Chapter XI: Appendix: The following operating rules are referred to in the foregoing

In case of doubt, adopt the safe course.

Speed must always be sacrificed for safety.

1. A _blue_ flag by day and a _blue_ light by night, displayed at
one or both ends of an engine, car, or train, indicates that
workmen are under or about it. When thus protected it must not be
coupled to or moved. Workmen will display the _blue_ signals, and
the same workmen are alone authorized to remove them. Other cars
must not be placed on the same track, so as to intercept the view
of the _blue_ signals, without first notifying the workmen.
Train, engine or switchmen going between or under cars or engines
to make repairs, chain up or examination must protect themselves
in the same way by use of red flag or red light.

2. The engine bell must be rung on approaching the whistling post
at every public road crossing at grade, and kept ringing until
the crossing is passed; and the whistle must be sounded at all
whistling posts, two long and two short blasts.

3. The engine bell must be rung upon approaching and passing
through stations, cities, towns, and villages.

4. It must be understood that a train is due to arrive at a
station upon its schedule departing time at preceding station.

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

5. Passenger trains will not exceed twenty-five miles, and
freight trains fifteen miles per hour, passing over interlocking
switches.

6. All regular freight trains, extras, and work extras will pass
into and through all stations and will approach all isolated side
tracks, and also all water tanks and coal sheds with train under
full control, expecting to find trains at such points. Speed must
be reduced; enginemen and trainmen must commence to get their
train under control one mile from all such specified points, so
that under no circumstances whatever shall it be possible for
them to strike any train, car, or engine that may be within the
switches of any regular station, or that may be taking coal or
water at any coal shed or water tank. Trains occupying main track
at stations, as an additional precaution, must protect themselves
as per Rule No. 7.

PROTECTION OF TRAINS BY FLAGMEN.

7. _For this purpose flagmen shall have for_ DAY SIGNALS _not
less than two torpedoes and a red flag._

_For_ NIGHT SIGNALS _not less than two torpedoes, two red fusees,
and red and white lanterns._

CONDUCTORS _shall see that flagmen have these signals when they
go on duty._

UNSCHEDULED STOPS.

_When any train makes an_ UNSCHEDULED STOP _(whether at a station or between stations, or whether such stop be caused by accident to the train, or by signal, or in any other way), the train shall be protected as follows_:

_a._ _In the_ NIGHT-TIME _the flagmen shall immediately place a
lighted_ RED FUSEE _in center of track about five hundred feet
behind the rear of train._

_He shall then go back as rapidly as possible with_ RED _and_
WHITE LANTERNS _to a point less than three-fourths of a mile
(twenty-four telegraph poles) distant from rear of train and until
he reaches a point where the danger signal can be seen not less
than one-fourth of a mile (eight telegraph poles) by the engineman
of any approaching train. When the character of the road or
weather makes it necessary the flagman shall go a greater distance
with signals, so as to_ INSURE ABSOLUTE SAFETY.

_b._ _In the_ DAYTIME _he shall carry a red flag and proceed to a
like point._

_c._ _When he reaches such point, whether in the night-time or
daytime, he shall at once place_ ONE TORPEDO _on the rail on the
engineman's side and shall remain at that place until recalled. If
a train approaches he shall flag it and remain until the train
stops._

_d._ _When recalled, if no train is approaching, he shall place a_
SECOND TORPEDO _on the rail 200 feet nearer his train and return
with all possible dispatch._

SCHEDULED STOPS LONGER THAN USUAL.

_e._ _When any train makes a_ SCHEDULED STOP _at any station and
occupies the main track_ LONGER THAN USUAL AT THAT STATION,
_whether on account of baggage, passengers, or for any other
reason whatever_, THE FLAGMAN MUST PROTECT HIS TRAIN IN THE SAME
MANNER.

STOPPAGE BY PRECEDING TRAINS.

