ERIE RAILROAD COMPANY

RULES

OF THE

OPERATING DEPARTMENT

Effective July 1st, 1930

Form 5563

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

New York, Susquehanna and Western Railroad Company
Wilkes-Barre and Eastern Railroad Company
The New Jersey and New York Railroad Company
Bath and Hammondsport Railroad Company
Chicago and Erie Railroad Company

RULES

OF THE

OPERATING DEPARTMENT

Effective July 1st, 1930

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RULES

OF THE

OPERATING DEPARTMENT

The rules herein set forth govern the railroads operated by the Erie Railroad Company, New York, Susquehanna and Western Railroad Company, Wilkes-Barre and Eastern Railroad Company, The New Jersey and New York Railroad Company, Bath and Hammondsport Railroad Company, and Chicago and Erie Railroad Company. They take effect July 1, 1930, superseding all previous rules and instructions inconsistent therewith.

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

The rules herein continue in full force and effect, notwithstanding any violation thereof, and can only be abrogated by authority of the Vice-President.

Special instructions not conflicting with these rules may be issued by proper authority.

C. BUCHOLTZ,
F. W. ROSSER,
H. J. BORDWELL,
General Managers

Approved: R. E. WOODRUFF,
Vice-President

GENERAL NOTICE

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

Obedience to the rules is essential to safety.

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

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

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

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GENERAL RULES

A.  Employes whose duties are prescribed by these rules must provide themselves with a copy.
Employes whose duties are in any way affected by the time-table must have a copy of the current time-table with them while on duty.

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

B-1.  While special rules are sub-divided for convenience, they apply equally to all and must be observed wherever they relate in any way to the proper discharge of the duties of any employe.

B-2.  Employes whose duties or employment are affected by Federal, State or Municipal laws, or regulations of the Bureau of Explosives, must familiarize themselves with all requirements to avoid violation.

B-3.  Employes while on duty connected with trains on any division are under the authority and must conform to the orders of the officers of that division.

C.  Employes must pass the required examinations.

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

E.  Employes must render every assistance in their power in carrying out the rules and special instructions and must report to the proper officials any violation thereof.

F.  Accidents, failure in the supply of water or fuel, defects in track, bridges, signals, or any unusual conditions which may affect the movement of trains, must be promptly reported by wire to the proper authority.

G.  The use of intoxicants or narcotics is prohibited.

H.  The use of tobacco by employes while on duty in or about passenger stations, or on passenger cars, is prohibited.

J.  Employes on duty must wear the prescribed badge and uniform and be neat in appearance.

J-1.  Employes must keep the premises in their charge in a neat and orderly condition.

J-2.  Fire apparatus must be kept read for instant use.

K.  Employes and others authorized to transact business at stations and on or about trains, must be courteous, orderly and quiet.

L.  In case of danger to the Company’s property employes must unite to protect it.

M.  Employes must exercise care to avoid injury to themselves or,others by observing the condition of equipment, appliances thereon and the tools which they use in performing their duties and when found defective will, if practicable, put them in safe condition, reporting defects to the proper authority.
They must expect trains to run at any time, on any track, in either direction.
They must not stand on the track in front of an approaching engine or car for the purpose of boarding the same.

M-1.  No engineman or other employe is permitted to go under an engine or tender or

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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.

M-2.  Employes must inform themselves as to the location of all structures or obstructions where clearances are close, and which will not clear them when on the top or sides of cars, or engines.

M-3.  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 in all cases to do their duty in safety, whether they may, at the time, be acting under orders of their superiors or otherwise.

M-4.  Employes must not use ties or other substitutes in place of the standard push poles or use other than the standard brake clubs, branded "ERIE R. R."

M-5.  Employes must not go between or front of moving cars or locomotives to couple or uncouple same or to connect or disconnect hose.
They must not use foot or hand to adjust drawbar, knuckle, or lock pin while cars or locomotives are in motion and must use lever to uncouple. If the lever is inoperative they must have a proper understanding and full protection before lifting pin by other means. They must use care in coupling cars where lumber or other freight projects over the ends

of the same and must not go between these or any other cars, or expose their arms or bodies between them, unless they can do so with safety.

N.  Employes in engine, train or yard service must exercise care in moving cars or engines upon public delivery tracks, at freight or transfer houses, caboose and repair tracks. Proper warning must be given in all cases and no cars or engines moved against cars, standing on such tracks until it is ascertained that all persons engaged upon or around the cars to be moved have protected themselves against personal injury.

N-1.  In addition to the display of the blue signal as prescribed by Rule 26 and the use of special locks on designated repair tracks, it is prohibited to enter upon, take from, place on, or move cars on such tracks, until the conductor or employe in charge of engine or train has been furnished with a release order on the prescribed form. Foremen in charge of such designated repair tracks must deliver a copy of the Release-Order, to the conductor or employe in charge of engine or train before the private lock is removed.

N-2.  Conductors and others reporting injuries to employes, while on duty, should also include information based on their judgment at the time, whether such injuries will incapacitate the employe for more than three days.

N-3.  Conductors and others reporting accidents at highway grade crossings, should also advise character of crossing protection afforded at the time of the accident, whether by crossing gates, watchman, alarm bell, automatic flash

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light or wig-wag signals, highway traffic signals, or otherwise, and whether and how they worked; also give names, home and business address, of all persons who may have any knowledge of the accident.
At a crossing protected by bell or automatic crossing signal when practicable, the train involved in the accident should back over the crossing a sufficient distance to operate the bell or signal to see if same is in good order, and names, home and business addresses of outside witnesses to the proper operation of the device secured by the conductor.

N-4.  Conductors and others reporting personal injury or damage to wearing apparel caused by passengers tripping or falling from steps of cars should also include the following information: Exact location of car steps; by designating end of car, the side, and the number of steps passengers tripped or fell down, whether the steps were worn, cracked or broken and whether there was any snow, ice or water or foreign substance on them; what it was, and how long it had apparently been there. Also give names, home and business addresses of witnesses.

N-5.  Employes must not give information in regard to accidents to persons unable to identify themselves as authorized to secure such information.

O.  Employes must, as far as possible, observe all passing trains and note whether they are complete and in order; when practicable, conductors or rear trainmen of freight trains will stand on the rear platforms of cabooses and conductors or rear trainmen of passenger trains

at the rear end of the train and exchange signals with other passing trains and open telegraph offices and look for signals from trackmen and other employes as they pass; should there be any indication of conditions endangering the train, or any other train, they must take such measures for the protection of trains as may be practicable.

O-1.  Employes must not absent themselves from duty nor provide a substitute without proper authority.
Time must not be shown on time slip, time book or payroll, except for work actually performed by the person named.

O-2.  Employes who are dishonest, immoral, vicious, insubordinate, quarrelsome, uncivil in deportment, or who are careless of the safety of themselves or of others will not be retained in the service.

O-3.  The acceptance by employes of any presents or gratuities from patrons or from subordinates is prohibited.

O-4.  Employes are required to live wherever the business of the company demands. They are required to devote their time exclusively to the business of the company unless expressly exempt from so doing by the proper authority.

P.  The assignment or attaching of an employe’s wages by garnishee process or proceedings in aid of execution will be considered sufficient cause for dismissal.

Q.  A person dismissed from the service must not be re-employed without the consent of the head of the department or of the official who dismissed him.

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R.  Messages must not be sent by wire when the use of train mail will accomplish the purpose. Messages, should be briefly worded and on railroad business only.

S.  Employes must not contract any bill or other obligations on account of the railroad, or use the railroad’s credit, without proper authority.

S-1.  Employes must not sell, dispose of or purchase material or supplies of any kind without proper authority.

T.  An employe served with a subpoena to report to any court or officer must, at once, notify his superior officer and communicate with or report in person to the railroad attorney and act under his direction.
Whenever a summons or any other legal paper is served upon an employe or it is sought to reach any freight or wages by legal process, current instructions should be followed.

U.  Whenever it shall come to the knowledge of any official or employe that any work or improvement is proposed by any county, township, municipal or other authority, which in any way affects the railroad’s interests, information upon the subject, together with notice, if any, must at once be sent to the Superintendent, or when any notice is served upon any official or employe, or it shall come to his knowledge that any tax or assessment has been or is to be made against the railroad or any of its property, he must at once send full information in reference to same to the Superintendent and such other officials as required.

V.  Whenever passengers or employes are injured, everything possible must be done for

their proper care. If prudent take them to the nearest place at which the Company has a surgeon for treatment, or, if they cannot be moved, call the nearest Company’s surgeon. If the case is urgent, the nearest competent surgeon obtainable must be called to administer first aid and care until the Company’s surgeon can take charge of the case. When a umber of persons are injured, the services of competent surgeons in the vicinity must 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.

V-1.  Whenever a serious accident happens to a train, conductors, after making provision for safety of trains, must give their whole attention to the care and comfort of passengers, especially those who are injured.

V-2.  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 sleeping cars.

V-3.  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 tracks, are injured, they must 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.

V-4.  A report of all accidents must be made, giving names, home and business addresses of the injured persons and the extent of their

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injuries, and telegraphed immediately to the Superintendent on the prescribed form by the conductor, agent or person in charge, and as soon as possible thereafter a full detailed report made on the prescribed form and forwarded to the Superintendent. A separate report on the prescribed form will be made for each passenger injured.

V-5.  Every effort must be made to procure the names, home and business addresses of all persons, who may have any knowledge of the accident, especially when persons are injured within the corporate limits of any city, town or village.

V-6.  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, a full report must be made on the prescribed form, by the engineman as well as by the conductor or the person in charge of the train.

V-7.  When persons are injured on or between engines or cars, a report must be made giving initials and numbers of same, whether cars were loaded or empty, shipping point and destination. When practicable at least three members of the train or yard crew must examine same immediately and be prepared to make a written statement as to whether there was any defect in any particular and then make arrangements for a further inspection at terminal.
In cases of serious injury to persons between engines or cars, an immediate coupling and uncoupling test must be made when practicable and those of the crew making this test must use and examine the couplers, levers, etc., and be

prepared to give statements showing the condition.

V-8.  Defective parts involving personal injury must be plainly marked for identification and if removed from equipment, forwarded to the Divisional head of the department, for future reference.

V-9.  This company is not responsible for board, medicine, nursing or surgical attention, except for the emergency service required in Rules V and V-3, unless authorized by the Chief Surgeon, Superintendent of the division, Claim Agent, or a general officer of the Company.

V-10.  In case of death on trains from accident or otherwise, or of the killing of any person on the track by trains, employes must 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.

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DEFINITIONS

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

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

TRAIN. -- An engine or motor car or more than one engine or motor car coupled, with or without cars, displaying markers.

REGULAR TRAIN. -- A train authorized by a time-table schedule.

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

EXTRA TRAIN. -- A train not authorized by a time-table schedule. It may be designated as ---

--- Extra - for any extra train, except work extra;

--- Work extra - for work train extra.

SUPERIOR TRAIN. -- A train having precedence over another train.

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

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

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

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

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

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

DIVISION. -- That portion of a railroad assigned to the supervision of Superintendent.

SUBDIVISION. -- A portion of a division designated by time-table.

MAIN TRACK. -- A track extending through yards and between stations, upon which trains are operated by time-table or train order, or both, or the use of which is governed by block signals.

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

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

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

STATION. -- A place designated on the timetable 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.

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

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

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

PILOT. -- An employe assigned to a train when the engineman or conductor, or both, are not fully acquainted with the physical characteristics or rules of the railroad, or portion of the railroad, over which the train is to be moved.

TRAIN REGISTER. -- A book or form which may be used at designated stations for registering signals displayed, the time of arrival and departure of trains and such other information as may be prescribed.

RESTRICTED SPEED. -- Proceed prepared to stop short of train, obstruction, or anything that may require the speed of a train to be reduced.

NOTE TO DEFINITION OF FIXED SIGNALS. - The definition of a "Fixed Signal" covers such signals as switch, train order, block, interlocking, semaphore, disc, ball, stop board, yard limit boards, slow boards, or other means for displaying indications that govern the movement of a train.

TRAIN RULES

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

STANDARD TIME

1.  Standard Time obtained from Washington, D. C., Observatory will be transmitted to all points from designated offices at 12 o’clock noon EASTERN STANDARD TIME, and at 11 o’clock A.M. CENTRAL STANDARD TIME daily.

2.  Watches that have been examined and certified to by a designated inspector must be used by conductors, enginemen and firemen, road and yard service, flagmen, road trainmen, and other designated employes. The certificate in prescribed form must be renewed and filed with the Superintendent every six months.

2a.  Each employe whose watch is subject to inspection must report to a designated inspector monthly in order that the condition of his watch may be noted and a record of its performance made.

