Hudson and Manhattan Rules and Regulations (1923)

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Rules and Regulations for the Government of Employees of the Operating Department of the Hudson & Manhattan Railroad Company · Effective October 1st, 1923

Notice

[p1] ATTENTION OF ALL EMPLOYEES is called to the fact that under most conditions the duties of employees of one Department are closely related to the duties of employees of other Departments, and also require a thorough understanding of the Rules and Regulations governing the operation and maintenance of trains, tracks, signals, interlocking, etc. Therefore, safe and intelligent performance of duty requires that all employees not only be thoroughly familiar with the Rules and Regulations under the heading of the Department in which they are employed, but also with all the other Rules and Regulations herein set forth.

For convenience and ready reference, the Rules and Regulations herein set forth are under several headings, such as General Rules, General Definitions, Train Rules, Signals, Interlocking, Transportation Department, Station Department, Way and Structures Department, Construction Department, Mechanical Department, Fire Alarm, Station Blockade System, Emergency Alarm System, etc.

The trains of this Company are operated to accommodate the public. It is of utmost importance that they be run with safety and regularity. To accomplish this, every employee is expected to perform his duty loyally and intelligently.

[p2] The Company desires to merit and retain the good-will and favorable opinion of the public, which expects and is entitled to courteous treatment. The maintenance of cordial relations between the Company and its patrons is largely dependent on the bearing and conduct of the employees whose duties bring them in contact with passengers.

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

In all cases of doubt, take the safe side.

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

To enter or remain in the service will be deemed an assurance of willingness to obey the Rules and Regulations of the Company.

The Rules and Regulations herein set forth take effect October 1st, 1923, and supersede all previous Rules and Regulations.

C. S. KLUMPP, General Superintendent.

Approved : OREN ROOT, President.

General Rules

1. [p3] The words "employee" and "employees" wherever used herein mean every person in the employ of the Hudson & Manhattan Railroad Company to whom these Rules and Regulations apply. Wherever reference is made herein to male employees, it applies also to female employees where there are female employees in the service of the Company performing the same or similar duties as male employees.

2. Employees must inspect the bulletin boards and order books each day before going on duty.

3. Employees whose duties are governed by these Rules and Regulations must have a copy of them in their possession.

4. All employees are required to know and obey all rules, regulations and special instructions. If in doubt as to their meaning, employees must apply to proper authority for explanation.

5. Ignorance of rules, regulations, and special instructions will not be accepted as an excuse for neglect or omission of duty.

6. Special instructions that conflict with these Rules and Regulations must be obeyed while they remain in force. [p4]

7. Any employee noticing disobedience or neglect of any rule, regulation or special instruction is required to report the violation to the proper official. Failure to report it will be considered evidence of indifference to public safety and the Company's interest.

8. No persons shall be employed, promoted or transferred without the approval of the General Superintendent.

9. A person discharged or who resigned from one Department shall not be employed in any Department without the written approval of the General Superintendent.

10. The safety of passengers and employees is at all times to be considered of the first importance. All employees are required to exercise constant care to prevent injury to persons and property, and in all cases of doubt they must take the safe side.

11. With few exceptions, the traveling public is reasonable, and will treat with respect, courtesy and consideration railroad employees who are themselves respectful, courteous and considerate. To maintain this standard, employees must not engage in disputes or quarrels with passengers, and under no circumstances must an employee strike a passenger.

12. Employees are responsible for the safety and comfort of passengers. [p5]

13. Should the conduct of a passenger be such as to threaten the safety of persons in cars or stations, or should a passenger use abusive or vulgar language, or conduct himself in an obscene or indecent manner offensive to other passengers, he may he ejected from cars or stations if he continues his threatening or offensive behavior after being requested to quit it. Passengers must not be ejected, however, except by city police, or the Company's private patrolmen, or by employees acting under instructions of a superior officer.