_f._ _When any train has been stopped by a preceding train in the
manner above mentioned, the flagman of the last train must protect
his train in the same manner._

PROTECTION OF FRONT END.

_g._ _When it is necessary to protect the front of a train, it
shall be done in the same manner._

BOTH CONDUCTOR AND FLAGMAN RESPONSIBLE.

_h._ _In all cases above mentioned it shall be the_ FIRST AND
IMMEDIATE DUTY OF CONDUCTORS _to see that flagmen_ OBEY THIS RULE.

_i._ _Both_ CONDUCTOR _and_ FLAGMAN _will be held responsible._

_j._ _When a flagman goes out, the next brakeman or baggageman
must take his place on the train, as required by paragraph s._

_k._ _The engineman on approaching train, on_ SEEING FLAGMAN'S
SIGNAL, _shall immediately indicate it by one short blast of the
whistle, and immediately reduce the speed of his train and find
out the purpose of the signal, and if he does not hear the second
torpedo he will bring his train to a stop._

_l._ _If the engineman on approaching train sees no signal (the
flagman having been recalled), but_ HEARS THE FIRST TORPEDO; _he
shall reduce the speed of his train and thereafter proceed
cautiously, and prepared to stop within vision, until the track is
clear._

_m._ _On_ HEARING THE SECOND TORPEDO, _the engineman will know
that the flagman has been recalled and will_ PROCEED CAUTIOUSLY,
_keeping a sharp lookout for train ahead and prepared to stop
within vision, until he is notified by signal or otherwise that
the track is clear._

_n._ _If a_ FUSEE _is seen, the engineman shall_ NOT PASS _it
until it is burned out, and thereafter shall_ PROCEED CAUTIOUSLY
_and prepared to stop within vision, until notified by signal or
otherwise that the track is clear._

RECALL OF FLAGMAN.

_o._ _When the whistle is sounded recalling the flagman if there
is not a clear view to the rear for one-fourth of a mile (8
telegraph poles) the train should be_ MOVED AHEAD _at a speed of
not less than_ SIX MILES _per hour, until a point is reached where
the track is straight for one-fourth of a mile in the rear of the
train_, ALWAYS BEARING IN MIND THAT THE TIME OF THE FLAGMAN'S
RETURN IS THE PERIOD OF GREATEST RISK.

_p._ _Should a train for any cause be required to gradually reduce
its speed between stations or at unusual points the engineman will
sound one long and three short blasts of the whistle, as notice to
the conductor to drop off a flagman with the proper signals to
protect rear of train._

_q._ _In addition to the above protection a red fusee will be
considered an extra precaution, and will be used under
circumstances requiring the same. Should a train, for any cause,
be required to reduce its speed between stations or at unusual
points a red fusee must be lighted and placed upon the track as an
additional protection for following trains, to insure a time limit
between trains of not less than five minutes._

_r._ _If a train be obliged to back up, a flagman must be sent
back in advance of the rear end of the train, and kept far enough
in advance to insure absolute safety against a collision with any
train that may be approaching._

_s._ _When the flagman goes back to protect the rear of his train,
the head brakeman or baggageman must, in the case of passenger
trains, and the next brakeman in the case of other trains, take
his place on the train._

8. When cars are pushed by an engine (except when shifting and
making up trains in yards), a flagman must occupy a conspicuous
position on the front of the leading car and signal the engineman
in case of need.

If such signal cannot be seen by the engineman or fireman, the
engineman will bring the train to a stop immediately, and not
proceed till signal is visible.

9. When switching is being done over highway or street railway
crossings by yard or trainmen, a man must be stationed at that
crossing to act as flagman.

10. Cars must not be moved over highway crossings or in front of
passenger stations detached from engine, other than at terminals,
where express authority has been given so to do by the division
superintendent. Cars containing passengers must not be switched
unless coupled to the engine and air-brake in use.