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(Form of Certificate)
CERTIFICATE OF WATCH INSPECTOR

  This is to certify that on ............., 19....
the watch of .....................................
employed as ......................................
on the Erie Railroad system ......................
was examined by me. It is, correct and reliable, and, with proper care, should run within a variation of thirty seconds per week.
  Name of maker ...................................
  Grade ...........................................
  Number of movement ..............................
  Open or hunting case ............................
  Metal of case ...................................
        Signed ....................................

Inspector.

  Address ......................................

3.  Watches of conductors, enginemen and firemen, road and yard service, flagmen, road trainmen, and other designated employes must be compared before commencing each day’s work, with a clock designated by time-table as a Standard Clock. The time when watches ar compared must be registered on a prescribed form.

3a.  Conductors, enginemen, firemen, flagmen, road trainmen, and other designated employes not having access to a Standard Clock must compare watches with conductors and enginemen who have standard time and have registered, or must receive standard time by wire before commencing each day’s work.

3b.  Conductors and enginemen conductors trainmen and flagmen and enginemen and firemen must compare watches with each other before starting on a trip or commencing work.

TIME-TABLES

4.  Each time-table, from the moment it takes effect, supersedes the preceding time-table, and its schedules take effect on any division or subdivision, at the leaving time at their initial stations on such division, or subdivision. But when a schedule of the preceding time-table corresponds in number, class, day of leaving, directions and initial and terminal stations with a schedule of the new time-table, a train authorized by the preceding time-table will retain its train orders and assume the schedule of the corresponding number of the new time-table.
Schedules on each division, or subdivision, date from their initial stations on such division, or subdivision.
Not more than one schedule of the same number and day shall be in effect on any division, or subdivision.

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.
The time applies to the switch where an inferior train enters the siding; where there is no siding, it applies to the place from which fixed signals are operated; where there is neither siding nor fixed signal, it applies to the place where traffic is received or discharged.
Schedule meeting or passing stations are indicated by figures in full-faced type.

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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.
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.
When trains are to be met or passed at a siding extending between two adjoining stations, the time at each end of the siding will be shown in full-faced type.
Meeting or passing points at the ends of double track, at junctions, and at terminal stations, will be shown in full face type when the difference in the times of trains is five minutes or less.

6.  The following letters when placed before the figures of the schedule indicate:
s. - regular stop;
f. - flag stop to receive or discharge passengers or freight;
L. - leave;
A. - arrive.
Time-tables may provide additional letters or symbols to indicate specific instructions.

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must stop and remove or extinguish the fusee and then proceed at restricted speed. Freight trains on ascending grades governed by grade signals may pass a fusee burning red without stopping to remove it and proceed at restricted speed.
When placing or dropping a fusee it will, so far as possible, be placed on the engineman’s side of the track and outside of the rail.
Red fusees, of five minute duration will be used as required by Rule 99.

12.  HAND, FLAG AND LAMP SIGNALS

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

12 (a).

STOP.
Swung across the track.

12 (b).

REDUCE SPEED.
Held horizontally at arm’s length.

12 (c).

PROCEED.
Raised and lowered vertically.

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12 (d).

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

12 (e).

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

12 (f).

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

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It must be dimmed while passing through yards where yard engines are employed; approaching stations at which stops are to be made or where trains are receiving or discharging passengers; approaching train order signals, junctions, terminals, or meeting points or while standing on main track at meeting points and on two or more tracks when approaching trains, in the opposite direction.
When an engine is running backward a white light or a back-up light must be displayed by night on the rear of the tender.

Fig. 1

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

17a.  When there are more trains at a meeting point than the siding will hold, the headlight of the leading engine must remain displayed.

18.  Yard engines will display the headlight to the front and rear by night. When not provided with a headlight at the rear, a white light must be displayed. Yard engines will not display markers.

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19.  The following signals will be displayed to the rear of every train, as markers, to indicate the rear of the train except when the train has no caboose or when a freight car is located behind caboose, a red flag by day and two or more red lights by night must be displayed.

Fig. 2

Engine running forward by day, without cars or at the rear of a train pushing cars.
Marker lamps not lighted, or yellow or green flags at A A as markers.

NOTE TO RULES 17,19, D-19, 20, 21, and 24. -- The diagrams are intended to illustrate the general location of the train signals, not the exact manner in which they are to be attached.
Combination lamps with four illuminated colored faces are represented in the diagrams for marker and with two illuminated faces for classification.

Fig. 3

Engine running backward by day, without cars, or at the rear of a train pushing cars.
Marker lamps not lighted, or yellow or green flags at A A as markers.

Fig. 4

Rear of train by day
Marker lamps not lighted, or yellow or green flags at A A as markers.

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Fig. 5

Engine running forward by night without cars, or at the rear of a train pushing cars on single track, with the current of traffic on two or more tracks and with the current of traffic on passenger tracks where there are three or more tracks.
Lights at A A as markers, showing yellow of green to the front and side and red to the rear.

Fig. 6

Engines running backward by night, without cars, or at the rear of a train pushing cars.
Lights at A A as markers, showing yellow or green to side and in direction engine is moving and red in opposite direction.

Fig. 7

Rear of train by night while running on single track, with the current of traffic on two or more tracks and with the current of traffic on passenger tracks where there are three or more tracks.
Lights at A A as markers, showing yellow or green to the front and side and red to the rear.

Fig. 8

Rear of train by night when on siding to be passed by another train.
Lights at A A as markers, showing yellow or green toward engine, side and to rear and the red light on the platform or the cupola (if the train has a caboose) concealed or turned low.

NOTE -- When three lense marker lamps are in use no yellow or green will be displayed toward engine.

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Fig. 9

Rear of train by night running with the current of traffic on ____ track where there are three or more tracks.
Lights at A A as markers, showing yellow or green to rear on the side next to the ____ track in the direction of current of traffic and red on the opposite side.
NOTE -- Figure 9, track designation, to be specified in time-table.

Fig. 10

Rear of train by night running on any track against the current of traffic where there are three or more tracks.
Lights at A A as markers, showing yellow or green to the rear, with a light on the platform or the cupola.

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

flags, or marker lamps (not lighted); By night, yellow or green lights, to the front and side and red lights to the rear; except when the train is clear of the main track, when yellow or green lights must be displayed to the front, side and rear, and except when a train is turned out against the current of traffic, when yellow or green lights must be displayed to the front and side, a yellow or green light to the rear on the side next to the main track on which the current of traffic is in the direction the train is moving, a red light to the rear on the opposite side and the red light on the platform or the cupola (if the train has a caboose) concealed or turned low.

Fig. 11
(Outside)(Between tracks)
Rear of train by night running against the current of traffic on two or more tracks.
Lights at A A as markers, showing yellow or green to front and side and yellow or green to the rear on the side next to the main track on which the current of traffic is in the direction the train is moving and red to the rear on the opposite side.

NOTE to RULE D-19 -- When three lense marker lamps are in use no yellow or green will be displayed to the front when train is clear of the main track or when train is turned out against the current of traffic or when running against the current of traffic on two or more tracks.

MODIFICATION OF RULES 19 and D-19

Effective June 1st, 1938

"On equipment so constructed that the change in night indications of marker lamps as prescribed by Rules 19 and 19-D cannot safely be made while train is moving, trainmen are relieved of this requirement until first stop is made at a point it is practical to do so."

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20.  All sections except the last will display two green flags, and in addition, two green lights by night in the places provided for that purpose on the front of the engine.

Fig. 12

Engine running forward by day displaying signals for a following section.
Green flags at A A.

Fig. 13

Engine running forward by night displaying signals for a following section.
Green flags at A A and green lights at B B.

Fig. 14

Engine running backward by day, without cars or at the rear of a train pushing cars, and displaying signals for a following section.
Green flags at A A.
Marker lamps not lighted, or yellow or green flags at B B as markers.

Fig. 15

Engine running backward by night, without cars or at the rear of a train pushing cars, and displaying signals for a following section.
Green flags at A A.
Green lights at B B.
Lights at C C as markers, showing yellow or green to side and in the direction engine is moving and red in opposite direction.

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21.  Extra trains will display two white flags and, in addition, two white lights by night, in the places provided for that purpose on the front of the engine unless otherwise provided.

Fig. 16

Engine running forward by day as an extra train.
White flags at A A.

Fig. 17

Engine running forward by night as an extra train.
White flags at A A and white lights at B B.

Fig. 18

Engine running backward by day as an extra train, without cars or at the rear of a train pushing cars.
White flags at A A.
Marker lamps not lighted, or yellow or green flags at B B as markers.

Fig. 19

Engine running backward by night as an extra train, without cars or at the rear of a train pushing cars.
White flags at A A.
White lights at B B.
Lights at C C as markers, showing yellow or green to side and in direction engine is moving and red in opposite direction.

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21a.  Road engines moving in yards without trains must display headlight to front and one or more red lights to the rear.

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

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

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

25.  Each car of a passenger train must be connected with the engine by a communicating signal appliance.

Fig. 20

Passenger cars being pushed by an engine by night.
White light on front of leading car at A.

Fig. 21

26.  A blue signal, displayed at one or both ends of an engine, car or train, indicates that workmen are under or about it; when thus protected it must not be coupled to or moved. Each class of workmen will display the blue signals, and the same workmen are alone authorized to remove them. Other equipment must not be placed on the same track so as to intercept the view of the blue signals, without first notifying the workmen.
When emergency repair work is to be done under or about cars in a train and a blue signal is not available, the engineman and fireman will be notified and protection must be give those engaged in making the repairs. 26a.  Temporary Slow Order. A yellow flag by day and in addition a yellow light by night placed beside the track on the engineman’s

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side, indicates that the track one mile distant is not in condition for regular speed. The speed over the slow track (one mile distant) will be indicated by special order, and the speed of trains must 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 six (6) miles per hour will not be exceeded. Enginemen must sound the whistle as provided in Rule 14 (m) when approaching temporary slow order signs. Enginemen of passenger trains must be given a signal from the rear of the train as provided in Rule 16 (h) and enginemen of freight trains be given a signal as provided in Rule 12 (c) where physically possible when the rear end of the train has passed over the track or structure covered by slow order.

26b.  (Revised April 1933)  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 3,960 feet distant from such slow board. At the point from which this speed must be maintained (3,960 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 from "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 freight trains, two sets of figures will be placed on each board, and passenger trains governed by the upper and freight trains by the lower figure.

USE OF SIGNALS.

27.  A signal imperfectly displayed, or the absence of a signal at a place where a signal is usually shown, must be regarded as the most restrictive indication that can be given by that signal, except that when the day indication is plainly seen it will govern and when sufficient lights in a position-light signal are displayed to determine correct indication of signal, such indication will govern.
Conductors and enginemen using a switch where the switch light is imperfectly displayed or absent, must, if practicable, correct or replace the light.
Imperfectly displayed signals, or the absence of a signal at a place where a signal is usually shown must be promptly reported by wire to the Superintendent.

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

29.  When a signal, except a fixed signal, is given to stop a train, it must, unless otherwise provided, be acknowledged as, prescribed by Rule 14 (g) or (h).

30.  The engine bell must be rung when engine is about to move and while approaching

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Direction is superior as between trains of the same class.
Superiority by direction is limited to single track.

72.  Trains of the first class are superior to those of the second; trains of the second class are superior to those of the third; and so on.
Trains in the direction specified by the time-table are superior to trains of the same class in the opposite direction.

73.  Extra trains are inferior to regular trains.

MOVEMENT OF TRAINS.

82.  Time-table schedules, unless fulfilled, are in effect for twelve hours after their time at each station.
Regular trains more than twelve hours behind either their schedule arriving or leaving time at any station lose both right and schedule, and can thereafter proceed only as authorized by train order.

83.  On single track a train must not leave its initial station on any division, or subdivision, or a junction, or pass from one of two or more tracks to single track, until it has been ascertained whether all trains due, which are superior, or of the same class, have arrived or left, except in traffic route control districts.
On two or more tracks a train must not leave its initial station on any division, or subdivision, or a junction, until it has been ascertained whether all superior trains due have left.
Stations at which train registers and special order books are located will be designated by time-table.

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84.  A train must not start until the proper signal is given.

85.  When a train of one schedule is on the time of another schedule of the same class in the same direction, it will proceed on its own schedule.
Trains of one schedule may pass trains of another schedule of the same class, and extra trains may pass and run ahead of second class trains and extra trains.
A section may pass and run ahead of another section of the same schedule, first exchanging train orders, signals and numbers with the section to be passed. The change in sections must be reported from the next available point of communication.

86.  Unless otherwise provided, an inferior train must clear the time of a superior train, in the same direction, not less than five minutes; but must be clear at the time a first-class train, in the same direction, is due to leave the next station in the rear where time is shown.

S-87.  An inferior train must keep out of the way of opposing superior trains and failing to clear the main track by the time required by rule must be protected as prescribed by Rule 99.
Extra trains must clear the time of opposing regular trains not less than five minutes unless otherwise provided, and will be governed by train orders with respect to opposing extra trains.

