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GENERAL NOTICE

GENERAL RULES

Safety is of the first importance in the discharge of duty.
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 faithful, intelligent and courteous discharge of duty.
In case of doubt or uncertainty, the safe course must be taken.
Courtesy and friendliness must be extended to all patrons of the Company and particular consideration given to the comfort and needs of passengers.
The public judges a railroad largely by the treatment accorded by its employes. Good will and friendship of its patrons and the communities served by the railroad are valuable assets, attained only by fair treatment of all persons and lost quickly by a careless manner.
Courtesy is something the public has the right to expect, and it is the duty of each employe to perform his work in a kindly and gracious manner. A strong recommendation for promotion is a record of uniform courtesy and helpfulness.
It is the desire of this Company that all it employes appreciate and fully measure up to their duty and privilege in this respect.
To obtain promotion, ability must be shown for greater responsibility.

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 and supplements thereto with them while on duty.
Conductors, switch foremen and enginemen must, in addition, have a copy of the current Red Bulletin for the territory in which they are operating.
B. Employes must be conversant with and obey the rules and instructions.
As many of the rules apply similarly to employes in various classes of service, it is essential that all the rules prescribing their several duties, or necessary restrictions, be uniformly understood and obeyed.
If in doubt as to their meaning or application they must apply to proper authority for an explanation.
C. Employes must pass the required examinations.
E. Employes must render every assistance in their power in carrying out the rules and instructions and must report promptly to the proper official any violation thereof, also misconduct or negligence affecting the Company's interest.
F. Accidents, failure in the supply of water or fuel, defects in track, bridges, signals, or any unusual conditions which may affect the move-

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ment of trains, must be promptly reported by quickest available means of communication to the proper authority.
G. The use of intoxicants or narcotics by employes subject to duty, or their possession or use while on duty, is prohibited.
H. The use of tobacco by employes in uniform on duty in or about passenger stations or equipment is forbidden.
Smoking is prohibited in the engineer's compartment of multiple unit trains in motion, in baggage, express or mail equipment in use, in cars containing freight, in the immediate vicinity of loaded tank cars and cars placarded "inflammable" or "explosive," in freight stations, on transfer platforms, on piers and bulkheads and in storehouses, record rooms and posted areas.
J. Employes on duty must wear the prescribed badge and uniform and be neat in appearance.
K. To avoid annoyance to the public, 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. They must observe 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 the movement of trains, engines or cars at any time, on any track, in either direction.
P. In case of injury to persons, the names and addresses (and identification by automobile license plate if available) of as many witnesses as possible must be obtained. When an accident occurs the names and addresses of all persons concerned must be secured.
In case of a train accident involving injuries to passengers, the conductor must endeavor to obtain a complete list of the names and addresses of all passengers, inquiring of each whether injured or not, if so, to what extent, and writing down the replies. When it is not practicable to secure the names of all passengers he must at least get the names and addresses of those who were in damaged cars or were in equipment in which persons were injured.
Q. Employes must not be absent from duty without permission; they must not delegate their duties to anyone else except as prescribed by the rules; they will be required to reside where the necessity of the railroad demands.
Employes will be held responsible for the proper use and protection of the property in-

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trusted to their care, and on leaving the service must surrender it to the proper officer.
Theft or pilferage is sufficient cause for dismissal.
R. Employes must yield a willing obedience to the orders and instructions of their superiors and render strict performance of duty.
It is required that employes not be insubordinate, dishonest, immoral, quarrelsome or vicious. They must meet their financial obligations.
S. 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 who are careless of the safety of themselves or others may not be retained in the service.
T. Employes are required to have a copy of their departmental Safety Rules and be governed strictly by each applicable rule thereof.
U. 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. (See Rule 101 (a)).
V. Train and yard service employes on duty, also train dispatchers, operators, towermen, crossing watchmen and other watchmen on duty are prohibited from reading newspapers, books or periodicals, engaging in games or unnecessary

conversation, sleeping, using unauthorized radios or television sets on company property or in other manner having their attention diverted from their duties.
W. When an employe is served with a subpoena, summons or other legal process in which this Company is, or may be, interested, requiring such employe to report to any court or officer, he shall at once notify the head of the department in which employed.
Employes are forbidden to give any statements or information, either verbal or written, to attorneys or others about accidents or other matters pertaining thereto, except to attorneys or representatives of this Company.
This rule shall not prohibit the furnishing of information to public authorities or to a person in interest as to the facts incident to the injury or death of any person; provided, however, that information contained in the files of the Company or other privileged or confidential reports, must not be divulged.
Employes intrusted with records, waybills, statistics or correspondence of the Company must not, under any circumstances, permit persons unauthorized by their superiors to have access thereto, or verbally or otherwise divulge any of the Company's affairs.

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DEFINITIONS
Operating Rules
Block Signal Rules
Interlocking Rules

APPPROACH SIGNAL.-A fixed signal used in connection with one or more signals to govern the approach thereto.
AUTOMATIC BLOCK SIGNAL.-A block signal designated by number plate. See Rule 291- Stop and Proceed Signal.
AUTOMATIC BLOCK SYSTEM.-A series of consecutive blocks governed by block signals, cab signals, or both, actuated by a train, or engine, or by certain conditions affecting the use of a block.
BLOCK.-A length of track of defined limits, the use of which by trains and eng ines is governed by block signals, cab signals, or both.
BLOCK SIGNAL.-A fixed signal at the entrance of a block to govern trains and engines entering and using that block.
BLOCK SYSTEM.-A series of consecutive blocks.
CAB-SIGNAL SYSTEM.-A system which provides for the automatic operation of:
(a) A signal located in engineman's compartment or cab, indicating a condition affecting the movement of a train or engine and used in conjunction with interlocking and automatic block signals.

(b) A whistle located in the cab which indicates a condition or change in condition by one or more elements of the system.
CENTRALIZED TRAFFIC CONTROL.-A term applied to a system of railroad operation by 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 use of train orders and without regard to superiority of trains.
CURRENT OF TRAFFIC.-The movement of trains on a main track, in one direction, specified by the rules.
DIVISION.-That portion of a railroad assigned to the supervision of a Superintendent.
DUAL CONTROL SWITCH.-A power operated switch which is also equipped for hand-throw operation.
DWARF SIGNAL.-A low Home signal.
ENGINE.-A unit propelled by any form of energy, or a combination of such units operated from a single control, equipped to handle cars in train or yard service.
EXTRA TRAIN.-A train not authorized by a time-table schedule. It may be designated as:
EXTRA-for any extra trains, except passenger extra or work extra;
WORK EXTRA-for work train extra;
PASSENGER EXTRA-for passenger train extra.

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

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.
HOME SIGNAL.-A fixed signal at the entrance of a route or block to govern trains or engines entering and using that route or block.
INTERLOCKING.-An arrangement of signals and signal appliances so interconnected that their movements must succeed each other in proper sequence, and for which interlocking rules are in effect. It may be operated manually or automatically.
INTERLOCKING LIMITS.-The tracks between the Home signals of an interlocking.
INTERLOCKING SIGNALS.-The fixed signals of an interlocking.
INTERLOCKING STATION.-A place from which an interlocking is operated.
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.
MEDIUM SPEED.-A speed not exceeding 30 miles per hour.
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.
POSITION LIGHT TELEPHONE TRAIN ORDER SIGNAL.-A unit attached to signal pole below the automatic signal lights or blades, and displaying white lights in various positions.
RED BULLETIN.-Form for bulletin order used for all bulletin notices that affect the free movement of trains.
REDUCED SPEED.-Proceed prepared to stop short of train or obstruction.
REGISTER STATION.-A station at which train register is located.
REGULAR TRAIN.-A train authorized by a time-table schedule.
REMOTE CONTROL.-A term applying to a method of operating outlying signal appliances from a designated point.
RESTRICTED SPEED.-Proceed prepared to stop short of train, obstruction, or switch not properly lined and looking out for broken rail, but not to exceed fifteen miles per hour.
REVERSABLE TRACK.-A main track signaled

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for movement of trains in either direction on which current of traffic is established by block signals.
SCHEDULE.-That part of a time-table which prescribes class, direction, number and movement for a regular train.
SECTION.-One of two or more trains running on the same schedule displaying signals or for which signals are displayed.
SIDE TRACK.-A track, other than siding, auxiliary to the main track.
SIDING.-A track auxiliary to the main track, for meeting or passing trains.
SINGLE TRACK.-A main track upon which trains are operated in both directions.
SPRING SWITCH.-A switch equipped with a spring mechanism arranged to restore the switch points to normal position after having been trailed through.
STATION.-A place designated on the time-table by name.
STATION SIGNAL.-A lunar white light indicating train at or approaching station for information of trains in opposite direction to insure compliance with Rule 107.
SUPERIOR TRAIN.-A train having precedence over another train.

TIME-TABLE.-The authority for the movement of regular trains subject to the rules. It contains classified schedules with special instructions relating to the movement of trains.
TRAIN.-An engine or more than one engine coupled, with or without cars, displaying markers.
TRAIN ORDER SIGNAL.-A fixed signal to indicate to a train whether or not it will receive orders.
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.
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.
TRAIN OF SUPERIOR RIGHT.-A train given precedence by train order.
TWO OR MORE TRACKS.-Two or more main tracks upon any of which the current of traffic may be in either specified direction.
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

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train order, may be made, subject to prescribed signals and rules, or instructions.
YARD ENGINE.-An engine assigned to yard service.
YARD SPEED.-A speed that will permit stopping within one-half the range of vision.

Letter Symbols Used As Signs

G -Grade signal
O -Train orders
R -Ring
S -Take siding or yard
SS -Spring switch
T -Telephone
W -Whistle
Z -Instructions govern

OPERATING RULES

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.