14. Should it be necessary to eject a passenger, it should be done with the use of as little force as possible and with reasonable regard for the offender's personal safety, and without the use of harsh language or the display of ill temper. No force should be used if the offender will leave of his own accord. Under no circumstances should greater force be used than necessary.

15. Employees must not cause the arrest of a passenger without instructions of a superior oflicer, except in a case of extreme emergency or when a passenger is committing a violent or criminal act that threatens the safety of other passengers. In such cases care must be taken to have the arrest made in the city where the offense was committed.

16. When an arrest is made in cars or stations employees must procure the names of as many witnesses as possible, and must also try to have the [p6] person against whom the offense was committed make the complaint to the arresting officer. Employees must, as soon as possible, make full report of all facts in the case to their superior officer.

17. A child of tender years, or a person of such feeble mental or physical condition as to be unable to take care of himself, must not be ejected.

18. When a person is intoxicated to such an extent as to be unable to take care of himself, his fare should not be accepted, and his entrance to station platform or train should be prevented.

19. Employees must not occupy seats on trains to the exclusion of passengers.

20. Employees whose duties require them to be on trains or station platforms must carry the alarm whistle provided by the Company. When a vest is worn the chain clasp must be fastened on the edge of the vest between the first and second buttons from the top and the whistle carried in the upper left hand vest pocket. If a vest is not worn, the whistle must be so carried on the person that it can be reached for use with equal quickness.

21. When an employee observes anything on or about a train that seems likely to cause injury to persons or damage to property, he must at once blow his whistle loudly. Upon hearing such a signal, motormen and trainmen on moving trains must instantly bring their trains to a stop by applying [p7] emergency brakes and must not proceed until they know that the danger has been removed.

22. In case of accident, however slight, to person or property, in connection with, or near a train, or at a station, or upon or in connection with any Company property, or in case of disturbance, ejectment or sudden illness, employees must render promptly all practicable assistance and obtain the names and addresses of as many witnesses as possible, and if any witnesses are employees of the Company, their occupation and badge numbers must be given. Also, a note must be made of such other information as may be necessary to make a complete report. A report of all accidents and unusual occurrences must be made by telephone immediately to the Telephone Operator, and to the employee's superior ofiicer. As soon as possible thereafter a detailed written report must be made in duplicate on blanks provided for the purpose, and one copy sent to the employee's superior officer and the other copy to the Claim Agent. This detailed report must in all cases be made before the employee is relieved from duty on the day of the accident or unusual occurrence.

23. A supply of prescribed forms for reporting accidents and unusual occurrences must be kept in all agents' and despatchers' offices. When injured persons or witnesses of accidents and unusual occurrences have a business address, employees must obtain that address in addition to the home [p8] address. Names and addresses must be written distinctly.

24. Witness cards must be kept readily available by all train and station employees.

25. Employees must learn the use of the emergency alarm system and location of the alarm boxes and their relative position to block signals, so as to be able to operate them in case of emergency. See Rules Nos. 532 to 538.

26. Every employee must use every reasonable care to avoid injury to himself and others, and must personally see, before using any machinery, tool, material, etc., provided for him or subject to his management or use, that they are in proper condition for the intended purposes or employment.

27. Employees must take every precaution to protect themselves and others from electric shocks and short circuits, using properly insulated tools where they are liable to come in contact with electric currents. They must decline to use tools with defective insulation, and must turn in defective Company tools to their superior for repairs or replacement.

28. Employees working about track switches must not put their hands between switchpoints and stock rails or switch housings until the switch has been thoroughly chocked so that it cannot be moved from the interlocking tower.

29. [p9] No employee must attempt to couple cars until he has first examined the coupling apparatus and found that it is in good order and proper condition. If any appliance or part appears to be defective, or improperly arranged, he must report it to the proper authority. All electrical and connections are considered a part of the coupling apparatus.

