ERIE RAILROAD COMPANY

RULES

OF THE

OPERATING DEPARTMENT

NOVEMBER 1, 1908

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

THIS BOOK

Is the Property of

THE ERIE RAILROAD COMPANY

And is Loaned to

Who hereby agrees to return it to the proper officer, when called for or upon leaving the service.

ERIE RAILROAD COMPANY
RULES
of the
Operating Department.

The rules herein set forth govern the railroads operated by the Erie Railroad Co. They take effect November 1, 1908, superseding all previous rules and instructions conflicting therewith.

To enter into or continue employment in the service of this Company under the rules herein set forth is an agreement upon the part of an employe to abide by such rules.

All rules, directions, orders or agreements that may conflict with those herein are void and their observance is forbidden except by special authority of the General Manager.

The rules herein continue in full force and effect, not withstanding any violation thereof, and can only be abrogated by authority of the General Manager.

Approved by the Board of Directors.

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GENERAL NOTICE.

The nature of the transportation business and its relation to the State and the community require the services of men of active minds, good character and general ability. The employes of a railroad are at all times, both in the discharge of their duties as employes and as citizens, under the constant view of the public. Failure to be efficient parts of the transportation system, or valuable citizens in whatever place they are domiciled, brings reproach upon them and the corporation with which they are connected.

There are corporate and private duties devolving upon each officer and employe that are not, nor can they be, expressed by fixed instructions or rules. A failure on the part of any one to perform such duties makes it the duty of the proper officer of the Company to indicate to the person privately, in a proper way and place, his shortcomings. Subsequent failure to profit by the warning must sever the relationships existing as employer and employe, notwithstanding the fact that there has been no literal violation of the printed rules.

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

Obedience to the rules is essential to the safety of passengers and employes, and to the protection of property.

All employes are considered in line for promotion, and will be given increased responsibilities and compensation, as their ability may warrant and the requirements of the Company demand.

Each employe, in accepting employment, assumes its risks.

Each employe is expected and required to look after, and be responsible for his own safety, as well as to exercise care to avoid injury to others.

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Any negligent act on the part of any employe may be made the subject of discipline, and employes who are not prudent and careful in protecting themselves and others, and the property of the Company from injury will not be retained in the service.

When it is the opinion of any person whose duty it is to enforce a rule, that the rule cannot be enforced in the interest of the Company or in fairness to employes, he is required to bring the rule to the attention of his superior officer. Employes are invited to call the attention of their superior to any rule, which, in their opinion, is superfluous, impracticable or unfair.

Upon entering or continuing in the service of this Company employes are required to receipt in writing for a copy of this Book of Rules, and their signature upon such receipt is to be given and understood as being a contract to obey such rules.

DEFINITIONS.

TRAIN.--An engine, or more than one engine coupled with or without cars, displaying Markers.

REGULAR TRAIN.--A train represented on the timetable. It may consist of Sections.

SECTION.--One of two or more trains running on the same schedule displaying signals or for which signals are displayed.

EXTRA TRAIN.--A train not represented on the time-table. It may be designated as--
  Extra--for any extra train, except work extra;
  Work extra--for work train extra.

SUPERIOR TRAIN.--A train having precedence over other trains.

A train may be made 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.

NOTE.--Superiority by direction is limited to single track.

TRAIN OF SUPERIOR RIGHT.--A train given precedence by train order.

TRAIN OF SUPERIOR CLASS.--A train given precedence by time-table.

TRAIN OF SUPERIOR DIRECTION.--A train given precedence in the direction specified in the time-table as between trains of the same class.

TIME-TABLE.--The authority for the movement of regular trains subject to the rules. It contains the classified schedules of trains with special instructions relating thereto.

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SCHEDULE.--That part of a time-table which prescribes the class, direction, number and movement of a regular train.

MAIN TRACK.--A principal track upon which trains are operated by time-table, train orders or by block signals.

SINGLE TRACK.--A main track upon which trains are operated in both directions.

DOUBLE TRACK.--Two main tracks, upon one of which the current of traffic is in a specified direction, and upon the other in the opposite direction.

CURRENT OF TRAFFIC.--The direction in which trains will move on a main track, under the rules.

STATION.--A place designated on the time-table by name, at which a train may stop for traffic; or to enter or leave the main track; or from which fixed signals are operated.

SIDING.--A track auxiliary to the main track for meeting or passing trains, limited to the distance between two adjoining telegraph stations.

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

YARD.--A system of tracks within defined limits provided for the making up of trains, storing of cars and other purposes, over which movements not authorized by time-table, or by train order, may be made, subject to prescribed signals and regulations.

YARD ENGINE.--An engine assigned to yard service and working within yard limits.

NOTE.--The definition of a "Fixed Signal" covers such signals as slow boards, stop boards, yard limits, switch, train order, block, interlocking, semaphore, disc, ball or other means for indicating stop, caution or proceed.

PILOT.--A person assigned to a train for any reason, or when the engineman or conductor, or both, are not fully acquainted with the physical characteristics, or running rules of the road, or portion of the road, over which the train is to be moved.

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STANDARD TIME.

1. Standard Time obtained from Washington, D. C., Observatory will be telegraphed to all points from designated offices daily, except Sunday, at 12 o’clock noon, Eastern Time, and at 11 o’clock, A. M. Central Time.

2. Conductors, flagmen, enginemen, firemen, yard conductors, and signalmen engaged in handling switches are required to use watches which have been examined and certified to by a designated inspector. They are required to have certificates in the prescribed form renewed every three months and to file same with Superintendent.

(Form of Certificate.)
INSPECTOR’S REPORT.

Name.........................Inspected..............19..

Occupation................on the...............Division.

Make.................Grade..........How set.............

Movement No.....Jewels....Date last cleaned.............

Hair Spring  Breguet         Temp. Adj.   Yes

             or Flat.                     or No.

Position Adj.  Yes    How many positions................

               or No.

..........................
Inspector.

Inspector is required to return this report promptly to the official who issued it.

2 (A). In addition to the quarterly examination, conductors, flagmen, enginemen, firemen, and yard conductors are required to submit their watches to local inspectors bimonthly for comparison with Standard Time.

3. Before starting on each trip, conductors and enginemen are required to compare their watches with a clock designated as a Standard Clock. It is required that the time when watches are compared be registered on a prescribed form.

3 (A). Where station clocks are provided, station agents are required to see that they show correct time; and unless such clocks are designated as Standard Clocks, trainmen and enginemen are forbidden to take time therefrom.

3 (B). Station agents who cannot obtain Standard Time by telegraph, and conductors and enginemen who do not have access to a Standard Clock, are required to compare daily with those having Standard Time.

3 (C). Before leaving a terminal conductors are required to compare time with enginemen and flagmen, and enginemen with firemen.

TIME-TABLES.

4. Each Time-table, from the moment it takes affect, supersedes the preceding Time-table. A train of the preceding Time-table shall retain its train orders and take the schedule of the train of the same number on the new Time-table.
A train of the new Time-table which has not the same number on the preceding Time-table shall not run on any division until it is due to start from its initial station, on that division, after the Time-table takes effect.

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.

NOTE.--Rules 2 and 3 apply also to yard conductors and yard enginemen.

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Schedule meeting or passing points are indicated by figures in full-faced type.
Both the arriving and leaving time of a train are in full-faced type when both are meeting or passing times, or when one or more trains are to meet or pass it between those times.
When a train takes a siding, extending between two adjoining telegraph stations, to be passed by one or more trains, the time at each end of the siding will be shown in full-faced type.
Where there are one or more trains to meet or pass a train between two times, or more than one train to meet a train at any station, attention is called to it by showing the numbers of the trains in small type adjoining the full-faced type.

5 (A). Where there is no station, time applies to the location of a platform designed to receive or discharge traffic.
At a siding where no traffic is received or forwarded, time applies to the switch where an inferior train enters the siding.
Where there is no siding, it applies to the place from which fixed signals are operated.

5 (B). Meeting or passing points at the ends of double track, at junctions, and at terminal stations, will be shown in schedules when the difference in the times of trains is five minutes or less.

6. The following signs when placed before the figures of the schedule indicate:
"s"-regular stop.
"f"-flag stop to receive or discharge passengers or freight.

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18. It is required that the head-light be displayed on yard engines to the front and rear by night. When not provided with a head-light at the rear, two white lights are required. Yard engines will not display markers.

19. It is required that the following signals be displayed, one on each side of the rear of every train, as markers, to indicate the rear of the train: by day, a green flag, by night, a green light to the front and side and a red light to the rear, except when the train has turned out to be passed by another and is clear of the main track, when it is required that a green light be displayed to the front, side and rear.

19 (A). When there are more trains to be met or passed than the siding will hold, it is required that the red lights remain displayed.

20. It is required that all sections of a train, except the last, display two green flags and, in addition, two green lights by night, in the places provided for that purpose on the front of the engine.

21. It is required that extra trains 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. 22. When two or more engines are coupled to a train, they are all required to display the signals as provided in Rules 20 and 21.

23. One flag or light displayed, where in Rules 19, 20, 21 and 22 two are prescribed, indicates the same as two; but the proper display of all train signals is required.

24. When cars are pushed by an engine (except when shifting or in making up trains in yards) it is required that a white light be displayed on the front of the leading car by night.

25. It is required that each car on a passenger train be connected with the engine by a communicating signal appliance.

26. A combined blue and red flag or metal standard by day and a combined blue and red light by night, displayed at one or both ends of an engine, car or train, indicates that workmen are under or about it. When thus protected it is forbidden that it be coupled to or moved. Workmen are required to display the blue and red signals and the same workmen are alone authorized to remove them. It is forbidden to place other cars on the same track so as to intercept the view of the blue and red signals, without first notifying the workmen.

26 (A). TEMPORARY SLOW ORDER.--A yellow flag by day and in addition a yellow light by night placed beside the track on the engineman’s side, indicates that the track 3,000 feet distant is not in condition for regular speed. The speed over the slow track (3,000 feet in advance) will be indicated by special order, and it is required that the speed of trains be controlled accordingly. At the point where the slow order begins, an additional yellow flag by day and a yellow light by night will be located, and speed authorized by special order must be maintained up to the point where a green flag by day and a green light by night is located to indicate resume regular speed. In case engineman has no copy of or has not seen special order, a speed of five (5) miles per hour will not be exceeded.

26 (B). PERMANENT SLOW ORDER.--A slow board placed alongside the track on the engineman’s side showing a numeral in large figures indicates the rate of speed at which the track may be used at a point 1,000 feet distant from such slow board. At the point from which this speed must be maintained (1,000 feet in advance of first slow board), a second board will be placed bearing the word "SLOW" and the speed indicated on the first slow board must be maintained from this point until reaching a sign reading "RESUME SPEED", at which point regular speed may be resumed. These boards will not be marked by any night indication. When a different speed is permissible for passenger and freight trains, two sets of figures will be placed on each board, and passenger trains will be governed by the upper and freight trains by the lower figure.

USE OF SIGNALS.

27. It is required that a signal imperfectly displayed, the absence of a signal at a place where one is usually shown,

* Form 3293 - 3,’13 - 20,000

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or a white signal at a place where a colored signal should be shown, be regarded as a STOP signal, and the fact reported to the Superintendent.

28. The combined green and white signal is to be used to stop a train only at the flag stations indicated on the schedule of that train. When it is necessary to stop a train at a point that is not a flag station for that train, a red signal is required.

29. When a signal (except a fixed signal) is given to stop a train, it is required that it be acknowledged as prescribed by Rule 14 (g).

30. It is required that the engine-bell be rung when an engine is about to move.

31. It is required that the engine-bell be rung on approaching every public road crossing at grade, and until it is passed, and the whistle sounded at all whistling posts.

31 (A). It is required that extra trains sound the whistle as prescribed by Rule 14 (m) when approaching curves, and keep a sharp lookout for hand-cars and other obstructions.

82. The unnecessary use of either the whistle or the bell is prohibited. It is required that they be used only as prescribed by rule or law, or to prevent accident.

32 (A). It is forbidden to sound the whistle while passing a passenger train, except to prevent accident.

33. Watchmen stationed at public road and street crossings are required to use red signals only when necessary to stop trains.

33 (A). It is forbidden to place torpedoes near stations or road crossings where persons are liable to be injured by them, or directly over joints upon which bonding wires are used, or on rail over bridges.

FIXED SIGNALS.

80. Fixed signals are placed at Junctions, Railroad Crossings, Stations, Block Stations and other points as required. Special instructions indicating their position and use have been issued. Employes whose duties are prescribed thereby are required to provide themselves with copies.

CLASSIFICATION OF TRAINS.

81. 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. Extra trains are inferior to regular trains.
All trains in the direction specified in the Time-table are superior to trains of the same class in the opposite direction.

82. Regular trains twelve hours behind their schedule time lose both right and class, and can thereafter proceed only by train order.

MOVEMENT OF TRAINS.

88. It is forbidden for a train to leave its initial station on any division, or a junction, or pass from double to single track, until it has been ascertained whether all trains due, which are superior, or of the same class, have arrived or left.

83 (A). It is required that train registers showing the arrival and departure of trains and signals carried be kept at points designated in the Time-table.

84. It is required that a train leaving its initial station on each division, or leaving a junction, when a train of the same class in the same direction is overdue, proceed on its schedule, and the overdue train run as prescribed by Rule 91.

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85. It is forbidden for a train to start until the proper signal is given.

85 (A). When freight trains are to pass through stations without stopping, conductors are required to give signal to proceed immediately after station Whistle is sounded.

86. It is required that an inferior train keep out of the way of a superior train, and clear its time at least five minutes.

87. It is required that a train failing to clear the main track by the time required by rule, be protected as prescribed by Rule 99.

88. At meeting points between trains of the same class the inferior train is required to clear the main track before the leaving time of the superior train, and pull into the siding when practicable. If necessary to back in, it is required that the train first be protected, as prescribed by Rule 99, unless otherwise provided for.

88 (A). At meeting points between extra trains, the train moving in the superior direction will hold main track, unless otherwise directed.

89. At meeting points between trains of different classes the inferior train is required to take the siding and clear the superior train at least five minutes, and pull into the siding when practicable. If necessary to back in, it is required that the train first be protected as prescribed by Rule 99, unless otherwise provided for.
It is required that an inferior train keep at least five minutes off the time of a superior train in the same direction.

90. Trains are required to stop at schedule meeting or passing points, if the train to be met or passed is of the same class, unless the switches are right and the track clear. Trains and required to stop clear of the switch used by the train to be met or passed in going on the siding.

When the expected train of the same class is not found at the schedule meeting or passing point, the superior train is required to approach all sidings prepared to stop, until the expected train is met or passed.

90 (A). On approaching a station at which a train should stop or take the siding to meet or be passed by another train, the conductor is required to give the engineman a stop signal and the engineman to acknowledge the signal by one short blast of the whistle. It is required that the signal be given immediately after the station whistle is sounded, and should the engineman fail to acknowledge it, the conductor is required to stop the train. Conductors of passenger trains are required to use signal 16 (j) for this purpose.

90 (B). On a siding to be used by trains in both directions, trains are required to run expecting to meet opposing trains.

91. Trains moving in the same direction are required to keep not less than five minutes apart, except when closing up at stations or at meeting or passing points, unless some form of block signal is used.

92. It is forbidden for a train to arrive at a station in advance of its schedule arriving time.
It is forbidden for a train to leave a station in advance of its schedule leaving time.

93. A regular train which is delayed, and falls back on the time of another train of the same class, is required to proceed on its own schedule.

94. A train which overtakes a superior train or a train of the same class, so disabled that it cannot proceed, is required to pass it, if practicable, and if necessary, assume the schedule and take the train orders of the disabled train, proceed to the next open telegraph office,

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and there report to the Superintendent. The disabled train is required to assume the schedule and take the train orders of the last train with which it has exchanged, and when able, proceed to and report from the next open telegraph office.

95. It is forbidden for a train to display signals for a following section or to run an extra train on signal track without orders from the Superintendent.

96. When signals displayed for a section on single track are taken down at any point before that section arrives, the conductor is required to, if there be no other provision, arrange with the operator, or if there be no operator, with the switchtender, or in the absence of both, with a flagman left there for the purpose, to notify all opposing trains of the same or inferior class leaving such point that the section for which the signals were displayed has not arrived.

97. It is required that work extras be assigned working limits. When on double track it is required that such trains move with the current of traffic within these limits unless train orders otherwise direct.

98. Trains are required to approach the end of double track, junctions, railroad crossings at grade, and drawbridges, prepared to stop, unless the switches and signals are right and the track is clear, and to stop where required by law.

98 (A). Enginemen and trainmen of a train approaching a station on a track adjoining one where another train is receiving or discharging passengers are required to exercise great care.
It is forbidden for a train to run between a station building or platform and a train standing to receive or discharge passengers, unless signalled to proceed by the yardmaster,

conductor or trainmen of the standing train, in which case they may proceed slowly and cautiously until their engine has passed the standing train.
Trains running on an adjacent outer track, when passing a standing passenger train, are required to proceed slowly and with great care.
At stations where passengers are obliged to cross other tracks, in order to board a train, or get to the station or platform from a train, the conductor and trainmen are required to observe whether there is a train approaching before allowing them to do so.

98 (B). Both engineman and fireman are required to observe signals at block stations, railroad crossings, drawbridges and junctions, and to communicate with each other the position of the signals.