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 851.)
2. Watches that have been examined and certified to by a designated inspector as being the prescribed standard must be used by Trainmasters, Road Foremen of Engines, Train Dispatchers, designated Agents, Operators, Towermen handling train orders, General Yardmasters, Yardmasters, Conductors, Enginemen, Train Flagmen, Switch Foremen, Signal Maintainers, Track, Signal and Bridge Foremen and all persons authorized to move track cars on main track.
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.
3. Watches of conductors, enginemen and other designated employes in train service must be compared daily, when 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

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conductors and enginemen on a prescribed form. Employes not having access to a standard clock must compare their watches daily with those of conductors or enginemen who have standard time and have registered.
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 engineman, it may be omitted.
In M & B 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, 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.
Schedules on each division date from their initial stations on such division.
Not more than one schedule of the same number and day shall be in effect on any division.

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 specified, the time applies:
On single track, at the switch where an opposing train clears; where there is no switch it applies at the station.
On two or more tracks, at the station.
S-5(a). On single track, schedule meeting or passing stations are indicated by figures in fullfaced type.
6. The following letters when placed before the figures of the schedule indicate:
ss - conditional stop
s - regular stop
f - flag stop to receive or discharge traffic.
L - leave
A - arrive
7. Employes whose duties may require them to give signals, must provide themselves with the proper appliances, keep them in good order and ready for immediate use.
8. Flags of the prescribed color must be used by day, and lights of the prescribed color and type by night.
9. Day signals must be displayed from sunrise to sunset, but when day signals cannot be plainly seen, night signals must be used in addition.
Night signals must be displayed from sunset to sunrise.

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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. In the observance of Rule 12(a) the hand or flag movement may be above the shoulder.

12 (a).

STOP.
Swung at right angle to the track.

12 (b).

REDUCE SPEED.
Held horizontally at arm's length.

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12 (c).

PROCEED.
Raised and lowered vertically.

12 (d).

BACK.
Swung vertically in a circle at right angle to the track.

12 (f).

APPLY AIR BRAKES.
Swung horizontally above the head, when standing.

12 (g).

RELEASE AIR BRAKES.
Held at arm's length above the head, when standing.

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12(h). Any object waved violently by anyone on or near the track is a signal to stop.
12(i). Signals must be given from a point where they may be plainly seen and in such a way that they cannot be misunderstood. If there is doubt as to the meaning of a signal, or for whom it is intended, it must be regarded as a stop signal. If signals disappear from view, the movement must be stopped immediately.
12(j). When a train has one engine, signals to the engineman must be given according to the way the engine is headed. When a train has more than one engine and they're headed in opposite directions or placed in different parts of the train, the conductor must have a proper understanding with the train and engine crews to insure proper compliance with signals.
13. When relief derricks are being used at night, signals for movement of train will be given by a lantern with green globe. Engineman must disregard signals, other than "Stop" signals, given by other than green light.

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(d) On two or more tracks when approaching trains in the opposite direction.
(e) After stopping behind trains.
(f) When trains are being assisted on all except leading engine.
When there are more trains at a meeting point than the siding will hold, the headlight of leading engine must remain displayed.
When cars are pushed by an engine except when shifting or making up trains in yards, a white light must be displayed on the front of the leading car by night.
When an engine is running backward a white light must be displayed by night on the leading end.

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.

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.
Freight trains and light engines will display lighted markers showing red to the rear at all times except when on a siding, clear of the main track, for the purpose of being passed by another train under which circumstance green (or yellow) will be displayed to the rear.

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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.

FIG. 1.

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.

FIG. 2.

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.

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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. 3.

Running forward by day displaying signals for a following section.

Green flags at A A.

FIG. 4.

Running forward by night displaying signals for a following section.

Green flags at A A and green lights at B B.

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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.

FIG. 5.

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.

FIG. 6.

Running forward by night as a passenger extra.

White flags at A A and white lights at B B.

22. When two or more engines are coupled, signals shall be displayed on the leading engine 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 two or more engines are coupled, the leading engine shall sound the signals as prescribed by Rule 14.

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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.

When a blue signal is placed at one or both ends of an engine or cars to which an engine is attached, the engineman and fireman must be notified; they must also be notified when the blue signal is removed.

26 (a). A yellow flag and, in addition, a yellow light by night must be displayed at each end of parked occupied cars.

If cars are placed ahead of parked occupied cars the yellow signals must be placed so as to afford protection, and if cars so placed are removed, the signals must immediately be displayed at the end of the parked occupied cars.

The employee in charge must know that the yellow signals are displayed.

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, 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.

On two or more tracks, outside of interlocking limits, if a signal light is not displayed where a signal is usually shown, and the preceding signal indicated proceed, and the cab signal indicates proceed (if in cab signal territory), it is not required that the emergency brake be used to stop train before passing the imperfectly displayed wayside signal, unless some known cause exists or under all circumstances in the exercise of good judgment the emergency brake should be used.

A signal imperfectly displayed or the absence of a signal at a place where a signal is usually shown must be promptly reported to the Superintendent.

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.

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).

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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.

31. The whistle must be sounded at all places where required by rule or law, and to prevent accidents.

32. The unnecessary use of either the whistle or the bell is prohibited.

33. Watchmen stationed at public crossings at grade must use stop signals when necessary to stop trains and prescribed signals in observance of Rule 101(a). They will use prescribed signals to stop highway traffic.

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

The indication of fixed signals must be observed until they have been passed.

35. The following signals will be used by flagmen:

Day signals -A red flag, Torpedoes and Fusees.
Night signals -A red light, A white light, Torpedoes and Fusees.

Superiority of Trains

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.

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.

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.

S-72. Trains in the direction specified by the timetable are superior to trains of the same class in the opposite direction.

73. Extra trains are inferior to regular trains.

Movement of Trains and Engines

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 a junction, or pass from one of two or more tracks to single track, until it has

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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-table.

D-83. A train must not leave its initial station on any division, or a junction, 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 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-88(a). A train holding the main track at a meeting or passing point must at once adjust the switch for the opposing or following train. The employe who adjusts the switch must protect it unless relieved by some other competent employe. The opposing or following 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.

D-88(a). When a train or engine is to enter a siding or yard track at points indicated in the time-table where the switch to be used is closely in advance of a signal indicating stop and proceed, it may pass such signal without stopping

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to enter such track at restricted speed, provided the switch is lined for the siding or yard track and hand signal from ground authorizes.

S-89. 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 properly 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), 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 ten minutes apart, except in closing up at stations.

92. A train must not leave a station in advance of its schedule leaving time. Unless otherwise provided a train must not arrive at a station in advance of its schedule arrival time.

93. Yard limits are designated by time-table and are indicated by yard limit signs.
Within yard limits, unless otherwise provided, the main track may be used, clearing the time of first class trains at the next station where time is shown. Protection against second class, extra trains and engines is not required.
Second class, extra trains and engines must move within yard limits at yard speed unless the main track is known to be clear.
A train or engine must not be moved against the current of traffic within yard limits until provision has been made for the protection of such movement.

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.

93(b). Within yard limits on other than main tracks, all engines and trains will proceed at yard speed, expecting to find the tracks occupied.

94. A train which overtakes another train so disabled that it cannot proceed will pass it, if practicable, and if necessary will assume the schedule and take the train orders of the disabled train, proceed to the next available point of communication, and there report to the Superintendent. The disabled train will assume

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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.

94(a). If a train is disabled between stations, or at a station where an operator is not on duty, and assistance is required by a relief movement against the direction of disabled train, there must obtain a positive understanding between the crew of disabled train, the train dispatcher and the crew of relief movement that train or engine will not be moved and will be protected in both directions. The movement of assistance may then be authorized without otherwise complying with train order rules.

95. Two or more sections may be run on the same schedule. Each section has equal time-table authority.
Unless otherwise provided, a train must not display signals for a following section without train order authority.

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.

97. Trains must procure Clearance Form A at points designated in time-table.
On two or more tracks extra trains may be run with the current of traffic without train orders.

S-97(a). Unless otherwise provided, on single track extra trains must not be run without train orders.

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

98(a). Where the approach to drawbridges 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 is moving under circumstances in which it may be overtaken by another train, the flagman must drop lighted fusees at proper intervals and take such other action as may be necessary to insure full protection.
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 distance to insure full protection, placing two torpedoes and, when

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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.
When a train stops under circumstances in which it may be overtaken by another train, the engineman will immediately signal the flagman to protect the rear. When ready to proceed he will recall the flagman.
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.
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 in addition, leave a lighted yellow fusee 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 in addition, leave a lighted yellow fusee 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

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on a curve, and engineman's side of track is on outside of curve, two additional torpedoes must be placed on the opposite rail.
Light engines stopped by flag may proceed cautiously inside protection of such flag, and flagman, until recalled, will protect these engines as prescribed.
Flagmen must protect their trains regardless of the presence of 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 responsibility of properly protecting their trains as prescribed by the rules.

100. 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 and engines must be fully protected against any known condition, not covered by the rules, which interferes with their safe passage.
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.

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.

101(a). Towermen and specified station employes at points required and designated by time-table or other instructions must observe - from the ground when practicable and in a position of safety to themselves - all passing trains, noting whether they are complete and without apparent mechanical defects. Appropriate signal to be given to the train crew and, if defects are noted, train dispatcher to be notified immediately.
Conductors or flagmen must watch from the rear of freight trains and through passenger trains passing open communicating offices, towers, drawbridges, car inspection points, designated stations and manually protected crossings for hand signals indicating condition necessitating attention. They must also observe the condition of moving trains when they meet or pass. When their train is standing, they must, when practicable, observe the condition of moving trains from the ground.
Employes concerned are expected to give the signals prescribed below when observing any condition endangering the train, and when possible should also notify the train dispatcher. The following code of hand and lamp signals should be used:

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it is ascertained they are safe and clear for the movement of trains.