S-88.  At meeting points between trains of the same class, the inferior train must clear the main track before the leaving time of the superior train.

At meeting points between extra trains, the train in the inferior time-table direction must take the siding unless otherwise provided.
Trains must pull into the siding when practicable; if necessary to back in, the train must first be protected as prescribed by Rule 99, unless otherwise provided.

S-89.  At meeting points between trains of different classes the inferior train must take the siding and clear the superior train not less than five minutes, and must pull into the siding when practicable. If necessary to back in, the train must first be protected as prescribed by Rule 99, unless otherwise provided.

S-90.  Trains must stop at schedule meeting points, if the train to be met is of the same class unless the switch properly lined and the track clear.
Trains must stop clear of the switch used by the train to be met in going on the siding.
When the expected train of the same class is not found at the schedule meeting point, the superior train must approach all sidings prepared to stop, until the expected train is met.
The engineman of each train will give signal 14 (n) at least one mile before reaching a meeting or waiting point. Should the engineman fail to give signal 14 (n) as herein prescribed, the conductor must take immediate action to stop the train.

91.  Unless some form of block signals is used, trains in the same direction must keep not less than five minutes apart, except in closing up at stations. A train following a train carrying passengers must keep not less than ten minutes behind it.

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

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

NOTE. -- Yard limits will be designated in the time-table and indicated by yard limit signs.

93a.  On two or more tracks, movements against the current of traffic within yard limits may be made under protection only, unless otherwise provided.

94.  A train which overtakes another train so disabled that it cannot proceed will pass it, if practicable, and if necessary will assume the schedule and take the train orders of the disabled train, proceed to the next available point of communication, and there report to the Superintendent. The disabled train will assume the right or schedule and take the train orders of the last train with which it has exchanged, and will, when able, proceed to and report from the next available point of communication.

S-94.  When a train, unable to proceed against the right or schedule of an opposing train, is overtaken between communicating stations by an inferior train or a train of the same class having right or schedule which permits it to proceed, the delayed train may, after proper understanding with the following train, precede it to the next available point of communication,

where it must report to the Superintendent. When opposing trains are met under these circumstances, it must be fully explained to them by the leading train that the expected train is following.

95.  Two or more sections may be run on the same schedule.
Each section has equal time-table authority.
A train must not display signals for a following section, except as prescribed by Rule 85, without orders from the Superintendent.

S-96.  When signals displayed for a section are taken down at any point before that section arrives, the conductor, if there be no other provision, will arrange in writing with the operator, or if there be no operator, with the switchtender, or in the absence of both, with a flagman left there for that purpose, to notify all opposing trains that the section for which signals were displayed has not arrived, and, in addition, the conductor must notify all opposing inferior trains, or trains of the same class, until the fact that the signals were carried has been registered at the next register station.

97.  Extra trains must not be run on single track without train orders, except in traffic route control districts. On two or more tracks, extra trains, other than passenger extras, may be run without train orders.
Work extras must move with the current of traffic unless otherwise directed.

98.  Trains must approach the end of two or more tracks, junctions, railroad crossings at grade, and draw-bridges, prepared to stop, unless the switches are properly lined, signals

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indicate proceed, and track is clear. Where required by law, trains must stop.

99.  When a train stops under circumstances in which it may be overtaken by another train, the flagman must go back immediately with flagman’s signals a sufficient distance to insure full protection, placing two torpedoes, and when necessary, in addition, displaying lighted fusees. When recalled and safety to the train will permit, he may return.
When the conditions require, he will leave the torpedoes and a lighted fusee.
The front of the train must be protected in the same way when necessary by the trainman or fireman.
When a train is moving under circumstances in which it may be overtake by another train, the flagman must take such action as may be necessary to insure full protection. By night, or by day when the view is obscured, lighted fusees must be thrown off at proper intervals.
When day signals cannot be plainly seen, owing to weather or other conditions, night signals must also be used. Conductors and enginemen are responsible for the protection of their trains.

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

101.  Trains must be fully protected against any known condition which interferes with their safe passage at normal speed.
When conditions are found which may interfere with the safe passage of trains at normal speed and no protection has been provided, such action must be taken as will insure safety.

102.  If a train should part while in motion, trainmen must, if possible, prevent damage to the detached portions. The signals prescribed by Rules 12 (e) and 14 (f) must be given.
The detached portion must not be moved or passed until the front portion comes back, except under full protection.
The engineman and trainmen of the front portion must give the train parted signal to trains on an adjacent track. A train receiving this signal or being otherwise notified that a train on an adjacent track has parted, must immediately reduce speed and proceed at restricted speed until the separated train is passed.
When a train is disabled or stopped suddenly by an emergency application of the air brakes or other causes, adjacent tracks as well as tracks of other railroads that are liable to be obstructed must at once be protected until it is ascertained they are safe and clear for the movement of trains.

103  When cars are pushed by an engine, except when shifting or making up or breaking up trains or distributing cars in yards, a trainman must take a conspicuous position on the leading car. When switching or pushing cars, or when making back-up movement at night with light engine not equipped with headlight, over public grade crossing not known to be protected by watchman or lowered gates, a member or crew must protect crossing and know that highway traffic has been stopped before permitting movement over crossing.

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

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A switch must not be left open for a following train unless in charge of a trainman of such train.
When practicable, the engineman must see that the switches near the engine are properly lined.
When a train or engine is waiting to cross from one track to another and during the approach or passage of a train on tracks involved, all switches connected with the movement must be secured in the normal position. Before starting to make the movement, all switches involved must be properly lined and not restored to normal until the movement is completed.
Where trains are required to be reported in the clear at sidings with hand-operated switches, this report must not be made nor hand-signals given other trains until the switch has been properly lined and secured in its normal position.

104a.  At meeting or passing points, the employe attending the switch must, after locking it for main track, take a position not less than thirty (30) feet from the switch stand, and on the opposite side of the track, if possible, until the expected trains has passed.

105.  Trains using a siding must proceed, expecting to find it occupied.
Sidings of an assigned direction must not be used in a reverse direction unless authorized by the Superintendent or in an emergency under flag protection.

105a.  Cars must not be left on passing sidings when possible to avoid it. When a passing siding is obstructed, notice must be sent promptly by telegraph to the Superintendent.

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

107.  Trains must run at restricted speed in passing a train receiving or discharging passengers at a station, except where proper safe-

guards are provided or the movement is otherwise protected. They must not pass between it and the platform, at which the passengers are being received or discharged, unless the movement is properly protected.

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

D-151.  Where two main tracks are in service trains must keep to the right unless otherwise provided.
Where three or more main tracks are in service they shall be designated by numbers and their use indicated by special instructions.

D-152.  When a train crosses over to, or obstructs another track; unless otherwise provided, it must first be protected as prescribed by Rule 99 in both directions on that track.

153.  Trains carrying mail cars on which catcher service is performed, must sound the whistle signal as prescribed by Rule 14 (m) approaching mail cranes for the guidance of mail clerks.
Should a train carrying mail be diverted from its regular track, so that mail cannot be caught from crane, or delivered with safety, the train must stop to receive or deliver the mail, and trainmen will give the necessary assistance to mail clerks.

154.  Derails in side tracks must be kept set and locked for derailment when not in use, and cars on side tracks, whether in yards or at stations, must be placed to stand clear of all other tracks.

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RULES FOR MOVEMENT BY TRAIN ORDERS

201.  For movements not provided for by time-table, train orders will be issued by authority and over the signature of the Superintendent and only contain information or instructions essential to such movements.
They must be brief and clear; in the prescribed forms when applicable; and without erasure, alteration or interlineation.
Figures in train orders must not be surrounded by brackets, circles or other characters.

202.  Each train order must be given in the same words to all employes or trains addressed.

203.  Train orders must be numbered consecutively each day, beginning at midnight.

204.  Train orders must be addressed to those who are to execute them, naming the place at which each is to receive his copy. Those for a train must be addressed to the conductor and engineman, and also to any one who acts as its pilot. A copy for each employe addressed must be supplied by the operator.
Orders addressed to operators restricting the movement of trains must be respected by conductors and enginemen the same as if addressed to them.

205.  Each train order must be written in full in a book provided for the purpose at the office of the 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. These record must be made at once and never from memory or memoranda.

206.  In train orders regular trains will be designated by number as "No. 10," and sections as "Second 10," adding engine numbers. Extra trains will be designated by engine numbers, and the direction as "Extra 798, ‘East’ or ‘West’." For the movement of an engine of another company the initials as well as the engine number will be used.
Even hours as "10.00 A.M." must not be used in stating time in train orders.
In transmitting train orders by telegraph, time will be stated in figures and duplicated in words.
In transmitting train orders by telephone, the numbers of trains and engines in the address must be spelled, letter by letter, and then plainly pronounced. All stations and numerals in the body of an order must first be spelled, letter by letter, and then plainly pronounced, thus: A-U-R-O-R-A Aurora and O-N-E O F-I-V-E One O Five.
The letters duplicating names of stations and numerals will not be written in the order book nor upon train orders.
When train orders are transmitted by telegraph, the train dispatcher must underscore each word and figure in the body of the order at the time it is repeated. When transmitted by telephone, he must write the order as he transmits it and underscore as prescribed above.

207.  To transmit a train order, the signal "31" or the signal "19" followed by the direction

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must be given to each office addressed, the number of copies being stated, if more or less than three--thus, "31, West, copy 5," or "19, East, copy 2."

208.  A train order to be sent to two or more offices, must be transmitted simultaneously to as many of them as practicable. When not sent simultaneously to all, the order must be sent first to the superior train.
The several addresses must be in the order of superiority of trains, each office taking its proper address, and, when practicable, must include the operator at the meeting or waiting point.
Copies of the order addressed to the operator at the meeting or waiting point must be delivered to the trains affected until all have arrived from one direction.
A train order must not be sent to a superior train at the meeting or waiting point if it can be avoided. When an order is so sent, the fact will be stated in the order and special precautions must be taken to insure safety.

209.  Operators receiving train orders must write them in manifold during transmission. If the requisite number of copies cannot be made at one writing, they must make others from the original copy and repeat to the train dispatcher from the new copies each time additional copies are made. They must retain a copy of each train order. The time, complete, and the signature of the operator must be in his handwriting.

210.  When a "31" train order has been transmitted, operators must, unless otherwise directed, repeat it at once from the manifold copy

in the succession in which the several offices have been addressed, and then write the time of repetition on the order. Each operator receiving the order should observe whether the others repeat correctly.
Those to whom the order is address, except enginemen, must read it to the operator and then sign it, and the operator will send their signatures preceded by the number of the order to the Superintendent. The response "complete," and the time, with the initials of the Superintendent, will then be given by the train dispatcher. Each operator receiving this response will then write on each copy the word "complete," the time, and his last name in full and then deliver a copy to each person addressed, except enginemen. The copy for each engineman must be delivered to him personally by the conductor; the engineman will then read the order to the conductor before proceeding.
Enginemen must show train orders to firemen and when practicable to forward trainmen. Conductors must show train orders when practicable to trainmen.

211.  When a "19" train order has been transmitted, operators must, unless otherwise directed, repeat it at once from the manifold copy, in the succession in which the several offices have been addressed. Each operator receiving the order should observe whether the others repeat correctly. When the order has been repeated correctly by an operator, the response "complete," and the time, with the initials of the Superintendent, will be given by the train dispatcher. The operator receiving this response will then write on each copy the word "complete,"

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the time, and his last name in full and personally deliver a copy to each person addressed without taking his signature. But when delivery to engineman will take the operator from the immediate vicinity of his office, the engineman’s copy will be delivered by the conductor.
When a "19" train order restricting the superiority of a train is issued for it at the point where such superiority is restricted, the train must be brought to a stop before delivery of the order. A train order must not be sent to a superior train at the meeting or waiting point if it can be avoided. When an order is so sent, the fact will be stated in the order and special precautions must be taken to insure safety.
Enginemen must show train orders to firemen and when practicable to forward trainmen. Conductors must show train orders when practicable to trainmen.

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

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

214.  When a train order has been repeated or "X" response sent, and before "complete" has been given, the order must be treated as a holding order for the train addressed, but must

not be otherwise acted on until "complete" has been given. If the means of communication fails before an office has repeated an order or has sent the "X" response, the order at that office is of no effect and must be there treated as if it had not been sent.

215.  Eliminated.

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

217.  A train order to be delivered to a train at a point not a train order office, or at one at which the office is closed, must be addressed to "C and E.__________________at ________________, care of _________________," and forwarded and delivered by the conductor or other person in whose care it is addressed. When form 31 is used, "complete" will be given upon the signature of the person by whom the order is to be delivered, who must be supplied with copies for the conductor and engineman addressed, and a copy upon which he shall take their signatures. This copy he must deliver to the first operator accessible, who must preserve it, and at once transmit the signatures of the conductor and engineman to the train dispatcher.
Orders so delivered must be acted on as if "complete" had been given in the usual way.
For orders which are sent, in the manner herein provided, to a train, the superiority of which is thereby restricted, "complete" must not be given to an inferior train until the signatures of the conductor and engineman of the superior train have been sent to the Superintendent.