99. When a train is stopped or delayed under circumstances in which it may be overtaken by another train, the flagman is required to go back immediately with stop signals a sufficient distance to insure full protection. When recalled he may return to his train, first placing two torpedoes on the rail when the conditions require it.
Should a flagman be recalled before reaching the required distance, he is required to fasten two torpedoes on the rail (on engineman’s side), one rail length apart, immediately returning to his train, unless an approaching train is within sight or hearing; if there is, he is required to remain and stop it.
It is required that the front of a train be protected in the same way, when necessary, by the forward trainman. If he is unable to go, the fireman is required to go in his place.
It is forbidden to place torpedoes on rail over bridges or near road crossings or stations.

99 (A). Should a train for any cause be required to gradually reduce its speed between stations or at an

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unusual point, the engineman is required to sound whistle as prescribed in Rule 14 (c). Failure of engineman to sound flag signals, however, does not relieve conductor and flagman from properly protecting their train under any and every condition.

99 (B). When a flagman is recalled, it is required that the train start immediately on sounding the whistle signal recalling the flagman, and be moved ahead at a speed of not less than six (6) miles pet hour until it reaches a point where a clear and unobstructed view can be had for at least one-half mile in its rear.

99 (C). When a flagman is sent out to signal an approaching train he is forbidden to stop on a curve or behind any obstruction, but is required to endeavor to reach a position where he can be clearly seen from the approaching train for at least one-quarter of a mile.

99 (D). When a train is to back out of a siding, the flagman is required to go a sufficient distance to the rear to insure full protection.

99 (E). In foggy or stormy weather it is forbidden to call in the flagman when a first class train is due.

99 (F). Enginemen signaled by a flagman, fusee or torpedo, except when impossible to proceed further, are forbidden to bring the train to a stop where the view is not clear for such a distance as will permit of a following train being stopped with the ordinary application of tho brake.
It is forbidden to allow a train to stand on a curve between stations, if practicable to avoid it.

99 (G). When a following train picks up a flagman of a delayed train, it is required to run under full control around curves and obscure places until the delayed train

is overtaken or definitely located. This will not, however, relieve the forward train from being protected, if necessary, after leaving its flagman.

99 (H). When track foremen, bridge foremen, watchmen or others have occasion to flag, it is required that they be governed in distance and use of signals as prescribed by Rule 99 and supplements thereto.

99 (I). It is required that fusees be used in flagging in accordance with special instructions.

100. When it is necessary for a train on double track to cross over to the opposite track it is required that a flagman first be sent out a sufficient distance in each direction to insure full protection. It is required that such movements be made in a manner to avoid as far as possible delay to other trains.

101. If a train should part while in motion, trainmen are required, if possible, to prevent damage to the detached portions. It is required that the signals prescribed by Rules 12 (D) and 14 (F) be given, and the front portion of the train kept in motion until the detached portion is stopped. The front portion is then required to go back to recover the detached portion, running with caution, and following a flagman. It is forbidden to move or pass the detached portion until the front portion comes back.

101 (A). When practicable, the front portion of the train should be side tracked and the engine returned light for the detached portion.
When the rear portion of the train is known to be stopped and it is necessary to back the front portion to recouple, before doing so, careful examination of the cars to be moved should be made to see that nothing is dragging.

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102. When cars are pushed by an engine (except when shifting and making up trains in yards), a flagman is required to take a conspicuous position on the front of the leading car and signal the engineman when necessary.

103. Messages or orders respecting the movement of trains or the condition of track or bridges are required to be in writing.

104. It is required that switches be left set and locked for main track after having been used. Conductors are responsible for the position of the switches used by them and their trainmen, except where switch tenders are stationed.
It is forbidden to leave a switch open for a following train unless in charge of a trainman of such train.
Trainmen are required to exercise great care when handling switches to see that the split point of the switch fits up properly against the stationary rail.

104 (A). When a train backs in on a siding to meet or be passed by another train, the engineman, when his engine is clear, is required to see that the switch is properly set for the main track.
Enginemen are required to know that switches are properly set before they pull in or out of sidings or other tracks.

104 (B). At meeting or passing points, the employe attending the switch is required, after locking it for main track, to take a position not less than thirty feet from the switch stand, and on opposite side of track if possible, until the expected train has passed.

105. Both conductors and enginemen are responsible for the safety of their trains, and, under conditions not prvided for by the rules, are required to take every precaution for the protection thereof.

Conductors and brakemen of freight trains in passing track gangs, telegraph offices or stations are required to watch for any hand signal which may be given if anything is dragging or is otherwise wrong with the train. They are also required to look back at the track frequently to see that no damage is being done by parts of equipment dragging.

106. In all cases of doubt or uncertainty, it is required that the safe course be taken and no risks run.

107. On double track, it is required that trains take the right-hand track and never the left-hand track, except when the right-hand track is obstructed, when movement may be made by authority of train orders or under the provisions of Rule 108.

108. When train orders cannot be procured to run around an obstruction, trains may proceed from and to the nearest crossovers by sending a flagman, with proper signals, at least one mile in advance.

109. When a train crosses over from one main track to another, it is required that the movement, unless otherwise provided for, first be protected as proscribed by Rule 99 against trains on both tracks.

110. Freight trains on double track, having work to do on an opposite track, may cross over under protection, after complying with block signal rules, unless a passenger train is due.

111. Yard limits will be designated in the time-table and will be indicated by sign boards. It will not be necessary for any engine or train occupying the main track inside of established yard limits to be protected by flagman, except when in the time of a first-class train, or when the view of an approching train is obscure, or in foggy or stormy

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weather. It is required that all trains, except first-class trains approach and pass through yard limits under control, prepared to stop, and proceed only as the way is seen or known to be clear.

112. Regular water and coaling stations for trains will be designated in the time-table. It will not be necessary to protect the rear of any train while taking water or coal at such designated places, except when in the time of a first-class train, or when the view of an approaching train is obscure, or in foggy or stormy weather. It is required that all trains, except first-class trains approach and pass designated water and coaling stations under control, prepared to stop, and proceed only as the way is seen or known to be clear.

113. It is forbidden for passenger trains, when stopped by flag or obstruction, to stand with any part of the train on a bridge. Freight trains are required to avoid standing on bridges under similar conditions when possible.

114. Passenger trains that collect mail bags from cranes, when running off the regular track, are required to stop to exchange regular mail sacks.

115. When required, employes in train and engine service will register at the end of their runs their names and addresses in book provided for the purpose. They are forbidden to leave their usual stopping places without giving notice where they can be found or to leave the vicinity without permission from the proper officer.

116. Conductors, enginemen, baggagemen, firemen, brakemen and flagmen are required to report for duty at least thirty minutes before the time set for the departure of their trains; and where special conditions require, an earlier time for reporting will be established by the proper officer.

They are forbidden to leave their trains or engines at end of trip until trains or engines are placed upon the receiving track or otherwise finally disposed of, or until they are relieved by authorized officer.

117. Switch keys will be furnished to such employes as may be directed by the Superintendent. Employes entrusted with switch keys are required to receipt for them on the proper form.

118. Trains and engines are required to run with caution when entering or moving through sidings or yard tracks, expecting to find them occupied.

119. Cars should not be left on passing sidings when possible to avoid it. When a passing siding is obstructed, it is required that notice be sent promptly by telegraph to the Superintendent.

120. It is required that derails in side tracks be kept set and locked for derailment when not in use, and that cars on side tracks, whether in yards or at stations, stand clear of all other tracks.

121. Freight trains should not go to schedule meeting points with passenger trains unless there is ample side track room for the freight train and at least one of the passenger trains. It is forbidden for freight trains to do work at stations while passenger trains are approaching or standing in the limits of said station.

122. It is forbidden for passenger trains to exceed a speed of forty-five miles per hour over draws, bridges or viaducts, or fifteen miles per hour over structures protected by slow boards, and for freight trains to exceed a speed of twenty-five miles per hour over draws, bridges or viaducts, or ten miles per hour over structures protected by slow

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boards. At structures where speed limit boards are located, it is required that passenger trains be governed by the upper figures and freight trains by the lower as to rate of speed per hour over such structures. It is forbidden to apply brakes on bridges when possible to avoid it.

RULES FOR MOVEMENT BY TRAIN ORDERS.

201. For movements not provided for by Time-table, train orders will be issued by authority and over the signature of the Superintendent. It is required that they contain neither information nor instructions not essential to such movements.
It is required that they be brief and clear, in the prescribed forms when applicable; and without erasure, alteration or interlineation.

201 (A). It is required that only one person at a time be permitted to move trains by train orders within the same limits.

202. It is required that each train order be given in the same words to all persons or trains addressed.

203. It is required that train orders be numbered consecutively each day, beginning with No. 1 at midnight.

204. It is required that train orders be addressed to those who are to execute them, naming the place at which each is to receive his copy. It is required that those for a train be addressed to the conductor and engineman, and also to anyone who acts as its pilot, and that a copy for each person addressed be supplied by the operator.

205. It is required that each train order be written in full in a book provided for the purpose at the office of the Superintendent, and with it recorded the names of those who have signed for the order, the time and the signals which show when and from what offices the order was repeated and the responses transmitted, and the train dispatcher’s initials. It is required that these records be made at once, and never from memory or memoranda.

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206. It is required that regular trains be designated in train orders by their numbers, as "No. 10" or "2d No. 10," adding engine numbers; extra trains by engine numbers, as "Extra 798," with the direction when necessary, as "East" or "West," and that other numbers and time be stated in figures only.

207. To transmit a train order, it is required that the signal "31" or the signal "19" be given to each office addressed, the number of copies being stated, if more or less than three--thus, "31 copy 5," or "19 copy 2."

208. It is required that a train order to be sent to two or more offices be transmitted simultaneously to as many of them as practicable, the several addresses being in the order of superiority of trains, each office takng its proper address. When not sent simultaneously to all, it is required that the order be sent first to the superior train.

209. Operators receiving train orders are required to write them in manifold during transmission, and if they cannot at one writing make the requisite number of copies, they are required to trace others from one of the copies first made.

210. When a "31" train order has been transmitted, operators are required (unless otherwise directed) to repeat it at once from the manifold copy in the succession in which the several offices have been addressed, and then write the time of repetition on the order. Each operator receiving the order is required to observe whether the others repeat correctly.
It is required that those to whom the order is addressed, except enginemen, sign it and the operator send their signatures preceded by the number of the order to the Superintendent. The Train Dispatcher is then required to give the response "complete," the time and his initials. Each

operator receiving this response is then required to write on each copy the word "complete," the time and his last name in full, and to deliver a copy to each person addressed, except enginemen.

210 (A). Conductors are required to show their orders to flagmen, and enginemen to firemen, who are each required to read them.

210 (B). It is required that the conductor read his order aloud to the operator, that the copy for each engineman be delivered personally by the conductor, and that the engineman read it aloud to the conductor before proceeding.

210 (C). It is forbidden to send a meeting order for delivery to trains at the meeting point if it can possibly be avoided. When it cannot be avoided, it is required that the order contain the words "No.______gets this at______." It is also required that special precautions be taken by train dispatchers and operators to insure safety.

211. When a "19" train order has been transmitted, operators are required (unless otherwise directed) to repeat it at once from the manifold copy, in the succession in which the several offices have been addressed. Each operator receiving the order is required to observe whether the others repeat correctly. When the order has been repeated correctly by an operator, the Train Dispatcher is required to give the response "complete," and the time, with his initials. The operator receiving this response is then required to write on each copy the word "complete," the time, and his last name in full, and personally deliver a copy to each person addressed without taking his signature.

211 (A). In the movement of opposing trains, it is forbidden to send a "19" order to the opposing train, the superiority of which is thereby restricted.

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212. A train order may, when so directed by the Train Dispatcher, be acknowledged without repeating, by the operator responding: "X; (Number of Train Order) to (Train Number)," with the operator’s initials and office signal. The operator is then required to write on the order his initials and the time.

213. It is forbidden to give "Complete" 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, it is required that the order be treated as a holding order for the train addressed. It is forbidden to act otherwise on the order until "complete" has been given.
If the line fails before an office has repeated an order or has sent the "X" response, the order at that office is of no effect and it is required that it be there treated as if it had not been sent.

215. The operator who receives and delivers a train order is required to preserve the lowest copy.

216. For train orders delivered by the Train Dispatcher the requirements as to the record and delivery are the same as at other offices.

217. It is required that a train order to be delivered to a train at a point not a telegraph station, or at one at which the telegraph office is closed, be addressed to "C. and E.______ (at______,) care of______," and forwarded and delivered by the conductor or other person in whose care it is addressed. It is required when Form 31 is used that "complete" be given upon the signature of the person by whom the order is to be delivered, who should be supplied with copies for the conductor

and engineman addressed and a copy upon which he is required to take their signatures. This copy he is required to deliver to the first operator accessible, who is required to preserve it, and at once transmit the signatures of the conductor and engineman to the Train Dispatcher.
It is required that orders so delivered be acted upon as if "complete" had been given in the usual way.
For orders which are sent in the manner herein provided, to a train, the superiority of which is thereby restricted, it is forbidden to give "complete" to an inferior train until the signatures of the conductor and engineman of the superior train have been sent to the Train Dispatcher.

218. When a train is named in a train order, all its sections are included unless particular sections are specified, and each section included is required to have copies addressed and delivered to it.

219. Unless otherwise directed, an operator is forbidden to repeat or give the "X" response to a train order for a train, the engine of which has passed his train-order signal, until he has ascertained that the conductor and engineman have been notified that he has orders for them.

220. Train orders once in effect continue so until fulfilled, superseded or annulled. Any part of an order specifying a particular movement way be either superseded or annulled.

Orders held by or issued for a regular train become void when such train loses both right and class as prescribed by Rules 4 and 82, or is annulled.

221. It is required that fixed train-order signals in use at train-order offices indicate "stop" when trains are to be stopped for train orders, and when there are no orders, it is required that the signal indicate "proceed."

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Where train-order signals are used as block signals, it is required that the normal position of the combined block and train-order signals indicate "stop."
When an operator receives the signal "31," or "19," he is required to display immediately the "stop signal," and then reply "stop displayed;" and until the orders have been delivered or annulled, it is forbidden to restore the signal to "proceed." While "stop" is indicated, trains are forbidden to proceed without a Clearance Card (Form 1012).
Where trains are governed by block signals and no fixed train-order signal is provided, operators may, when instructed by the Train Dispatcher, allow trains not affected by the orders to proceed under Block Signal Rules. When such instructions are not received, operators may allow trains so stopped to proceed under Block Signal Rules after having given them train orders or a Clearance Card (Form 1012).
Operators are required to have the proper appliances for hand signaling ready for immediate use if the fixed signal should fail to work properly. If a signal is not displayed at a night office, trains which have not been notified are required to stop and ascertain the cause, and report the facts to the Superintendent from the next open telegraph office.
Where the semaphore is used, the arm indicates "stop" when horizontal, and "proceed" when in an inclined position.
Where no separate train-order or block signals are provided at interlocking plants, the fixed signals of the interlocking plant may be used as train order signals.

221 (A). Trains against which a train-order signal is displayed, after acknowledging it, and by permission of the operator, may pass the signal to do station work or clear adjoining tracks.

222. Operators are required to record and report promptly to the Train Dispatcher the time of departure of all trains and the direction of extra trains. They are required to record the time of arrival of trains and report it when so directed.

223. The following signs and abbreviations may be used:
   Initials for signatures of the Superintendent and Train Dispatcher.
   Such office and other signals as are arranged by the Superintendent of Telegraph.
   C&E for Conductor and Engineman.
   X Train will be held until order is made "complete."
   Com for Complete.
   O S Train Report.
   No for Number.
   Eng for Engine.
   Sec for Section.
   Psgr for Passenger.
   Frt for Freight.
   Mins for Minutes.
   Jct for Junction.
   Dispr for Train Dispatcher.
   Opr for Operator.
   31 or 19 to clear the line for Train Orders, and for Operators to ask for Train Orders.
   S D for "Stop Displayed."
The word "wire" will be used by the testing operator when testing wires, and will have preference over all Signals excepting "9" ("19" and "31," as provided in the rules) and "27" on division wire.
   The usual abbreviations for the names of the months and stations.

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FORMS OF TRAIN ORDERS.

Form A. Fixing Meeting Points for Opposing Trains.

(1.) ______will meet ______at______.
(2.) ______will meet ______at______ ______at______ (and so on).

EXAMPLES.

(1.) No. 1 will meet No. 2 at Randolph.
No. 3 will meet 2d No. 4 at Union City.
No. 5 will meet Extra 95 at Columbus.
Extra 652 North will meet Extra 281 South at Venango.
(2.) No. 1 will meet No. 2 at Geneva,2Rd No. 4 at Amasa and Extra 95 at Shenango.

Trains receiving those orders are required to run with respect to each other to the designated points and there meet in the manner provided by the Rules.

Form B. Directing a Train to Pass or Run Ahead of Another Train.

(1.) ______will pass ______at______.
(2.) ______will pass ______when overtaken.
(3.) ______will run ahead of______ ______to______.
(4.) ______will pass ______at______and ran ahead of ______to______.

EXAMPLES.

(1.) No. 1 will pass No. 3 at Arlington.
(2.) No. 6 will pass No. 4 when overtaken.
(3.) Extra 594 will run ahead of No. 6 Middletown to Goshen.
(4.) No. 1 will pass No. 3 at Binghamton and run ahead of No. 7 Owego to Waverly.

When under (1) a train is to pass another both trains are required to run according to rule to the designated point and there arrange for the rear train to pass promptly.
Under (2), both trains are required to run according to rule until the seeond-named train is overtaken and then arrange for the rear train to pass promptly.
Under (3), the second-named train is forbidden to exceed the speed of the first-named train between the points designated.