30. Employees are prohibited from going under or about service trains or cars without first having the Motorman, Conductor or Guard open the emergency brake valve and keep it open until they shall have placed themselves out of danger.

31. When cars are taken out of service and laid up, all car doors must be closed.

32. All gangs at work in tunnels must be properly protected by Flagmen. See Rule No. 435.

33. Jumping on or off moving trains, hanging upon or leaning beyond the side of moving cars, crossing from one platform to another outside of the car vestibule when trains are in terminals, and all other rash and hazardous acts, are prohibited.

34. Walking upon or crossing the tracks in prohibited except in the discharge of duty. Employees who are authorized to walk in the tunnels or upon the tracks must provide themselves with a suitable light and must know the visible and audible signal codes. They must familiarize themselves with the locations along the road where [p10] clearances are dangerous and avoid them. Upon the approach of a train, they must first make sure of their position, clearance and foothold and then give the "Proceed" signal to the approaching train. They must not go between tracks but always to the outside of tracks. After a train has passed, they must be sure the track to the rear of the train is clear. It is the duty of every employee to see that this rule is carried out. The Power Rail is to be considered alive at all times and employees must avoid coming in contact with it. All employees must know that metal tools, or wooden tools when wet, coming in contact with the Power Rail may cause a short circuit and injure them or others or interrupt train service. Employees are particularly cautioned against permitting anything to fall upon the track.

35. Whenever occasion arises to open or use an emergency medical cabinet, the fact must be reported to the Claim Agent as soon thereafter as possible.

36. The Company does not desire employees to take risks from which they can protect themselves by personal care and by the use of good judgment. Employees are cautioned, therefore, in all cases, whether acting under the direction of superior officers or not, to take the time needed to perform their duty safely. Employees are forbidden to place themselves or others in positions of unnecessary risk.

37. [p11] Employees must immediately notify Telephone Operator of any impending danger or defects noted in cars, stations, tracks, signals, or any other structure or equipment.

38. Employees of all classes and in all Departments, whether particularly assigned to inspection duties or other service, must maintain constant vigilance to detect unusual conditions of any structures or equipment and must immediately report to their superiors irregularities which may be noticed.

39. Employees engaged in making repairs on or about cars must protect themselves against movement of the cars in accordance with Rules Nos. 30 and 78. Wood slippers are maintained in the end compartments of each car. Should there be occasion to make adjustments or repairs of electrical apparatus of cars on tracks where the power rail is alive employees before attempting such repairs must remove the power bus jumper at each end of the car involved and insert a wood slipper between the power rail and each contact shoe of the car.

40. Good conduct, cleanly personal appearance, and avoidance of profane or indecent language in the transaction of business and toward fellow employees is required.

41. [p12] The use of intoxicants by employees while on duty is prohibited. Their habitual use will be sufficient cause for dismissal.

42. Smoking in or about the Company's shops, buildings, stations, or on cars, either while on duty or off duty is prohibited.

43. Employees must not deface or damage equipment, furniture, advertising posters on walls, advertising cards in cars, slot machines, weighing machines, etc., and must not allow others to do so.

44. Any form of gambling on Company's property is forbidden.

45. Reading while on duty is prohibited.

46. Loafing or lounging in cars or stations is prohibited.

47. Employees must not absent themselves from duty, or allow anyone to perform any part of the duty properly belonging to them, without proper authority.

48. Employees are prohibited from assigning their wages for any cause whatever.

49. Employees and all other persons are strictly prohibited from talking to a Motorman while he is operating a train. The Conductor is the only person permitted to give verbal orders to a Motorman while in transit.

50. [p13] Smoking on trains and station platforms is prohibited by law. Employees must see that this law is complied with.

51. Property furnished by the Company for use of employees must be returned to the proper officer upon leaving the service. The right is reserved to withhold from wages due the value of property not so returned.