102(a). If a train breaks in two on a grade, trainmen must prevent detached portion from moving by prompt application of hand-brakes.

102(b). When a portion of a train is left on the main track or siding 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 when practical two torpedoes two rail-lengths apart, left at least 1000 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 member of the crew must take a conspicuous position on the leading car and when shifting over public crossings at grade not protected by a watchman, gates, or automatic devices, a member of the crew must be stationed on the crossing to give warning to the public. When signals cannot be seen from the engine, the movement must be stopped until the way is known to be clear.

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.

104. Conductors are responsible for the position of switches used by them and members of

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their crews, except where switch tenders are stationed. Switches must be properly lined after having been used.
A switch must not be left open for another train or engine unless in charge of a member of the crew of such train or engine.
Employes lining switches must see that points fit properly.
When practicable, the engineman must see that the switches near the engine are properly lined.
A train or engine must not foul a track until switches connected with the movement are properly lined, or in the case of spring switches the normal route is seen to be clear. When waiting to cross from one track to another and during the approach or passage of a train or engine oil tracks involved, all switches connected with the movement must be secured in the normal position. Switches must not be restored to normal position until a movement is completed or clear of the main track involved.
Where trains or engines are required to be reported clear of main track such report must not be made until switch has been secured in its normal position.

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.

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

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

104(d). Trains or cars on sidings must stand clear of insulated joints placed in the track at clearance point. When trains are standing in sidings, derails and main track switches must be secured in normal position.

104(e). Derails must be kept set and secured for derailment when not in use.

104(f). Enginemen must know that the switches and derails are properly lined before starting to pull in or out of sidings and side tracks, and are responsible for knowing that switches and derails near engine are properly lined. 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 is in derailing position.

104(g). 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.

104(h). No train or engine may foul an adjoining track without the switches first having been lined for such movement. Switches lined

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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.

105. Unless otherwise provided, trains and engines using other than a main track must proceed at yard speed. 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.

105(a). Except within interlocking limits, when trains clear the main track, conductor or other member of train crew must promptly advise Train Dispatcher and obtain authority from him before again occupying main track where communication permits.

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.
This does not relieve other employes of their responsibility under the rules.

107. Trains or engines must not pass between another train and the platform at which passengers are being received or discharged, unless the moovement is properly protected. Trains or engines 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.

107(a). 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 protected against other trains or engines and, when practicable, train dispatchers must notify trains or engines on adjacent tracks.

107(b). 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 move train until he has received prescribed signal. 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. Conductor or trainman on freight trains must be on caboose step on proper side to receive orders or messages at open towers and telegraph offices.

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

111. In case of accident, washout, or other obstruction necessitating reversed traffic on one

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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.

112. 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 and such other precautions as may be necessary, will be to pilot first-class trains around the obstruction.

113. Enginemen on freight trains unable to maintain normal speed will report to train dispatcher for instructions at first point of communication.

114. A car must not be handled behind caboose, or behind pusher engine, without caboose on rear, unless equipped with hand brakes in good working order, and movement authorized by Superintendent. While so handled on heavy ascending grade a trainman must be stationed on the car.

115. Cars placarded "Explosives" must be placed in through freight trains near the middle of the train and must not be nearer than the sixteenth car from the engine, or a caboose in service if next to engine, nor the sixteenth car from the rear end caboose, if the length of the train will permit.

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.

117. All lights must be extinguished in unoccupied caboose cars.

118. Freight cars with bad order cards and unsafe to handle in body of train must be handled on rear and behind pusher engines, with caboose behind the bad order cars.

119. 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 and prevent enginemen from having control of air pressure in train line.

120. When necessary to couple to passenger equipment, brakes on same must be applied. If insufficient air to apply air brakes, hand brakes must be used.

121. Except in cases of emergency, air brakes must not be applied at emergency valve in caboose, nor by opening angle cock on rear of last car on which air is working.

122. Air brakes on pusher engines and cars behind pusher engines, must be connected and under control of lead engineman.

123. Whenever a back-up movement is to be made with a diesel locomotive with a cab on both ends, the engineman must change ends if visibility is restricted by fog, snow or other adverse conditions, but if visibility permits, and fireman is sufficiently experienced, engineman may in-

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struct the fireman to occupy the rear cab with brake valves in proper position to be used for an emergency stop.
In backing a diesel locomotive with but one operating cab, fireman will stay in operating cab with engineman unless conditions of visibility are such that engineman instructs him to station himself for observation and emergency action on the leading end.

124. Steam locomotives are equipped with low water alarm whistles. Employes in Yard, Train, Tower and Station service should be on the alert and realize their responsibility as to the importance of this shrill blast, which is for the sole purpose of indicating both to the engine crew involved and others concerned, that a state of low water exists.
Momentary blowing of the low water alarm is neither unusual nor dangerous, but continued blowing for a duration of more than fifteen (15) seconds should be called to the attention of the engine crew if practicable, to ascertain if action is being taken. In the case of moving trains, the dispatcher should be advised.
Crews on passenger trains will stop their trains and ascertain the situation obtaining in the case of any prolonged blowing of this alarm.

125. Diesel locomotives, switch or road, also multiple unit equipment, must not be operated in water, over 3 inches above top of rail and not over 3 miles per hour when water is over top of rail.

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.

127. In order to prepare defense in case of crossing accident where the crossing is protected by bell, automatic crossing signal or automatic electric gates, 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.

128. Diesel locomotives must not be stopped over burning fusees, burning switch heaters, car thawers, ash pan heaters, ash pits, or hot ashes on the track, or any other open flame, lights or fire.

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.

D-152. When a train or engine crosses over from one main track to another main track permission from train dispatcher must first be received if communication permits, and movement

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protected as prescribed by Rule 99 against trains moving with the current of traffic on tracks involved unless otherwise provided.

153. When a trailing movement through a spring switch is stopped before passing entirely through the switch, the movement must not be reversed until the switch has been properly set by hand.
When necessary to operate by hand, constant pressure must be maintained on the handle until completely over. The handle on the switch stand must not be released while wheels are forcing switching point open. A spring switch set by hand must be restored to normal position by hand. Trains and engines must stop and examine main track spring switches before making facing point movements over them, unless receiving signal indication permitting them to proceed.
Sand must not be used over spring switches.

D-154. When trains are detoured from their usual track to run against the current of traffic on the opposite track, the movement must be made cautiously under reduced speed, prepared to stop short of a flag or an obstruction, and not exceeding 30 miles per hour. 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-154(a). Movements against the current of traffic outside of interlocking home signal limits on main tracks are authorized as follows:

A. Under authority of train order (Form D-R).
B. Under flag protection.

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:
(1) Detour movements will be made under authority and supervision of train crew, the conductor of which will know that opposing movements are held at the leaving end of the detour and that trains being detoured are so informed and have his authority for operating against the current of traffic.
(2) When an engine is used in connection with the providing of flag protection for detours; such engines must not be operated ahead of the train or trains being detoured.
(3) When possible to communicate with train dispatcher, only such trains as directed by him may be detoured. If impossible to communicate with train dispatcher, trains should be detoured in accordance with their relative importance.

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(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.
Freight train movements may follow freight train movements against the current of traffic at intervals of not less than 10 minutes, following engineman being specifically informed entering detour of preceding movement, if it is not known that detour track is clear.
(5) Emergency detour movements must be made in strict accordance with Operating Rule D-154 and speed of 30 miles per hour must not be exceeded.

D-154(c). Standard practice for pre-arranged detours made under flag protection:
(1) Crews will be advised of pre-arranged detours by bulletin or train order, or both, and Operating Rule D-154 will not apply.
(2) All detour movements will be made under the authority and supervision of conductor located at entering end of detour section.
(3) Conductor will handle detour train movements under the general supervision of the train dispatcher.
(4) A flagman reporting to the conductor will be located at the leaving end of detour section and held responsible for full protection against movements into the detour section unless authorized by the conductor.

(5) All intermediate switches leading to detour section will be spiked or otherwise protected. Highway crossings equipped with automatic devices will be manually protected.
(6) Passenger train movements against the current of trafric must be handled on a positive block basis. Freight train movements may follow freight train movements against the current of traffic if blocked not less than ten minutes apart and following engineman notified in writing of train in block ahead.
(7) Trains must approach both ends of detour sections prepared to stop and proceed only as directed by conductor or flagman. The movement of the entire train through any crossovers involved must be made at restricted speed (not to exceed 15 miles per hour).
(8) Movement through the detour must not exceed 45 miles per hour. Speed restrictions on the track over which movement is being made, where the permitted speed is less than 45 miles per hour, must be strictly complied with.

D-154(d). During the period of detouring, trackmen and other employes will protect their work and movements in both directions as required on single track.

154(e). When, due to main tracks being blocked, it is necessary to run a passenger train over yard tracks, such movements must be made with extreme care and under the supervision of a

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Yardmaster to avoid conflicting moves and to insure proper clearance at all points.

155. 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-155(a). 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.

156. Passenger equipment occupied by passengers or employes must not be switched unless coupled to engine and air brakes in use. Crews pushing or backing passenger equipment (occupied or empty) must have a man stationed to operate emergency valve or back-up hose in case of necessity.

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. When occupied 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.

159. Side doors and trap doors on all vestibule ears of through passenger trains must be kept closed while train is moving.

160. When leaving cars on main tracks, running tracks, sidings or side tracks, hand brakes

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.

161. Cars containing explosives must not be detached until stopped.

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

163. Locomotive cranes forwarded from terminals in through trains must be handled with the boom trailing. When forwarded from terminals in other than through trains, boom should be in trailing position when practicable.