11. In approaching a station where a passenger train is due or
past due, and where the view is not clear, trains must be under
perfect control, so that they may be stopped, if necessary, before
reaching station. Trains on the double track must not, under any
circumstances, pull into a station at which a passenger train in
the opposite direction is standing or into which it is pulling to
receive or discharge passengers, until such train has started up
and the rear coach thereof has passed the end of the station
platform nearest the approaching train, excepting where tracks are
divided by fences. When two trains are nearing a station from
opposite directions at the same time and only one of them is
scheduled to stop, the train making the stop must reduce speed to
let the other through the station before it arrives. When two
trains going in opposite directions arrive at a station and both
are scheduled to stop, the inferior train will not pull up to
platform until superior train has departed. At stations on single
track, all trains will reduce to a speed of four miles per hour in
passing a point where a passenger train is receiving or
discharging passengers, and pass such trains with the engine bell
ringing constantly.

12. Passengers will not be allowed to ride on freight, extra, or
work extra, except upon such regular freight trains as may be
designated in the division time-tables. Freight trains that carry
passengers will be particular to have the caboose stop at the
depot platform to receive and discharge them. Before the arrival
of train at any station where they stop, the conductor will
distinctly call out the name of station. This rule applies to
employees of the company not actually on duty, as well as to other
persons. It is, however, understood that persons accompanying live
stock or perishable freight shall be allowed to ride on the same
trains therewith, for the purpose of taking care of the same, upon
the presentation of proper transportation.

12a. Conductors must show their orders to rear brakeman or
flagman, and the engineman to the fireman, and (in case of a
freight train) to the head brakeman, who are required to read
them. The copy for the engineman must be delivered to him
personally by the conductor and the engineman must read it aloud
to the conductor before proceeding.

13. Dispatchers must not authorize operators to issue caution card
to any train or engine to enter a block occupied by a passenger
train, except in case of accident.

If from the failure of telegraph line or other cause a signalman
be unable to communicate with the next block station in advance,
he must stop every train approaching in that direction. Should no
cause for detaining the train be known, it may then be permitted
to proceed, provided ten minutes have elapsed since the passage of
the last preceding train, using caution card.

14. Trains moving on caution card must do so with great care. As
block is not clear enginemen must be prepared to stop within their
vision.

15. Trains moving on caution card must expect to find main track
occupied at all stations regardless of the position of block
signal.

16. Agents are required to see that cars are properly loaded, to
obtain, if possible, the maximum capacity, and not permit an
overload to exceed 10 per cent of marked capacity. It is important
that the load be distributed evenly, securely staked, and that no
projections extend over the ends of cars.

17. Freight, baggage, and other articles must not be allowed to
stand on the depot platforms where they might cause accident or
inconvenience to passengers or employees, or receive damage from
the weather. United States mail pouches must not be left
unprotected upon the platforms or in the waiting-rooms and other
exposed places at stations.

18. Agents will see that conductors of freight trains do not block
public crossings longer than five minutes.

19. On leaving a station passenger brakeman will pass through the
train, from the front to the rear, and when about one-third the
length of the car from forward end, with closed doors, will
announce in a clear and distinct voice the name of the next
station, then proceed to within the same distance from the rear
end of the car and make the same announcement. If the train is to
stop for meals the brakeman will so state, giving the length of
time the train will stop. Conductors of all trains stopping at
stations at which lunch counters or eating-houses are located will
announce in the lunch or dining room notice of departure of the
train in ample time to allow passengers to get aboard before it
starts. Upon approaching a station located at or in the vicinity
of a railroad crossing, when it is necessary for a train to stop
at such crossing, before reaching the crossing brakemen must give
warning of the fact by calling out distinctly in each car, "The
next stop is for railway crossing, not a station." Junction
points, railroad crossings where a stop is made, and terminals
will be announced, passengers notified when to change cars, and
attention directed to their parcels and other belongings.