52. An employee losing his pass must report it at once to his superior officer.

53. Employees in the uniformed service, when on duty, must wear the full regulation uniform, which must be kept clean and neat, with coat buttoned. Cap must be worn squarely upon top of the head with badges displayed in accordance with regulations.

54. The regulation uniform consists of standard gray coat, vest, trousers and cap, and may be worn throughout the year. However, between May 15th and October 15th employees who desire to do so may wear a uniform of standard gray trousers with standard lightweight black mohair coat and cap.

55. Uniforms must he pressed at least once monthly and oftener if necessary.

56. Uniformed employees must report monthly for uniform inspection. If an employee is absent on the date designated for inspection, he must report [p14] for inspection within two days after returning for duty.

57. The Company has arrangements with a reliable firm for furnishing uniforms at reasonable prices and in conformity with standards as to material, workmanship and design, and employees must purchase uniforms from this firm.

58. The employee of the Transportation or Station Department whose fixed post is nearest one of the Company's standard time clocks will, prior to beginning duty each day, check the accuracy of the clock with the Operator at Telephone Central, immediately reporting any irregularity to Telephone Operator and post "Out of Order" sign on face of clock until correctly adjusted.

59. No change must be made in any electrical circuit, irrespective of its function, unless the change is specifically approved by the General Superintendent, Superintendent of Way and Structures or Superintendent of Car Equipment.

60. All articles found on the Company's property must be turned in to the proper authority.

61. Upon entering the employ of the Company, employees must give their address and must promptly report to their superior officers any change of address. Employees must also familiarize themselves with the office telephone number of their superior officers.

62. [p15] Should an employee be served with a subpoena to report to any court or officer, he must notify his immediate superior at once.

63. Employees must not discuss the Company's business or affairs at any time with an unauthorized person.

64. General definitions.

TRAIN.

One or more cars displaying markers.

OPERATING MOTOR.

The car from which the train is operated.

REGULAR TRAIN.

A train authorized by a timetable schedule.

GAP TRAIN.

A train held ready for emergency.

EXTRA TRAIN.

A train not authorized by a timetable schedule. It must be designated as Passenger Extra, Work Extra or Collection Extra.

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.

A designated portion of the railroad.

MAIN TRACK.

A track extending between stations, upon which trains are operated by timetable and which is controlled by block signals.

CURRENT OF TRAFFIC.

[p16] The movement of trains on a main track, in one direction specified by the rules.

STATION.

A designated place at which a train may stop to take on or let off passengers.

YARD.

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

Train Rules

Standard Time

65. Eastern Time is the standard and will be transmitted to all points hourly, fifteen minutes after the hour, at which time clocks will be adjusted to correct time.

66. Train Masters, Assistant Train Masters, Motor Instructor, Train Despatchers, Train Clerks, Inspectors, Train Starters, Motormen, Conductors, Foremen, Motor Switchmen and Towermen must use reliable watches which have been passed upon and approved by the Company's Watch Inspector.

67. Employees designated, when reporting for duty, must compare time with the clock in the Train Despatcher's office and must report to the Company's Watch Inspector and have watches [p17] examined quarterly on dates set by the Company for inspection.

Time Tables

68. Each time-table, from the moment it takes effect, supersedes the preceding time-table, and its schedules take effect on any division at the leaving time at their initial stations on such division.

69. 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 leaving times.

Signal Rules

70. Employees whose duties may require them to give signals, must provide themselves with the proper appliances, keep them in good order and ready for immediate use. Flags of the prescribed color must be used in daylight and lights of prescribed color must be used in the tunnels and at night.