164. Most road diesel engines and multiple unit cars are equipped with an emergency red light located just under or above the regular head light or with Mars red light just over the regular head light. They are manually controlled by the enginemen. The purpose; day or night, is to provide immediate warning to an opposing train should an emergency indicate that an opposing track may be obstructed.
When an emergency or otherwise unusual stop is made the engineman will immediately light the

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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.
The use of this red light in no way relieves employes of their duty to provide full flag protection.

165. When a passenger car equipped with a supplemental red light is operated as the rear cear of a train, the red light, in addition to the markers, will be lighted and display red to the rear at all times.
The use of this red light in no way relieves employes of their duty to provide full flag protection.

RULES FOR MOVEMENT BY TRAIN ORDERS

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.
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 anyone 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 in the office of the train dispatcher; and with it recorded the time and the signals which show when, from what offices and by whom the order was repeated and

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the responses transmitted; and the train dispatcher's initials. These records must be made at once and never from memory or memoranda.
Additions to train orders must not be made after they have been repeated.

206. In train orders regular trains will be designated by numbers as "No. 10", and sections as "Second 10", adding engine numbers if desired. Extras will be designated by engine numbers,and the direction, as "Extra 8010, 'East' or 'West"'. Work extras will be designated by engine numbers, as "Work extra 631A". For the movement of an engine of another company, the initials will precede the engine number.
When two or more units are coupled and a designation is made by engine numbers, the number of the leading unit will be used in train orders.
Even hours as "10:00 A.M." must not be used in stating time in train orders.
In transmitting train orders by telephone, the numbers of trains and engines in the address may be pronounced and then spelled, letter by letter if so desired. All stations and numerals in the body of an order must first be plainly pronounced and then spelled, letter by letter thus: Aurora, A-u-r-o-r-a, and One Naught Five, 0-n-e N-a-u-g-h-t F-i-v-e.
The letters duplicating names of stations and numerals will not be written in the order book nor upon train orders, except time, which may be duplicated in words.
When train orders are transmitted by telegraph, the train dispatcher must write the order

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.

207. To transmit a train order, the signal "19" followed by the direction must be given to each office addressed, stating the number of copies- thus, "19, 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 restricting the movement of a train must not be issued for it at the point where such movement is restricted if it can be avoided. When so sent, the fact will be stated in the order, the train will be brought to a stop before delivery is made, and special precautions must be taken to insure safety.

209. Operators receiving train orders must write or typewrite them in manifold during transmission. They must retain a copy of each train

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order. The word "Complete," the time and the signature of the operator must be in his handwriting.
When necessary to make additional copies of a train order, operator, after repeating the new copy to the train dispatcher, must sign his own name on new copies. Operator must file the copy from which he made copies, together with one of the new copies, showing thereon the date and time made. Train dispatcher will record time and date in train order book and operator's signature when additional copy of train order is repeated.

210. 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 Superintendent will be given by the train dispatcher. The operator receiving this response will then write in the space provided the word "Complete," the time and his last name in full, and deliver a copy to each person addressed. But when delivery to engineman will take the operator from the immediate vicinity of his office, the engineman's copy will be delivered by conductor.
Enginemen must show train orders to firemen and, when practicable, to forward trainmen. Conductors must show train orders when practicable to trainmen. Firemen and trainmen are

required to read them and, if necessary, remind enginemen and conductors of their contents.

211. Clearance Form A must be filled out by the operator before clearing a train, showing thereon, without erasure or alteration, the total number of train orders and the date and number of each train order, if any, addressed to a train. He will then repeat from Clearance Form A to the train dispatcher the information shown thereon. When orders are delivered, the dispatcher will make the required record in the Train Order Book, and if operator has correctly repeated the number of all train orders addressed to a train will respond by giving "OK," the time and his initials, which the operator will endorse on the Clearance Form A.
If all orders held for a train have been completed, and communication fails before Clearance Form A has been OK'd by train dispatcher, the operator may deliver such orders accompanied by Clearance Form A, and bearing notation "Wire has failed," which will be acted upon as though "OK" had been given in the usual way. When communication is restored, operator will notify train dispatcher of each train cleared, the time, and the numbers of the orders delivered, which train dispatcher will record in train order book.
Clearance Form A must be delivered together with all train orders to each person addressed. Conductors, enginemen and firemen must, and when practicable trainmen will, see that the information shown on Clearance Form A corresponds with the train orders received.

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Operators will retain a copy of each Clearance Form A.

212. When so directed by the train dispatcher, a train order, having been transmitted, may be acknowledged before repeating, by the operator responding:
"Order Number................................ to Number (of train)............................. 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 which the office is closed must be addressed to "C & E............................ at (or between)............................, care of...................................," and forwarded and

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.
For orders which are sent in the manner herein provided, to a train, the superiority of which is thereby restricted, the operator will be directed to make an extra copy of the order, which he will deliver to the person who is to make delivery of the order. On this copy, the person delivering the order must secure the signature of the conductor and engineman addressed. This copy he must deliver to the first operator accessible, who must at once transmit the signatures of the conductor and engineman to the train dispatcher, and preserve the copy. Under such circumstances "Complete" must not be given to the order for an inferior train until the train dispatcher has received the signatures of the conductor and engineman of the superior train.

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 restricting the movement of a train which has been cleared, or of which the engine has passed his train order signal in proceed position, until he has obtained the signatures of the conductor and engineman to the order.
If necessary to issue a second Clearance Form A, the original Clearance Form A must be de-

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stroyed, and the second Clearance Form A must show the numbers and dates of all train orders addressed to the train.

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 its schedule 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. Where fixed signals are used at a train order office, such signal shall indicate "Stop" when orders are to be delivered to a train. When there are no orders the signal must indicate "Proceed."
If there is no fixed signal or if the fixed signal should fail to work properly, hand signals must be used.
When an operator receives the signal "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." When "Stop" is indicated, trains must not proceed without Clearance Form A.

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.

221(b). When the view is obscured by storm or fog two torpedoes must be placed and left on the rail 30 feet apart (see Rule 15) at least five hundred feet from, and in addition to the red signals, in the direction of the train for which the orders are held.

221(c). Unless otherwise provided, operators at open telegraph offices equipped with fixed train order signals and at interlocking towers will space all passenger trains not less than ten minutes apart, except when closing in at stations.

221(d). Unless some form of block signal is used, operators at open telegraph offices will display train order signal at "Stop" for ten minutes immediately after departure of each train. Trains so held will be given Clearance Form A, stating what the signal is for and showing time of departure of preceding train.

221(e). 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 221 (a) and 221 (b) in addition to fixed signals where fixed signals are provided, to stop trains.

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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 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 D.
    Extra 652 north meet Extra 231 south, at B.
(2) No. 2 and Second 4 meet No. 1 and No. 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) 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.
When an inferior train receives an order to pass a superior train, authority is conferred to run ahead of the train passed from the designated point.

(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.

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 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.

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(3) Extra 7.2 south has right over Extra 91 North A to Z and wait at:
N until 9:10 P.M.
P        8.25 P.M.
for Extra 91 north.

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.

D.
Giving Right Over Another Train in the Same Direction

(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:
Z until 12:50 P.M.
Y        1.10 P.M.
X        1:20 P.M.
(3) Extra 57 west has right over Extra 61 west A to Z.

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.

E.
Time Orders

(1) No. 1 run 50 mins. late A to G.
(2) No. 1 run 50 mins. late A to G and 20 mins. late G to K, etc.

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:
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.

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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, 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.
    Second 1 display signals B to E for Eng 99.

(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.
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 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.

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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 engineer engines shall assume the schedule beyond such point.

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:

(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.
The work extra must protect against westward extra trains.
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 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-

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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.
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.

J.
Holding Order

(1) Hold No. 2.
(2) Hold all (or eastward) trains.

When a train has been so held it must not proceed until the order to hold is annulled; or an order given to the operator in the form:

................................may go.

These orders will be addressed to the operator and acknowledged in the usual manner, and will be delivered to conductors and enginemen of all trains affected.
Form J will be used only when necessary to hold trains until orders can be given, or in case of emergency.

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 A Feb. 29th is anulled E to G.

The schedule or section annulled becomes void between the points named and cannot be restored.

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

L.
Annulling an Order

(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.

M.
Annulling Part of an Order

(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.

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.

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.

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

Q.
Issuance of a New Time-Table

(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.

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.

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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.
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 OR ENGINES WITH THE CURRENT OF TRAFFIC ON TWO OR MORE TRACKS BY BLOCK SIGNALS

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

D-253. A train or engine having work to do which may detain it more than five minutes must obtain permission from the operator or dispatcher, at the last siding or station before entering the territory in which work is to be done.
The operator or dispatcher must be advised in advance of any known condition that will delay the train or engine or prevent it from making usual speed.
The operator 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 Operating Rules remain in force.

RULES GOVERNING THE MOVEMENT OF TRAINS OR ENGINES ON REVERSIBLE TRACKS BY BLOCK SIGNALS

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.

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

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

D-263(a). Home signals governing train or engine movements on reversible tracks must not be passed when indicating "Stop" without Clearance Form B authorized by train dispatcher, which will be authority to pass signal and proceed at restricted speed.

When Traffic Locking fails, Clearance Form B for a train or engine moving in direction against traffic must not be authorized by train dispatcher until Train Order Form J is issued to hold trains and engines at opposite end of reversible track.

D-263(b). On reversible track when a train or engine 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-263 (b), inclusive, all Block Signal Rules and Operating Rules remain in force.

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RULES GOVERNING MOVEMENTS IN CENTRALIZED TRAFFIC CONTROL (CTC) TERRITORY

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.

266. The train dispatcher must be advised in advance of any known condition that will delay the train or prevent it from making usual speed.

267. Unless otherwise instructed, trains will maintain their authorized identity and will display markers, and when required, classification signals.