Form C. Giving a Train the Right Over an Opposing Train.

______has right over______ ______to______

EXAMPLES.

(1.) No. 1 has right over No. 2 Avon to Mt. Morris.
(2.) Extra 37 has right over No. 3 Paterson to Newark.

This order gives the train first named the right over the other train between the points named.
If the trains meet at either of the designated points, the first-named train is required to take the siding, unless the order otherwise prescribes.
Under (1), if the second-named train reaches the point last named before the other arrives, it may proceed, keeping clear of the opposing train as many minutes as such train was before required to clear it under the rules.
If the second-named train, before meeting, reaches a point within or beyond the limits named in the order, the conductor is required to stop the other train where it is met and inform it of his arrival.
Under (2), the regular train is forbidden to go beyond the point last named until the extra train has arrived.
When the extra train has reached the point last named the order is fulfilled.

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The following modification of this form of order is applicable for giving a work extra the right over all trains in case of emergency:
(3) Work extra ______ has right over all trains between ______ and ______ from ______ m. to ______ m.

EXAMPLE.

Work extra 275 has right over all trains between Salamanca and Great Valley from 7 p. m. to 12 midnight.

This gives the work extra the exclusive right between the points designated between the times named.

Form D. Giving Regular Trains the Right Over a Given Train.

Regular trains have right over ______ between ______ and ______.

EXAMPLE.

Regular trains have right over No. 1 between Kent and Akron.

This order gives to regular trains receiving it the right over the train named in the order, and the latter is required to clear the schedule times of all regular trains as if it were an extra.

Form E. Time Orders.

(1.) ______ will run ______ late ______ to ______.
(2.) ______ will run ______ late ______ to ______ and late ______ to ______ etc.
(3.) ______ will wait at ______ until ______ for ______.

EXAMPLES.

(1.) No. 1 will run 20 min. late Kent to Akron.
(2.) No. 1 will run 20 min. late Kent to Akron and 15 min. late Akron to Galion, etc.
(3.) No. 1 will wait at Shenango until 10 a. m. for No 2.

(1) and (2) make the schedule time of the train named, between the stations mentioned, as much later as stated in the order, and any other train receiving the order is required to run with respect to this later time, as before required to run with respect to the regular schedule time. The time in the order should be such as can be easily added to the schedule time.
Under (3) the train first named is forbidden to pass the designated station before the time given, unless the other train has arrived. The train last named is required to run with respect to the time specified, as before required to run with respect to the regular schedule time of the train first named.

Form F. For Sections.

______ will display signals ______ to ______ for ______.

EXAMPLES.

Eng. 20 will display signals and run as 1st No. 1 Salamanca to Meadville.
No. 1 will display signals Salamanca to Meadville for Eng. 85.
2d No. 1 will display signals Jamestown to Union City for Eng. 90.

This form may be modified as follows:

Engs. 70, 85 and 90 will run as 1st, 2d and 3d No. 1.
Engs. 70, 85 and 90 will run as 1st, 2d and 3d No. 1 Salamanca to Meadville.

Under these examples the engine last named is not required to display signals.
For annulling a section:

Eng. 85 is annulled as 2d No. 1 from Corry.

If there are other sections following add:

Following sections will change numbers accordingly.

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The character of a train for which signals are displayed may be stated. It is required that each section affected by the order have copies, and arrange signals accordingly.

Form G. Extra Trains.

(1.) Eng. ______ will run extra ______ to ______.
(2.) Eng. ______ will run extra ______ to ______ and return to ______.

EXAMPLES.

(1.) Eng. 99 will run extra Carbondale to Starrucca.
(2.) Eng. 99 will run extra Carbondale to Starrucea and return to Uniondale.

A train receiving this order is not required to protect itself against opposing extra trains, unless directed by order to do so, but is required to keep clear of all regular trains, as preseribed by rule.

(3.) Eng. ______ will run extra leaving ______ on ______ as follows with right over all trains.
Leave ______.
  " ______.
Arrive ______.

EXAMPLE.

(3.) Eng. 77 will run extra, leaving Nyack on Thursday, Feb. 17th, as follows, with right over all trains:
Leave Nyack 11.30 p m.
  " Closter 12.25 a m.
  " Englewood 1.47 a m.
Arrive Jersey City 2.22 a m.

This order may be varied by specifying the kind of extra, and the particular trains over which the extra shall or shall not have the right. Trains over which the extra is thus given the right are required to clear the time of the extra 5 minutes.

Form H. Work Extra.

(1.) Work extra ______ will work ______ until between ______ and ______.

EXAMPLES.

(1.) Work extra 292 will work 7 a m until 6 p m between Carrollton and Bradford.

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

(a.) Work extra 292 will run Carrollton to Bradford and work 7 a m until 6 p m between Bradford and Custer City.

When an order has been given to "work" between designated points, it is forbidden to authorize any other extra to run over that part of the track without provision for passing the work extra.
When it is anticipated that a work extra may be where it cannot be reached for orders, it may be directed to report for orders at a given time and place, or an order may be given that it shall clear the track for (or protect itself after a certain hour against) a designated extra by adding to (1) the following words:

(b.) And will keep clear of (or protect against) Extra 223 south between Custer City and Bradford after 2.10 p m.

In this case, extra 223 is forbidden to pass the northernmost point before 2.10 p.m., at which time the work extra is required to be out of the way, or protected (as the order may require) between those points.
When the movement of an extra over the worldng limits cannot be anticipated by these or other orders to the work extra, it is required that an order be given to such extra to protect itself against the work extra, in the following form:

(c.) Extra 76 will protect against work extra 95 between Newburgh and Vails Gate.

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This may be added to the order to run extra.
A work extra when met or overtaken by an extra is required to allow it to pass.
When it is desirable that a work extra shall at all times protect itself while on working limits, it may be done by adding to (1) the following words:

(d.) protecting itself.

A train receiving this order, whether standing or moving, is required to protect itself within the working limits in both directions in the manner prescribed by Rule 99.
Whenever an extra is given orders to run over working limits, it is required that it be given at the same time a copy of the order sent to the work extra.
To enable a work extra to work upon the time of a regular train, the following form may be used:

(e.) Work extra 292 will protect against No. 55 between Carrollton and Bradford.

A train receiving this order is required to work upon the time of the train mentioned in the order, and protect itself against it as prescribed by Rule 99.
It is required that the regular train receiving this order run expecting to find the work extra protecting itself within the limits named.

Form J. Holding Order.

Hold ______ at ______.

EXAMPLES.

(1.) Hold No. 2 at Olean.
(2.) Hold all eastbound trains at Akron.

It is required that this order be addressed to the operator and acknowledged in the usual manner, and respected by conductors and enginemen of trains thereby directed to be held as if addressed to them.

When a train has been so held it is forbidden to proceed until the order to hold is annulled, or an order given to the operator in the form:

"______ may go."

It is required that Form J be used only when necessary to hold trains until orders can be given, or in case of emergency.

Form K. Annulling a Regular Train.

(1.) ______ of ______ is annulled ______ to ______.
(2.) ______ due to leave ______ ______ is aamulled ______ to ______.

EXAMPLES.

(1.) No. 1 of Feb. 29th is annulled Attica to Buffalo.
(2.) No. 3 due to leave Rochester Saturday, Feb. 29th, is annulled Attica to Buffalo.

The train annulled loses both right and class between the stations named, and it is forbidden to restore it under its original number between those stations.

Form L. Annulling an Order.

"Order No. ______ is Annulled."
If an order which is to be annulled has not been delivered to a train, it is required that the annulling order be addressed to the operator, who is required to destroy all copies of the order annulled but his own, and write on that:

Annulled by order No. ______.

EXAMPLE.

Order No. 10 is annulled.

It is forbidden to reissue under its original number an order which has been annulled.

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In the address of an order annulling another order, it is required that the train first named be that to which right was given by the order annulled, and when the order is not transmitted simultaneously to all concerned, that it be first sent to the point at which that train is to receive it and the required response made, before the order is sent for other trains.

Form M. Annulling Part of an Order.

That part of Order No. ______ reading ______ is annulled.

EXAMPLE.

That part of Order No. 10, reading No. 1 will meet No. 2 at Gowanda is annulled.

In the address of an order annulling a part of an order, it is required that the train first named be that to which right was given by the part annulled, and when the order is not transmitted simultaneously to all concerned, that it be first sent to the point at which that train is to receive it, and the required response made, before the order is sent for other trains.

Form P. Superseding an Order or a Part of an Order.

This order will to given by adding to prescribed forms, the words "instead of ______."
(1.) ______ will meet ______ at ______ instead of ______.

EXAMPLE.

(1.) No. 1 will meet No. 2 at Gowanda instead of Collins.

It is forbidden to reissue under its original number an order which has been superseded.

In the address of an order superseding another order, it is required that the train first named be that to which rights were given by the order superseded, and when the order is not transmitted simultaneously to all concerned, that it be sent to the point at which that train is to receive it and the required response first given, before the order is sent for other trains.

Form R. Providing for a Movement Against the Current of Traffic.

______ has right over opposing trains on ______ track ______ to ______.

EXAMPLE.

(1.) No. 1 has right over opposing trains on No. 2 (or eastward) track Lackawaxen to Callicoon.

It is forbidden to move a train against the current of traffic until the track on which it is to run has been cleared of opposing train.
Under this order the first-named train is required to use the track specified between the two points named and has the right over opposing trains on that track between those points. Opposing trains are forbidden to leave the point named until the first-named train arrives.
An inferior train between the points named moving with the current of traffic in the same direction as the first-named train is required first to receive a copy Of the order, and may then proceed on its schedule, or right.
This order may be modified as follows:
(2). After ______ arrives at ______ ______ has right over opposing trains on ______ track ______ to ______.

EXAMPLE.

After No. 4 arrives at Lackawaxen No. 1 has right over opposing trains on No. 2 (or eastward) track Lackawaxen to Callicoon.

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Under (2) the train to be moved against the current of traffic is forbidden to leave the first named point until the arrival of the first-named train.

Form S. Providing for the Use of a Section of Double Track as Single Track.

______ track will be used as single track between ______ and ______.
If it is desired to limit the time for such use add (from ______ until ______).

EXAMPLE.

No. 1 (or westward) track will be used as single track, between Susquehanna and Kirkwood.

Adding, if desired,

from 1 p. m. until 3 p. m.

It is required that under this order all trains use the track specified between the stations named and be governed by rules for single track.
It is required that trains running against the current of traffic on the track named be clear of the track at the expiration of the time named, or protected as prescribed by Rule 99.

(To be printed on yellow paper.)

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Standard Train Order Blank for 19 Order.

Standard Train Order Blank for 31 Order.

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Diagrams

of

Train Signals

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NOTES.

The diagrams are intended to illustrate the general location of the train signals, not the exact manner in which they are to be attached.
Combination lamps with four illuminated colored faces are represented in the diagrams.

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GENERAL RULES.

250. Employes who are dishonest, immoral, vicious, quarrelsome, or uncivil in deportment, will not be retained in the service.

251. Employes whose duties are prescribed by these rules are required to provide themselves with copies.

252. Employes are required to be conversant with and obey the rules and special instructions. If in doubt as to their meaning they are required to apply to proper authority for an explanation.

253. Employes are required to pass the requisite examinations.

254. Persons employed in any service on trains are subject to the rules and special instructions.

255. Employes are required to render every assistance in their power in carrying out the rules and special instructions.

256. It is required that any violation of the rules or special instructions be reported.

257. The use of intoxicants while on duty is prohibited. Employes known to be addicted to their use at any time or to frequent saloons or places of low resort will not be retained in the service.

258. The use of tobacco by employes when on duty in or about passenger stations or passenger cars is prohibited.

259. Persons employed in any service while on duty connected with the trains on any division of the road, are under the authority, and are required to conform to the orders of the Superintendent.

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260. Employes on duty are required to wear the prescribed badge and uniform and be neat in appearance.

261. Persons authorized to transact business at stations or on trains are required to be orderly and avoid annoyance to passengers.

262. In case of danger to the Company’s property employes are required to unite to protect it.

263. A person dismissed from the Company’s service will not be reemployed without the consent of the officer who dismissed him, or that of the head of the department who employed him.

264. Assignment of wages by an employe is prohibited and will be cause for dismissal. The attaching of an employes wages by garnishment process or proceedings in aid of execution will be considered sufficient cause for dismissal unless a satisfactory explanation is given.

265. It is required that reports be made to the proper officer of any event detrimental to the interest of the Company. In case of accident to trains, injury to persons, or the existence of anything which may imperil the safety of the service, it is required that information be given at once, to be followed by report giving full particulars.

266. All employes who undertake to couple cars or engines are especially warned that the coupling apparatus on such cars or engines is liable at any time to break or become defective, and that, therefore, it is extremely imprudent and hazardous to undertake to couple them until after examining them and ascertaining that it is safe to do so. Employes are required to use the utmost care and caution in coupling any cars where lumber or other freight projects over the ends of the same. They are forbidden under any circumstances to go between these or any other cars, or to expose their arms or bodies between them, unless they can

do so with safety. It is required that cars be separated by at least ten feet before adjusting eouplers or parts thereof, when necessary for employes to expose their arms or bodies to danger when so doing.

267. Every employe is required and warned to see for himself, before using them, that the machinery and tools which he is expected to use are in proper condition for the service required, and if not, to put them in proper condition, or see that they are so put, before using them. The Company does not wish or expect its employes to incur any risks whatever from which, by exercise of their own judgment and by personal care, they can protect themselves, but enjoins them to take time in all cases to do their duty in safety, whether they may, at the time, be acting under orders of their superiors or otherwise.
No engineman or other employe is permitted to go under an engine or tender or between an engine and its tender, or to place himself in a position where a movement of the engine would injure him, no matter where such engine may be, whether in the round house, or on an ash pit, in the yard, or elsewhere, without first giving due notice of his purpose to some one in a position to prevent or give warning that the engine should not be moved while such employe remains in place of danger.

268. The acceptance by employes of any presents or gratuities from patrons or from subordinates is prohibited.

269. No agent or other employe is authorized to sell for the Company or to purchase on its account any supplies or material except upon authority from the head of his department.

270. Employes are required to live wherever the business of the Company demands. They are forbidden to be absent from duty without permission from the proper

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officer. They are held responsible for the strict performance of their duties and for the proper use and protection of all property entrusted to, their care or subject to their management or control. When leaving the service, they are required to turn over to the proper officer all property of the Company in their possession.

27l. Employes are required to devote their time exclusively to the business of the Company unless expressly exempt from so doing by the proper authority.

272. It is required that service reports and pay rolls show correctly the occupation of the persons whose names appear thereon. No time is to be allowed except for work actually performed. If an employe should be disabled by sickness or other cause, the right to claim compensation will not be recognized. An allowance, if made, will be a gratuity justified by the circumstances of the case and the employe’s previous good conduct.

273. Employes are required to inform themselves respecting the location of all structures or obstructions along the line that will not clear them when on the top or sides of cars, or engines.

274. Employes whose duties require service on more than one division are under the jurisdiction of the officers of the division on which service is being performed.

275. Every employe is required to keep the premises subject to his control in a neat and cleanly condition.

276. Every employe in engine, train or yard service, is required to exercise great care in moving cars or engines upon public delivery tracks, at freight or transfer houses, and repair tracks. It is required that proper warning be given in all cases and no cars or engines moved against cars standing on such tracks until it is ascertained that those persons engaged upon or around the cars to be moved

have protected themselves against personal injury. It is forbidden to kick or drop cars against other cars or engines on repair tracks. It is required in all cases that the movement be made attached to an engine.

STATION AGENTS.

347. Station Agents are required to report to and receive their instructions from the Superintendent. They are also required to obey the instructions of the Train Master and comply with instructions issued by other officers of the Company relating to the business of their respective departments.
They are required to devote their time exclusively to the business of the Company, unless expressly exempt from so doing by the Superintendent in writing.

348. They are in charge of the Company’s interests at their respective stations, of its buildings, sidings and grounds within the station limits, of the station appliances and equipment, of its accounts and records, of the material and supplies furnished for its work, of all cars at the station except in trains, of the receipt, care, forwarding and delivery of baggage and freight, of the sale of tickets, collection of the station revenues, remittance or deposit of money received for the Company, of such disbursements thereof as may be properly authorized, of all station employes, and other employes while at the station, so far as relates to their conduct or to the station work. They also have charge of such other matters as may arise in connection with the station management or may be assigned to them by proper authority.

849. They are required to make complete daily inspection of the station premises and see that all parts thereof are in safe and proper condition for the uses to which they are devoted. Any defects they cannot remedy they are required to report promptly to the Superintendent.

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350. They are required especially to see that the waiting rooms and other apartments for the accommodation of passengers are thoroughly cleaned and properly heated, ventilated and lighted.
They are required to see that the station platforms and walks are properly cleared of ice and snow, and that dirt is not allowed to accumulate thereon.
When their stations are open for business after dark they are required to see that the platforms are adequately lighted.

851. They are required to familiarize themselves with the boundaries of the Company’s property at their stations, and to permit no encroachment thereon. Unless provided for by lease, they are forbidden to allow any commodities to be placed on grounds or right of way at their stations for the purpose of storage without written permission from the Superintendent, and then only after release on prescribed form has been executed by the owner.

852. They are required to acquaint themselves with the business and interests of the people among whom they are situated, use all proper means to secure traffic, and act with a view of accomnaodating the public and promoting the best interest of the Company, notifying the proper officers of anything affecting the departments, detrimental thereto or conducive to its good, present or future.