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218.  When a train is named in a train order by its schedule number alone, all sections, of that schedule are included, and each must have copies delivered to it.

219.  An operator must not repeat or give the "X" response to a train order for a train which has been cleared or of which the engine has passed his train order signal until he has obtained the signatures of the conductor and engineman to the order.

220.  Train orders once in effect continue so until fulfilled, superseded or annulled. Any part of an order specifying a particular movement may be either superseded or annulled.
Orders held by or issued for or any part of an order relating to a regular train become void when such train loses both right and schedule as prescribed by Rules 4 and 82, or is annulled.
When a conductor or engineman, or both, is relieved before the completion of a trip, all train orders and instructions held must be delivered to the relieving conductor or engineman. Such orders or instructions must be compared by the conductor and engineman before proceeding.

221.  Unless otherwise provided, a fixed signal must be used at each train-order office, which shall indicate "stop" when there is an operator on duty, except when changed to proceed to allow a train to pass after getting train orders or for which there are no orders. A train must not pass the signal while "stop" is indicated. The signal must be returned to "stop" as soon as a train has passed. It must be fastened at "proceed" only when no operator is on duty.

When a train order is to be delivered to a train, the fixed signal must be displayed at "stop" for the track and in the direction of the approaching train, and a flag or light must be displayed in the place provided for the purpose, a red flag or red light indicating "31" orders or "19" orders that restrict the superiority of the train at that point, a yellow flag or yellow light indicating other "19" orders.
This combination of signals must be acknowledged by the engineman by two short sounds of the engine whistle. In delivering "19" orders that restrict the superiority of train addressed at that point, the fixed signal must remain at "stop" until such orders have been delivered and in delivering "31" orders the fixed signals must remain at "stop" until the order is delivered as prescribed by Rule 210. In delivering "19" orders without stopping a train, the operator must, after the signal has been acknowledged, leave the "19" train order signal displayed until the orders have been delivered, place the fixed signal at its proper position, go on the ground and hand the orders to the engineman and conductor. For freight trains the conductor’s copy must be handed on caboose.
When the "19" train order signal is displayed, the speed of the train must be reduced sufficiently to enable the operator to deliver the order. If the engineman fails to catch the order, the train must be stopped and not proceed without a proper train order. If the fixed signal should fail to work properly, Clearance Form A must be used.

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Revised February 15 th, 1937

If a signal is not displayed at a night office, trains which have not been notified must stop and ascertain the cause and report the facts to the Superintendent from the next available point of communication.

221a.  At points where train-order signals are used as block signals, the normal position of the combined block and train-order signals must indicate "stop."
When an operator receives the signal "31" or "19" followed by the direction, he must immediately display the "Stop signal" for the direction indicated and then reply "stop displayed," adding the direction, and until the orders have been delivered or annulled, the signal must not be restored to "proceed."
While "stop" is indicated, trains must not "proceed" without Clearance Form "A."
At points 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 order 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 clearance forms "A" and "B."
At points 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.
All such points will be designated in the time-table.

222.  Operators must promptly record and report to the train dispatcher the time of departure of all trains and the direction of extra trains. They must record the time of arrival of trains and report it when so directed. They must observe trains and report at once to the train dispatcher if the proper signals are not displayed.

RULES FOR OPERATING TRAIN AND MESSAGE TELEPHONE CIRCUITS

223.  The following signals and abbreviations may be used:
Initials for signature of the superintendent.
Such office and other signals as are arranged by the superintendent.
C & E -- for Conductor and Engineman.
C & M -- for Conductor and Motorman.
X -- Train will be held until train order is made "complete."
Com -- for Complete.
O S -- Train Report.
No -- for Number.
Eng -- for Engine.
Sec -- for Section.
Psgr -- 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.
SD -- for "stop displayed."
The usual abbreviations for the names of the months and stations.

223a.  The rules of the Operating Department for movement of trains by train orders and the

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transmission of messages, apply to the telephone, and the same methods must be observed as with the telegraph.
The train dispatcher shall be in absolute control of the train circuit.
The monitor of the message circuit shall be in control of the message circuit.
The train dispatcher shall assume control of the message circuit when circumstances require.
To make a call, the operator shall first place the receiver to his ear and if the circuit be idle, shall announce the name of his station. The train dispatcher or monitor shall reply with "i i" followed by the name of his office. The operator shall then transact his business with the train dispatcher or monitor, or, if another station be desired on the message circuit, he shall notify the monitor of the fact. The monitor will there upon "ring" the desired station and upon receiving the response shall notify him of the station calling him, and communication will commence.
Should the line be in use when a signalman places receiver to his ear, the communication shall not be interrupted except for sufficient cause, and then only by permission of the dispatcher or monitor.
All announcements in making calls and connections shall be made in a courteous tone and manner.
Calls made on the message circuit shall take precedence in the order of their receipt by the monitor, with the following exceptions: The officers entitled to the use of the telegraph

signal "27" shall exercise the same authority over the telephone circuit.
An uncompleted call shall take precedence over all subsequent calls, except those governed by the signal "27," when the station called for responds. If the station called for does not respond to the signal within one-half minute, the monitor shall consider it an uncompleted call, notify the station asking for the call that he will be called when the other station responds, and may then take up subsequent calls.
All formal messages to be transmitted by telephone shall be written out for transmission. Operators are required to fill in "Office sent to" or "Received from," together with their personal letters of signature and the time, in the same manner as followed in telegraph transmission, so that each message shall carry a complete record of its transmission and receipt.

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FORMS OF TRAIN ORDERS

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

S-A.
Fixing Meeting Points for Opposing Trains

(1.) No. 1 meet No. 2 at B.
     No. 3 meet Second 4 at B.
     No. 5 meet Extra 95 east at B.
     Extra 652 north meet Extra 231 south at B.

(2.) No. 2 and Second 4 meet Nos. 1 and 3 at C and Extra 95 west at D (and so on).
     No. 1 meet No. 2 at B Second 4 at C and Extra 95 east at D.

Trains receiving these orders will run with respect to each other to the designated points and there meet in the manner prescribed by the rules.

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

(1.) No. 1 pass No. 3 at K.
Both trains will run according to rule to the designated point and there arrange for the rear train to pass promptly.

(2.) No. 6 pass No. 4 when overtaken.
Both trains will run according to rule until

the second-named train is overtaken and then arrange for the rear train to pass promptly. (3.) Extra 594 east run ahead of No. 6 M to B.
The first-named train will run ahead of the second-named train between the points designated.

(4.) Extra 95 west run ahead of No. 3 B until overtaken.
The first-named train will run ahead of the second-named train from the designated point until overtaken, and then arrange for the rear train to pass promptly.

(5.) No. 1 pass No. 3 at K and run ahead of No. 7 M to Z.
When an inferior train receives an order to pass a superior train, right is conferred to run ahead of the train passed from the designated point. Unless some form of block signals is used, the following train will look out for the designated train ahead until the order is fulfilled.

S-C.
Giving Right Over an Opposing Train

(1.) No. 1 has right over No. 2 G to X.
If the second-named train reaches the point last named before the other arrives, it may proceed, keeping clear of the opposing train as many minutes as such train was before required to clear it under the rules. If the first-named train is met between the designated points, the conductor of the second-named train must inform it of his arrival.

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(2.) Extra 37 east has right over No. 3 F to A
The regular train must not go beyond the point last named until the extra train has arrived, unless directed by train order to do so.

These orders give right to the train first named over the other train between the points named. If the trains meet at either of the designated points, the first-named train must take the siding, unless the order otherwise prescribes.

E.
Time Orders

(1.) No. 1 run 50 mins. late A to G.
This makes the schedule time of the train named, between the stations mentioned, as much later as stated in the order, and any other train receiving the order is required to run with respect to this later time, as before required to run with respect to the regular schedule time. The time in the order should be such as can be easily added to the schedule time.

(2.) No. 1 run 50 mins. late A to G and 20 mins. late G to K, etc.
This makes the schedule time of the train named, between the stations mentioned, as much later as stated in the order, and any other train receiving the order is required to run with respect to this later time as before required to run with respect to the regular schedule time. The time in the order should be such as can be easily added to the schedule time.

(3.) Nos. 1 and 3 wait at N until 9.59 a.m. P until 10.30 a.m. R until 10.55 a.m., etc.
The train, or trains, named must not pass the designated point before the times given. Other trains receiving the order are required to run with respect to the time specified at the designated points or any intermediate station where schedule time is earlier than the time specified in the order, as before required to run with respect to the schedule time of the train, or trains, named.

S-E.

(1.) No. 1 wait at H until 9.59 a.m., for No. 2.
The train first named must not pass the designated point before the time given, unless the other train has arrived. The train last named is required to run with respect to the time specified, at the designated point or any intermediate station where schedule time is earlier than the time specified in the order, as before required to run with respect to the schedule time of the train first named.

F.
For Sections

(1.) Eng. 20 display signals and run as First 1 A to Z.
To be used when the number of the engine for which signals are displayed is unknown, and is to be followed by (2), both being single-order examples.
(2.) Eng. 25 run as Second 1 A to Z.

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(3.) No. 1 display signals A to G for Eng. 25. Second 1 display signals B to E for Eng. 99.

(4.) Engs. 20, 25 and 99 run as First, Second and Third 1 A to Z.

To add an intermediate section (5) will be used.
(5.) Eng. 85 display signals and run as Second 1 A to Z. Following sections change numbers accordingly.
The engine named will display signals and run as directed, and following sections will take the next higher number.

To drop an intermediate section (6) will be used.
(6.) Eng. 85 is withdrawn as Second 1 at H. Following sections change numbers accordingly.
The engine named will drop out at H, and following sections will take the next lower number.

To substitute one engine for another on a section (7) will be used.
(7.) Eng. 18 instead of Eng. 85 display signals and run as Second 1 R to Z.
The second-named engine will drop out at R, and be replaced by the first-named engine.
Following sections need not be addressed.
If the second-named engine is the last section, the words "display signals and" will be omitted.

To discontinue the display of signals (8) will be used.
(8.) Second 1 take down signals at D.
The train named will take down signals as directed, and a following section must not proceed beyond the designated point.

To pass one section by another (9) will be used.
(9.) Engs. 99 and 25 reverse positions as Second and Third 1 H to Z.
Conductors and enginemen of the trains addressed will exchange orders and signals. Following sections, if any, need not be addressed.

Each section affected by these orders must have copies and must arrange signals accordingly.
To annul a section for which signals have been displayed over a division, or any part thereof, when no train is to follow the signals, Form K must be used.
When sections are run to an intermediate point of a schedule, the train orders must specify which section or sections shall assume the schedule beyond such point.

G
Extra Trains

(1.) Eng. 99 run extra A to F.

(2.) Eng. 99 run extra A to F and return to C.
The extra must go to F before returning to C.
(3.) After extra 1000 west, which left B at two ten (2.10) p.m. arrives at A engine 2000 will run extra from A to B.

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S-H
Work Extra

(1.) Eng. 292 works extra 6.45 a.m. until 5.45 p.m. between D and E.
The work extra must, whether standing or moving, protect itself against extra trains within the working limits in both directions as prescribed by the rules. The time of regular trains must be cleared.

This may be modified by adding:
(2.) Not protecting against eastward extra trains.
The work extra will protect only against westward extra trains. The time of regular trains must be cleared.

(3.) Not protecting against extra trains.
Protection against extra trains is not required. The time of regular trains must be cleared.

When a work extra has been instructed by order to not protect against extra trains, and, afterward, it is desired to have it clear the track for, or protect itself after a certain hour against, a designated extra, an order may be given in the following form:
(4.) Work extra 292 clears, or protects against, Extra 76 east between D and E after 2.10 p.m.
Extra 76 east must not enter the working limits before 2.10 p.m., and will then run expecting to find the work extra clear of the main track, or protecting itself, as the order may require.

To enable a work extra to work upon the time of a regular train, the following form will be used:
(5.) Work Extra 292 protects against No. 55, or _____ class trains, between D and E.
The work extra may work upon the time of the train or trains mentioned in the order, and must protect itself against such train or trains. The regular train or trains receiving the order will run expecting to find the work extra protecting itself.

When a work extra is to be given exclusive right over all trains, the following form will be used:
(6.) Work Extra 292 has right over all trains between D and E 7.15 p.m. until 1.15 a.m.
This gives the work extra the exclusive right between the points designated between the times named.

The working limits should be as short as practicable, to be changed as the progress of the work may require.
Work extras must give way to all trains as promptly as practicable.
Whenever extra trains are run over working limits they must be given a copy of the order sent to the work extra. Should the working order instruct a work extra to not protect against extra trains in one or both directions, extra trains must protect against the work extra; if the order indicates that the work extra is protecting itself against other trains, they

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will run expecting to find the work extra protecting itself.