268. When a failure of Centralized Traffic Control (CTC) system occurs, trains or engines, when authorized, will operate within the limits of the inoperative territory by time-table, train orders and related train rules.

269. A train must not pass from Centralized Traffic Control (CTC) Territory to single track until it is known that all trains due, which are superior, have arrived or departed.

270. Trains or engines must not enter or foul

main track, or re-enter main track after having cleared it except:
(a) When authorized by signal indication.
(b) At electrically locked hand-operated switches upon authority of train dispatcher. The unlock of such switches may be considered as this authority.
(c) When authorized by train dispatcher to change dual. control switch to hand operation.

271. After a train is stopped by a "Stop" signal it must stay until authorized by signal indication to proceed, except that when signal cannot be cleared the train may be authorized by train dispatcher to proceed at restricted speed after Clearance Form B is filled out.
Under such circumstances if the "Stop" signal governs movement over a switch or switches, these must be examined and, if equipped with dual control switch mechanism, Rule 552 will govern.

272. After a train is stopped by a "Stop and Proceed" signal, it may proceed at once at restricted speed.

273. Under the following circumstances "Stop" indication on Home signals involved must be displayed in both directions and red markers or blocking devices applied to levers to prevent clearing signals:
(1) Before granting authority to enter main track at hand-operated switch.

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(2) Before granting authority to operate a dual controlled switch by hand.
(3) When track is occupied by track cars.

274. Should a train or engine overrun a Home signal displaying "Stop" indication, it must be protected ahead immediately as prescribed by Rule 99 and must not move in either direction until authorized by train dispatcher.

275. Lever that operates both switches and signals must not be moved to the opposite position when any portion of a train or engine is on or closely approaching the switch. Such lever may be restored to center position after head end of train passes over the switch.
Lever that operates switches must not be moved when any portion of a train or engine is on or closely approaching the switch, and a signal indication has been displayed for movement of train or engine.
If a signal has been cleared for an approaching train, it must not be changed to "Stop" except in an emergency.

276. 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. When repairs are completed, train dispatcher must test equipment.
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.

277. If there is a derailment or if a switch is run through, or if any damage occurs to track or appliances, the signals must be restored so as to display their most restrictive indications, and no movement permitted until all parts involved have been examined and are known to be in safe condition.

278. Except as modified by Rule 265, all Block Signal Rules and Operating Rules remain in force.

FIXED SIGNALS
Rules 281 to 304, inclusive

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.

Aspects shown are typical.

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AUTOMATIC BLOCK SYSTEM RULES

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.

505(a). 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. Unless otherwise provided, block signals for a track apply only to trains or engines moving with.the current of traffic on that track.

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

509(b). In automatic cab signal territory if an automatic cab signal device fails and/or is cut out enroute and the train encounters an automatic wayside block signal displaying "Stop and Proceed" aspect, the train must stop. After stopping, train must wait for change of signal indication and if the signal does not change to a more favorable aspect within three minutes, it may be assumed that the wayside signal is inoperative and the train may proceed as permitted in Rule 509(e) not exceeding

restricted speed to the next wayside block signal.

509(c). On two or more tracks when automatic signals identified as Grade signals display "Stop and Proceed" indication, freight trains handling 50% or more of rated engine tonnage may proceed at restricted speed without stopping.

509(d). A train or engine 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, unless cab signal changes from restricting to clear, in which case Rule 540 (h) governs.

509(e). Engineman of a train or engine passing a "Stop" signal upon proper authority, a "Stop and Proceed" signal, 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.

Absolute Permissive Block System

(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

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communication it may proceed when preceded by a flagman to the next block signal displaying a less restrictive indication.

509(g). On single track when a train or engine 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)

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

Position Light Telephone Train Order Signal

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.
It is a position light unit attached to signal pole, below the automatic signal lights or

blades, and displaying white lights in various positions with indications as shown in Rules 297, 298, and 299.
Location of such position light Telephone Train Order signals will be designated by time-table or special instructions.
These signals do not authorize or permit the disregard of any other fixed signals, neither do their indications modify the meanings of automatic signal indications.

General

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.

511. When possible, enginemen and trainmen will observe operation of automatic signals; if signal does not change to restrictive indication when train or engine enters the block, train or engine must proceed at restricted speed and Superintendent notified from first available point of communication. Flagman must be left at the signal to notify approaching trains.

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

513. In automatic signal territory outside of interlocking limits, no train or engine may foul

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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.

513(b). Entrance to a main track through a spring switch must be made either by obtaining proper signal indication or under the provisions of Rule 513 operating switch by hand.

514. A train or engine entering a block between signals must be protected as required by the rules and must proceed at restricted speed to next signal in advance unless cab signal indicates clear, in which case Rule 540 (h) governs.

515. A train or engine, having passed beyond the limits of a block, must not back into that block except under protection as prescribed by Rule 99 or under authority of train order.

516. The function of block signals and the rules governing them do not relieve enginemen, conductors or trainmen from promptly pro-

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.

517. Trains or engines moving on restricting signal indications following another train on the same track will keep sufficient distance to insure safety. Under such circumstances, moving or standing trains should be at least 500 feet apart, unless otherwise provided.

518. Light engines operating in Block Signal and Interlocking territory will not use sand except in actual emergency; this to avoid possibility of interfering with track circuits which control signal indications.

AUTOMATIC CAB SIGNAL RULES

540(a). Automatic cab signals are in operation between points specified in time-table.

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

540(c). Except as a second engine doubleheading or pushing, non-equipped engines (engines with no cab signal equipment) must not be used in road service, outside switching limits, without authority of the Superintendent defining specifically the movement authorized, and such engines will comply with Operating Rule 509(b), not exceeding 79 m.p.h., or lower speed if required by General Instructions.

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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(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.

540(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.

540(g). Engine cab signal names, aspects, and indications are shown in Rules 281 (M) and 290 (E). The "Restricting" aspect of the cab signal is displayed for all aspects, except "Clear," of a wayside block signal.
The absence of lights in both cab signals must be regarded as a restricting signal and observed as required in Rule 290 (B), when in cab signal territory, until authorized by Superintendent to proceed without cab signal protection.

540(h). When cab signal changes from "Restricting" to "Clear," speed may be resumed after the entire train passes the point where the indication changed.

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.

540(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.

540(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.

540(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.

540(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.

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DUAL CONTROL SWITCHES

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.
Train movements over these switches are governed by Home signals, the most restrictive indication of which is "Stop."

552. Should switch fail to operate or signal indicate "Stop," member of crew will immediately communicate with person controlling switch and signal. If so instructed, member of crew may then throw switch by hand and be governed by instructions given below, but unless the switch has actually been transferred to hand operation and full movement of hand throw lever completed, switch must be spiked before movement over switch is made when signal indicates Stop.

553. When authority has been granted to operate a remotely controlled switch by hand, switch may be operated as follows:
1. Unlock switch lock.
2. Operate dual control selector lever marked "Power" or "Motor" to position marked "Hand."
3. Operate switch by hand with lever provided for that purpose. Switch points must be moved back and forth with the hand throw lever to make certain that the lever is connected with the switch points; after

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.
4. After movements over switch have been completed, restore switch by hand to normal position, then lock dual control selector lever in position marked "Power" or "Motor" and notify train dispatcher.
When dual control selector lever is placed in "Hand" position, all signals governing movements over the switch will indicate "Stop." The train or engine authorized to use the switch may consider the indication of the signals suspended and make movements over the switch during the time the dual control selector lever is in "Hand" position, on hand signals of trainman stationed near the switch, who must check position of switch points.
The authority granted by train dispatcher to operate a CTC controlled switch by hand does not authorize any part of the train or engine to move beyond the limits specified by the train dispatcher, nor does it authorize movement over such switch except on hand signals from trainmen stationed near the switch.
Before making movements over the switch, trainman must notify engineman when dual control selector lever is in "Hand" position, so that engineman will be governed by hand signals.
When dual control selector lever is restored to "Power" or "Motor" position, engineman must be notified so that he will then be governed by block signal indication.

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ELECTRICALLY LOCKED HAND OPERATED SWITCHES

555. Electrically locked hand operated switches may be locked either from a control point or automatically through track circuits.
Switches cannot be operated until unlocked electrically either from a control point or automatically. Instructions for operating:
1. In the case of switches locked from a control point, the control point must be contacted and in the case of automatic locking, the dispatcher contacted. After stating location and destination so that on reversible track and in Centralized Traffic Control territory signals may be set for desired direction, authority may be given to handle switches.
2. Unlock door of electric switch lock case with switch key and when semaphore indicator shows "Clear," move handle of electric lock to extreme left or unlocked position, after which switch will be released and can be thrown.
3. After switch has been restored to normal, return electric lock handle to right or locked position, which will allow the door to be closed.
4. Close and lock the door.

566. In case of failure of electric lock, an emergency release is provided and permission must be obtained from control point or dispatcher to use emergency release. Any Wire seals

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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.

Operators

611. Unless otherwise provided, 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.

612(a). In electric train territory operators 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 point 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 point 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.

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:
(a) Switch or signal is out of service due to failure of apparatus or to permit making repairs.
(b) The use of track or tracks is restricted for movement of all or certain types of trains or engines.
(c) Train dispatcher directs that "Stop" signal be displayed.
(d) Rusty or sanded rails interfere with proper operation of track circuit.
618. During sleet storms levers must be moved as often as may be necessary to keep connections from freezing.
619. During snow storms or while snow is drifting, unnecessary operation of switches shall be made only as directed by Roadway or Signal Department employes for testing purposes. If the force whose duty it is to keep switches clear is not on hand when required, the fact must be reported to train dispatcher.

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

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

622(a). Any defects or irregularities in functioning of the interlocking must be reported promptly to train dispatcher and signal supervisor.