853. Where there is no Yard Master, the duties of such position, as far as they exist, devolve upon the Station Agent, and he is required to be governed in the discharge of such duties by the rules for Yard Masters.

854. They are required to prescribe proper hours of duty for their subordinates, and see that the time so defined is faithfully devoted to the business of the Company.

355. They are required to practice and enforce economy in the use of supplies.

356. When a summons, order of attachment, notice, or legal process other than a garnishment is served upon an agent, he is required to make three copies at once, noting on each the date and time of service, by whom served, and forward by first train one copy each to the Superintendent, local attorney, and General Solicitor, giving all the information that can be obtained in regard to the case.

857. When an order of attachment or garnishment against the wages of an employe is served upon an agent, it is required that the Superintendent and Treasurer be notified immediately by wire. If there be no telegraph office at the station where service is made, it is required that a written notice be sent by first train available to the nearest telegraph office to be promptly telegraphed to the Superintendent and Treasurer, and that the papers in the case, with the endorsement by the agent of date and time of service, name of officer, amount of attachment, and any other information he may have concerning it, be sent by first train to the Superintendent.

358. They are forbidden to receive freight for shipment in such condition that it cannot be cared for without risk of loss or damage.

859. It is required that inflammable oils and substances offered for shipment be received only in daylight. The packages are required to be substantial and in good condition. It is forbidden to handle such shipments through freight houses when practicable to handle elsewhere. Freight of this character is required to be kept separate from other freight so far as practicable, both in stations and in cars, and the regulations of the Freight Department concerning such freight be observed.

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360. They are required to see that all freight loaded is safely and properly stowed and, when necessary, carefully fastened by braces, blocks, cleats, stakes, chains, or other means, as the nature of the freight may require, so as to prevent loss or damage by falling, shifting, chafing, breaking, or by contact with any contaminating substance. 361. In loading way cars, they are required to see that the freight is stowed in station lots and in station order, and are forbidden to allow any article to be loaded on the roof of a car. 362. It is required that the loading of lumber, timber and other freight on open cars be in strict conformity with the specifications and diagrams of the rules, printed copies of which will be furnished to agents for use of shippers upon application to the Superintendent. 363. For shipments to points on other roads, strict conformity to the Master Car Builder’ rules of inspection is required. 364. It is required that local freight to be loaded or unloaded be checked by the conductor and agent together, and anything irregular noted on the way-bill, the agent signing his name thereto as acknowledgment. 365. They are required to see that all freight which requires shelter is promptly placed in the freight houses or in cars. It is required that freight houses be locked, and loaded box cars standing at stations be kept locked or sealed at all times except when the agents or their representatives, or other authorized persons, are in immediate charge thereof. 366. They are required to endeavor to furnish cars of proper capacity to accommodate freight offered for shipment, and see that they are loaded to, so far as practicable,

but not beyond, their authorized carrying capacity. They are forbidden to forward cars loaded beyond ten per cent in excess of their stenciled capacity, or beyond the proper limits of height and width for bridges and tunnels, which information will be furnished upon application to the Superintendent. They are required to examine cars before loading and know that they are in fit condition, as to doors, floors and roofs. 367. They are forbidden to load a foreign car except in the direction of its home, unless authorized by the Superintendent or other competent authority. Should such foreign cars need to be furnished with home route cards, agents are required to ask the Superintendent for proper routing. Unless otherwise instructed, they are forbidden to order or use cars on hand for partial loads of freight that can be loaded in local freight trains. It is required that unnecessary car mileage be avoided. When the demand for cars exceeds the supply, they are required to distribute the available cars in proportion to the actual requirements of shippers and their ability to load promptly and with due regard to the sequence of their orders. 368. They are required to report to the Superintendent at a designated time each day on the prescribed form, the surplus or shortage of each kind of car at their stations and such other information as current instructions require. 369. They are required to report by wire to the Superintendent the numbers, initials, destination and condition of bad order cars left at their stations, and also any loaded cars set out at their stations consigned to other destinations.

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370. They are required to see that cars are loaded and unloaded promptly, and that the rules for the collection of car service are enforced. When the unloading of cars is delayed by refusal of consignees to accept the freight, or from any other cause, they are required to report the matter to the proper officer and obtain disposition therefor. Immediately upon arrival of cars containing Company material, it is required that the party to whom the shipment is consigned be notified in writing, and if it remains on hand over twenty-four hours, agents are required to notify the Superintendent.

871. They may allow temporary partitions to be put in cars if necessary to separate or properly secure the contents, but are required to secure permission from the Superintendent before allowing any alteration of cars to be made that will necessitate subsequent repairs. When such changes are authorized, they will be made at the expense of the shipper, the expense and risk to be always noted on the bills of lading and way-bills.
They are required to see that the work is done in such manner as not to interfere with the movement of doors, windows or hatches.

872. They are forbidden to allow advertisements to be placed on freight cars, and are required to remove all advertisements before forwarding cars.

873. They are required to see that cars standing on side tracks are entirely out of the way of passing trains and well secured against their running or being blown out upon the main track. It is required that brakes be firmly set, and the wheels blocked as an extra precaution. If the brake is out of order, it is required that the car be coupled to another car on which the brake is set, and if there is no other car that all the wheels be blocked.

374. They are required to see that cars are left entirely clear of street and highway crossings, and are forbidden to allow them to be placed so as to obstruct the necessary view of the track from the approaches to such crossings.

375. They are forbidden to allow lumber, timber, ties or other freight or material to be piled within ten feet of the main track, or within seven feet of any side track.

876. They are required to notify conductors where cars are to be placed for loading or unloading and immediately report conductors who fail to place them.
They are required to furnish conductors on arrival a complete list of all station switching to be done by them, and to report failure to perform the work, endeavoring to the fullest extent to avoid unnecessary movement or switching of cars.

877. They are required to apply the necessary cards to cars as indicated by the special instructions relating thereto and to remove all obsolete cards before cars are forwarded. Loading cars bearing M. C. B. defect or bad order cards received at stations is forbidden. It is required that they be properly billed and forwarded to the designated shop.

878. They are responsible for the position of switches. They are forbidden to allow switches to be unlocked except by trainmen, road department foremen or other authorized employes. Before leaving duty at the close of each day they are required to examine the switches to see that they are securely fastened in proper position.

379. They are required to see that their stations are supplied with the following signal equipment:
    One Red Flag.
    One Yellow Flag.
    One Combined Green and White Flag.
    One White Lantern.
    Two Red Lanterns.

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    One Yellow Lantern.
    Two White Globes.
    One Yellow Globe.
    Twelve Torpedoes.
    Six Fusees.
They are required to select a conspicuous and permanent position for the display of train order signals when flags and lanterns are used for such purpose. It is required that similar attention be given to the location of signals for flag stops.

380. They are required to see that ticket offices are open at least twenty minutes before the departure of any train carrying passengers, and until the actual departure of such train, and to make every effort to induce passengers to purchase tickets before entering trains.
They are forbidden to sell tickets to persons who are intoxicated, or afflicted with contagious diseases, or who are otherwise likely to be a source of danger or annoyance to others on the train; or to persons who are not in a condition to take care of themselves, unless they are in charge of a competent attendant.
They are forbidden to sell tickets for any train to a station at which it does not stop, unless such station may be reached by changing cars at an intermediate point, in which case it is required that the purchaser be advised of the change, and the word "transfer" stamped or written across the face of the ticket.
They are required to be conversant with routes, connections, rates and through coach, parlor and sleeping car arrangements, and to answer courteously and fully all questions relating thereto.

381. It is forbidden that freight, baggage or express be left between main tracks, or placed or left within six feet of the edge of the main line platforms, except while loading or unloading.

It is required that skids, trucks and scales, when not in use, be placed in the baggage room or warehouse. If necessary to leave them on platforms, it is required that they be placed at the end or in rear of station building, and locked or otherwise secured.

882. It is forbidden to deposit ashes and sweepings in front of the station. It is required that a suitable place for their deposit be selected at a distance far enough from the station and other buildings to insure safety, the same to be removed at regular intervals by trackmen.
They are required to take every possible precaution against damage by fire, making sure that stoves, pipes and flues are safe, and that there are no loose matches, waste or other inflammable materials exposed.
It is required that a careful scrutiny be made of receptacles for oil and waste used in cleaning lamps. It is required that oily waste be kept in metal pails, as there is constant danger from spontaneous combustion.

383. It is required that scales be examined and balanced daily, and when out of repair be reported by wire to the Superintendent and to such other officers as current instructions require.

884. They are forbidden to allow advertisements of any kind to be posted on the Company’s premises, except such as are duly authorized by the Superintendent.

385. Subject to the approval of the Superintendent, they are required to regulate the places where hacks and other vehicles shall be allowed to stand, and where the drivers, thereof, and persons representing hotels, or other persons not in the employ of the Company, shall remain while on the Company’s premises.
They are forbidden to allow unauthorized persons to offer any articles whatever for sale on the Company’s property.

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They are forbidden to allow loiterers or disorderly persons to interfere with the comfort or convenience of the passengers, or to interfere with employes in the performance of their duties. If necessary, it is required such persons be ejected from the premises.

886. In the handling of baggage they will be governed by the special rules for station baggagemen.

STATION BAGGAGEMEN.

387. Station Baggagemen are required to report to and receive their instructions from the Station Master or Agent, and to comply with the instructions issued by the General Baggage Agent and the Passenger and Accounting Departments.
They and their assistants are required to be civil, courteous and obliging to passengers.

388. They have charge of the baggage room and persons employed therein, and are responsible for baggage and mails while in their charge. They are required to see that only authorized persons have access to the baggage room.

889. They are required to check baggage only upon the presentation of a proper ticket or pass by the applicants and never to exceed the limits, either as to route, weight or destination, shown thereon.
They are forbidden to cheek or forward as baggage anything not entitled under the regulations of the Company to be carried as such.

390. They are required to handle baggage carefully, bearing in mind the penalties prescribed by law for the willful or negligent injury or destruction of baggage.

391. They are required to collect for all baggage in excess of the weight allowed for each passenger, at the prescribed rates, and to report and remit such collections as directed.

392. They are required to give and take receipts for all baggage and special packages received from and forwarded by trains.

393. They are required to enter in their baggage records the description of all baggage, the numbers of the checks thereon, the description, addresses and other marks of all special packages, and the numbers of the trains from which received or by which forwarded.

394. They are forbidden to receive a corpse for transportation unless it is in proper condition, securely enclosed in a tight. and strong box, and is accompanied by all papers required by the laws of the State or States within which it is to be carried, and until they are assured that it is in the care of a person who has the proper ticket and will take passage by the same train.

395. They are required to examine carefully all baggage received, and if any appears to be in bad order to note the facts in their baggage records and, if received from a train, receipt for it accordingly.

396. They or their assistants are required to remove the checks upon the delivery or re-checking of baggage, and not allow others to do it.

397. They are required to see that their stations are supplied with the requisite number and variety of baggage checks, that no unauthorized persons have access to them, and that they are correctly arranged with a view to prompt and accurate application. They are forbidden to allow checks to accumulate in excess of their requirements, but are required to forward all surplus checks to the General Baggage Agent.

398. In handling U. S. mail, they are required to conform to the regulations relative to such service, and to

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keep an accurate record of all pouches received or dispatched in accordance with the instructions printed on the back of the forms.

TELEGRAPHERS.

399. Telegraphers are required to report to and receive their instructions from the Chief Train Dispatcher, also to obey the instructions of the Station Agent or Station Master when not in conflict with their telegraphing duties.

400. The hours of all telegraphers are as specified.

401. They are forbidden to leave or close their offices without permission from the Chief Dispatcher. At offices where day and night men are employed, the men relieve each other. On Sundays and Holidays these hours will be modified so far as the business will permit.
When permitted to leave their office in charge of a substitute, before doing so, they are required to acquaint the substitute with all the duties.

402. Telegraphers having other duties to perform are forbidden to allow them to interfere with the proper attention to the telegraph, this service to be regarded as of the first importance.

403. When two or more telegraphers are employed during the day or night, it is required there be always one on duty. When both day and night men are employed, they are forbidden to leave their offices until relieved by each other.
When there is no night telegrapher, the day telegrapher, on leaving at night, is required to place in the window, where it can be read from the outside, a card showing where he can be found during the night; and when trains are likely to be seriously delayed, conductors are required to call such telegrapher to get train orders for them.

404. They are forbidden to leave their office when a train is at the station, unless required to do so by business connected with the train.

405. To open a telegraph office, it is required that connections be examined and relays adjusted, after cutting in, and before the circuit is opened. Particular care is required in wet weather to keep the relays in adjustment.
To close a telegraph office, it is required the instruments be disconnected from the circuit by cutting out, and connections examined to see that they are perfect.

406. They are required to use necessary precautions to protect the instruments from lightning, and if possible, to notify the Train Dispatcher’s office before disconnecting them.

407. At each telegraph office the telegrapher is required to keep a register of the time at which trains pass his office, and such other facts as may be required, give proper attention to the examination of his instrument, and be ready at all times to receive train orders.

408. In transmitting, receiving or delivering train orders, telegraphers are required to conform to the prescribed rules; keep a full set of signals ready for service, in accordance with the rules; observe the rear of trains, and report to the Train Dispatcher if markers or lights are not displayed as required.

409. In case a circuit is interrupted, they are required to test the wire, and report, if possible, on which side of their offices the trouble is. If it be at a point near by which the line repairer cannot promptly reach, they are required to notify the track foreman immediately.

410. They are forbidden to use the ground wire except when the circuit is interrupted, and then only long enough to ascertain and report as required by the preceding rule, or to transmit business that would suffer by delay.

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411. They are required to be sufficiently familiar with the switchboards to enable them to make such changes as may be necessary.

412. The signal "Wire" is used for testing wires. It has no absolute force, but a good reason will be required for failure to give way to it.

413. It is required that no messages presented by the officers of the Company be questioned.

414. They are forbidden to allow unauthorized persons inside the office.

415. It is forbidden to use the Company’s wire for the transmission of communications which may, without detriment to those interested, be sent by train.
It is required that telegrams delayed in transmission and also those filed late in the day which do not require action or a reply before morning, be forwarded by train mail when addressed to points which can be reached by 8 A. M. of the following day. It is required that a record of messages so handled be kept and filed with messages transmitted from that office. It is required that when telegrams are mailed, the special form of envelope be used and addressed to the telegrapher at receiving station, who is required to arrange for prompt delivery.

416. They are forbidden to receive messages to be transmitted free unless signed by an officer, agent or employe; and on each message sent or received are required to place the date and time filed at their office, and the initial of the telegrapher who sent or received it.

417. They are required to preserve messages sent, and to deliver promptly those received; to consider all messages confidential, and not permit them to be read except by those to whom they are addressed, or make their contents a subject of conversation or remark by wire or otherwise.

418. By a contract with the Western Union Telegraph Company, the telegraphers of this Company are required to transmit commercial business for the Telegraph Company, and in so doing conform to the regulations of the Telegraph Company.

419. They are required to be courteous in intercourse with one another and Persons transacting business at their offices, and are forbidden to use improper language over the wire.

420. When relieved, they are required to make written transfer in the register book of all train orders not delivered, and see that such orders, and all information pertaining thereto, are fully understood by their relief. The incoming telegrapher is required to compare the train orders with the transfer, and when a full understanding of the situation has been obtained, to note the time and sign the transfer.

421. They are required to use good judgment in working with inexperienced telegraphers, and to regulate their speed in transmitting to suit the speed of the receiving telegrapher. They are required to sign their office call after every three successive calls. Ordinarily, they are entitled to a circuit until they have called nine times.

422. Should the circuit be interrupted while a message is being transmitted, the telegrapher, if possible, is required to ascertain the cause. If it be a telegrapher breaking, and he uses no preference signal, the telegrapher sending is required to use the signal "10," and if not complied with, keep the key closed until he can proceed. It is required that such cases be reported to the Chief Train Dispatcher. Contention for circuit is forbidden.

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423. They are required to see that telegrams are properly timed, regardless of the time filed, and to note the office sent to, or received from, the time sent or received, the sending or receiving telegrapher’s personal signature, and note on the back of each delayed telegram the time calls are made.

424. Any officer of the Company may call for the original or copy of any railroad message sent or received by him or any of his subordinates. The Superintendent of Telegraph may call for the original or copy of any message.
For all original messages taken it is required that a copy be left in the files, showing disposition of the original.
No alterations, additions or erasures are allowed upon original messages after transmission.

425. Telegraphers, when they have business to send, can break into conversation between telegraphers not relating to business. Such conversation should be dispensed with.

426. They are forbidden to open their keys without first seeing that the relay is adjusted, and being sure that the circuit is not in use, except as stated in the foregoing rule, or unless directed by proper authority.

427. Students may be allowed in the telegraph offices by permission of the Superintendent. They are not permitted to work the main line circuits until authorized by the Chief Train Dispatcher, and then only in the presence of a telegrapher. The telegrapher is held responsible for any interruption that may occur to the line, or delay to the business, caused by inexperienced or unauthorized persons using the instruments without permission.

428. Telegraphers are required to see that their offices are kept in a neat and orderly condition, and their instruments free from dust and in good working order. They are forbidden to take them apart or alter the arrangement of wires, tables, or appurtenances without permission from

the Superintendent of Telegraph or Chief Train Dispatcher. They are required to notify him when their instruments need repairs, and to send to him instruments not in use.
Local batteries should be kept clean, and no dampness allowed on the space between the cells, or on the shelves beneath them. It is required that batteries be cleaned and renewed at such times as will least interfere with business.