D-H
Work Extra

(1.) Eng. 292 works extra on ______ track, or ______ tracks, 6.45 a.m. until 5.45 p.m. between D and, E.
The work extra must, whether standing or moving, protect itself within the working limits against extra trains moving with the current of traffic on the track or tracks named. The time of regular trains must be cleared.

This form may be modified by adding:
(2.) Not protecting against extra trains.
Protection against extra trains is not required. The time of regular trains must be cleared.

To enable a work extra to work upon the time of a regular train, the following form may be used:
(3.) Work extra 292 protects against No. 55, or ______ class trains, between D and E.
The work extra may work upon the time of the train or trains mentioned in the order and must protect against such train or trains.
The regular train or trains receiving the order will run expecting to find the work extra protecting itself.
When it is desired to move a train against the current of traffic over the working limits, provision must be made for the protection of such movement.
When a work extra is to be given exclusive right over all trains, the following form will be used:

(4.) Work extra 292 has right over all trains on ______ and ______ tracks between G and H 7.01 p.m. until 1.01 a.m.
This, gives the work extra the exclusive right to the track, or tracks, mentioned between the points designated between the times named.
The working limits should be as short as practicable; to be changed as the progress of the work may require.
Work extras must give way to all trains as promptly as practicable.

J
Holding Order

(1.) Hold No. 2.
(2.) Hold all, or eastward, trains.
When a train has been so held it must not proceed until the order to hold is annulled, or an order given to the operator in the form:
___________ may go.
These orders will be addressed to the operator and acknowledged in the usual manner, and will be delivered to conductors and enginemen of all trains affected.
Form J will be used only when necessary to hold trains until orders can be given, or in case of emergency.

K
Annulling a Schedule or a Section

(1.) No. 1 due to leave A Feb. 29th is annulled A to Z.
(2.) Second 5 due to leave E Feb. 29th is annulled E to G.
The schedule or section annulled becomes void between the points named and cannot be restored.

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

L
Annulling an Order

(1.) Order No. 10 is annulled.
If an order which is to be annulled has not been delivered to a train, the annulling order will be addressed to the operator, who will destroy all copies of the order annulled but his own, and write on that:
Annulled by Order No.______
An order which has been annulled must not be reissued under its original number.

M
Annulling Part of an Order

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

(2.) That part of Order No. 12 reading No. 3 pass No. 1 at S is annulled.
Form M will be used only when that part of the order not annulled is clear in its wording.

S-P
Superseding an Order or a Part of an Order

This order will be given by adding to prescribed forms the words "instead of ______."
(1.) No. 1 meet No. 2 at C instead of B.

(2.) No. 3 pass No. 1 at D instead of C.

(3.) No. 1 has right over No. 2 G to R instead of X.

(4.) No. 1 display signals for Eng. 85 A to Z instead of G.
An order which has been superseded must not be reissued under its original number.
When a train is directed by train order to take siding for another train, such instruction apply only at the point named in that order, and do not apply to the superseding order unless so specified.

D-P
Superseding an Order or a Part of an Order

This order will be given by adding to prescribed forms the words "instead of ______."
(1.) No. 1 pass No. 3 at C instead of B.

(2.) No. 1 display signals for Eng. 85 A to Z instead of G.
An order which has been superseded must not be reissued under its original number.

D-R
Providing for a Movement Against the Current of Traffic

(1.) No. 1 has right over opposing trains on ______ track C to F.
The designated train must use the track specified between the points named and has right over opposing trains on that track between those points. Opposing trains must not leave the point last named until the designated train arrives.
An inferior train between the points named moving with the current of traffic in the same direction as the designated train must receive

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a copy of the order, and may then proceed on its schedule, or right.

This order may be modified as follows:
(2.) After No. 4 arrives at C, No. 1 has right over opposing trains on ______ track C to F.
The train to be moved against the current of traffic must not leave the first-named point until the arrival of the first-named train.
A train must not be moved against the current of traffic until the track on which it is to run has been cleared of opposing trains.

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

(1.) ______ track will be used as single track between F and G.
If it is desired to limit the time for such use, add from 1.01 p.m. to 3.01 p.m.
All trains must use the track specified between the stations named and will be governed by rules for single track.
Trains running against the current of traffic on the track named must be clear of the track at the expiration of the time named, or protected as prescribed by Rule 99.

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

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

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

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

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

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

D-261.  On portions of the road so specified on the time-table, trains will run against the current of traffic by block signals, whose indications will supersede time-table superiority and will take the place of train orders.

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

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

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

(To be printed in white paper 5" x 6 3/4")

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(to be printed on pink paper 6" x 6 3/4")

Standard Train Order Blank for 31 Order

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Standard Train Order Blank for 19 Order

The Rules herein contained will not be effective except as designated in the Time-Table, or by Special Instructions.

BLOCK SIGNALS AND INTERLOCKING RULES

BLOCK SIGNAL RULES DEFINITIONS

BLOCK SYSTEM. -- A series of consecutive blocks.
MANUAL BLOCK SYSTEM -- A series of consecutive blocks, governed by block signals operated manually, upon information by telegraph, telephone or other means of communication.
CONTROLLED MANUAL BLOCK SYSTEM -- A series of consecutive blocks governed by block signals, controlled by continuous track circuits, operated manually upon information by telegraph, telephone or other means of communication, and so constructed as to require the co-operation of the signalmen at both ends of the block to display a Clear or a Permissive Block Signal.
AUTOMATIC BLOCK SYSTEM. -- A series of consecutive blocks governed by block signals operated by electric, pneumatic or other agency actuated by a train, or by certain conditions affecting the use of a block.
INTERLOCKING -- An arrangement of switch, lock and/or signal appliances so interconnected that their movements must succeed each other in a pre-determined order.

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BLOCK STATION. -- A place from which block signals are operated.
INTERLOCKING STATION. -- A place from which an interlocking plant is operated.
BLOCK. -- A length of track of defied limits, the use of which by trains is governed by block signals.
INTERLOCKING PLANT. -- An assemblage of switch, lock and/or signal appliances, interlocked.
FIXED SIGNAL. -- A signal of fixed location indicating a condition affecting the movement of a train.
BLOCK SIGNAL. -- A fixed signal at the entrance of a block to govern trains entering and using that block.
INTERLOCKING SIGNALS. -- The fixed signals of an interlocking plant.
HOME SIGNAL. -- A fixed signal at the entrance of a route or block to govern trains entering and using said route or block.
DISTANT SIGNAL. -- A fixed signal used in connection with one or more signals to govern the approach thereto.
DWARF SIGNAL. -- A low home signal.
SEMAPHORE TELEPHONE TRAIN ORDER SIGNAL -- Arm attached to pole below block signal.
COLOR LIGHT TELEPHONE TRAIN ORDER SIGNAL. -- Lower unit attached to pole below upper unit and staggered to the right.
GRADE SIGNAL. -- Designated by a fifteen inch circular yellow disc located on the signal mast.
STOP AND PROCEED SIGNAL. -- Designated by number plate. (See Rule 291 and 298.)

STOP SIGNAL. -- Designated by absence of Number Plate. (See Rule 292.) Observance of Telephone Train Order Signals covered by Rule 509-D.
MEDIUM SPEED. -- One-half maximum authorized speed at point involved, but not to exceed thirty miles per hour unless otherwise provided.
SLOW SPEED. -- Fifteen miles per hour unless otherwise provided.
RESTRICTED SPEED. -- Proceed prepared to stop short of train, obstruction, or anything that may require the speed of a train to be reduced.
ABSOLUTE BLOCK. -- A block which may be occupied by but one train at a time.
PERMISSIVE BLOCK. -- A block which may be occupied by two or more trains at the same time.
CLEAR BLOCK. -- A block not occupied by a train.

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INDICATION:- BLOCK OCCUPIED, PROCEED PREPARED TO STOP SHORT OF TRAIN AHEAD
NAME:- PERMISSIVE

INDICATION:- APPROACH NEXT SIGNAL AT NOT EXCEEDING MEDUIM SPEED
NAME:- APPROACH - MEDUIM

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RULE 283:- Revised July 15, 1937
INDICATION:- Proceed through crossover or turnout with entire train at not exceeding medium speed, then resume normal speed to next signal.
NAME:- Clear - Medium.

RULE 287:- Revised July 15, 1937
INDICATION:- Proceed through crossover or turnout with entire train at not exceeding slow speed, then resume normal speed to next signal.
NAME:- Clear-Slow

INDICATION:- APPRAOCH NEXT SIGNAL AT NOT EXCEEDING SLOW SPEED.
NAME:- APPRAOCH - SLOW

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INDICATION:- PREPARE TO STOP AT NEXT SIGNAL TRAIN EXCEEDING MEDUIM SPEED MUST AT ONCE REDUCE TO THAT SPEED.
NAME:- APPROACH

NOTE: FIGURES "A" & "E" -- WHERE NUMBER PLATE IS NOT USED AND A FACING SWITCH IS CONNECTED WITH THE SIGNAL, APPROACH THAT SWITCH PREPARED TO STOP.

INDICATION:- PROCEED AT RESTRICTED SPEED
NAME:- RESTRICTING

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INDICATION:- STOP
NAME:- STOP

INDICATION:- STOP THEN PROCEED IN ACCORDANCE WITH RULE - 509-B
NAME:- STOP AND PROCEED

NOTE:- WHERE YELLOW DISC IS PROVIDED SEE RULE 509-C

TOP ARM - LIGHT
INDICATION:- STOP THEN PROCEED IN ACCORDANCE WITH RULE 509-B.
NAME:- STOP AND PROCEED
NOTE:- WHERE YELLOW DISC IS PROVIDED SEE RULE 509-C.
LOWER ARM - LIGHT
INDICATION:- STOP ON MAIN TRACK AND REPORT FOR INSTRUCTIONS. SEE RULE 509-D.
NAME:- TELEPHONE TRAIN ORDER SIGNAL

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TOP ARM - LIGHT
INDICATION:- STOP AND PROCEED IN ACCORDANCE WITH RULE 509-B.
NAME:- STOP AND PROCEED
NOTE:- WHERE YELLOW DISC IS PROVIDED SEE RULE 509-C.
LOWER ARM - LIGHT
INDICATION:- TAKE SIDING AND WHEN CLEAR ON MAIN TRACK REPORT FOR INSTRUCTIONS. SEE RULE 509-D
NAME:- TELEPHONE TRAIN ORDER SIGNAL

TOP ARM - LIGHT - FIGURE "A" & "D"
INDICATION:- STOP THEN PROCEED IN ACCORDANCE WITH RULE 509-B
NAME:- STOP AND PROCEED
NOTE:- WHERE YELLOW DISC IS PROVIDED SEE RULE 509-C
TOP ARM - LIGHT - FIGURE "B" & "E"
INDICATION:- PREPARE TO STOP AT NEXT SIGNAL. TRAIN EXCEEDING MEDIUM SPEED MUST AT ONCE REDUCE TO THAT SPEED.
NAME:- APPROACH
TOP ARM - LIGHT - FIGURE "C" & "F"
INDICATION:- PROCEED
NAME:- CLEAR
LOWER ARM - LIGHT
INDICATION:- PROCEED REGARDLESS OF FOLLOWING SUPERIOR TRAINS. SEE RULE 509-D
NAME:- TELEPHONE TRAIN ORDER SIGNAL.

NOTE:- SIGNAL WHOSE MOST RESTRICTIVE INDICATION IS MORE FAVORABLE THAN STOP ARE PROVIDED WITH THE NUMBER PLATE NUMBERED, EITHER ON THE SIGNAL MAST OR IN A LOCATION ADJACENT THERETO AS SEEN FROM AN APPROACHING TRAIN EXCEPT AS OTHERWISE PROVIDED.

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MANUAL AND CONTROLLED MANUAL BLOCK SYSTEMS

RULES AND FORMS

NOTE. -- Rules and forms with the prefix "M" are for Manual Block; those with the prefix "C" are for Controlled Manual Block. Rules without a prefix are for Manual and Controlled Manual Block Systems.

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

C-305.  Controlled manual block signals govern the use of the blocks, and, unless otherwise provided, their indications supersede time-table superiority and take the place of train orders; they do not dispense with the use or the observance of other signals whenever and wherever they may be required.

306.  When a block station is open at an irregular hour, trains must be notified by train order or by special instructions, and special precautions must be taken to call the attention of trains approaching such block station to the indications of the block signals.

SIGNALMEN

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

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

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

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

315.  A block record must be kept at each block station on the prescribed form, beginning at 12.01 a.m. daily. When a train is passed by another, at a block station, it must be reentered upon the block record. The last train entering a block must be the last recorded.

316.  COMMUNICATING CODE.

NOTE. When the telephone is used, the code will be used without the numerals.