20. Passenger train employees will pay particular attention to the
comfort of their passengers and will see that proper lighting,
ventilation, and temperature are maintained and sufficient
drinking water is provided. They will not allow passengers to
violate any rules of the company (such as riding on the platforms,
etc.), and, while avoiding unnecessary conversation with
passengers, will answer all questions courteously.

They will see that passengers are properly seated. They will pass
through sleeping cars only when necessary and then as quickly as
possible, exercising special care at night to avoid disturbing the
occupants.

21. Conductors must collect the proper fare from every passenger
not provided with a ticket or pass in proper form. In all cases,
on the refusal of any passenger to produce a proper ticket or
pass, or to pay the fare, the conductor shall cause the train to
be brought to a full stop at a regular open station and shall
require such person to leave the train, and, on refusal, shall
remove him therefrom, and must procure and report the names and
addresses of persons who were present and witnessed the
controversy. Each conductor will be held responsible for the
exercise of a reasonable discretion in the performance of this
duty, being careful that no unnecessary force is used, that the
company may not be subjected to unnecessary litigation or
annoyance. They must not eject women or children of tender years,
and any person unattended in such a condition of body or mind as
to be incapable of caring for himself must be placed in the
custody of the nearest station agent, who will wire the
Superintendent for instructions regarding such person's final
disposition. In removing a person from the train, the conductor
must use extreme care to avoid controversy and not indulge in
abusive language or in any manner insult or maltreat the person to
be removed, or use unnecessary force in so doing, unless in a
clear case of self-defense, when an assault is made upon the
conductor or his men, and then the infliction of unnecessary
injury must be carefully avoided. A sufficient force must be
brought into requisition to overcome resistance and to place the
person on the ground without inflicting injury, the law being that
conductors may command employees or any of the passengers to
assist in such removal. In all cases except where passengers shall
be ejected for refusal to produce proper ticket or pass, or to pay
the proper fare, the conductor, before so doing, must tender such
passenger such proportion of the fare he has paid as the distance
he then is from the place to which he has paid his fare bears to
the whole distance for which he has paid his fare. In case of such
ejectment a report must be sent to the Superintendent by first
mail with full particulars.

22. Passenger trainmen will be required to securely close
vestibule doors and platform traps of all passenger cars when in
motion; and after departure from a station will observe whether or
not there are any passengers clinging to the hand-rails of the
vestibules.

23. Passenger brakemen will place themselves at the steps of
coaches at stations, and will assist passengers in entering or
leaving the cars. Special care must be taken with children and
aged and infirm passengers, assisting them to and from trains,
giving them ample time to insure safety. They will prevent
passengers boarding or leaving the train while in motion, see that
passengers are provided with proper tickets, and that they take
the right train.

24. When a passenger train has stopped at a station platform, it
must not move to take coal or water or do other work until the
conductor permits by the usual signal.

25. Freight conductors and brakemen must be on hand not less than
thirty minutes before the leaving time of their trains. They shall
examine their trains while stopping at stations on the road and
see that everything is in proper order.

26. Freight train employees are required to examine very carefully
the condition of all brakes and ladders that they are to use, and
to know that they are safe and in good condition before using
them. If brakes are unsafe, or ladders out of order, brakemen will
report them to the conductor at once.

27. Conductors leaving cars on side tracks will see that they are
properly secured and sufficiently clear of the main line. In
leaving loaded cars at any station they will place them most
conveniently for unloading. The cars must be so placed as not to
project over line of highway crossings. If a car be set out
without a brake, conductors must securely block the wheels.
Cutting off engine and cars before a train has stopped and
allowing the balance of train to follow is prohibited.

28. Conductors must call the attention of the repairer of cars, or
that of the station agent in his absence, to any damage which may
have been done to the cars, or to any which may come to their
knowledge, that they may be promptly repaired, and they must note
these in their reports. Cars in bad order, set out at stations,
will be reported at once by the conductor, by telegraph, to the
train dispatcher, stating number and initials of car, contents,
nature and extent of damage, and will note the nature of defect on
waybills.