623. If there is a derailment or if a switch, movable point frog or derail is run through, or if any damage occurs to the track or interlocking, the signals must be restored so as to display their most restrictive indication, and no movement permitted until all parts of the interlocking and track liable to consequent damage have been examined and are known to be in safe condition.

624. When necessary to disconnect a switch, movable point frog, derail, facing point lock, detector bar or electric locking circuits, all switches, movable point frogs and derails affected must be securely spiked or fastened in the required position, and the levers blocked or marked in such a manner that they cannot be operated, before any train or engine is permitted to pass over them.

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.

626. Operators 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 operator must take such measures for the protection of trains as may be practicable.
Employes concerned are expected to give the signals prescribed in Rule 101 (a).

627. When trains are receiving or discharging passengers at a station within interlocking limits and it is necessary for passengers to cross over a main track to board or leave a train, the operator must display stop signals against approaching trains, unless proper safeguards are provided and arrangements made with crew of passenger train. This rule does not relieve enginemen, conductors, trainmen and dispatchers of responsibility for full compliance with Operating Rules 107 and 107(a).

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

628(a). Hand signaling includes the use of flag, lamp, torpedo and fusee signals.

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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.

628(c). 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.

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

629. If necessary to authorize a train or engine to pass an interlocking signal indicating "Stop," hand signal or permission may be given by the operator. Such occurrence must be reported to the Superintendent.

630. Operators are responsible for the care of the interlocking station, lamps and supplies.

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

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

634. Operators 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 and signal levers placed in position so that signals will display the proper indication.
The interlocking station must be securely locked.

636. At points not equipped with fixed train order signal, operator having orders for a train must display red hand signals from side window of the signal station in the direction of the approaching train or, when provided, illuminate the letter "O" located on mast of wayside signal governing movement of the train concerned. Train order signal must not be removed nor cleared until all train orders have been delivered or the holding order annulled.
If necessary to stop a train for delivery of orders, interlocking signals will be used in addition to the train order signals.

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

638. Relieving operators must acquaint themselves with existing instructions, train orders, positions of trains and conditions of the interlocking before assuming charge. Operators going off duty must not leave until this information has been furnished.

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

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640. Switches shall be operated upon request of track foremen or signal maintainers, 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, operator 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. Operators 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.

643. Operators are forbidden to break a lock seal without authority of the train dispatcher and in addition must report in writing to the Superintendent time, date, movement, lock and reason.

Engine and Train Crews

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.

667. Sand must not be used nor water allowed to run over movable parts of an interlocking or spring switch.

669. Trains or engines stopped by the operator in making a movement through an interlocking, 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 or a forward movement after making a reverse movement, must not be made without the proper interlocking signal indication or permission from the operator.

670(a). When a train or engine, having accepted an interlocking signal indication permitting it to proceed, stops so close to the signal that the indication cannot be distinctly determined, or cab of diesel engine having passed the signal and stops less than thirty feet beyond the signal, it must not again proceed without permission of the operator.
Revised August 1, 1952.

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.

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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."
If a train or engine is on conflicting route, hand proceed signal must not be given until such movement is stopped, and if signals on conflicting route do not indicate "Stop," proper flag protection must be provided.

673. An interlocking signal showing "Restricting" indication does not signify that track is unoccupied, but shows switches are locked for a route. Engineman of a train or engine moving under "Restricting" signal indication, or the trainman riding leading car when cars are being pushed by an engine, must note position of rails and know that switches are set for route desired, that no obstructions exist, and be prepared to stop before using a wrong route or colliding with cars or engines.

674. If a train or engine overruns a "Stop" signal indication, it must not move without permission from the operator, who will report the facts promptly to the Superintendent.

675. 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.

Signal Maintainers

676. Maintainers are responsible for the inspection, adjustment and proper maintenance of interlockings assigned to their care.

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

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

679. When necessary to disconnect a switch, movable point 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.

680. Alterations or additions to an interlocking must not be made unless authorized by the Signal Engineer and then only in accordance with plans approved by him.

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ADDITIONAL GENERAL RULES

Air-Brakes

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.
Before leaving initial terminal a brake test must be made as provided in Rules 711 or 717 and 717 (a).

701. A road train brake test as provided in Rules 713 or 718 must be made at every point where the engine is disconnected from the train or an air connection has been cut, except when rear car or cars are cut off or pusher cut off from rear and no cars added.

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

703. In all cases of brakes sticking conductors will, at the first practicable point of communication, send to the dispatcher a complete report of the condition found, including car number, initial, location in train, and type of triple valve. Orange air-brake card should be firmly attached to the crossover pipe for information of car inspectors.

704. When cutting in air, after coupling air hose between cars, or cars and engine, open angle cock slowly on rear portion of train, then slightly open angle cock of forward portion of train until

air goes through. Leave in this position 6 to 8 seconds then slowly open wide.

705. Yard engines will normally carry 70 pounds brake pipe pressure, but when handling passenger cars, taking from or adding to a passenger train, must carry 110 pounds brake pipe pressure. Exception. When handling M.U. passenger cars 90 pounds brake pipe pressure will be carried.

706. Condensation must be blown from the pipe from which air is taken before connecting yard line or engine to train.

707. When more than one engine is used, brakes must be operated from the leading engine, automatic brake valves on all except the leading engine cut out, handles of brake valves kept in running position and, when practicable, air compressors kept running.

708. 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.
Passenger equipment, loaded or empty, 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.

PASSENGER SERVICE

710. In passenger service, if air brakes on last car in train become inoperative, its position

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must be changed so that an operative air brake is on the rear.

711. At initial terminal or at a point where motive power, engine crew or train crew is changed, test of the train brake system must be made as follows:
After the air brake system on a passenger train is charged to not less than 105 pounds, 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 must not exceed 7 pounds per minute). After checking this leakage, reduction must be increased to a total of 20 pounds, following which an examination of the train brakes must be made to determine that brakes are applied in service application on each car; that the piston travel is correct, and that the brake rigging does not bind or foul. When the examination has been completed, a proper release signal must be given by using the communicating whistle signal from rear of train and each brake examined to see that it releases properly.

712. Engineman and conductor must be notified when test is completed and in no case will the train leave the station until so notified.

713. Road train brake test will be made at intermediate points by applying and releasing the brakes and it will be the responsibility of the conductor, in the absence of a car inspector, to know that the brake applies and releases on the last car.

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.

715. On passenger trains a running air brake test must be made approaching the start of heavy descending grades, also on freight trains if stop is not required to set up retainers.

FREIGHT SERVICE

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.

716(a). Road train brake test must be made at points where helper engines are attached or detached (except from rear), or where train line is cut by drop or pickup or for other reasons.

716(b). Before a train is started from a terminal, train crew must know that all hand brakes are released and pressure retaining valves (retainers) are in release position.

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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.

717(a). After leakage test, unless brakes have been checked individually by test from yard train line, the reduction must be increased to a total of 20 pounds, following which an examination of the train brakes must be made to determine if the brakes are applied in service application on each car, that the piston travel is correct, and the brake rigging does not bind or foul. When the examination has been completed, proper release signal must be given and each brake examined to see that it released properly.

718. On a freight train before an engine is detached or an angle-cock closed on an engine or car, the brake must be fully applied. After coupling and opening the angle-cock and before proceeding, it must be known that the brake-pipe pressure is being restored as indicated by the caboose gauge and that the rear brakes are released. In the absence of a caboose gauge, a test must be made as prescribed in Rules 717 and 717 (a).
When rear of train cannot be seen (due to curves or weather conditions) the engineman will make a full service application of brakes, noting the discharge of air from brake valve ex-

haust, which permits knowing whether or not angle-cocks have been left closed.

719. When one or more cars are added to a train at any point subsequent to a terminal test, the cars added, when in the position where they are to be hauled in the train, must be tested as prescribed in Rule 717 (a) unless such test has been made in train yard. Before proceeding, it must be known that the brake-pipe pressure is being restored as indicated by the caboose gauge, and that the rear brakes are released. In the absence of a caboose gauge, a test must be made as prescribed in Rules 717 and 717 (a).

Regulating Steam Heat and Air Conditioning on Passenger Trains

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.

721. Steam must be circulating throughout the train, all drip valves -working, and connections tight before leaving an initial station, or any place at which cars are set out or added to the train.

722. Careful attention must be given to the drainage of the train steam line at necessary intervals to prevent accumulation of water from condensation.

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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.

724. Approaching stations where engines are to be changed, cars taken off or added, trainmen must open valve on rear car to blow steam out, after which upon receiving signal 16(l), engineman will shut off supply of steam from engine.

725. Approaching final terminals, trainmen must open valve on rear car and blow line out, after which signal 16(l) must be given to engineman to shut off steam supply.
Car inspectors and others will take particular care to see that steam valves of cars and/or engines at ends where uncoupling is to be made can be closed and steam connector cracked to let steam escape before steam connectors are disengaged. After cars are set out of trains, all end steam valves must be opened, steam connectors disengaged by hand and properly secured before cars are moved, unless cars are to be immediately connected to plant steam.

726. 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.

727. 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.

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

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

729(a). 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.

729(b). If not equipped with release handle on side of car and, if for any reason cars cannot be promptly placed, see that valves to the hopper and wash bowls in toilets are fastened in open position so as to permit the water to circulate through the system, and at the same time notify the Superintendent, requesting that the car be

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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.

729(c). If cars are set out at outlying stations or sidings where steam heat facilities are not available, an engine should be asked for immediately.

729(d). A copy of such advice to the Superintendent should in all cases be sent to the Superintendent Car Department, and this followed by a complete report of each case as soon as possible.

730. Train crews are responsible for doors of cars with air conditioning apparatus in operation being closed at all times when not actually being used.

731. When steam heat is being used on air conditioned cars overhead heat must be turned on at all times.

Personal Injuries

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.

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

736. 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.