 1. -- Display Stop-signal.
13. -- I understand.
17. -- Display Stop-signal. Train following.
 2. -- Block clear.
 3. -- Block wanted for train other than passenger.
36. -- Block wanted for passenger train.

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 4. -- Train other than passenger has entered block.
46. -- Passenger train has, entered block.
 5. -- Block is not clear of train other than passenger.
56. -- Block is, not clear of passenger train.
 7. -- Train following.
 8. -- Opening block station. Answer by 2, 5, or 56
 9. -- Closing block station, followed by 2.
    If the block is clear, to be answered by 13, followed by 2.
    If the block is not clear, to be answered by 5 or 56.
64. -- Testing answer by 64.
When two or more tracks are used in the same direction, signalmen in using the communicating code must also specify the track.

317a.  To admit a train to a block, the signalman must examine the block record, and, if the block is clear, give "1 for ______," to the next block station in advance. The signalman receiving this signal, if the block is clear, must display the Stop-signal to opposing trains, and reply "2 for _____," and when necessary unlock the next block in the rear. If the block is not clear, he must reply "5 of ______," or "56 of ______." The signalman at the entrance of the block must then display the proper signal indication.
A train must not be admitted to a block unless it is clear, except as provided in Rules M-333, C-333 or by train order.

NOTE TO RULE 317-a. -- 317-a is for absolute block for following and opposing movements on the same track.

317b.  To admit a train to a block, the signalman must examine the block record, and, if the block is, clear, give "3 or 36 for ______," to the next block station in advance. The signalman receiving this signal, if the block is clear, must display the Stop-signal to opposing trains and reply "2 for ______," and when necessary unlock the next block in the rear. If the block is not clear, he must reply "5 of ______," or "56 of ______." The signalman at the entrance of the block must then display the proper signal indication.
A train must not be admitted to a block which is occupied by an opposing train or by a passenger train, except as provided in Rules M-333, C-333 or by train order.
To permit a train to follow a train other than a passenger train into a block, the signalman must give "17 for ______," to the next block station in advance. The signalman receiving this signal, if there is no passenger train in the block, must reply "5 of ______, 13 for ______." The approaching train will then be admitted to the block under permissive signal or Clearance Form B.

NOTES TO RULE 317-b. -- Rule 317-b is for absolute block for opposing movements and permissive block for following movements on the same track.

318a.  To admit a train to a block, the signalman must examine the block record, and, if the block is clear, give "3 for ______," or "36 for ______," to the next block station in advance. The signalman receiving this signal, if the block is clear, must reply "2 for ______," and when necessary unlock the next block in

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the rear. If the block is not clear, he must reply "5 of ______," or "56 of ______." The signalman at the entrance of the block must then display the proper signal indication.
A train must not be admitted to a block unless it is clear, except as provided in Rules M-333, C-333 or by train order.

NOTE TO RULE 318-a. -- Rule 318-a is for absolute block for following movements only.

318b.  To admit a train to a block, the signalman must examine the block record, and, if the block is not occupied by a passenger train, give "3 for ______," or "36 for ______," to the next block station in advance. The signalman receiving this signal, if the block is clear, must reply "2 for ______," and when necessary unlock the next block in the rear. If the block is not clear, he must reply "5 of ______," or "56 of ______." The signalman at the entrance of the block must then display the proper signal indication.
A train must not be admitted to a block which is occupied by a passenger train, except as provided in Rules M-333, C-333 or by train order.
A train may be permitted to follow a train other than a passenger train into a block under Permissive-signal or with Clearance Form B.

NOTE TO RULE 318-b. -- Rule 318-b is for permissive block for following movements only.

319.  When a train enters a block, the signalman must give "4 ______," or "46 ______," and the time to the next block station in advance, and when the train has passed the Home

or Block Signal and the signalman has seen the markers he must display the Stop-signal, and when the rear of the train has passed 300 feet beyond the Home or Block Signal, he must give the record of the train to the next block station in the rear.
This information must be entered on the block records.

NOTE TO RULES 317-a, 317-b, 318-a, 318-b and 319. -- The blanks in Rules 317-a, 317-b, 318-a, 318-b and 319 are to be filled by the number or designation of the train, except as otherwise noted. When the bell code is used, the number and designation of the train may be omitted.

320.  Unless otherwise provided, signalmen must not ask for the block until they have received a report of the train from the next block station in the rear, nor unlock the next block in the rear until the block is asked for by that block station.

321.  Signalmen must, as far as practicable, observe all passing trains and note whether they are complete and in order, and the markers properly displayed.

322.  Should a train pass a block station with any indication of conditions endangering the train, or a train on another track, the signalman must immediately notify the signalman at the next block station in advance, and each must display Stop-signals to all trains that may be affected, and must not permit any train to proceed until it is known that its track is not obstructed.

323.  Should a train without markers pass a block station, the signalman must notify the signalman at the next block station in each direction, and must not report that train clear of the block nor unlock the next block in

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the rear until he has ascertained that the train is complete.

324.  Should a train pass a block station in two or more parts, the signalman must stop all trains moving in the same direction and notify the signalman at the next block station in advance. A signalman having received this notice must stop all trains moving in the opposite direction. The Stop-signal must not be displayed to the engineman of the parted train if the train can be admitted to the block in advance under Block Signal Rules; but the Train-parted signal must be given. Should a train in either direction be stopped, it may be permitted to proceed when it is known that its track is not obstructed.

325.  A signalman informed of any obstruction in a block must immediately notify the signalman at the other end of the block and each must display Stop-signals to all trains that may be affected and must not permit any train to proceed until it is known that its track is not obstructed.

326.  When a train takes a siding or otherwise clears the main track the signalman must know that it is clear of the block before giving 2 or displaying a Clear-signal for that block.
The signalman must obtain control of the block before permitting a train to re-enter the block.

327.  To permit a train to cross over or return, unless otherwise provided, the signalman must examine the block record, and if all the blocks affected are clear of approaching trains he must arrange with the signalman at the next block station in each direction to protect the

movement, and when the proper signals have been displayed, permission may be given. Until the block is clear no train must be admitted in the direction of the cross-over switches except under Permissive-signal or with Clearance Form B.
All crossover movements must be entered on the block records.

328.  When coupled trains are separated, as prescribed by Rule 364, the signalman must regard each portion as an independent train.

329.  When necessary to stop a train for which a Clear or Permissive signal has been displayed and accepted, the signalman must give hand signals in addition to displaying the Stop-signal.

330.  A signalman having train orders for a train must display the block signal at Stop. He may permit trains so stopped to proceed under Block Signal Rules after complying with Rules for Movement by Train Orders.

M-331.  When from the failure of block signal apparatus, the block signal cannot be changed from its most restrictive indication, a signalman having information from signalman at the next block station in advance that the block is clear, may admit a train to the block by the use of Clearance Form A.
If the block is occupied by a train, other than an opposing train or a passenger train, the signalman may admit a following train by use of Clearance Form B.

C-331.  When from the failure of the block signal apparatus, the block signal cannot be changed from its most restrictive indication, or when a signalman is unable to communicate

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with the next block station in advance, he may admit a train to the block by the use of Clearance Form B.

NOTE TO RULE C-331. -- Rule C-331 is for operation on two or more main tracks for following movements only.

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

M-333.  When, from any cause, a signalman is unable to communicate with the next block station in advance, he must stop all trains approaching in that direction. Should no cause for detaining a train be known, it may then be permitted to proceed with Clearance Form B, provided ten minutes have elapsed since the passage of the last preceding train.

C-333.  When a signalman is unable to communicate with the next block station in advance, or if from the failure of the block signal apparatus the block signal cannot be changed from the normal indication, he must set his signal and other apparatus to display their most restrictive indication, stop all trains approaching in that direction and be governed by instructions from the train dispatcher. If unable to communicate with the train dispatcher, he will, after any train for which 2 or 13 had been given to the next block station in advance has cleared the block, permit trains to proceed on their timetable or train order authority, with Clearance Form B and under Stop-signal.

NOTE TO RULE C-333. -- Rule C-333 is for operation on single track.

334.  Hand signals must not be used when the proper indication can be displayed by the block signals, except as prescribed by Rule 329 or 343. When hand signals are necessary they must be given from such a place and in such a way that there can be no misunderstanding on the part of enginemen or trainmen as to the signals, or as to the train or engine for which they are intended.

NOTE TO RULE 334. -- Hand signaling includes the use of flag, lamp, torpedo and fusee signals.

335.  Block signals for a track apply only to trains moving with the current of traffic on that track. Signalmen will use hand signals for blocking trains moving against the current of traffic.

336.  Signalmen will be held responsible for the care of the block station, lamps and supplies; and, unless otherwise provided, of the signal apparatus.

337.  Lights in block stations must be so placed that they cannot be seen from approaching trains.

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

339.  If a Stop-signal is disregarded, the fact must be reported to the next block station in advance and then to superintendent.

340.  To open a block station the signalman must give 8 to the next block station in each direction and record the trains that are in the extended block. He must then display the most restrictive signal indication and notify the next block station in each direction that the block station is open.

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When trains, which were in the extended block when the block station was opened and which had passed his block station before it was opened, clear the block in advance he must repeat the record to the block station in the rear.

341.  A block station must not be closed without proper authority.

342.  Unless otherwise provided, a block station must not be closed until the block in each direction is clear of all trains.
To close a block station, the signalman must give 9 followed by 2 to the next block station in each direction and when he receives 13 followed by 2 enter it on his block record, with the time it is received from each block station.
The block signals must then be secured in the clear position, all lights extinguished, and the block wires and, when necessary, circuits arranged to work through the closed block station.

343.  When a block station is open at an irregular hour, signalmen must use hand signals, in addition to block signals, to give the required indications until all trains have passed which have not been notified by train order or by special instructions that the block station is open. Signalmen must take special precautions to call the attention of trains approaching the block station to the indications of the block signals.

344.  Signalmen must not permit unauthorized persons to enter the block station.

ENGINEMEN AND TRAINMEN.

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

Hand signals will be used for blocking trains moving against the current of traffic.

M-362.  Trains must not pass a Stop-signal without receiving Clearance Form A, Clearance Form B, or a train order authorizing them to do so.

C-362.  Trains must not pass a Stop-signal without receiving Clearance Form B, or a train order authorizing them to do so.
On single track, trains receiving Clearance Form B may proceed on their time-table or train order authority expecting to find a train in the block, a broken rail or a switch not properly lined.

363.  Trains must not proceed on hand signals as against block signals.

364.  Unless otherwise directed, when two or more trains have been coupled and so move past any block station, they must be separated only at a block station and the signalman notified.

365.  When a train takes a siding or otherwise clears the main track it must not again enter the block or foul the main track without the permission of the signalman.
A train having passed beyond the limits of a block must not back into that block without permission from the signalman.

366.  Unless otherwise provided, when it is necessary for a train to cross over, the signalman must be notified and permission obtained before crossing over or returning.

367.  The engineman of a train which has parted must sound the whistle signal for Train-parted when approaching a block station.

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368.  An engineman receiving a Train-parted signal from a signalman must answer by the whistle signal for Train-parted.

369.  When a parted train is recoupled the signalman must be notified.

370.  When there is an obstruction between block stations, notice must be given to the nearest signalman.

371.  When a train is stopped by a home or block signal the conductor and engineman must immediately ascertain the cause.

372.  Conductors must report to the Superintendent any unusual detention at block stations.

373.  A block station must not be considered as closed, except as provided for by time-table or special instructions.

AUTOMATIC BLOCK SYSTEM RULES

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

ENGINEMEN AND TRAINMEN.

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

509a.  On single track when a train is stopped by a stop signal, it must stay until authorized to proceed. A member of the crew will report immediately for instructions. In case of failure of means of communication it may proceed when preceded by a flagman to the next signal displaying a proceed indication. When communication has failed and it is positively known that a train is preceding through the block, it may proceed at once at restricted speed to the next signal displaying a proceed indication.

509b.  When train is stopped by a Stop and Proceed signal it may proceed:
(a) On single track at once at restricted speed.
(b) On two or more tracks at once at restricted speed.

509c.  Grade Signals are located on certain grades and authorize enginemen in charge of freight trains to proceed without stopping at

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signal indicating stop and proceed unless otherwise ordered.
Freight trains will acknowledge this indication by two short blasts of the whistle and may proceed with caution and not exceeding "Restricted Speed" expecting to find train in block, broken rail, obstruction, or switch not properly lined.
This rule applies to freight trains in automatic train control territory except that the acknowledgment by two short blasts of the whistle is not required.