29. Enginemen must use every precaution to prevent damage by fire
from their engines. They should report all defects in netting, ash
pans, etc., at the end of their run. Ash pans or front ends must
only be cleaned at designated points.

30. No person will be allowed to ride upon the pilot of a
locomotive, either in the discharge of duty or otherwise, and they
are prohibited from getting on the front end of engines or cars
approaching them.

31. Turntables must be locked with a switch-lock by enginemen and
others immediately after use, except when in charge of employees.
When turntables are found unlocked, and when tables or locks are
out of order, report at once to the Superintendent by wire.

32. Engines must not be permitted to stand nearer than 100 feet to
a street or highway crossing, or under any bridge, when it can be
avoided, nor in the vicinity of waiting-rooms, offices, or near
cars occupied by passengers, where the noise or smoke will disturb
occupants.

33. Agents are instructed to make a personal inspection of all
special loadings and where same do not comply with these
requirements and illustrations and where there is any question in
their minds as regards the safety or proper loading of the same
they should at once communicate with the Superintendent of Car
Department, who will send a man, competent to judge, for the
purpose of inspection and passing on same before car is forwarded.

(a). Yardmen, conductors, and trainmen must familiarize themselves
with these instructions and will not take cars into their trains
unless they come within the requirements of these rules and
illustrations. Where defects occur in loading of cars in transit,
unless they can remedy the same, they will set the car out and
notify the train dispatcher.

34. Whenever passengers or employees are injured, see that
everything is done to care for them properly, calling the
company's nearest surgeon to treat them, or, if prudent, remove to
the nearest place at which the company has a surgeon, and leave
them with such surgeon for care and treatment.

If the injury be serious call the nearest competent surgeon
obtainable to attend until the company's surgeon arrives.

35. Whenever an accident happens to any train on which passengers
are carried, whether collision or derailment, of whatever nature,
on main line or siding, or within the yard limits where trains are
reconstructed, conductors must take down the name and address of
every passenger on the train, and ascertain from the passenger,
and note opposite his or her name, what injury, if any, they
received. In such cases, conductors, after first making everything
safe, must give their undivided attention to the care and comfort
of their passengers, especially to those who are injured. Bedding
and linen may be taken from the sleepers for this purpose, the
conductor keeping a careful account of all material so taken, and
its return or safe keeping attended to; and when deemed necessary,
injured persons may be put in the sleepers. When a number of
persons are injured the service of competent surgeons in the
vicinity should be at once secured, and every possible effort made
to care for the injured, the company's surgeon in each direction
being notified by wire to come immediately to the place of the
accident.

36. When persons (other than employees) by reason of climbing on
or jumping from moving trains, or walking or lying on the track,
are injured, they should be sent to their homes or placed in
charge of the local city, village, or township authorities and no
expense incurred on the part of the company in the matter.

37. A report of all accidents must be telegraphed immediately to
the Superintendent or his assistant by the conductor, engineman,
agent, yardmaster, foreman, or person in charge, by wire, giving
the names of the injured persons and witnesses, the extent of
injuries, and the names of the owners of the property damaged and
the extent of damage, and as soon as possible a full and detailed
report made and forwarded to the Superintendent or his assistant,
a separate report being made for each person injured. If the
person injured is an employee he should also make and sign a
statement of facts in relation to the accident in his own
handwriting on the same form; should he be unable to write, the
statement should be written at his dictation, and after being read
over to him he should sign it by making his mark, the person
writing and reading statement signing same as a witness.

38. Whenever an employee, whether on duty or not, witnesses an
accident in which a person is injured or property damaged, in
which the company is in any way concerned, he must report it
immediately. Every effort must be made to procure the names and
addresses of all persons, particularly outsiders, who witnessed
the accident, especially when persons are injured within the
corporate limits of any city, town, or village, or when crossing
the tracks at a public highway.