737. When a number of persons are injured the service of competent surgeons in the vicinity should at once be procured and every possible effort made to care for the injured, the nearest Railroad surgeon being notified to attend immediately.

738. 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.

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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.

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

740. 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.

741. When persons are injured by an accident which may have been caused by defective cars, appliances, tools or machinery, the car or appliance, tool or machinery must be immediately examined by the person in charge to ascertain its condition, and a written report made of the inspection, giving the numbers and initials of cars examined, with names, 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.

742. 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 unless otherwise instructed.

743. 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.

744. 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.

Hours of Service

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.

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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.

751(b). Emergencies include 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 employes at the time, and which could not have been foreseen.

Railroad Radio Communication

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.

782. Radio communication systems are under the jurisdiction of the Federal Communications Commission. The Railroad Company and its employes are governed by the Commission's Operat-

ing Rules. Violation is a Federal offense for which severe penalties are provided.

783. All employes, except those specifically authorized to do so, are prohibited from making any adjustments to a railroad radio set. Employes so authorized must carry their FCC operator license or verification card when on duty. If it appears that a radio transmitter is not operating properly its use shall be discontinued and the Superintendent notified as soon as possible.

784. No employe shall knowingly transmit any false distress communication, any unnecessary, irrevelant or unidentified communication, nor utter any obscene, indecent or profane language via radio.

785. No employe shall divulge or publish the existence, contents, purport, effect or meaning of any communication (distress communications excluded) except to the person for whom the communication is intended or to another employe of the railroad whose duties may require knowledge of the communication. The above applies either to communications received direct or to any that may be intercepted.

786. Before transmitting, any employe operating a radio transmitting set shall listen a sufficient interval to be sure that the circuit is not already in use, particularly for distress traffic.

787. A distress call will be preceded by the word "Emergency" repeated three times. Such calls shall be used only to cover initial reports of derailments, storms, washouts, fires, obstructions

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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.

788. The Railroad Company is required to answer an official notice of violation of the terms of the Communications Act of 1934, as amended, within three days from receipt of notice and any employe receiving inquiry concerning any violation shall answer such inquiry within 24 hours after receipt of notice.

789. Any employe shall permit inspection of the radio equipment in his charge and all FCC documents pertaining thereto, by a duly accredited representative of the Federal Communications Commission at any reasonable time.

790. Employes, except in yard operation, shall identify the radio station from which they are calling by prefacing their call with the railroad name, for example, "DL&W Caboose Train HB-1 calling Engine," "DL&W Caboose Train HB-1 calling Engine Train BH-4," or "DL&W Engine 605 calling Caboose 805."

791. In certain cases at crossings, junctions or paralleling tracks some interference may develop with another railroad. In such cases especial care in making identification shall be used

and the employes concerned shall cooperate in handling their business by alternating calls and being as brief as possible.

792. If any communication from a station other than another railroad radio station interferes with Railroad Radio service the railroad employe will endeavor to ascertain the identity of such station and report the occurrence as soon as possible through authorized channels, to the Superintendent, giving the exact time, nature of the communication and identity of the station, if possible.
Internationally, the word "MAYDAY" indicates a distress message, the word "PAN," an urgent message and the word "SECURITY," a safety message. Railroad employes may hear such messages sent by aircraft or, in coastal areas, by boats. Railroad employes hearing such messages must report them immediately through authorized channels to the Superintendent in addition to taking such appropriate action to relieve the distress as may be possible.

Highway Grade Crossing Protection

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.

795(a). Automatic signals of the flashing light or wig wag type, bells and automatic crossing gates do not under certain conditions indicate the approach of trains or engines. Move-

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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.
A train or engine moving under these conditions must approach grade crossing at restricted speed, expecting to find highway traffic on or nearing the crossing.

795(b). Crews approaching and passing highway crossings at grade must observe the operation of protecting devices and report any irregularity to Superintendent at first available point of communication.

795(c). When automatic signals are giving warning or automatic crossing gates are down for a period longer than five (5) minutes due to railroad equipment standing on track circuit, a member of the crew must be stationed at the crossing to direct highway traffic over such crossing when it may be safely used.

795(d). At points shown in the time-table where manual control of automatic signals or crossing gates is provided, the member of the crew at the crossing is authorized, in case of necessity, to temporarily cut out operation of the grade crossing protection so that highway traffic may proceed over the crossing only when it is known that no train will come on to the crossing while the grade crossing protection is so cut out. This can be done by operating switch key circuit controller or push-buttons which are in control

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.

Temporary Slow Order

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.
At the point where the slow order begins, an additional yellow sign reading "slow" by day, displaying a yellow light by night, will be located and trains and engines must approach this sign prepared to stop if flagged. In the absence of being flagged, trains and engines may proceed at not to exceed the speed authorized by bulletin or order or this rule to the point beyond where a green sign by day, displaying a green light by night, is located to indicate end of temporary slow order.
Where above signs 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.

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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 Signs

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.
The lower sign, rectangular in shape with cut-out figures having a black background, will indicate the speed restriction at that point.
The top sign, diamond shaped and with cut-out figures having a yellow background, will indicate the permissible speed at the next restriction in advance.
Where permanent speed restrictions are four miles or more apart, and where speeds of 70 miles per hour or more are permissible, an advance diamond shaped yellow speed sign, similar to the top sign on the double speed sign, will be placed 2,500 feet in advance of the next double speed sign.
Where three or more tracks are in service the Permanent Slow-speed Signs may be located outside of No. 3 or No. 4 track to indicate the speed permitted on No. 1 or No. 2 main tracks. These signs will designate the speed and track number

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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.

798(d). 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 accidents; 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.

798(e). 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.

798(f). 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.

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

798(h). During such storms, etc., employes will be particularly careful not to unnecessarily expose themselves to injury.

GENERAL REGULATIONS FOR EMPLOYES

Trainmasters

800. Trainmasters report to and receive instructions from Superintendent.
Trainmasters have charge of the movement of traffic and the general supervision over employes in the Operating Department. In the absence of the Superintendent or Assistant Superintendent, the Trainmaster has full authority in his place.

Road Foremen of Engines

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.

802. It is their duty to ride frequently upon engines, instruct enginemen and firemen in the proper performance of their duties and economical use of fuel and supplies; know that the engines are in good working order and properly equipped; that enginemen work engines to best advantage, and investigate all engine failures.

803. They will supervise assignment of enginemen and firemen to runs, and report to the Superintendent the qualifications of enginemen and firemen. They must advise the Master Mechanic and Enginehouse Foreman respecting the condition and requirements of engines.

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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.

Chief Train Dispatchers

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.

806. Chief train dispatchers 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 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.

807. Chief train dispatchers 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

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.
In electrified territory, train dispatcher will work in close cooperation with power dispatchers advising them immediately of any service irregularities.

811. Each train dispatcher going off duty must enter in ink on the train dispatcher's trainorder 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.

812. The relieving train dispatcher must sign the transfer in acknowledgment of his full understanding of outstanding orders and other information.

General Yardmasters

815. General yardmasters report to and receive instructions from the Superintendent or such official as he may designate.

816. General yardmasters 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.

817. General yardmasters must see that employes are in condition for the proper discharge of their duties.

818. General yardmasters must see that train crews and engines are ready for duty at the

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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.

819. General yardmasters must see that trains are properly classified in accordance with instructions, giving particular attention to requirements for cars or tanks containing oil, explosives or inflammables; camp cars, dead engines, derricks and other specialized equipment.

820. Unless otherwise provided, general yardmasters must see that instructions concerning refrigeration, ventilation and protection of perishable freight are observed.

Yardmasters and Assistant Yardmasters

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.

Stationmasters

825. Stationmasters report to and receive instructions from or as designated by the Superintendent.

826. Where located, stationmasters have charge of the passenger station and employes connected therewith.

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.

828. Stationmasters are responsible for the protection and proper handling of baggage and mail.

829. Stationmasters are responsible for the proper performance of duties by passenger train employes at their station.

Station Agents

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.

831. Agents will acquaint themselves with the business and interests of people among whom they are situated, use all proper means to secure traffic, and act with a view of accommodating the public, and promoting the best interest of the Company, notifying the proper officers of anything affecting the departments, detrimental or beneficial thereto.

832. Agents are responsible for the Railroad property, including equipment, records, 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

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the prompt and efficient discharge of duties by all employes subject to their direction.

833. Agents must see that all freight which requires shelter is promptly placed in freight house or in cars. Freight houses must be locked, and cars containing freight, which can be closed, must be sealed or locked at all times, except when the agent or other authorized person is in immediate charge thereof. Seals must be kept under lock and key and the required seal records made. Freight, baggage or express must not be left between main tracks, nor within six feet of the edge of main track platform.

834. Agents 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.

835. Agents are responsible for knowing that cars are in suitable condition for movement of the class of freight to be loaded; that the freight is properly stowed and secured to prevent loss, damaage, or personal injury, and that cars are promptly loaded, or unloaded, and forwarded.

836. Agents must report promptly 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 sealed and record taken thereof.

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.

838. Where there is no yardmaster or stationmaster the duties of such positions, so far as they exist, devolve upon the station agent and he must be governed in the discharge of such duties by the rules for general yardmasters and stationinasters.

839. Agents must notify the Superintendent of any unusual delays in unloading or disposing of company material.

Towermen and Operators

840. Towermen and operators report to and receive instructions from the chief train dispatcher.

841. Operators at stations must conform to instructions of station agents, and at towers of first trick towerman. They must give exclusive attention to business of the company during prescribed hours; must read and understand all instructions in any way relating to their duties; must be conversant with rules relating to the movement of trains by train 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.

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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.

842. Where operators are employed continuously, each must remain on duty until relieved. The relieving operator must be fully informed in writing of any undelivered train orders or other unfinished business, overdue trains, important messages awaiting transmission or delivery, etc., and must acknowledge the transfer and his full understanding thereof by his personal signature on same.