Visible Signals

71. Color signals.

COLOR	INDICATION
(a) RED	STOP.
(b) YELLOW	PROCEED WITH CAUTION and for other uses prescribed by the RULES.
(c) GREEN	PROCEED, and for other uses prescribed by the RULES.
(d) BLUE	See Rule No. 78

72. Hand, Flag and Lamp signals.

MANNER OF USING	INDICATION
(a) Moving the arm, flag or lamp to and fro across the track. See page 18, Fig. 1.	STOP.
(b) Either hand, flag or lamp raised and lowered vertically. See page 18, Fig. 2.	PROCEED.
(c) One or both hands, flag or lamp swung vertically in a circle at half arm's length across the track, when the train is standing. See page 18, Fig. 3.	BACK UP.
(d) Either hand, flag or lamp moved horizontally in a circle close to the body. See page 18, Fig. 4.	TEST AIR BRAKES.
(e) Waving hand above the head. See page 18, Fig.5.	ALL RIGHT.
(f) A rapid motion.	ACT QUICKLY.
(g) Slow motion.	ACT WITH CAUTION and CARE.

73. Any object waved violently by anyone, on near the track, is a signal to STOP.

Audible Signals

74. [p20] Train whistle signals. Note.-—The signals prescribed are illustrated by "0" for short sounds; "—" for long sound. the sound of the whistle should be distinct, with intensity and duration proportionate to the distance the signal is to be conveyed.

SOUND	INDICATION
(a) 0	STOP. Apply Brakes.
(b) - -	RELEASE BRAKES. Proceed. Answer to all hand, flag, lamp and bell signals except Rules Nos. 72 (c), 75 (c), 75 (d) and 81.
(c) 0 0 0	When train is standing, BACK. Answer to Rule No. 72 (c), Rule No. 75 (c), and Rule No. 75 (d).
(d) - - -	When train is entering station, Car Inspector.
(e) - - - -	Calling for Flagman or Switchman.
(f) 0 0 0 0	Call for signals.

A succession of short sounds of the whistle is an alarm for persons on the track.

75. Bell cord signals.

SOUND	INDICATION
(a) One.	When train is moving, STOP.
(b) Two.	When train is standing, START.
(c) Three.	When train is standing, BACK.
(d) Three.	When train is running, stop at next station, junction or pumping station.
(e) Four	When train is running, reduce speed at once and look for cause of signal.

Train Signals

76. [p22] The headlight must be displayed to the front of every train at all times in the tunnels and by night outside of tunnels, and when train is not provided with headlight two white lights must be displayed. Destination lights must be displayed in tunnels, but not when running outside. See page 21.

77. Three or four red lights must be displayed to the rear from the rear of every train. See page 21.

78. A blue flag or blue lamp displayed at one or both ends of a car or train indicates that workmen are under or about it; when thus protected it must not be coupled to or moved. Workmen must display these signals and the same workmen alone are authorized to remove them. Other cars must not be placed on the same track so as to intercept the view of the signals, without first notifying the workmen.

79. NOTE: Blue lamps on the walls of tunnels indicate locations of telephones and emergency alarm boxes.

Use of Signals

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, [p23] and the fact reported to the Superintendent of Transportation.

80. When a signal (except a fixed signal) is given to stop a train, it must be acknowledged as prescribed by Rule No. 74 unless otherwise provided.

81. When an employee signals a train to stop to take him aboard and the Motorman answers with the "Call for Signals" whistle signal [See Rule N0. 74 (f)] if it is not imperative for the train to stop, the employee must answer by giving the "Proceed" signal [See Rule No. 72 (b)].

82. Whistle signals must be distinct and strictly in accordance with Rule No. 74. Unnecessary use of the whistle is prohibited.

Movement of Trains

83. Trains must run with the current of traffic, unless otherwise directed by proper authority.

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

85. A train must not arrive at a station in advance of its scheduled time.

86. A train must not leave a station in advance of its scheduled time, except when so directed by proper authority.

87. Extra trains must not be run without orders from the Superintendent of Transportation.

88. [p24] Conductors and Guards must not throw switches by hand. This will be done when necessary by Signal Repairmen, or other authorized employees.

89. Conductors and Motormen are both responsible for the safety of their trains and, under conditions not provided for by the rules, must take every precaution for their protection. In all cases of doubt or uncertainty the safe course must be taken and no risks run.