39. 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 by the engineman,
as well as by the conductor or the person in charge of the train.

40. When persons are injured while coupling or uncoupling cars or
in getting on or off cars, whether passenger or freight, or in any
other way, in which the accident may have been caused by defective
appliances or machinery, the cars or appliances must be
immediately examined by the person in charge, or by the agent, to
ascertain their condition, and report made of the inspection,
giving the numbers and initials of cars examined and the names of
the persons making the inspection. The Superintendent or his
assistant will then notify the inspector at the first division
terminal, who will also examine the machinery, cars, or appliances
and make report. When an accident is caused by defective machinery
or by the breaking of machinery, tools, appliances, or rails, the
broken or defective parts must be so marked as to be readily
identified and immediately turned over to the Superintendent or
his assistant.

41. When an accident occurs which results in the death of any
person, the remains of the deceased must be immediately picked up
and carefully conveyed to the nearest station building, care being
taken not to remove the body outside the limits of county and
state in which the accident happened. The agent at such station
will then notify the Superintendent by wire, as well as the family
or friends of the deceased.

42. Apply the brakes lightly at a sufficient distance from the
stopping point, and increase the braking force gradually as may be
found necessary, so as to make the stop with one application, or
at the most two applications of the brakes.

43. In making a service stop with a passenger train, always
release the brakes a short distance before coming to a dead stop,
except on heavy grades, to prevent shocks at the instant of
stopping. Even on moderate grades it is best to do this, and then,
after release, to apply the brakes lightly to prevent the train
starting. This does not apply to freight trains, upon which the
brakes must not be released until the train has stopped.

44. A train must, at all times, have not less than 50 per cent of
its cars equipped with air-brakes, which must be operated.

45. They must see that all switches are in perfect order and that
frogs, guard-rails, and switch-rails are properly blocked and
spaces in planked crossings kept clean.

46. They must permit their hand cars to be used only in the
service of the company, and no one will be allowed to ride on
these cars except employees in the performance of duty, unless
provided with a written order from the proper authority. When two
or more hand cars are following each other they will keep at least
300 feet apart. Hand or velocipede cars belonging to private
parties will not be allowed on the track except by order of the
Superintendent.

47. When obliged to run hand and velocipede cars after dark, two
red lanterns must be so displayed on the car as to be visible to
trains in both directions.

48. Hand, dump cars, and velocipedes must not be attached to
moving trains, nor shall they be used upon the main track in foggy
weather, unless properly protected, and they must not be taken
from the track at public or private crossings, except to avoid an
approaching train.

49. No wood, ties, or property of any description must be piled
within six feet of the main or side track, or elsewhere, in such
manner as to obstruct the view of, or from, approaching trains.
Old ties, fencing, and similar property, also links, pins,
draw-bars, spikes, and all other material and iron work that is
found on the section must be picked up at once, piled neatly, or
disposed of as directed by the roadmaster. Rails and other
material must _not_ be left scattered about station grounds.

50. While at station conductors will do such switching as may be
required by the station agent. Trainmen and switchmen must not
couple to or move cars that are being loaded or unloaded on side
tracks without first ascertaining whether anyone is in or about
such cars and giving them ample notice that same are to be moved.
They must not obstruct street or public crossings with their
trains and be particular when at junction points not to allow any
part of their train to stand on railway crossings or interlocking
plants.

51. All employees are prohibited from going between cars or
between car and engine for any purpose or in front of any moving
car to fix couplers while same are in motion.

52. Enginemen must keep the headlights of their engines in good
order, and when running after dark, or when storms, fogs or other
causes render it necessary, they must be lighted. When trains are
waiting on side tracks, clear of main track, or on the end of
double track, headlights of engines must be covered.

53. When trains meet by special order or time-table regulations,
conductors and enginemen must inform each other by word of mouth
what trains they are.