843. Operators 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.

844. Operators must keep the train dispatcher advised of heavy fog and severe storms; they must note proper display of signals by all trains.

845. An operator desiring to speak to train dispatcher must listen and, if line is not in use, announce name of his station in clear distinct voice. Where foot-switch or transmitter key is provided, it must be pressed while speaking and neither should be locked closed nor tampered with.

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.

847. 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 dispatcher's line jack.

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

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

850. Operators must keep the telegraph office strictly private and permit none but authorized persons in the office. Students may be allowed in telegraph offices when permitted by the chief train dispatcher.

851. 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

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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.

851(a). 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.

851(b). The standard clock is an electric, self-winding synchronizing clock, and such clock 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 and Switch Foremen

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.

855(a). Where the term conductor is used in the rules, the same responsibility in yard work will be assumed by switch foreman in charge of yard crew.

856. Conductors are responsible for the safe movement and general operation of trains and engines and for the vigilance and conduct of the men employed thereon.

856(a). A conductor acting as pilot is equally responsible with the conductor and engineman for the safety of the train under his charge as pilot. He must check train register and sign jointly with regular crew all train orders requiring signature.

857. It is the duty of conductors to:
(a) Require compliance with all rules and regulations affecting the movement of trains or engines in their charge.
(b) Comply with orders of yardmasters within switching limits and see that station work is performed as directed by agents.
(c) Check bulletins in effect before commencing each trip; see that full sets of signals are available and that the required signals are displayed.
(d) Know that all employes on the train or engine are familiar with their duties, and instruct them as to the work to be performed.

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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.

Passenger Conductors

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.

860. Conductors 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.

861. Conductors should not permit disorderly or intoxicated persons to board trains.

862. Conductors 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.

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

864. 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.

865. 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.

866. The duties of a passenger conductor are of a delicate and responsible character, demanding good judgment, tact and courtesy. The safety of the train and passengers are in his keeping and the relations between the Railroad and its patrons are to a great extent dependent on his vigilance, care and discretion.

Freight Conductors and Switch Foremen

870. Freight conductors must read printed or written instructions to agents or conductors on waybills and be governed thereby.

871. Conductors must not move cars without waybills or proper authority, and must know that cars are in condition to be moved.

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872. The unnecessary blocking of highway crossings must be avoided.

873. A notation must be made on the back of the waybill showing the train, conductor, date and time left when cars are set out at a station while the office is closed.

874. Conductors must notify the yardmaster of cars in bad order brought into terminals in their train.

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

876. 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. No person shall be allowed to ride inside freight cars during switching movements except employes in necessary performance of their duties.

877. In starting freight trains conductors must see that a trainman is stationed as close as practicable to the 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, and that equipment is generally in good order for safe operation. Enginemen will restrict speed of trains when starting to seven miles per hour for a sufficient distance to permit the trainman to get on the caboose.

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.

879. Before setting cars out on trestles or heavy grades, brakes must be examined to know they operate perfectly. Before leaving cars see that air brakes are bled, all hand brakes applied, and, if conditions require, other necessary precautions taken. When picking up cars on trestles or grades, cars left in track must be properly secured.

880. When passing over track scales, dead rails where provided must be used unless cars are actually being weighed.

881. 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.

882. Running switches may only be made with the exercise of due care to prevent accident. Hand-brakes and switches must be tested before starting the movement and protection provided for any highway crossing involved.

883. In performing maintenance and construction work conductors 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

890. Train baggagemen report to and receive instructions from the Trainmaster and are under the direction of the conductor.

891. Rules and instructions of other departments must be observed. Baggage, mail, company material, and express must be handled in a careful manner.

892. All loss, damage or irregularities in the handling of baggage, United States Mail, express, letters and packages must be reported with daily trip reports.

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

894. Mail, baggage and other material intended for unloading must be at or near doorways upon arrival of trains at stations.

Trainmen and Flagmen

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.

901. Trainmen and flagmen must assist conductors in their work and in every way aid in the safe and prompt movement of trains.

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

903. Plagmen will see that trains are pro-

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.

904. 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, ventilation and air conditioning 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.
Rule 866 also applies to passenger trainmen.
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.

905. 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.

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Enginemen and Firemen

910. Report to and receive instructions from Superintendent, Master Mechanic and Road Foreman of Engines.

911. Enginemen and firemen are required to obey orders of Trainmasters and Yardmasters, also conductors or switch foreman in charge of their train or engine.

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

913. It shall be the duty of enginemen to:
(a) Examine bulletin board before commencing each tour of duty.
(b) Know that fireman is familiar with his duties, instruct him in the performance of his work, and show him all train orders.
(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 and obstructions; comply with all speed restrictions, 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.

914. An engineman acting as pilot is equally responsible with the conductor and engineman for the safety of the train under his charge as pilot. When the conductor is not qualified over the territory he must check train registers and sign jointly with regular crew all train orders requiring signature.

915. 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.

916. Engines in service 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.

917. Enginemen and firemen must exercise care to prevent water being thrown from 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.

918. After sunset enginemen must have in their cabs, obscured from passing trains, a red

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light and a white light burning, with torpedoes and fusees, to be used in protecting the train.

919. In train service, when doubleheaders are run from one terminal to another, the regularly assigned engineman must operate the leading engine. When an engine on passenger train is disabled, the assigned engineman on such run will take train through to destination with relief engine.

920. In starting a train when two engines are coupled together lead engine must stretch train before second engine starts to use power.

921. During freezing weather, before leaving "ready" track enginemen must know that main reservoir, air hose and steam hose have been properly drained; that hose on rear is free from ice, and that air signal whistle is in proper condition.

922. Not more than two persons holding engine permits may be permitted to ride in, the operating cab of 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 without proper authority except operating or maintenance officials, and trainmen in discharge of their duty.

923. It shall be the duty of firemen to:
(a) Familiarize themselves with train rules, train orders, special instructions on signals, protection of train, etc., and be prepared to execute them when required.

(b) See that engine is provided with necessary signals and supplies.
(c) Comply with instructions of the engineman.
(d) Protect the train when necessary and, should engineman be disabled, take immediate action to stop the train.
(e) Observe and call signals affecting movement of their train.
(f) When their other duties permit, keep careful watch upon the track, instantly warning the engineman of any obstruction, or impending vehicle collision or signals.
(g) When performing work in yard or passing through yard, fireman must be in position on left side of engine to give enginemau due warning of any obstruction or signal which may be obscured from his view.

Switchmen and Switchtenders

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.

926. Switchmen and switchtenders must assist switch foremen in their work and in every way aid in the safe and prompt performance of their duties.

927. In switching movements equipment must be handled in a manner to prevent damage to cars or contents.

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928. Switchmen must observe the requirements for protection of trains and be governed by other rules for train operation.

929. Switchmen must avoid pushing cars on a track unless a member of the crew is at opposite end of the cars to prevent fouling other tracks.

930. To prevent accidents to men engaged in loading or unloading cars on team tracks, industrial tracks, at piers, freight houses or transfer platforms, cars must not be moved until ample notice has been given to all persons working in or about them. No person shall be allowed to ride inside freight cars during switching movements except employes in necessary performance of their duties.

931. 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.

Car Inspectors

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

941. Car inspectors 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 pos-

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.

942. At terminal stations car inspectors 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.

943. Car inspectors 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 before such cars are permitted to move in trains.

944. Car inspectors must couple and uncouple 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.

945. When repairing cars that should not be moved, car inspectors must protect such cars by placing conspicuously a blue signal on or at both ends as provided in Rule 26.

946. When necessary to make repairs on a car in a train, car inspectors must place blue signals at or on both ends of the train before commencing work. If an engine is attached to it, car inspectors 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.

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947. Car inspectors must report to the Superintendent promptly when defective cars set out at intermediate points have been repaired.

948. Car inspectors must be familiar 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 must 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.

949. Car inspectors must be familiar 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 without movement authority. Cars exceeding dimensions on the clearance diagrams must be promptly reported to the foreman, yardmaster or agent.

950. Cars apparently overloaded or on which load is not properly distributed, should be held for instructions and reported promptly to the foreman, yardmaster or agent.

951. Car inspectors 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; 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.

Maintenance of Way and Structures Department
General

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.

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

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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.

960. Track employes, signal maintainers, bridge and building employes and others called outside their regular working 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.
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.
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.
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 replaced at once.

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 track ears, 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.

Roadmasters

970. Roadmasters report to and receive instructions from Engineer Maintenance of Way or such official as he may designate.

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

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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, 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

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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 free from snow, ice and other obstructions; they must give special attention to drainage through interlocking 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.

Bridge and Building Foremen

996. Bridge and building foremen report to and receive instructions from the Division Engineer and 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 structures they must keep the track safe for the passage of trains.

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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, interlockings, the roadway elements of the cab signal system, automatic signals at highway grade crossings 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 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.

Signal Foremen

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.

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

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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 Supervisors

1025. Division Electrical Supervisors 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 Supervisor

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.

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 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, commu-

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nicate 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 operators 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 Supervisor

1040. Electric Traction Substation Supervisor reports to and receives 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 ap-

paratus, 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.

Communications Department
Engineer of Communications

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.

Telegraph and Telephone Foremen

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.

1047. They shall have immediate charge of all telephone and telegraph maintainers, linemen and helpers in gangs, and are responsible for the work assigned.

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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.

1049. They must prepare and submit reports on prescribed forms of the men employed, time working, rates of pay, and materials used.

1050. They shall be in possession of necessary standards and circuit plans and must require conformance to all prescribed plans and specifications. They must see that no change is made in plans or specifications without approval of the Engineer of Communications.

1051. They must see that all employes under their supervision fully 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.

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