429. Messages going off the division where they originate are designated "through messages," and it is required that through wires be used for such messages, except in case of emergency. When there is a break in any line, it is required that business be sent to the point nearest the break.

430. They are required to keep the Train Dispatcher advised of heavy fog and severe storms of rain, snow or wind.

431. Should a train be delayed in leaving a station, the telegrapher is required to promptly notify the Train Dispatcher.

432. They are required to give public notice upon bulletin boards of the time trains carrying passengers are due, if on time, or how late.

483. They are required to keep train-order signal at "stop" when trains are to be stopped for train orders or to keep trains apart the required time. It is the duty of telegraphers to see that the train-order signals are kept in good wo@king order and ready for use at all times; when necessary, to oil them, using kerosene oil; and when out of order, to notify the Chief Train Dispatcher by wire, giving cause of trouble and material required for repairs.

434. Every day, Sunday excepted, at 11:57 A. M., Eastern Time, it is required that all business be suspended on the time circuits and connections made with the Washington

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Naval Observatory clock during three minutes. This signal clock will break the circuit once every second, except the 29th second and the 55th to the 59th seconds, inclusive, of each minute are omitted. Thus the first beat after the pause of five seconds always marks 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 is a single beat. The first beat after the long pause indicates 12 o’clock, Eastern Time, or 11 A. M., Central Time.
Telegraphers are required to note and record each day the variation in the time of Standard clocks, and report any variation of thirty seconds in the time immediately to the Chief Train Dispatcher.

TELEGRAPH SIGNALS.

436. The following signals are to be used in telegraphing:
   1. Wait a minute.
   2. Give me correct time.
   4. Where shall I proceed?
   5. I have a message.
   7. Following is private.
   8. Busy on other circuit.
   9. Train Dispatchers’ signal to clear the line for train orders. Preference over everything except 27.
   10. Keep circuit closed.
   12. How do you understand?
   13. I (or we) understand that.
   18. What is the matter?
   19. Train order.
   23. The following is for you and others.
   27. This is very important, and has preference over all other business.

   31. Train order.
   35. You may use "27" to send answer to this message.
   37. Inform all interested.
   44. Answer immediately by telegraph.
"Wire" will be used as a signal for testing.

Note.--The President, Vice-Presidents, General Manager, Assistant General Manager, Superintendent of Transportation, Assistant Superintendent of Transportation, Superintendent of Car Service, General Superintendents, and Superintendents on through wires, and Train Masters, Chief Train Dispatchers and Dispatchers on their respective divisions, have the right to direct operators to use the signal "27," and its use is forbidden except by order of one of such officers.

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CONDUCTORS.

The following rules are applicable to both passenger and freight conductors.

436. Conductors are required to report to and receive instructions from the Superintendent and Train Master. They are required to obey the orders of Yard Masters within yard limits, and be governed by the directions of Station Masters and Agents in doing work at stations. They are also required to conform to the instructions issued by the Transportation, Passenger, Freight, Treasury and Accounting Departments.

437. They are required to know the geography of the system, the Official List, and the routes of traffic between different divisions.

438. They have charge of the trains to which they are assigned and all persons employed thereon. They are responsible for the safe and proper conduct of the trains, and all men employed thereon are required to yield a willing obedience to their proper orders.
They are responsible for the protection and care of passengers, baggage and freight; for a thorough performance of duty by the train employes; and for the observance and enforcement of all rules and orders relative thereto.

439. They are required to report all violations of rules and neglect of duty by the train employes to the Superintendent or Train Master, and in case of gross misconduct may, if necessary, suspend any such employe for the rest of the trip, reporting such action by wire, and holding the train should safety require it.

440. Before starting on each trip, conductors are required to have a copy of the current timetable for every part of the road to be covered by such trip, and to see that the enginemen and trainmen are likewise provided. If a new time-table is to take effect during the trip, this provision also includes the requisite copies of such time-table.

441. They are responsible for the preparation, inspection and condition of their trains. At points where there is no switching service, conductors are required to make up and put away their trains when necessary.

442. Before starting on each trip, conductors are required to report to the Train Dispatcher for orders, giving the number of the engine, name of enginemen, and such other information as may be required and to compare time with the enginemen and trainmen.

443. They are required to examine the special order books and bulletin boards at initial stations, and at all points on the road when it is practicable to do so, and are held responsible for the observance of all special orders and bulletins after they have had an opportunity to read them.
They are required to see that enginemen are advised of all new special orders or bulletins found at all intermediate points which it is necessary for them to know during the trip.

444. At points where train registers are kept, conductors are required to enter in the register all the information required by its form, and before proceeding to know whether all trains due, which are superior or of the same class, have arrived or left.

445. Whenever a train has more than one engine, or the engine is in charge of a pilot, the requirements of the rules apply to each engineman and to the pilot.

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446. They are forbidden to entrust the duties of the flagman to any person not entirely familiar with them, except when absolutely necessary, and then they are required to give the fullest instructions in such duties which the circumstances will permit.

447. They are required to do all they can toward the starting of their trains at the appointed time, and to make every effort consistent with the rules and with safety to move them with regularity and as nearly on time as possible. It is required that any lack of co-operation in this respect on the part of train, station, yard or signalmen, or telegraphers, be reported to the Train Master.

448. They are forbidden to start their trains from an initial station without a full crew except by direction of the Superintendent or Train Master.

449. Upon arrival at a meeting point, whether fixed by schedule or train order, after properly disposing of their train, if the train or trains to be met have not arrived or further orders are necessary, conductors are required to report promptly at the telegraph office for orders.

450. In case of delay, conductors are forbidden to go to meals or delay their trains for any other avoidable cause when they have the right to proceed by train order or otherwise, without first getting permission from the Train Dispatcher to do so, and in such cases they are required to report to him when ready to go and ascertain whether there are any orders for them.

In all cases of delay to their trains which are likely to affect the movement of other trains, they are required to report promptly to the Train Dispatcher, if possible, the cause and probable duration of such delay.

451. They are required to see that the brakes are securely applied on all cars left by them on sidings, and

that wheels are blocked, if necessary, and where derailing switches are provided, that they are set so as to prevent such cars from obstructing the main track.

452. When a conductor is relieved during a trip, he is required to explain fully to the relieving conductor all unfulfilled orders. Before proceeding, the relieving conductor is required to compare such orders with those held by the engineman, and if no orders are delivered to him, to be assured by both the conductor relieved and the engineman that they have received none.

458. They are required to see that hand and lamp signals are carefully and correctly given, and that whistle signals are accurately sounded.

454. They are required to see that, when switching is to be done, both the engineman and fireman are on the engine so as to observe signals from both sides of the train.

455. They are forbidden to allow running, or flying switches to be made when it can be avoided, and when unavoidable, it is required that such movements be made with all the care necessary to prevent accidents.

456. They are required to see that their trains do not stand on street or highway crossings for more than five minutes at a time, and when their trains are cut, to see that they clear the whole width of such crossing. Before a movement is made to recouple, it is required that one of the crew take a position at each crossing to give signals and to prevent accident.

457. When cars are switched off short of destination, or when cars are left which they have orders to move, conductors are required to notify the station agent or yard master of such action and the reason therefor, and to report the facts by wire to the Superintendent.

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458. If their trains have caused damage to track by derailment or otherwise, or passed over any dangerous defect in track, bridges or roadway, or in the event of any dangerous obstruction falling from their trains, they are required to stop at once and investigate. If the defect cannot be remedied or the obstruction removed, they are required to leave a flagman or other competent employe with signals to protect following trains, and to notify all trains that are met until notice is sent to the Superintendent from the next telegraph office.

459. Whenever the services of the trackmen are required, it is required that they be promptly called.

460. In case of heavy rain or high water, they are required to observe great caution in approaching bridges, culverts, and other parts of the road liable to be damaged thereby, and be assured of the safety of the same before attempting to pass them.

461. In case of accident to a train, the conductor is required to command the services of engines and employes of other trains, should emergency demand it.
In order that the work of replacing cars and engines may be done systematically, it is required that the conductor who has been longest in the service of the Company (when more than one on the ground), direct the manner of replacement and plan all work pending the arrival of an authorized officer.
Information required by rules should be promptly reported to the Superintendent by wire, and followed by a more detailed written report on blanks provided for that purpose. In reporting accidents on proper form by wire they are required to give sufficient particulars to enable the Superintendent to fully understand the situation, and when relief train or material is required to state clearly what is needed.

462. They are required to make out promptly at the end of each trip all reports for the several departments; to fully observe any special instructions that way be placed upon any of the blanks used for the reports, and to take proper care that their reports are punctually and safely deposited in the proper places.
They are required promptly to remit or deposit all money received on account of the Company as directed by the Treasury Department.
They are required to note in their train books the date of any occurrence important to remember and all details of consequence connected therewith.

463. They are forbidden to allow any other duties to interfere with the necessary precautions for the protection of their trains. They are required to have their flagmen act with the utmost promptness and in strict accordance with the rules, and to have flagmen and trainmen read and understand all train orders received by them.

464. Conductors starting from a non-registering station are required to procure a train order stating what trains are still out.

465. Work trains, when laying up for the night, are required to send a report to the Superintendent, stating the work limits desired for the following day, such limits to be confined to actual requirements.

PASSENGER CONDUCTORS.

466. Passenger Conductors, before leaving initial stations, are required to know that their trains are properly made up, and have been inspected, cleaned, ventilated, heated and lighted, and provided with water, ice, and other

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necessary supplies. It is required that any omission in these particulars be reported at once to the Station Master or other person in charge of the service, also to the Superintendent.

467. With the assistance of their trainmen, they are required to make a thorough inspection of their trains and personally to conduct the air brake, steam heat and air whistle tests, and to detach any cars that they cannot make safe to run.
It is required that side doors and traps of vestibules be kept closed while trains are in motion.

468. They are required to see that all cars taken into their trains at intermediate points are thoroughly inspected, to test the air brake, steam heat and air whistle appliances thereon and to ascertain that they are safe to run before starting the train.
When their trips begin at points where no car inspectors are employed, they are required to make inspection of their trains, with the assistance of their trainmen, and to conduct personally the air brake, steam heat and air whistle tests.
When cars are to be cleaned at points where no car cleaners are employed, they are required to see that trainmen thoroughly perform such work.

469. As soon as their trains are ready for the reception of passengers, they are required to see that the trainmen are stationed where they can best direct and assist them. At intermediate stations they are required to remain upon the station platforms, giving close attention to the quick dispatch of business and to the safe handling of passengers, except when it is necessary to enter the stations in the performance of other duties.

470. At inspecting stations they are forbidden to give the signal to leave until they have notice from the inspect-

ers that their work is finished, or at any station while passengers are getting on and off their trains, and, as far as possible, are required to prevent passengers from getting on or bff while the trains are moving.

471. They are forbidden to allow train employes to occupy seats with passengers, or to enter into conversation with them further than is required in the discharge of their duties. Conductors are required, however, to see that trainmen contribute as far as possible, without being officious, to the convenience and comfort of passengers, and give particular attention to women and children who are unattended, and to all persons who are ill, infirm, inexperienced, or otherwise unable to care for themselves.

472. They are forbidden to solicit business for any hotel or transportation company.

473. They are required to see that passengers are provided with seats as far as possible, and that no one is allowed to occupy more than a single seat to the exclusion of others. When there are not seats enough in the coaches, and vacant seats in any parlor or sleeping car in regular service on the train, passengers may be seated therein, and train conductors are required to arrange with parlor or sleeping car conductors accordingly. It is required that such seats be surrendered as soon as there is room in the coaches or whenever they are wanted for patrons paying for seats or berths. It is forbidden to assign or occupy seats in the sleeping cars at night after the regular passengers have retired.

474. They are forbidden to allow bulky packages or other articles in the coaches which obstruct the aisles, seats, or the space between the seats, to the inconvenience of passengers. It is required that articles of this description which are entitled to be carried as baggage be sent to the

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baggage car and checked, and if not entitled to be so carried to be forwarded by express or otherwise disposed of by the owner.

475. They are required to see that the ventilation of cars receive intelligent attention, that a proper and uniform temperature is maintained by the heating apparatus, that lamps are kept in good order, and when gas is used, that it is carefully regulated to avoid waste.

476. They are required to promptly notify the Superintendent or Train Master by wire when there are not enough cars in their trains to accommodate passengers.

477. They are forbidden to allow passengers to ride in or upon the platforms of baggage or express cars, or upon the engine without a permit.

478. They are required to see that the hand rails, platforms and steps of passenger cars are properly cleaned before arriving at stations.

479. They are required to see as far as practicable that passengers have transportation before entering the train, and to then direct them to the proper car. Passengers without transportation should be requested to purchase tickets.
They are required to collect transportation as soon as possible after leaving stations, and to pass through their trains at frequent intervals to attend to the wants of passengers, preserve order, and see that trainmen properly perform their duties.
They are required to have each passenger present a proper ticket or pass or pay the prescribed fare. A failure to observe this rule makes the offender liable to prosecution under the Interstate Commerce Law.

480. Should anyone be found upon a train without proper transportation, it is required that such person pay

fare, and in case of refusal, be requested to leave the train. If he refuses to leave the train peaceably, he should be ejected by the conductor, only such force being used as is necessary for his removal, and in no case with unnecessary violence, harsh language or display of temper. It is required that the ejections be made by conductors as an act of legal duty, and only in a reasonable manner and at a proper place within station limits. It should not be at such a place, in such weather, or at such unreasonable hours of the night as might ordinarily endanger the health or safety of the person ejected; and the person ejected shall not be a child of tender years, a person of unsound mind, or in such feeble or helpless condition as to be unable to take care of himself or herself at the point of ejection.
It is the duty of conductors and trainmen to attend to the safety and comfort of passengers lawfully on their trains, and to protect them against rudeness, threatened violence, assault, abusive, profane and obscene language or conduct. Any passenger thus acting on a train, whether provided with a ticket or not, should be promptly ejected from the train, whether at or between stations, but not at such a place as will endanger life or personal safety, and with only sufficient force for the purpose.
Conductors will call upon their crews and other employes for assistance in making ejectments, when required.
It is required that trains be stopped when ejectments are made.
It is required that the names and addresses of several witnesses be at once obtained and promptly sent to the Superintendent, with a full report of all the circumstances.

481. Should a conductor consider it his duty to permit a passenger to remain on a train, contrary to the foregoing instructions, it is required that a written report be made promptly to the Superintendent giving the reason for such action.

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482. When a train runs past the stopping place, the conductor, before giving the signal to back, is required to see that the passengers are warned not to alight until the train has stopped at its proper location.

483. They are required to see that all possible quiet is retained in and about sleeping cars at might, that trainmen in entering and passing through them move quietly and cover their lanterns, that all switching or coupling is done carefully so that shocks or violent movements are avoided, and that conversation in or about them by trainmen, yardman, inspectors and other employes is limited to that which is necessary for the handling of the trains and is carried on in as low a tone as practicable.

484. They are required to keep themselves thoroughly posted as to connections and the time of trains of all connecting roads. They are required to have in their possession when on duty a copy of the latest condensed timetable and be prepared to inform passengers as to routes, connections and through coach, parlor and sleeping-car arrangements.

485. When examining tickets they are required to notify passengers destined to points on branch or connecting lines where they are to change cars, and also where they will find the trains of such lines.

486. They are required to see that the announcements necessary for the information and guidance of passengers are properly made. At terminal and meal stations where there are no train callers, they are required to announce distinctly in the waiting, dining and lunch rooms, immediately before starting, the departure and the destination of their trains. At junction stations and crossings where trains leave in different directions, the conductor of each

train is required to cause to be announced distinctly in each coach before starting the direction the train is to go and the principal stations on the route.

487. It is required that articles left by passengers on trains be marked to indicate on what date and train they were found and by whom, and left with the Station Master or at the designated place at division terminal.

488. Before reaching a station at which the train will stop, it is required that the name be distinctly called twice in each coach with the doors closed in the following form: "The next station is ______;" and for meal stations the length of time the train will stop.
If the train stops before arriving at the station platform after the announcement has been made, the trainmen are required to call out, "This is not the station stop," so that passengers may not be misled and attempt to leave the train.
No announcement should be made in sleeping or parlor cars except by the conductor or porter of such cars.

489. They are required to report any irregularity in the handling or delivery of U. S. mail.

490. When cars out of service are in their trains or left at way stations on side tracks, it is required that the windows and doors be closed and locked.

491. On arriving at terminal stations, they are required to report to the car inspector or repairer any defects of the cars in their trains, and any imperfect action of the brakes or other appliances noticed during the trip. They are also required to notify the inspectors or repairers at intermediate stations of such defects or imperfect action, and, if necessary, give them an opportunity to remedy the same. They are required to report any equipment in trains that is inferior or not suitable for the service.

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492. When necessary to avoid delay, they are required to assist in handling train baggage.

493. When switching dining cars and passenger cars of any kind, occupied by passengers, it is forbidden to cut them loose from the engine or to detach the engine until the car or cars are stopped at the proper place.

494. Conductors are required to see that all closet doors are locked when approaching important stations or terminals.

495. It is forbidden to transport any gun powder, nitroglycerine, dynamite or articles of a similar nature in any car attached to a passenger train.

496. As their duties are of a delicate and responsible character, they require unusual judgment, tact and courtesy, as the safety of their trains and passengers and the reputation of the road are dependent upon their discretion and care.

FREIGHT CONDUCTORS.

497. Freight Conductors are responsible for the security of all freight carried by their trains.

498. They are required to take loaded and empty cars when ready to go forward. It is required that loaded cars be accompanied by waybills, empty foreign cars in service by slip-bills, empty foreign cars moving under charges by waybills, and empty system cars by special orders or by slip-bill.