509d.  Telephone Train Order Signals are located at points as designated in the time-table. Their functions are as follows:
(a) Arm horizontal - Red Light - Indication: Stop on main track and report for instructions. See Rule 296. It is forbidden to use a cross over at any point where a telephone train order signal is located without permission.
(b) Arm 45 degrees above horizontal - Yellow Light - Indication: Take siding, when clear of main track report for instructions. Passenger trains will report before pulling in siding. See Rule 297.
(c) Arm 90 degrees above horizontal - Green Light - Indication: Proceed regardless of following superior trains (except as provided for in Rules 509A, and 509b) until otherwise ordered. See Rule 298.
It is forbidden to accept the proceed indication (Paragraph "c") if there is any known cause that will prevent making usual running time. When a

train accepts the proceed indication (Paragraph "c") and for any cause is unable to make usual running time the train must be protected as prescribed by Rule 99.

510.  When a train is stopped by a block signal which is evidently out of order, and not so indicated, the fact must be reported to the superintendent.

511.  (Amended October 3, 1932) Both switches of a crossover must be opened before a train or engine starts to make a crossover movement, and the movement must be completed before either switch is restored to normal position. Main track switch of a siding must be opened before a train or engine starts to move out of siding. Main track switch must not be restored to normal position before rear of train entering siding has passed beyond the fouling point.

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

513.  A train having passed beyond the limits of a block must not back into that block, except under the protection of a flagman.

514.  When a train is to be backed or pulled out of a siding or crossed over to a main track against the current of traffic, it must first be protected as prescribed by Rule 99.

515.  A train or engine entering a block between signals must be protected as prescribed by Rule 99 and may proceed at restricted speed to the next signal displaying a proceed indication.

516.  A train which is to take a siding at a meeting point within the limits of a block, may pass the automatic signal at or near the entrance of siding if at stop and proceed under control into the siding.

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517.  When possible, enginemen and trainmen will observe the operation of automatic signals, and if a signal is at Proceed and does not change to Stop when a train enters a block, the train must come to a Full Stop, and after leaving a flagman with danger signals to notify approaching trains, may proceed as provided in Rule 509b, notifying the superintendent at the first telephone booth or open telegraph office.

INTERLOCKING RULES

605.  Interlocking signals govern the use of the routes of an interlocking plant, and as to movements within Home Signal limits, their indications supersede the superiority of trains, but do not dispense with the use or the observance of other signals whenever and wherever they may be required.

SIGNALMEN

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

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

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

615.  When necessary to change any route for which the signals have been cleared for an approaching train or engine, switches, movable frogs or derails, must not be changed or signals cleared for any conflicting route until the train or engine for which the signals were first cleared has stopped.

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616.  The lever operating a switch, derail, movable frog, detector bar or lock must not be moved when any portion of a train or engine is standing on or closely approaching the switch, derail or movable frog.

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

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

619.  During storms or while snow or sand is drifting special care must be used in operating switches. If the force whose duty it is to keep the switches clear is not on hand promptly when required, the fact must be reported to the superintendent.

620.  If a signal fails to work properly its operation must be discontinued and until repaired the signal secured so as to display its most restrictive indication.

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

622.  Signalman must not make nor permit any unauthorized repairs, alterations or additions to the plant.
Any defects in the interlocking plant must be promptly reported to the Superintendent.

623.  If there is a derailment or if a switch, movable frog or derail is run through, or if any damage occurs to the track or interlocking

plant, the signals must be restored so as to display their most restrictive indication, and no train or switching movement permitted until all parts of the interlocking plant and track liable to consequent injury have been examined and are known to be in a safe condition.

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

625.  When switches, movable frogs, derails or signals are undergoing repairs, signals must not be displayed for any movement which may be affected by such repairs, until it has been ascertained from the repairman that the switches, movable frogs and derails are properly lined and secured for such movement.

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

627.  If a signalman has information that an approaching train has parted he must, if possible, stop trains or engines on conflicting routes, clear the route for the parted train, and give the Train-parted signal to the engineman.

628.  Hand signals must not be used when the proper indication can be displayed by the interlocking signals.
When the proper indication cannot be displayed, hand signals and Clearance Form B must be used.

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When hand signals are necessary, they must be given from such a place and in such a way that there can be no misunderstanding on the part of enginemen or trainmen as to the signals or as to the train or engine for which they are intended.

NOTE TO RULE 628. -- Hand signaling includes the use of flag, lamp, torpedo and fusee signals.

629.  If necessary to pass any interlocking Stop-signal, Clearance Form B must be used and if the signal is used as a train-order signal, a Clearance Form A must be used in addition and the Superintendent notified.

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

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

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

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

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

636.  When alterations or additions are to be made to the locking, signalmen in charge must first notify the Superintendent and obtain permission from him before any part of the locking is removed from the machine. When locking is undergoing alterations and additions, and permission has been received from the Superintendent to proceed with the work, signalmen must stop all trains at the home signal, and after trains have come to a full stop and the signalmen personally know that the route is properly set up and that all levers are set to guard against a conflicting train movement the home signal may be cleared and the train permitted to proceed. Signalmen are forbidden to allow maintainers or construction men to set up routes or manipulate the levers for the passage of a train, or when a train is passing over the switches, or after the signals have been set for a train to proceed.

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POWER INTERLOCKING PLANTS

637.  In case of failure of indication on switches, movable frogs or derail the following instructions must be complied with: When the maintainer is present, he must operate indication latches. When the maintainer is not present, the indication latch may be operated by hand only as hereinafter prescribed.
Switches. -- In case of indication failure on switches, movable frogs or derail, signalmen must remove the fuse in the control circuit. They must then examine all switch or derail points operated by the lever and spike them in the proper position for the movement which it is desired to make. After this is done, indication may then be operated by hand and the remaining switches, or derails required for the route may be set up in proper order. Signal must not be cleared, but caution card issued for movement of trains or engines.
Home Signal. -- If a home signal fails to indicate in going to the normal position, signalmen must not release the indication latch by hand until they have first ascertained that the home signal has gone to the full stop position.
Home and Caution Signal on the Same Lever. -- If a home signal fails to indicate in going to the normal position and the caution signal is also operated by the lever, signalmen must not operate the indication latch until they have first ascertained that the home signal has

gone to the full stop position and the caution signal has gone to the full caution position.
Caution Signal. -- If a caution signal fails to indicate in going to the normal position, signalmen must not release the indication latch by hand until they have ascertained that the signal has gone to the full caution position.

ENGINEMEN AND TRAINMEN.

661.  If a signal, permitting a train to proceed after being accepted, is changed to a Stop-signal before it is reached, the stop must be made at once. Such occurrence must be reported to the Superintendent.

663.  Trains, or engines must not pass an interlocking Stop-signal without receiving a Clearance Form B and hand signals; and if the signal is used as a train-order signal, a clearance Form A must be used in addition. Enginemen and trainmen must not proceed on hand signals until they are fully informed of the situation; the movement must then be made at restricted speed.

664.  The engineman of a train which has parted must sound the whistle signal for Train-parted on approaching an interlocking plant.

665.  An engineman receiving a Train-parted signal from a signalman must answer by the whistle signal for Train-parted.

666.  When a parted train has been re-coupled the signalman must be notified.

667.  Sand must not be used over movable parts of an interlocking plant.

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668.  Conductors* must report to the Superintendent any unusual detention at interlocking plants.

669.  Trains or engines stopped by the signalman in making a movement through an interlocking plant, must not move in either direction until they have received the proper signal from him.

670.  A reverse movement within the limits of an interlocking plant, or a forward movement after making a reverse movement, must not be made without the proper interlocking signal or permission from the signalman.

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

REPAIRMEN

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

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

683.  When any part of an interlocking plant is to be repaired a thorough understanding

* Or enginemen of yard engines.

must first be had with the signalman, in order to secure the safe movement of trains and engines during repairs. The signalman must be notified when the repairs are completed.

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

685.  Alterations or additions to an interlocking plant must not be made without approved plans which are to be furnished by the Signal Engineer.

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(To be printed on white paper 5" x 6 3/4")

(To be printed on pink paper 6" x 6 3/4")

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GENERAL REGULATIONS FOR EMPLOYES

Train Masters

801.  Train Masters report to and receive instructions from the Superintendent.

802.  They will have charge of the movement of traffic and exercise general supervision over all employes in train, yard and station service.

Station Masters

803.  The Station Master reports to and receives his instructions from the Superintendent or such officer as he may designate.

Chief Train Dispatchers

804.  Chief train dispatchers report to and receive instructions from the Superintendent.

805.  They will have charge of train dispatchers, and, unless otherwise provided, operators and signalmen.

806.  They must see that only one person issues train orders over the same territory at the same time, and that train orders are issued in accordance with prescribed forms.

Train Dispatchers

807.  Train Dispatchers report to and receive instructions from the Chief train dispatcher.

808.  They will issue orders governing the movement of trains, in accordance with the rules; record the movement of all trains and important incidents affecting the movement of traffic.

809.  Each train dispatcher going off duty must enter, in ink, on the train dispatcher’s train-order book, record of all outstanding orders and know that they are understood by the relieving train dispatcher.

810.  A train dispatcher and the operator working with him must not be relieved at the same time.

Yard Masters

811.  Yard Masters report to and receive instructions from the Superintendent or such official as he may designate.

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

813.  They must see that employes are in condition for the proper discharge of duty.

814.  They must see that trains are properly made up and ready to leave as directed; that each train has the prescribed number of employes; that proper slips or way-bills are furnished; that doors of all loaded cars are properly secured and sealed, and that doors of all empty cars are closed and secured; that cars or tanks containing oil, explosives or inflammable substances are at least six cars from engine or caboose, when practicable; that wooden flat cars are placed on the rear of the train and boarding cars next to the caboose.

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815.  They must be familiar with instructions relative to refrigeration, ventilation and protection of perishable freight, and unless otherwise provided, see that a complete record of seals on all doors and hatches is promptly taken upon arrival of cars in yard. If a loaded car is found not properly sealed, contents should be promptly examined and car sealed, making prompt report to the Superintendent.

816.  They must take an inventory of all cars in yards as often as necessary to insure prompt movement; keep a record of all trains, note all irregularities, and make report to proper official. At interchange points they must take record of seals on cars received from and delivered to connecting lines.

817.  Any change on a way-bill must be made in ink or indelible pencil and show authority and name of person making change.

Station Agents

818.  The Station Agent reports to and receives his instructions from the Supervising Agent or such officer as the Superintendent may designate. He must conform to the instructions issued by the Accounting, Passenger, Freight and Treasury Departments.

819.  He has charge of the company’s books and papers, and of the buildings, sidings and grounds at his station; and must preserve order in and about the station, keep the buildings and grounds in proper condition, and give proper attention to fire protection. He must see that no unauthorized person has access to the ticket and freight offices, baggage and freight rooms.

820.  It is his duty to attend to the sale of tickets and the receiving, delivering and forwarding of baggage and freight, and collections for the same; see that cars are promptly loaded or unloaded and forwarded; keep the accounts, and make reports and remittances, in the manner prescribed.

821.  He has charge of the employes at the station and must see that they perform their duties properly; promptly report any misconduct or violation of the rules, and anything that is observed that is prejudicial to the company’s interests, or may interfere with the safe and economical working of the railroad. Where there is no Yard Master, the duties of such position, as far as they exist, devolve upon the Station Agent, and he must be governed in the discharge of such duties by the rules for Yard Masters.

822.  He will report to the Superintendent on local matters which may affect the interests of the company.

823.  He must not sell tickets to persons who are not in a condition to take care of themselves, or whose conduct might endanger their lives or make them a source of annoyance to others on trains.

824.  He must see that cars left at the station have the hand brakes applied and are not moved by unauthorized persons, or shifted so as to interfere with the safety of trains. He must also take seal records of cars received, forwarded and interchanged.

Baggage Agents

825.  The Baggage Agent reports to and receives his instructions from the Supervising

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Agent or such officer as the Superintendent may designate. He must obey the orders of the Station Master or the Station Agent, and conform to the instructions issued by the General Baggage, Mail and Express Agent, Accounting, Passenger and Treasury Departments.

826.  It is his duty to receive and check baggage, and deliver it to the baggagemen on trains; take charge of baggage unloaded at his station; handle baggage carefully; be civil and obliging to passengers, and require them to show proper transportation before checking their baggage. He must not permit unauthorized persons in the baggage room unless they are accompanied by himself or his representative.

827.  He must promptly report all loss, damage or irregularity in handling baggage, U. S. mail, letters, packages and baggage checks.

Telegraph and Telephone Operators and Signalmen

828.  The Telegraph and Telephone Operator and Signalman reports to and receives his instructions from the Chief Train Dispatcher, unless otherwise provided. An operator at a station must conform to the instructions of the Station Master or Station Agent.

829.  He must not leave or close his office without permission from the Chief Train Dispatcher. When permitted to leave his office in charge of a substitute, he must acquaint the substitute with all the duties.

830.  Where two or more Operators are employed at day or night offices, there must always be one on duty. When both day and night Operators are employed, they must relieve each other.

831.  He must not leave his office when a train is at the station, unless required to do so by business connected with the train.