90. Trains which do not stop at stations must use caution in passing the platforms.

91. If a train should part while in motion, Motorman and Trainmen must, if possible, prevent damage to the detached portions. The front portion will then go back to recover the detached portion, running with caution and following a Flagman. The rear portion must not be moved until, the front portion comes back and the train is recoupled. See Rule No. 263.

92. Should a train be disabled between stations, the following train, on signal, will connect and push it slowly to the next station, where passengers should be requested to take the next train following. The disabled train will be immediately helped to the nearest siding ahead, unless otherwise ordered. Conductors must communicate by telephone with the Train Master or Train Despatcher at the point to which the disabled train is [p25] being taken in order that those at the terminal or siding may have advance notice to make preparation to receive the disabled train. Every effort must be made by all concerned to avoid delays to following trains. Should the forward car of a train become inoperative requiring motorman to operate from other than the head car, the Conductor must be stationed in the Motorman's cab of first car of train and from there observe signal indications in advance and accordingly by lantern signals flag motorman. Strict attention of motormen and conductors is drawn to Rule No. 317.

93. Conductors must at once notify Train Master and Train Despatcher by telephone in case of heated journals, failure of electrical apparatus, or brakes, or any other defects in the cars that interfere with the proper and safe operation of trains. When there is danger of block or gap from the above or other causes, Conductors will discharge their passengers at the next station, take their train to the next siding, notify the Train Master and Train Despatcher, and wait for orders.

94. In case of interruption of train service, passengers expect, and are entitled to receive, reasonable information as to the character, cause, and probable extent of the delay.

95. In such cases it is the duty of the Company to give first consideration to the safety, comfort and convenience of passengers.

96. [p26] When trains carrying passengers are stopped in a block between stations, the trains will carefully pull up to each other, whenever it is possible, to enable passengers to walk through cars and depart from trains at station platforms.

97. When trains carrying passengers are stopped as long as 10 minutes in a block between stations and there is no immediate indication of resumption of train movement, the Conductor will telephone the nearest Despatcher for information and instructions, and will then inform the passengers as to the character, cause, and if known, the probable extent of the delay and the progress being made, and will assure passengers that every effort is being put forth to move trains as quickly as possible.

98. Under no circumstances must Trainmen permit passengers to leave cars and enter tunnels to walk to a station or emergency exit except when expressly directed to do so by an Assistant Train Master or other superior officer. Enforcement of this regulation is necessary to insure the safety of passengers. Failure to carry out this regulation may result in serious injuries to passengers when train operation is resumed after a temporary block. Whenever instructed, as above provided for, to walk passengers in tunnels, the Conductor will personally lead the way for passengers to the nearest station or emergency exit, walking sufficiently in advance of his passengers to permit of his safely [p27] flagging an approaching train should the block conditions clear and trains approach the persons walking in tunnels. In addition to leading his passengers, the Conductor will designate another Trainman to follow the party in the rear to render passengers any required aid. If the Conductor comes to another stalled train before reaching a station or emergency exit, he will ordinarily deliver the passengers which he is piloting to the Conductor of that train, who will repeat the piloting program herein outlined. After a Conductor has safely led his passengers to a station or through an emergency exit, or turned them over to the Conductor of the next train, he will at once return to his own train.

99. Should Trainmen be directed to walk passengers through tunnels, there is a ladder under seat in the odd numbered cars, equipped with hinge arrangement and readily attachable to draw-bar pin, to assist passengers from car to track. The location of this ladder is designated by the letter "L" above window.

100. Whenever a train is delayed at a station platform due to a block ahead, Trainmen will permit any passengers who desire to do so to leave the train. If the car doors have been closed and the "Proceed" signal passed forward before it is realized that there is a block ahead, Trainmen must positively pull the emergency cord and apply the emergency brakes before opening the car doors.