499. They are required to call the Train Master’s attention to any carload or less than carload freight in their trains which in their judgment has been misrouted, thereby causing extra mileage or delay.

500. They are required to see that their trains are filled out to the required tonnage.

501. When notified that loaded cars are ready for their trains at side tracks which are reached before the billing stations for such tracks, they may take the cars to the billing station, where they are required to procure way-bills or leave the cars. When the billing station is reached first, they may take the way-bills for cars that they are notified by the agent are ready to go forward from such side tracks, but if the cars are found not ready to go, they are required to promptly return the way-bills by train mail to the billing agent, stating why the cars were not taken.

502. They are forbidden to move loaded cars on way-bills that have been altered, unless proper authority for such alteration is shown on the face of the bills, and are required to be careful to take no way-bill without its corresponding car or freight.

503. When freight is transferred they are required to enter the number of the car to which it is transferred, in the proper place upon the way-bill, and note upon the face thereof the place at which transfer was made and the condition of the freight when transferred, signing their names thereto.

504. They are required to deliver local freight at such reasonable places in freight houses or on platforms as agents may direct.

505. They are required to deliver the way-bills to the Yard Master or agent in charge of the point at which the cars or freight is left.

506. They are required to refuse to take cars that in their judgment are unsafe to run, or are loaded beyond their authorized capacity or the proper limits of height and width, or the lading of which is not properly distributed

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or secured, notifying the Yard Master or Agent and advising the Superintendent or Train Master by wire in each case of such refusal and the reason therefor.
Should a disabled car be left at other than a terminal station, the conductor is required to deliver the way-bill, if any, to the agent, endorsing thereon when, where and why left and to report the fact to the Superintendent or Train Master by wire, on the prescribed form, giving the number, initial, destination and contents of the car, and the material required for repairs. Where there is no agent, the conductor is required to deliver way-bill bearing the same notation to the agent at the next regular station.
Conductors are required to notify Yard Master of disabled cars brought into terminals.

507. When there are no car inspectors, with the assistance of the trainmen, they are required to inspect thoroughly all cars offered and be sure of their safe condition before taking them. They are required to see that side doors of empty cars are closed and securely fastened.

508. Oil-tank cars or cars containing explosives should be placed at least five cars from either end of the train and as near the middle as possible, and all passenger cars in rear of train.

509. Dead engines should be separated from other engines by at least five cars.

510. They are required to enter each trip in their train books the information called for by its form, and when their train books are filled, or when they leave the service or are transferred to other positions, to send them to the Train Master.

511. Unless freight trains are regularly designated to carry passengers, they are forbidden to permit any person to ride thereon, except by authority of the Superintendent or a general officer.

512. Persons who have no transportation or legitimate business on trains are not to be allowed to ride. It is required that every precaution be taken to prevent cars being robbed while in transit.

513. Persons accompanying live stock or perishable freight for the purpose of taking care of it, when provided with proper transportation, are permitted to ride on trains in which their cars are handled.
When the owner of live stock, in contracting for its transportation, agrees to go or send a man to attend to it, conductors or agents are forbidden to consent to such attendant abandoning the train or stock while in transit. If the owner or attendant should notify the conductor or agent that he proposes to abandon the stock before it reaches its destination, such conductor or agent is forbidden to accept such notice from him; but, on the contrary, is required to notify him that the Company cannot undertake to attend to the stock, and that it assumes no responsibility therefor.
Conductors are required to give persons in charge of live stock an opportunity for examination and care of the same by notifying them where stops are to be made and the probable duration of such stops.
If live stock gets down, the conductor is required to give all possible assistance to the attendant, and if it cannot be gotten up, to leave the car at any station at the request of the attendant, placing it at the stock chute if there is one, and notifying the Superintendent.
If there is no person in charge of such stock, he, with the assistance of the crew, is required to make effort to get it up, and, if the circumstances demand it, to switch the car at any station having a proper stock chute and pen in order that it may be unloaded by the agent. In the latter

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case, he is required to assist the agent, if necessary, in unloading the stock, but not to hold his train an unreasonable length of time while such stock is being unloaded, and in no case for it to be reloaded, without instructions from the Superintendent.
They are required to see that care is used in the handling of trains carrying live stock to avoid jerks or shocks that may be likely to throw the animals off their feet.
They are required to ascertain the length of time live stock in their charge has been in the cars without food, water or rest, and unless otherwise instructed, to report by wire to the Superintendent.

514. It is required that any articles left in cabooses by passengers upon freight trains be delivered to the station baggageman at the end of the run.

515. Unless his presence is required elsewhere, the normal place for a conductor while the train is in motion is in the cupola of his caboose, if it has one. If the caboose should not be provided with a cupola, he is required to maintain such other position, either on top or inside, as will enable him to see that his train is intact and that his trainmen properly perform their duties; also to know that his flagman goes out promptly when necessary to flag.
When approaching stations where it is necessary to register or get orders, he may go forward to avoid delay.
He is forbidden to ride on the engine except when actually necessary.

516. They are required to see that their crews are so distributed over the trains as to control them most effectually and be able to pass signals from any part of them to the enginemen. In cold or inclement weather, they may allow their men to ride in their cabooses or on the engines, as far as is consistent with safety, but in descending long

grades and when approaching and passing through timetable stations or points at which a train may be required to stop, the trainmen are required to be in proper positions on top of the trains.

517. When ascending grades upon which pushing engines are used, the conductor is required to protect the rear of the train in the same manner as if there were no pushing engines.

518. When a pushing engine leaves a train, it is required that the flagman or brakeman be on the rear car to apply brakes should the train part.

519. Conductors are required to see that cabooses or other cars detached from a train are not left standing on the main track on grades without a man at the brakes, and to see that a brakeman is stationed on the rear car on ascending grades and that the car has a reliable brake.
If their trains are stopped upon a crossing with another railroad at grade, they are required to see that the crossings are cut so as to avoid unreasonable delay to the trains of the other road.

520. It is required that draw bars, brakes, car doors or other parts of cars that become detached on the road, if fit for further use, be taken along and left with the cars from which they were detached, so as to be available for repairs.
Conductors are required to see that broken draw heads, brake beams or other fixtures or appliances of sufficient size to endanger trains, which may fall from their cars, are removed from the track.

521. In leaving cars at a station for loading or unloading, they are required to place them as directed by the agent.

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If agents request work to be done at their stations that seems unreasonable or unnecessary or if the work is not properly anticipated and arranged, it is required that it be done as expeditiously as possible, without argument or dispute, and the facts reported to the Train Master for correction.

522. Conductors are required to check all freight loaded by them with the way-bills, to make a record of all freight over, short or damaged, and to report same to the Superintendent.

523. When receiving freight at a non-agency station, they are required to make a memorandum way-bill in duplicate, using regular way-bill blank, to stop at the first agency station thereafter and surrender one copy of the memorandum way-bill to the agent and request him in return to supply a regular numbered way-bill for the shipment reading from his station, this regular way-bill to accompany the shipment to destination. They are required to preserve all duplicate copies of memorandum way-bills made by them, and on reaching their terminal station to enclose same to the Auditor of Traffic.
When such freight is offered at non-agency stations they are forbidden to issue receipts or bills of lading, but are required to notify shipper that same will be issued at the first agency and be returned to him by the agent if desired.
They are forbidden to leave freight at non-agency stations when no one is there to receive it if the weather is such as to cause damage.

524. When unloading freight at stations where no freight handlers are employed, they are required to have trainmen put the freight in the freight house, unless otherwise directed by the agent.

When freight is transferred from one car to another they are required to see that proper notation is made upon the face of the way-bill.

525. If there is no agent where freight is left, they are required to check off upon the way-bill all freight so left, and certify upon the face of the bill to its correct delivery and apparent condition, noting particularly any short or damaged freight. It is required that any freight over at such points be delivered to the agent at the billing station for such point.

526. Conductors in charge of maintenance and construction trains are required to see that all material is safely loaded and secured before moving it and when unloading material to see that it is properly distributed and does not obstruct the track. If it is liable to be damaged in unloading, they are required to see that it is handled with sufficient care to avoid such damage, and in unloading heavy material, such as rails, frogs and large timber, to use skids or such other appliances as are provided for the purpose.

527. They are required to use the utmost care to avoid injury to the men from the handling of material or the movement of either trains or cars.

528. They are forbidden to back or push cars containing workmen on the forward end of trains. They are required to haul them on the rear of the train.

529. They are required to keep such records and make such reports to the Maintenance Department of the work done by them as may be required by such department.

TRAIN BAGGAGEMEN.

530. Train Baggagemen are required to report to and receive instructions from the Train Master. While on trains they are subject to the orders of conductors, and

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at terminals to the orders of the station master or agent. They are required to comply with the instructions issued by the General Baggage Agent, the Passenger and Accounting Departments.
They are responsible for the safe keeping and correct delivery of all property placed in their charge.

531. They are required to open the baggage car in due season, and to receive all baggage, mail, Company material and supplies, and other articles properly consigned to their care.

532. They are required to receive baggage from passengers taking trains at stations where there are no agents or attendants, and after ascertaining from the conductors of the trains to what points passengers have presented tickets, passes or paid fares, to check same and deliver duplicate checks to the passengers.

533. If they have reason to believe the baggage exceeds the weight allowed for free transportation, they are required to attach a C. 0. D. tag to the baggage and advise the station agent or baggageman to whom they deliver it, in order that it may be weighed and the proper charges for excess collected upon delivery.

534. They are forbidden to receive as baggage anything not entitled under the regulations of the Company to be carried as such, or to receive any letters, packages, money or other valuables which they are not authorized to carry.

535. They are forbidden to receive baggage unless it is properly checked except at stations where there are no agents or attendants. They are required to have station "baggage way-bills" for all baggage, material, supplies and tools received in their cars, and to deliver a train "baggage way-bill" with the articles at destination or terminal.

536. They are required to enter in their baggage reports and way-bills the information required by the forms used, also the description, destination, address and other marks of all special packages so received.

537. They are required to give and take receipts on the proper forms for all baggage and special packages received or delivered by them.

538. They are required to examine all baggage received, and if any appears to be in bad order, to receipt for it accordingly, noting the fact in their baggage record and on the receipts taken by them upon its delivery. They are required to use special care in handling and stowing it to prevent further damage.

539. In handling U. S. mail they are required to conform to the regulations relative to such service, and to keep an accurate record of all pouches received and dispatched in accordance with the instructions printed on the back of the forms.

540. They are required to stow baggage in the order of its delivery so as to avoid delay in handling it at destination. Compliance with this rule shall not cause delay to train.

541. They are forbidden to receive a corpse for transportation unless it is chocked with a local or foreign excess check showing the form and number of corpse ticket taken up by the initial agent, and is in the care of a person who will take passage by the same train.
Whenever a corpse is received for transportation, they are required to notify the conductor, giving him the number of the excess ticket attaehed to it so that he may understand that the ticket for the corpse was taken up at the initial point. If not checked, they are required to notify the conductor so that he may collect the ticket, or fare therefor, from the passenger in charge.

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542. They are required to keep all detached tickets carried by them in a secure place, and to allow no one to have access to them.

543. They axe required to keep the end doors of their cars locked and not allow any person to enter, except the officers of the Company, mail agents, express messengers and trainmen in the discharge of their duties.
They are required to remain in the baggage car throughout the trip, unless requested to leave it by the conductors to perform other duties. When necessary to leave the car, they are required to see that all of the doors are locked.

544. In other than their special duties they will be governed by the rules for passenger brakemen.

PASSENGER BRAKEMEN AND TRAIN PORTERS.

545. Passenger Brakemen and Train Porters are required to report to and receive instructions from the Train Master, and when on duty, to obey the orders of the conductor.

546. The front brakeman is required to couple the engine to the train and make necessary hose connections, except where otherwise provided.

547. At points where car cleaners are not employed, they are required to clean, heat and light the cars and to supply them with water, ice and fuel, as may be required.

548. When their trains are ready for the reception of passengers, they are required to take position at the car steps and give all necessary information to passengers and request passengers to show tickets, when practicable.

549. When in attendance upon their duties at stations, they are required to maintain an erect attitude near the steps of the cars at which they are stationed, except when assisting passengers, and never to lean against the cars or

lounge or stroll about the platforms, and to avoid conversation with station employes and others, except with relation to the business of the train or to give proper information. In passing through sleeping, dining and private cars they are required to do so quietly, and if meals are being served to remove caps.

550. At intermediate stations, they are required to see that passengers who are to leave the train have opportunity to do so before any are allowed to get on.

551. When necessary to avoid delay, they are required to assist in handling train baggage.

552. When all movement of passengers to and from cars has ceased and, so far as they are concerned, the train is ready to go, it is required that the fact be announced by the brakemen and the parlor and sleeping car conductors or porters, if any, in regular succession, beginning at the rear of the train, by each man calling to the one immediately ahead of him "Ready here" and by holding his hand or lamp at arm’s length level with his shoulder, final communication to be given to the conductor. Careful attention should be given to this matter, and it is required that the announcements be distinctly and promptly made, so as to prevent mistakes and avoid unnecessary detentions.

553. The front brakeman is required to have the necessary signal appliances at hand and ready for use, and be prepared to protect the front of the train if it is necessary to do so.

554. They are required to assist in preserving order upon the train. If it be necessary for them to call the attention of passengers to the rules of the Company, they are required to do so in a quiet and courteous manner, without attracting unnecessary attention. They are required to insist firmly upon compliance with the rules, but avoid any altercation or dispute, and to report to the conductor any

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disorderly conduct or other violation of the rules which they cannot stop by these means. They are also required to report to him any attempt to evade the payment of fare, or any other irregularity which they may observe.

555. They are required to prevent passengers from riding on the platforms, and, as far as possible, from getting on or off the train while in motion, and from incurring other risks, or violating any of the rules of the Company provided for their safety.

556. They are required to keep the car seats turned, facing them toward the head of the train, except when proper to allow passengers the use of double seats.

557. They are required to give careful attention to the ventilation and heating of the cars, and when artificial heat is used to maintain a proper and uniform temperature.

558. They are required to study and be conversant with general rules for conductors and rules for passenger conductors, and to comply with them as far as they relate to their duties on trains.

FREIGHT BRAKEMEN.

559. Freight Brakemen are required to report to and receive their instructions from the Train Master, and when on duty, to obey the orders of the conductor.
The duties of freight brakemen are to assist the conductor in the handling of the train, to protect it from damage, and to guard it against loss.

560. It is required that they be governed by general and special rules applicable to conductors relative to making up of trains, inspection of seals and cars etc., and are required especially to see that the brakes, hand holds, steps, ladders, running boards of all cars in or to be taken into

their trains are in good condition, and to report all defects in these and other particulars which they discover to the conductor.

561. They are required to give all hand and lamp signals in a plain and accurate manner.

562. When on the engine, they are required to obey promptly the orders of the engineman.

FLAGMEN.

563. Flagmen are required to report to and receive instructions from the Train Master, and when on duty to obey the orders of the conductors.
It is their especial duty to protect the rear of their trains in accordance with the rules, and are forbidden to allow anything to interfere with the prompt and efficient discharge of this duty.

564. They are required to obey the signal from the engineman prescribed by the rules, but never to wait for such signal or for orders from the conductor when their trains need protection.

565. They are required to have a copy of the current working time-table for all parts of the road over which they are to run.

566. Before starting on each trip, they are required to examine special order book and bulletin board, and to see that their trains are provided with the standard train signals and other signal equipment and supplies.

567. They are required to take care of the markers and other rear signals, put them in place, see that they are

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properly displayed, that the signal lamps are cleaned, filled, trimmed, and burning brightly, and that the markers are kept adjusted to the track.
A flagging signal equipment consists of
   One Red Flag,
   One Red and one White Lamp,
   Six Fusees,
   Twelve Torpedoes,
   One box of Waterproof Matches,
and for passenger flagging,
   One Signal Case, additional.
They are required to have three torpedoes securely attached to their flagstaff by day and to their red lamp at night, and to keep the entire equipment at hand ready for immediate use at all times when on duty.

568. After reading train orders, they are required to keep them in mind, and, should there be occasion to do so, to remind the conductor of them.

569. They are required to observe closely other trains and act promptly in the protection of their trains when necessary to do so.

570. They are required to be prepared to make prompt emergency application of the air brakes, and to apply the hand brakes when necessary.

571. When a private or official car is on the rear of the train, they are required to ride in the front part of such car, unless the observation end is ahead, when they will ride in the rear part, if it is unoccupied; but always to take such position therein as not to remain with or disturb the occupants, unless it is unavoidable.

572. In other than their special duties they will be governed by the rules for passenger and freight brakemen, as the case may be.

ENGINEMEN.

584. In all matters pertaining to the Transportation Department, enginemen are required to report to and receive instructions from the Superintendent and Train Master, in all matters pertaining to the Mechanical Department, to report to and receive instructions from the Master Mechanic.

585. They are required to obey the orders of the Road Foreman of Engines; when within station and yard limits the orders of the station masters, station agents and yard masters, respectively; when within shop and enginehouse limits the orders of the foremen. They are required to obey the orders of their conductors with respect to the general management of their trains and to the station, yard and construction work in which they are engaged.

586. They are responsible for proper management of the engines in their charge, for care of equipment, and for economical use of fuel and supplies. They are also responsible for the performance of duty by their firemen, are required to instruct them in such duties, when necessary, and to report incompetence or neglect of duty upon their part to the Superintendent, or to the Master Mechanic, as the circumstances may demand.