832.  He must see that telegrams are properly timed, and to note the office sent to, or received from, the time sent or received, the sending or receiving Operators personal signature, and note on the back of each delayed telegram the time calls are made.

833.  He must have proper signal appliances in good order, ready for immediate use, and must know that all signals are in proper working order and that switch and signal lights are properly displayed.

834.  He must 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.

835.  He must not allow unauthorized persons inside his office. Students may be allowed when authorized by the Superintendent. He must consider the telegraph and telephone a confidential service and treat the contents of messages accordingly. At offices where commercial telegraph business is handled, the Manager and Operator will be held accountable for the proper handling and reporting of same in conformity with the requirements of the Telegraph Company.

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836.  When relieved he must make written transfer on the prescribed form of all train orders not delivered, and see that such orders, and all information pertaining thereto, is understood by the relief operator who must compare the train-orders with the transfer, and note the time and sign the transfer.

837.  He must keep the Train Dispatcher advised of temperature, heavy fog and severe storms of rain, snow or wind.

838.  In case a circuit which he uses is interrupted, he must ascertain and report, if possible, on which side of his office the trouble exists. If it be at a point near by which the line repairer cannot promptly reach, he must, if possible, notify the track foreman immediately. He must be sufficiently familiar with switchboards to enable him to give such tests and make such patches as may be ordered by the Wire Chief in charge.

838a.  Each day at 11:57 a.m. Eastern Standard Time and at 10:57 a.m. Central Standard Time, all business must be suspended on all circuits and connections will be made with the Washington, D. C., Observatory for a period of 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 will mark the beginning of a minute, and the first beat after the pause of one second marks thirty seconds. In order to distinguish the last minute, the beats cease ten seconds before 12 o’clock Eastern Standard Time and before 11 o’clock Central Standard Time, when there will be a

single beat. The first beat after the long pause indicates 12 o’clock, Eastern Standard Time, or 11 a.m., Central Standard Time.
Telegraph and Telephone Operators, Signalmen, or other employes in charge, unless otherwise provided, must note and record each day on the prescribed form 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

839.  The following signals are to be used in telegraphing and, in general, all telephone circuits.
 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 circuits 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.

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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 both telegraph and telephone circuits and has preference over everything except "27" and "9."

Passenger Conductors

840.  The Passenger Conductor reports to and receives his instructions from the Superintendent and Train Master. He must obey the orders of Station Masters and Yard Masters, and conform to instructions issued by the Accounting, Passenger and Treasury Departments.

841.  He must report for duty in uniform at the appointed time, and see that the trainmen are ready for duty; assist in making up his train when necessary; see that the engine and train are provided with full sets of signals; ascertain that the cars have been inspected and properly equipped, cleaned, heated and lighted, and that the brakes and other appliances are in proper order.

842.  He must have a reliable watch and a copy of the time-table; examine the bulletinboard and special order book when reporting for duty. Compare time with the engineman before starting, and see that he has a copy of the current time-table. He will see that subordinates are familiar with their duties, ascertain the extent of their experience, and instruct them in the performance of their work.

843.  He is responsible for the movement, safety, and proper care of his train, and for the

vigilance and conduct of the men employed thereon, and must report any misconduct or neglect of duty.

844.  It is his duty, when required, to assist passengers getting on and off trains, see that they are provided with proper transportation, collect fare from those who are not, and put off, at a convenient station, any who refuse to pay fare; attend courteously to the comfort and wants of passengers, and see that his trainmen do the same; see that passengers are properly seated, and not allow them to ride on the platforms, except as prescribed by the rules, or in the baggage, express or mail cars, or violate, in any respect, the regulations provided for their safety; maintain good order and not allow intoxicated or disorderly persons to get on the train. On arrival at terminal stations, he will remain on duty in uniform to render passengers assistance, when required, in getting off trains.

Passenger Trainmen

845.  The Passenger Trainman reports to and receives his instructions from the Train Master. He must obey the orders of Station Masters and Yard Masters. While on duty he is under the direction of the conductor.

846.  He must report for duty in uniform at the appointed time; assist in making up his train when required; give polite attention to the wants of passengers, avoiding unnecessary conversation. When passing through sleeping car, do so quietly so as not to disturb passengers; at each station stop announce distinctly the name of the station; where trains are to

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stop for meals, make such announcement and the length of stop.

847.  It is his duty to attend to the brakes when necessary; be provided with, take care of, and properly display train signals; attend to the lighting, heating and ventilation of the cars, open and close the car doors, and assist the conductor in the proper disposition of passengers, in preventing them from riding on the platforms, except as prescribed by the rules, or in any way violating the regulations provided for their safety; in preserving order; and in all things requisite for the safe and prompt movement of the train and the comfort of passengers.

848.  He must immediately go back to protect the train, where the rules require it, without waiting for signal or instructions to do so. When more than one Trainman is used on a train the rear Trainman must perform this duty, and the front Trainman must in like manner protect the front of the train.

Train Baggagemen

849.  The Train Baggageman reports to and receives his instructions from the Train Master. He must obey the orders of Station Masters and Yard Master. While on duty he is under the direction of the Conductor.

850.  He must conform to instructions issued by the Accounting and Passenger Departments and the General Baggage Agent. While on duty he is under the direction of the Conductor.

851.  He must report for duty at the appointed time; handle baggage carefully; be civil and obliging to passengers, and remain in

the baggage car while on duty, except when required to take the place of a trainman.

852.  It is his duty to receive, take care of and correctly deliver baggage carried on the train, U. S. mail and express carried in the baggage car; check baggage at stations where there are no baggage agents; take charge of and promptly deliver letters and packages forwarded on railroad business or addressed to officers or agents; and attend to the light and heat in baggage cars while on duty.

853.  He must report all loss, damage or irregularity in handling baggage, U. S. Mail, express, letters and packages promptly to the Train Master of the division on which it occurred. He must not carry letters, packages, money or other valuables not authorized by the regulations, and must not permit any one to ride in the baggage car except trainmen, mail agents, express agents, and news agents, in the discharge of their duties, and authorized officers.

Freight Conductors

854.  The Freight Conductor reports to and receives his instructions from the Superintendent and Train Master. He must obey the orders of Yard Masters.

855.  He must report for duty at the appointed time, and see that the trainmen are ready for duty; see that he has the proper waybills for the cars to be moved; assist in making up his train when necessary, see that the engine and train are provided with full sets of signals; the couplings and brakes are in good order before starting, and inspect them as frequently as

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opportunity permits; see that trainmen occupy their proper places on the train; handle freight with care, using every effort to prevent loss or damage; see that doors of cars are properly secured, and not permit unauthorized persons to enter the cars, handle freight or to ride upon the train; and keep all records prescribed by current instructions.

856.  He must have a copy of the current time-table; examine the special order book and bulletin board when reporting for duty. Compare time with the engineman before starting and see that he has a copy of the current time-table.

857.  He will see that subordinates are familiar with their duties, ascertain the extent of their experience and instruct them in the performance of their work. He is responsible for the movement, safety and proper care of his train, and for the vigilance and conduct of the men employed thereon, and must report any misconduct or neglect of duty.

858.  He must not move cars from stations or sidings without proper waybills or proper authority, and must see that cars are in safe condition to be moved. When cars are left on a siding he must see that they are properly secured by hand brakes and every precaution taken to prevent them from being improperly moved.

859.  He must check with the waybills (in conjunction with the Station Agent if possible) all freight loaded and unloaded, and make a record of freight over, short, or in bad order. When necessary to transfer freight from one car to another, he must record the transfer

and the number of the car to which it is transferred on face of waybill. 860.  He must see that public crossings are not obstructed longer than 5 minutes. He will be held responsible for violation of local public ordinances relating to the obstructing of crossings.

Freight Trainmen

861.  The Freight Trainman reports to and receives his instructions from the Train Master. While on duty he is under the direction of the Conductor. He must report for duty at the appointed time and assist in making up his train. It is his duty to attend to the brakes; be provided with, take care of, and properly display train signals; assist the conductor in loading or unloading freight, in inspecting the cars, and in all things requisite for the safe and prompt movement of the train.

862.  When not engaged in duty elsewhere, he must occupy the post assigned him. The post of the rear Trainman is on the last car. He must immediately go back to protect the train, where the rules require it, without waiting for signal or instructions to do so. The front Trainman must in like manner protect the front of the train. An assisting engine on the rear is a part of the train and the Trainman will be governed accordingly.

Switch Tenders

863.  The Switch Tender reports to and receives his instructions from the Yard Master or Station Master.

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864.  It is his duty to operate the switches under his charge for trains using them; to keep the switches in good condition and clear of snow or other obstruction, and promptly report defects.

865.  He must keep the switches secured for the main track, except when passing trains to or from another track, and must watch for approaching trains and give a signal to proceed if all is right.

866.  A Switch Tender to be relieved by another must not leave his post until relieved, and the one going off duty must inform the one coming on, of trains due which have not passed.

Enginemen

867.  The Engineman reports to and receives his instructions from the Superintendent. He must obey the orders of the Train Master and Road Foreman of Engines. He must obey the orders of Station Masters and Yard Masters and those of Conductors as to starting, stopping and general management of train, unless they endanger the safety of the train or require violation of rules. When at the engine house he engine House is under the direction of the Engine House Foreman.
When there is no Conductor, or the Conductor is disabled, he will have charge of the train, and must be governed by the rules prescribed for Conductors.

868.  He must report for duty at the appointed time; see that the engine is in good working order and furnished with the necessary signals and supplies give checks for fuel and supplies

received, and assist in shifting and making up the train.

869.  He must have a reliable watch and a copy of the time-table; compare time before starting, and, if necessary, adjust his watch to show correct time; examine the bulletin-board and special order book when reporting for duty, and compare time with Conductor of his train before starting. He will see that fireman is familiar with his duties, ascertain the extent of his experience, and instruct him in the performance of his work.

870.  He must exercise caution and good judgment in starting and stopping the train, and in moving and coupling cars, so as to avoid disturbance to passengers and injury to persons or property; keep a lookout on the track for signals and obstructions; acknowledge all signals except fixed signals; stop and inquire respecting any signal not understood; when necessary see that the train is protected, use every precaution against fire, and not permit burning waste, hot cinders or any other thing to be thrown or dropped from engine; clean the ash pan or front end only at points specially designated; report the condition of the engine at the end of each trip, assist in making repairs when necessary, and must report any misconduct or neglect of duty.
When stopping freight trains consisting of twenty-five or more cars to take coal or water, air brakes must be applied and the engine detached except when in the judgment of enginemen conditions make such action unnecessary to prevent possible damage to lading and equipment.

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871.  He must not permit any person to ride on the engine without authority, except division staff officers, their assistants and trainmen in discharge of their duty.

872.  He must not leave the engine during a trip except in case of necessity, and must then leave the fireman in charge.

Firemen

873.  The Fireman reports to and receives his instructions from the Superintendent, and will obey the orders of the Train Master and Road Foreman of Engines. In matters relating to the care and use of engines he will be governed by the orders of and report to the Master Mechanic. When at the engine house he is under the direction of the Engine House Foreman. When with the engine he must obey the orders of the engineman.

874.  He must report for duty at the appointed time; examine the special order book and bulletin-board when reporting for duty, assist in shifting and making up the train; see signals affecting the movement of his train, assist the engineman in keeping a lookout for obstructions and other signals; if qualified, take charge of the engine during the absence of the engineman; assist in making repairs when required. He must not run an engine in the absence of the engineman unless in some emergency he is directed to do so by the conductor, or some one in authority. He must be familiar with the rules that apply to the protection of trains and the use of signals.

875.  He must, when necessary, protect the train. If engineman fails, through disability,

to regulate speed of train when approaching a signal indication or other condition requiring that speed be reduced, he must communicate with him at once, and, if necessary, stop the train.

Yard Conductors

876.  The Yard Conductor reports to and receives his instructions from the Yard Master or Station Master. In yards not under the jurisdiction of a Yard Master or Station Master, he reports to and is under the direction of the Station Agent. He must report for duty at the appointed time, see that subordinates are familiar with their duties, ascertain the extent of their experience and instruct them in the performance of their work. He must have a copy of the current time-table; examine the special order book and bulletin board when reporting for duty; compare time with the engineman before commencing the day’s work and see that he has a copy of the current timetable. He is responsible for the safety and care of the work and for the vigilance and conduct of his subordinates and must report any misconduct or neglect of duty.

Yard Brakemen

877.  The Yard Brakeman reports to and receives his instructions from the Yard Master. While on duty he is under the direction of the Yard Conductor. He must report for duty at the appointed time and assist in the shifting, making up or breaking up of trains, or distributing cars in yards. He must be conversant with the rules and special instructions for other

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classes of employes so far as they relate in any way to the proper discharge of his duties; provide himself with a copy of such rules and special instructions; pass the prescribed examinations; provide himself with the necessary signal appliances, and keep them in good order and ready for immediate use.

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