101. [p28] When resuming train movements after delays of consequence, Motormen must proceed cautiously and alert to the possibility of one or more passengers having gained access to tunnels for the purpose of walking to a station or emergency exit.

102. At the expiration of two minutes after power is off the power rail, hand brakes must be set on all trains, regardless of their location. To accomplish this, Motormen will make an emergency application of the automatic brakes, and then give audible signal [See Rule 74 (a)] for hand brakes. The trainmen must at once set the hand brakes as tightly as possible, and both Motormen and Conductors must check entire crew to see that this has been properly and completely done. Hand brakes must not be released until power has been restored and pumps have fully recharged the train with compressed air. Motormen will then call for release of hand brakes by audible signal [See Rule No. 74 (b)]. After release of hand brakes Trainmen will pass forward bell signal to proceed [See Rule No. 75 (b)].

Automatic Block Signal Rules

103. Definitions.

BLOCK.

A length of track of defined limits, the use of which by trains is controlled by block signals.

FIXED SIGNAL.

[p29] A signal of fixed location, indicating a condition affecting the movement of a train, as distinguished from signals given by motions of the hand or by a flag or a lamp. Flags or hand lanterns may be temporarily set in fixed locations. All block and interlocking signals are fixed signals.

BLOCK SIGNAL.

A fixed signal controlling the use of a block.

HOME SIGNAL.

A fixed signal at the entrance of a Block to control trains in entering and using said Block.

DISTANT SIGNAL.

A fixed signal used to indicate the condition of Home Signal in advance and to regulate the approach thereto.

REPEATER SIGNAL.

A fixed signal used to repeat the conditions of another fixed signal.

TIME SIGNAL.

A fixed signal giving the same indications as Home and Distant Signals. A Time Signal will go to clear position only when an approaching train operates at a speed not exceeding the rate of speed for which the Time Signal is set. The Normal position of certain Time Signals is "Stop".

AUTOMATIC STOP.

An apparatus operated in connection with the Automatic Signals, which acts to stop trains by means beyond the control of the Motorman.

AUTOMATIC BLOCK SYSTEM.

[p30] A block system in which the signals are operated by electric, pneumatic or other agency, actuated by a train, or by certain conditions affecting the use of a block.

104. Requisites of installation.

A. Signals of prescribed form, the indications given by prescribed colors or semaphores. The indications given by not more than three positions.

B. The apparatus so constructed that failure of parts controlling the Home Signal cause it to indicate "STOP".

C. The Distant Signal connected with corresponding Home Signal, and so constructed that the failure of any part controlling the signal will cause it to indicate "CAUTION".

D. Signals, if practicable, either over or upon the right of and adjoining the track upon which trains are governed by them.

E. The normal indication of Home and Distant Signals is "CLEAR". (Exception Rule No. 103 Time Signal).

F. Semaphore arms that govern, displayed to the right of the signal mast as seen from an approaching train.

G. Signal connections and operating mechanism so arranged that Home Signal will indicate [p31] "STOP" after the front of a train shall have passed it.

H. Signal connection and operating mechanism so arranged that the automatic stop will indicate "STOP" when the rear end of a train shall have passed the first Home Signal in advance.

105. Home signals (two positions).

Signal color	Occasion for use - This signal will appear when	Indication for Motormen and Trainmen	Name as used in rules
(a) Red	Block is not clear	Stop	Stop-signal
(b) Green	Block is clear	Proceed	Clear-signal

When the Semaphore is used, the governing arm is displayed to the right of the signal mast as seen from an approaching train, and the indications are given by position: Horizontal as the equivalent of (a) Stop. Diagonal (above or below the horizontal) as the equivalent of (b) Proceed.