587. They are required personally to see that trains do not leave initial stations, or junctions, or pass from double to single track, until they have ascertained whether all trains due, which are superior, or of the same class, have arrived or left.
When in sole charge of a train, they are required personally to register it at all registry stations.

588. If air brakes, steam heating, or air signal appliances are in use on the train, enginemen are required to see that

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the necessary connections are made between the engine and train, and also between engines when double-headers are used.

589. Before leaving the initial station on any division enginemen are required to report, with the conductor, to the train dispatcher for orders; and if there are no orders for them, it is required that they receive a Clearance Card, Form 1012, properly dated, addressed and signed.

590. They are required to examine the special order book and bulletin board at initial stations, and at all points on the road when it is practicable to do so, and are held responsible for the observance of all such special orders and bulletins after they have had an opportunity to read them, or after being advised of them by conductors.

591. Enginemen of passenger and mixed trains are forbidden to start from any station without the starting signal prescribed by Rule 16 (A). Enginemen of other trains are forbidden to start without receiving from the conductor the signal prescribed by Rule 12,Cut (B).
As soon as the proper signal is given they are required to start their trains carefully, and see that they have the whole train before passing the station or yard limits.

592. Enginemen of freight trains are required to whistle for and receive signal from the rear of the train, commencing the ascent or descent of heavy grades, and when starting from water or other stations; and to look back frequently, especially when rounding curves, to see that they have the whole train, and that it is all right.

593. They are required to maintain, as far as practicable, regular and uniform speed, and to avoid sudden increase or checking of speed, except when necessary to prevent accident. They are required to avoid excessive speed on down

grades, and to run with due caution where the track is under repair, and at all points where there is reason to apprehend danger.

594. When running they are required to avoid all violent or sudden movements or shocks to the trains which cause discomfort or annoyance to the passengers, or damage to live stock or property, and to approach all sharp curves carefully, reducing speed as much as is necessary to cause the trains to run smoothly.

595. They an required to obey all signals promptly. An engineman on a train carrying signals, on meeting or passing an engine or train, is required to give proper signal as prescribed in Rule 14 (K), and to receive proper signal in answer thereto as prescribed by Rule 14 (G), and if prompt answer is not given, to stop his train, find out why no answer was given and report the facts in writing to the Superintendent. When two trains or engines meet, each carrying signals, they are required to give the proper whistle signal and answer. If in doubt as to the meaning of any signal, they are required to stop and ascertain its meaning.

596. They are required to give special attention to the care and condition of day and night classification signals, and to markers, when used on their engines. It is required that flags be kept clean, and the lamps burning brightly when in use. The use of one classification signal is not permitted when two can be displayed. It is required that headlights be lighted at night and whenever the approach of the train cannot otherwise be plainly seen.

597. If anything is seen which has the appearance of an obstruction, or if there be reason to believe that his train has passed over any dangerous defect of track or roadway, the engineman is required to stop at once and notify the conductor, in order that he way investigate and take proper action.

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598. During and immediately after severe storms of rain, snow or wind they are required to run with caution over those portions of the track likely to be damaged.

599. Enginemen are required to respond promptly in making answer to signals, and are forbidden to pass a flagman until they have ascertained the reason for being flagged.

600. They are required to be alert in all matters pertaining to the protection of their trains, and when it becomes evident to them that rear protection will be required, to whistle out the flagman immediately, and repeat the signal until protection is assured.

601. When fixed signals are obscured by fog or storms, enginemen are required to approach them at such a rate of speed as to be able to stop within the distance at which their indication can be distinguished, and should they be unable to see the indication of the signal without encroaching upon the danger point protected by it, to stop clear of such point and send the fireman ahead to ascertain the indication, and be advised thereof by him before proceeding.

602. If the signal is missing, or does not show good light, from any main track switch, they are required to report the fact by wire to the Superintendent from the first open telegraph office at which they stop. The absence of switch lights should be taken as a danger signal, in Accordance with the general rules.
They are held accountable for passing a switch which is not in the right position for them.

608. Enginemen are required to use every precaution against fire, and not to allow anything that may cause a fire to be thrown from an engine when in motion. It is required that dampers of ash pan be kept closed while

crossing bridges and trestles. It is forbidden to clean ash pans or smoke arches except at designated points, or to allow fires to be drawn over crossing frogs, switches or interlocking appliances. It is required that fire be extinguished when drawn. It is required that report be made by telegraph to the Superintendent of any damage to the Company’s property, and section men or other employes that may be in the vicinity notified. If any bridge or trestle is found to be on fire, it is required that immediate assistance be rendered, keeping in view the safety of their own trains and others that may be approaching. If a fire is discovered on or near the Company’s property, it is required that fire alarm signal be given at once and when passing next section gang.

604. It is forbidden to use sand when passing over switches, frogs and interlocking fixtures, and in the freezing weather, to permit overflow from injectors in such places.

605. When necessary to take coal or water, it is required that freight trains exceeding twenty cars be stopped at least 100 feet from coal or water stations and engines uncoupled.

606. It is forbidden to allow tank spouts, water cranes, hose pipes, or coal chutes to be moved to or from the tender while engine is in motion; and it is required that they be replaced in proper position and secured after use.

607. When on duty at night, enginemen are required to have in their cabs where they cannot be seen from passing trains, red lamps lighted, and in day, red flags mounted, both in good order, with three torpedoes attached to each to be used by the firemen in protecting the trains and to signal approaching trains in case of danger.

608. When an engineman is unable to proceed with his train on account of a danger signal, an obstruction, a

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defect of track, or a failure of his engine, so that it becomes necessary that the rear of the train be protected by a flagman, he is required immediately to give the signal prescribed by Rule 14 (C); and when he fails to make his running time to an extent which involves any risk of being overtaken by a following train, to slow the train sufficiently to admit of the flagman getting off, and to give the signal prescribed by Rule 14 (C).

609. When an engine is disabled on the road, in addition to complying with the rules, the engineman is required to report as soon as practicable to the conductor the nature of the defect and the probable time the train will be detained thereby.

610. Enginemen are required to regulate the stopping of their trains so as to avoid unnecessary delay. When stopping at water stations or other points, they are required to know that they have their entire train before applying air brakes, and to take water and to oil their engines with all necessary dispatch, bearing in mind that time lost at stations necessitates higher speed and corresponding risk.

611. When a passenger train runs by a stopping place, the engineman is forbidden to back the train until he has received from the conductor the signals prescribed by Rule l2(c) or 16 (c). It is required that care be exercised in backing the train to avoid injury to passengers or others by a sudden or unexpected movement.

612. When running extra trains enginemen are required to sound the whistle when approaching curves where the view of the track is obscured; and if such curves are long, to repeat the signal at intervals of a quarter of a mile until they are past, or until the view is clear.

They are required to sound all whistle signals accurately, and report to the Superintendent or Train Master all careless or faulty rendering of hand or lamp signals by trainmen or yardmen.

613. On trains carrying mail cars on which catcher service is performed, they are required to sound the station whistle signal approaching mail cranes for the guidance of the mail clerks.

614. If an accident to a train on a double track blocks the opposite track, the engineman will see that one torpedo is immediately placed on the right hand rail of such track and will then detach the engine and run forward to stop trains on the opposing track, displaying a danger signal from the side of the cab next to that track. When at a safe flagging distance, if no train is met, he will leave the fireman or a trainman with danger signals to flag and will return to his train.
When an obstruction is seen upon the opposing track, he will exhibit a danger signal from the side of the cab next to that track and notify the first train met of the obstruction.
When a freight train on double track is brought to a sudden stop, the conductor or engineman will immediately send a man ahead to stop approaching trains.
In territory where more than two parallel main tracks are in use, enginemen and conductors will protect approaching trains on all adjoining main tracks under the conditions referred to above.

615. Enginemen are required to observe trains on the opposite track, and if they are running too closely together to give a succession of short blasts of the whistle to call attention to the fact.

616. They are required to see that brakemen who are riding on their engines promptly return to their positions on the train whenever it is necessary.

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617. Enginemen are required to know at all times what persons are on their engines, and not to allow any person to ride thereon except officers of the Company, and conductors or brakemen on duty, except by permission of proper authority.

618. They are required to instruct their firemen in all matters pertaining to the operation and care of engines, and may allow them to handle the engine at stations, under their immediate supervision, but not to permit them to do so under any other circumstances without written authority from the Master Mechanic or Road Foreman of Engines.

619. Enginemen are required to exercise care to prevent water being thrown from smoke-stacks when starting, and are forbidden to open cylinder cocks, or to permit overflow from injectors at station platforms. They are required to have the firing done in such manner as to avoid dense smoke, and to use the blower gently to prevent smoke trailing when at stations. It is required that the steam pressure be regulated to avoid the escape of steam from safety valves.

620. They are forbidden to apply the air brakes, or keep them applied, while passing over trestles or bridges, except in cases of emergency.

621. When a train has more than one engine the requirements of the rules apply alike to the engineman of each engine, except that the use of the engine bell, whistle and air brake is limited to the leading engine. It is required that special instructions governing the use of the air brakes, steam, heat, etc., be observed.

622. Enginemen are forbidden to leave their engines while in service, except in cases of necessity, and then in the care of the firemen. They are forbidden to leave them while on the main track, except to perform duties required by the rules.

When they leave their engines under steam, they are required to see that the throttles are closed and secured, the reverse levers in center, and the hand brakes firmly set.

623. They are forbidden to change engines while on the road unless directed to do so by the Superintendent or Train Master.
When an engineman is relieved during a trip either by another engineman taking charge of his engine or by an engine in charge of another engineman being substituted on his train, he is required to deliver to the relieving engineman unfulfilled orders. Before proceeding, the relieving engineman is required to compare such orders with those held by the conductor, or, if none be delivered to him he will be assured by both the engineman relieved and the conductor that they hold no orders for the train.

624. In switching or coupling passenger or private cars enginemen are required to make the necessary movements with great care, to avoid shock to such cars.

625. It is forbidden to run engines backward, either in passenger or freight service, or light, at a speed to exceed 15 miles per hour, or backward from or past a point where a turntable or wye is located, without special authority from the Superintendent.
It is forbidden that yard engines without engine truck or pilot exceed a speed of 15 miles per hour under any circumstances.

626. Enginemen are required to avoid, as far as possible, the slipping of driving wheels.

627. They are forbidden to interfere with the safety valves, or to allow the steam pressure to exceed the limit at which the valves are set. If, in their opinion, such valves are not properly adjusted, they are required to report them to the Master Mechanic.

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628. They are required to make all reports and other returns required of them by the Transportation and Mechanical Departments, respectively, in due time, and in the form and manner prescribed.

629. At the end of each trip or other period of service, they are required to make a thorough inspection of their engines, and report to the Master Mechanic, on the proper form, all defects discovered, or work found to be necessary, stating also any repairs that have been made by them during the trip.

630. They are required to observe rules for conductors and other classes of employes so far as they relate in any way to the proper discharge of their duties.

631. At points where there is no switching service they are required to make up and put away their trains when necessary.

632. A pilot engineman is required to run the engine; he is equally responsible with the engineman and conductor whom he pilots for the safety of the train, and is required to sign jointly with them all orders for the movement of the train.

633. When there is no conductor, or when the conductor is disabled, the engineman, unless otherwise directed, is required to take charge of the train, and be governed by the rules prescribed for conductors. On double-headers the senior engineman is required to assume those duties.

634. When running light trains or engines upon the reverse track, enginemen are required to reduce speed around curves and to sound the whistle and bell signal, as necessary, for warning and protecting employes who may be upon the track.
They are required to use the utmost care to prevent killing or injury of stock, and to stop the train, if necessary, to prevent such accident.

635. They are forbidden to permit their engines to stand nearer than 100 feet to a street or highway crossing, or under any bridge, when it can be avoided; nor in the vicinity of offices, waiting rooms, or near cars occupied by passengers, where the noise or smoke would disturb the occupants.

FIREMEN.

636. In matters pertaining to the Transportation Department, firemen are required to report to and receive instructions from the Superintendent and Train Master, in matters pertaining to the Mechanical Department, to report to and receive instructions from the Master Mechanic and Road Foreman of Engines, within shop and enginehouse limits, to obey the orders of the foremen, when in yard limits, to obey the orders of Yard Masters, and when with an engine to obey the orders of the enginemen.

637. Before starting on each trip they are required to see that their engines are provided with the signals, supplies, flags, lamps and torpedoes necessary for the protection of the front of their trains, and that all signal equipment is in proper condition and ready for use. They are also required to examine special order books and bulletins.

638. They are required to read carefully and keep in mind train orders received, and, should occasion require, call the attention of the enginemen thereto.

639. They are responsible for maintaining the requisite pressure of steam, for economy in use of fuel, for keeping their engines clean while in service, and for the protection of the front of their trains, as provided by the rules.

640. They are required to feed their fires and regulate the draft so as to reduce to a minimum the discharge of black smoke from the stack, or unnecessary escape of steam at the safety valves.

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641. They are required to be constantly on the alert to obey signals when doing station or switching work.

642. They are required to assist the enginemen in oiling and repairing the engines when required, and in keeping a lookout for signals, obstructions and defects of track and of their trains.

643. They are required to take charge of the engines in the absence of the enginemen, but not to move them, unless, in some emergency, they are instructed to do so by the conductors or other person in authority.

644. They are forbidden to allow tank spouts, water cranes or coal chutes to be pulled toward the engines while in motion.

645. In taking fuel they are required to see that no more is taken than will ride safely upon the tenders, to see that the tools and fire irons are so placed that they will not fall off, and not to allow anything to be thrown from the engines while in motion.

646. They are required to take water, clean the ash pans and spark arresters, and to assist in taking fuel and turning engines when called upon.

647. They are required to be familiar with the rules for enginemen and observe how they are carried out, and to observe rules for other classes of employee so far as they relate in any way to the proper discharge of their duties.

SWITCH TENDERS.

655. Switch Tenders are required to report to and receive their instructions from the Station Agent, when in yards, to report to and be under the direction of Yard Masters or Station Masters.

656. They. are required to operate the switches under their charge for trains using them, to keep switches in good condition and clear of snow or other obstructions, and to report defects promptly.

657. They are required to keep the specified switches locked for the main track, except when passing trains to or from another track, and to watch for approaching trains and give the safety signal when all is right.

658. Where night Switch Tenders are employed, they are forbidden to leave their posts until relieved by each other, and the one going off duty is required to inform the one coming on, of trains due which have not passed.

AIR BRAKE, TRAIN AIR SIGNALS, STEAM HEAT, AND PINTSCH GAS LIGHTING SYSTEM.

659. Full instructions in regard to the operation of the air brake, train air signals, steam heat, and Pintsch gas lighting system have been issued in separate book form and adopted as the practice of this Company; and all employes having to do with such work are required to provide themselves with copies and familiarize themselves with the instructions referred to.

SPECIAL ORDER BOOKS, AND CONDUCTORS’ AND ENGINEMEN’S FILES OF SPECIAL ORDERS.

660. Special Order Books for the preservation of special instructions and the acknowledgment thereof are located on each division of the road at points indicated upon the time-table. It is required that they be used as follows:
It is required that all orders to be entered in these books will be headed "Special Order," be numbered consecutively, and be issued by the Superintendent. It is forbidden to change these numbers except by direction of the Superintendent, and it is required that each order bear the

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same number upon all Special Order Books of any division. Special orders may be transmitted either by telegraph or by mail, the former method being preferable, as insuring a more prompt placing of the orders, and giving a check upon the exact time received at each point. When transmitted by telegraph, the receiving operator is required at once to transcribe them legibly and neatly upon the first blank left-hand page in the Special Order Book, leaving the right-hand page for signatures. When sent by mail, the agent or operator receiving them is required to paste them at once upon the first blank left-hand page of the book, noting thereon in ink hour and date posted, leaving the right-hand page for signatures. Not more than one special order should be placed upon one page.

661. Orders issued by the Superintendent not headed "Special Order" and numbered as above provided are not to be entered in these books, but should be posted on the bulletin board. Agents and operators are required to call attention to each special order as soon as issued by writing its number and date in the proper place on the board provided for that purpose.

662. Conductors and enginemen are required to examine Special Order Books before starting on and at the end of each trip, and as much oftener as they have opportunity. They are held responsible for knowing and complying with each special order as soon after it is issued as they have access to a Special Order Book. They are required to acknowledge the reading and understanding of each order by registering their names on the right-hand page opposite such order.

663. Conductors and enginemen will be furnished book files for the purpose of keeping copies of special orders at hand when on duty, for their convenience. Copies of each

important special order should be mailed to each conductor and engineman, and it is required they be filed by them in regular order in their files. It is their duty to compare their filesi from time to time with the Special Order Books, and if they fail to receive a copy of any special order, except those marked "No copies issued," to procure a copy from the Train Master.

664. When it is deemed unnecessary to mail copies of any special orders to conductors and enginemen, it is required that such orders bear the notation "No copies issued" upon their face in the Special Order Books.

665. Orders not headed "Special Order" are not required to be entered in conductors’ and enginemen’s files of special orders.

666. Conductors and enginemen are required to present their files of special orders to the Train Master for inspection at least once each month, and the Train Master to see that orders are regularly filed and that they are carefully and neatly kept.

U. S. MAILS.

667. Attention is called to the following orders and extracts from the Postal Laws and Regulations of the United States, edited April 1, 1902.

When Railroad Companies are Required to take Mails From and Deliver Them Into Post Offices.--"SECTION 1191."
Every railroad company is required to take the mails from, and deliver them into all terminal post offices, whatever may be the distance between the station and post office, except in cities where other provision for such service is made by the Post Office Department. In all cases where the Department has not made other provision, the distance between terminal post office and nearest station is computed in, and paid for, as part of the route.

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The railroad company must also take the mails from and deliver them into all intermediate post offices and postal stations located not more than 80 rods from the nearest railroad station at which the company has an agent or other representative employed; and the Company shall not be relieved of such duty on account of the discontinuance of an agency without thirty days’ notice to the Department.
The Department will provide for the carriage of mails to and from intermediate post offices and postal stations located more than 80 rods from the nearest railroad station; and also to and from intermediate post offices and postal stations located 80 rods or less from the railroad station when the railway company has no agent or other representative employed at such station.
In all cases the distance between the railroad station and the post office or postal station must be measured by the shortest route open to public travel, avoiding angles, from the nearest door of the baggage room to the nearest door of the post office building where the receipt and delivery of the mails is practicable. In case there is no baggage room or station the measurement shall be made from the middle of the station platform where mails are exchanged.
SECTION 1195.
When a messenger employed by the Post Office Department cannot wait for a delayed train without missing other mails, the railroad company will be required to take charge of and dispatch the mails for the delayed train, and will be responsible for the inward mail until delivered to the messenger or other authorized representative of the Department.
SECTION 1192.
At connecting points where railroad stations are not over 80 rods apart, a company having mails on its train to be forwarded by the connecting train will be required to transfer such mails and deliver them into the connecting train, or, if the connection is not immediate, to deliver them to the agent of the company to be properly dispatched by the trains of said company.
SECTION 1200.
At all points at which trains do not stop where the Post Office Department deems the exchange of mails necessary, a device for the receipt and

delivery of mails satisfactory to the Department must be erected and maintained; and pending the erection of such device the speed of train must be slackened so as to permit the exchange to be made with safety.
SECTION 1193.
At places where railroad companies are required to take the mails from and deliver them into post offices or postal stations or to transfer them to connecting railroads, the persons employed to perform such service are agents of the companies and not employes of the postal service, and need not be sworn; but such persons must be more than sixteen years old and of suitable intelligence and character.
Departure of Mails at a Late Hour at Night.--SECTION 1197.
When a train departs from a railroad station in the night time later than 9 o’clock, and it is deemed necessary to have the mail dispatched by such train, the Division Superintendent of Railway Mail Service will, where mail is taken from and delivered into the post office by the railroad company, request the company, or where a mail messenger or carrier is employed by the Post Office Department will direct him to take the mail to the railroad station at such time as will best serve the interest of the mail service, such mail will be taken charge of by the agent or other representative of the railroad company, who will be required to keep it in some secure place until the train arrives, and then see that it is properly dispatched.
The Division Superintendent of Railway Mail Service will give reasonable advance notice to the proper officer of the railroad company, in order that the agent or representative of the company may be properly instructed.
Arrival of Mail at a Late Hour at Night.--SECTION 1196.
Whenever the mail on any railroad route arrives at a late hour of the night, the railroad company must retain custody thereof by placing the same in a secure and safe room or apartment of the depot or station until the following morning, when it must be delivered at the post office, or to the mail messenger employed by the Post Office Department, at as early an hour as the necessity of the post office may require.

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SECTION 5474, Revised Statutes.
Any person who shall have taken charge of the mail and shall voluntarily quit or desert the same before he has delivered it into the post office at the termination of the route, or to some known mail carrier, messenger, agent or other employe of the Post Office Department authorized to receive the same, shall be punishable by a fine of not more than five hundred dollars, and by imprisonment for not less than three months nor more than one year.

668. Under Section 44 of the Postal Laws and Regulations, a post office inspector has general authority, upon the presentation of his proper credentials, to open, or even take charge of mail matter whenever he finds it necessary to do so.
That section reads as follows:

Post Office Inspectors are the special representatives of the Postmaster General.
Postmasters, clerks, employes, contractors and others connected with the postal service are subordinate to post office inspectors when acting within the scope of their duty and employment. But no arbitrary power is hereby conferred upon them. They are not to interfere with any officer or employe who is in the proper discharge of his duty, further than to examine his methods, system and accounts, or any complaints which may be made against him. Nor are they to interfere with the mails or the transportation thereof, except as expressly authorized by law and as permitted by the Regulations.
Inspectors are intrusted with keys to the several mail locks in use, and are empowered to open and examine mails whenever and wherever they may find it necessary. They are authorized to enter and inspect post offices at all times and make such other inquiries and Investigations as the interest of the service may demand.

669. In order that there may be no interference with a post office inspector while in the performance of duties

clearly within the scope of his authority, upon presentation of his commission by an inspector it should be carefully examined as to date and genuineness, and as conductors are familiar with the commissions held by post office inspectors, in cases where inspectors desire to examine the mails in the baggage car, the conductor is required to instruct the baggageman to allow such inspection, and where the mails are to be examined while in the charge of railroad employes at points where transfer clerks are not employed by the Department, the employe is required to have the station agent verify the correctness of the commission held by the inspector.

670. At catch stations it is the duty of the messenger, whether employed by the Post Office Department or the railroad company, to remain at or near the crane until the train has passed, so that in case of a failure, the cause may be definitely ascertained and the mail secured from loss, damage or depredation.

671. It is forbidden to allow mails to remain upon tracks or platforms unguarded, or where they will be liable to depredation or to damage by the elements; but it is required that they be dispatched to the post office or placed aboard the proper trains without delay. Agents and other employes are held personally responsible for their proper care at stations.

672. When a mail pouch is carried by or left short of destination or is otherwise improperly delivered, it is required that notice be immediately sent to the Superintendent by wire, and to the General Baggage Agent by letter, and the mail sent to its proper destination by the first train.

673. All persons through whose hands a miscarried mail pouch passes are required to make a telegraph report to the Superintendent and a written report to General Baggage Agent, giving full particulars.

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674. Train baggagemen who fail to receive mail pouches usually carried on their trains are required to report the fact to the Superintendent and the General Baggage Agent, and to deliver to the station baggageman or mail messenger to whom the pouch is due a "Mail Shortage Notice" properly filled out.

675. In the event of mail failures or other irregularities in the handling of U. S. Mail, it is required that an immediate report of the facts be made to the General Baggage Agent. This report shall be sufficiently comprehensive to admit of making a proper report to the Post Office Departinent without additional correspondence. It is required that the names of the employes at fault, the numbers of all trains referred to, and the directions in full on pouch labels be shown in these reports, together with any other essential information.

676. Station agents who fail to receive mail pouches usually received by them are required to deliver to the Postmaster or carrier a "Mail Shortage Notice." It is intended to apply the shortage notice system to all cases of failure to receive mails, including local stations, but excepting catch stations. The duty of furnishing shortage slips devolves in every case upon the person who should deliver any pouch to another person, and where pouches due are not accounted for by shortage slips, the party who should receive them is required to wire the Superintendent and send a written report to the General Baggage Agent, giving full particulars, in addition to furuirhing shortage slips to the person to whom the pouches are due, or through whose hands they should pass in regular course of transit. Where a number of pouches are due and connection is close, a set of shortage slips for such pouches as are to be received or dispatched should be prepared in advance, leaving the

date blank, so that when failures to connect occur, these slips may be quickly dated and handed to the proper party without fail.

TRAIN MAIL.

677. This Company is permitted to carry by train mail between points on its system:
a. All letters and packages to and from officers, agents and employes when relating to business of the Company.
b. All letters and packages to officers, agents and employes from connecting lines when relating to the joint business of the Companies.
c. All letters and packages from officers, agents and employes to connecting lines when relating to the joint business of the Companies.
d. Railway advertising matter, folders, circulars, tariffs and printed blanks in unsealed packages.

678. It is prohibited to carry by train mail:
a. Correspondence or other written matter that does not pertain strictly to the business of this Company, or to joint business with a connecting line.
b. Correspondence relating to the personal affairs of employes.
It is required that all such prohibited matter be returned immediately to the person or employe offering, with advice that such matter cannot legally be forwarded by train mail. When unable to return to the person from whom received it is required that it be forwarded to the Superintendent for disposal.

679. It is required that correspondence for general, commercial and traveling agents of this Company, when located at points on foreign lines, be sent through the United States mail.

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RULES FOR CARE OF LAMPS.

680. It is required that Lamps and Lanterns in use be properly cleaned and filled daily, and oil remaining in the fonts be emptied out every two weeks.
It is forbidden to fill fonts within one-half inch of the top, and it is required that the wicks be long enough to reach the bottom of the fonts.

681. It is required that burners be thoroughly cleaned, special attention being given to the air vents, and fresh wicks put in at least once a month, care being taken to see that the wicks fit the burners, to permit of their being turned up easily.
It is required that the burnt tops of the wicks be wiped off instead of being cut with knife or shears.
It is required that all oil, soot and dirt be wiped off the fonts and from the inside of lanterns and lenses and all vents kept open.

682. It is forbidden to turn wicks beyond one-half full size of the flame until the burner gets warm. It is required that if the flame flickers after the lamp gets warm that the cause should be located, and if the burner is bent that it be straightened or replaced. It is required that report be made to the proper authority, when lamps do not burn properly, that they may be replaced or repaired.

PERSONAL INJURIES.

683. Whenever passengers or employes are injured, it is required that everything possible be done for their proper care, if prudent to take them to the nearest place at which the Company has a surgeon and leave them with such surgeon for treatment, or, if they cannot be moved, to call the nearest Company’s surgeon. If the case is urgent, it is required that the nearest competent surgeon obtainable be

called to administer first aid and care until the Company’s surgeon can take charge of the case. When a number of persons are injured, it is required that the services of competent surgeons in the vicinity be secured at once, but no surgical operation is to be performed until the arrival of the Company’s surgeon, unless required for the immediate safety of the patient.

684. The Company’s surgeon, upon relieving a called surgeon, is required to secure from him, if possible, a statement in writing on the Company’s blanks or otherwise, showing condition of the patient from the time he was called, the result of his examination, and the treatment given; and for his services and making said report the called surgeon shall be paid reasonable compensation.

685. Whenever a serious accident happens to a train, conductors, after making provisions for safety of trains, are required to give their whole attention to the care and comfort of passengers, especially those who are injured.

686. Bedding and linen may be taken from sleeping cars for this purpose, the conductor keeping an account of all articles taken and attending to its return or safe keeping; and, when necessary, injured persons may be put in the sleepers.

687. When persons (other than employes) or passengers, by reason of climbing on, or jumping or falling from moving trains, or persons walking or lying on the track, are injured, it is required that they be sent to their homes or placed in charge of the county, city or village authorities, and no expense incurred on the part of the Company in the matter.

688. It is required that a report of a11 accidents, giving names and addresses of the injured persons and the extent of their injuries be telegraphed immediately to the Superintendent (Form G S 1) by the conductor, agent or person

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in charge, and as soon as possible thereafter a full detailed report made (Form G S 2) and forwarded to the Superintendent of the Division, a separate report being made for each person injured. If the person injured is an employe, he is also required to make and sign a statement of facts in relation to the accident.

689. It is required that every effort be made to procure the names and addresses of all persons, outsiders as well as employes, who witnessed the accident, especially when persons are injured within the corporate limits of any city, town or village, or when crossing the tracks at a public highway.

690. In every case of personal injury, in any department, it is required that a full and complete report be made at once on Form C A 2 (in case of shop accidents, Form C A 1) by every employe immediately present, answering every question as fully as possible.

691. When an accident occurs on an engine, or is caused by an engine striking any person or conveyance, or when cars are being coupled or uncoupled, it is required that a full report be made on Form G S 2 by the engineman as well as by the conductor or the person in charge of the train.

692. When persons are injured while coupling or uncoupling cars, or in any other way in which the accident may have been caused by defective appliances, tools or machinery, it is required that the car or appliance tool or machinery be immediately examined by the person in charge to ascertain its condition, and report made of the inspection on Form 334, giving numbers and initials of cars examined, with names, occupations and addresses of the persons making the inspection.

693. It is required that this inspection be made before the car or engine leaves the place where the accident

occurred and afterwards at the first district terminal by the inspector, foreman or Master Mechanic at such point, the Superintendent of the Division to notify such person of the necessity of making such examination.

694. When the accident is caused by the breaking of machinery, tools, appliances or rails, it is required that the broken parts be so marked as to be readily identified and immediately forwarded to the Superintendent.

695. This Company is not responsible for board, medicine, nursing or surgical attention, except for the emergency service, required in Rules 683 and 687, unless authorized by the Superintendent of the Division, Claim Agent, or a general officer of the Company.

696. In case of death on trains from accident or otherwise, or of the killing of any person on the track by trains, employes are required to see that the proprieties are observed and that the body receives appropriate care and is removed as soon as possible to a proper place and left in charge of a public officer or agent of the Company.

TOOLS REQUIRED ON ENGINES, CABOOSES, BAGGAGE CARS AND PASSENGER COACHES.

ENGINES.

697. Trainmen and enginemen who have the care of, and are responsible for, tools on engines and cars will be governed by the following rules:
It is required that each locomotive in service carry, at all times, the following tools, and enginemen are required to know that they have them and that they are in proper condition, and are held responsible for any loss or deficiency while in their charge:

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4 Green Flags, mounted,
2 White Flags, mounted,
1 Red Flag, mounted,
1 Red Lamp, complete,
1 White Lamp, complete,
2 Marker Lamps, complete,
2 Classification Lamps, complete,
12 Torpedoes,
2 Torches,
1 Bell Cord,
1 Steam Hose,
2 Long Spout Engine Oilers,
1 Gallon Can Engine Oil,
1 Gallon Can Kerosene Oi1,
1 Gallon Can Signal Oil,
1 Tallow Pot, No. 4,
1 2-lb. Cast Steel Hammer,
1 8-lb. Sledge,
1 12 inch Monkey Wrench,
1 18-inch Monkey Wrench,
1 18-inch Eccentric Set Screw Wrench,
1 Rod Set Screw Wrench,
1 Air Pump Combination Box and Spanner Wrench to suit size of pump,
1 Lubricator Spanner Wrench, double end to suit engine.
1 Oil Cup Socket Wrench,
1 Oil Cup Wrench,
1 18-inch Trimo Wrench,
1 8-inch Cold Chisel,
1 18-inch Set Chisel,
1 9-inch Jack Screw,
1 30-inch Octagon Bar (7/8-in, steel) Chisel at one end and round at the other end for jack,
1 Drift for disconnecting valve stems,

1 Standard Switch Chain,
1 Valve Stem Clamp,
1 Pinch Bar,
1 Clinker Bar,
1 Pair Car Replacers,
1 Flue Plug Bar,
1 Front End Poker,
1 Ash Hoe,
1 Steel Coal Hammer,
1 Coal Pick,
1 Scoop Shovel,
1 Broom,
1 Iron Water Pail,
1 Packing Iron,
1 Packing Hook,
1 Clinker Hook, length to suit firebox,
1 Supply of Oak Blocking,
1 Assortment of Bolts and Nuts,
2 Main Pin Bushings, for engines with collarless main Crank Pins,
1 Gilman-Brown Emergency Knuckle.

CABOOSES.

698. It is required that each caboose in service carry, at all times, the following tools, and conductors are required to check them over on taking charge or giving up cabooses, reporting all shortage and damage, and are held responsible for any loss or deficiency while in their charge:
1 Axe,
6 Brasses,
1 Broom,
1 Pail of Dope,
2 Markers,

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1 Cooler,
2 Two-gallon Oil Cans, filled,
2 Fillers,
4 Chains,
1 Chisel,
1 Dipper,
1 Wash Dish,
3 Red Flags, mounted,
3 White Flags, mounted,
2 Green Flags, mounted,
1 Hammer,
1 Coal Hod Shovel,
1 Packing Hook,
1 Packing Iron,
1 Jack and Lever (Barrett No. 8),
3 Red Lamps, complete,
5 White Lamps, complete,
1 Water Pail,
1 Switch Cable,
1 Saw,
3 Scoop Shovels (in winter),
12 Torpedoes,
1 Lamp Trimmer,
1 18-inch Monkey Wrench,
3 lbs. of Waste,
2 Packages of Wicks, long and short,
1 Package of Matches,
1 Package of Tripoli,
1 Package of Lye,
1 mop and Handle,
2 Air Hose,
1 Dozen Air Hose Gaskets,
1 Indicator Lamp,
1 Set of Indicators,

1 Cupola Lamp,
6 Fusees,
1 Chicago Knuckle,
1 Janney Knuckle.

PASSENGER CARS.

699. It is required that each coach and baggage car in service carry, at all times, the following tools, and conductors are required to check them over on receiving cars at terminal and junction stations, on taking their train at starting point and on leaving it at destination, reporting all shortage or damage, and are held responsible for any loss or deficiency while in their charge:

TOOLS FOR COACHES.

1 Axe,
1 Saw,
2 Fire Pails,
1 Sledge,
1 Cold Chisel,
4 Hand Grenades.

TOOLS FOR BAGGAGE CARS.

1 Tool Box,
1 Switch Cable,
2 Frogs,
1 Jack,
1 Jack Lever,
1 Sledge,
1 Axe,
1 Steel Bar,
2 Brasses,
1 Pail of Dope,
1 Train Line Hose,
1 Air Signal Hose,

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1 Chain,
1 Saw,
1 Cold Chisel,
4 Hand Grenades.
In Winter, Additional:
2 Scoop Shovels,
1 or 2 Barrels of Coal,
1 Track Shovel,
1 Pail of Salt,
1 Stove Shaker,
1 Fire Shovel,
1 Steam Heat Hose.

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