106. Distant signals (two positions).

Signal color	Occasion for use - This signal will appear when	Indication for Motormen and Trainmen	Name as used in rules
(c) Yellow	Home signal is at stop	Proceed prepared to stop at Home Signal	Caution-signal
(d) Green	Home Signal is at clear	Proceed	Clear-signal

When the Semaphore is used, the governing arm is displayed to the right of the signal mast, as seen from an approaching train, and the indications are given by positions: Horizontal as the equivalent of (c) Proceed, prepared to stop at home signal. Diagonal (above or below the horizontal) as equivalent to (d) Proceed.

107. [p32] The Block Signal System is intended for additional safety to trains and to prevent the admission of a second train into the first Block in the rear of the one occupied, until the first has passed out or has cleared the main track by taking a siding. Bulletins will be issued when new signals are put in service.

108. Block Signals control the use of the Blocks, but, unless otherwise provided, do not affect the movements of trains under the time-table or train rules, nor dispense with the use and the observance of other signals whenever and wherever they may be required.

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

110. Special signals are provided to govern the movement of trains in a direction opposite the current of traffic, and when a train is operated against the current of traffic, it must be governed by these special signals.

111. A train must not cross over at any point nor run either in the opposite direction, nor in the same direction on another track, without orders from the Superintendent of Transportation.

112. An Automatic Stop is installed alongside the track at the location of automatic and interlocking signals. If a Motorman fails to be governed by a signal in "STOP" position, the tripper [p33] arm of the Automatic Stop will open a train line pipe valve and apply the brakes. When a train is stopped by an Automatic Stop, the valves must be reset at once, and the train may then proceed in accordance with Rule No. 113.

113. Trains must be run to, but not beyond a signal indicating "STOP". When a train is stopped by a block signal, it may proceed when the signal is clear, or it may proceed after coming to a FULL STOP and then running under CAUTION expecting to find a train in the block, broken rail or other obstruction.

114. After a train has come to a FULL STOP as directed in Rule No. 113 and the signal is not then cleared, to enable the train to pass the signal at "STOP", a Trainman must place the Tripper Key (which he is required to keep in his possession and use under these conditions only) on the shaft of the Release Box and turn it to the right, holding it in that position until the Operating Motor has passed the signal. At block signals bearing the letter "Z", Motormen can automatically key down the tripper arm by stopping the front end of front car in line with face of signal.

115. Should an Automatic Train Stop fail to key down as provided in Rule No. 114, the Tripper Arm must be forced down by foot pressure and ring inserted over Arm to hold it down.

116. [p34] Block signals are ABSOLUTE except as provided in Rules Nos. 113 and 114. The permission to pass a Block Signal at "STOP" after coming to full stop does not apply to Home Signals at Interlocking Plants. All Interlocking Home Signals are ABSOLUTE. Motormen must not pass Interlocking Home Signal at "STOP" except by permission from the Signal Repairman or Towerman.

117. When a train is stopped by a signal which is evidently out of order, the Motorman must report the fact to the Train Despatcher at the earliest practicable moment, and be particular to give full number of signal. Whenever a signal is out of service the fact will be indicated by a special bulletin.

118. The Block Signal System does not affect flagging rules, and none of the usual precautions are to be omitted, and rules must be carried out at all times and in all places and in the same manner as if the Block Signal did not exist. Block Signals do not dispense nor interfere with the use of other signals whenever and wherever they may be required.

119. A train having passed beyond the limits of a Block, must not back into that Block.

Interlocking

120. Definitions. [p35]

INTERLOCKING.

An arrangement of switch, lock and signal appliances so interconnected that their movements must succeed each other in a predetermined order.

INTERLOCKING PLANT.

An assemblage of switch, lock and signal appliances interlocked.

INTERLOCKING STATION.

A place (Cabin or Tower) from which an interlocking plant is operated.

INTERLOCKING SIGNAL.

The fixed signals of an Interlocking Plant.

HOME SIGNAL.

A fixed signal at the point at which trains are required to stop when the route is not clear.

DISTANT SIGNAL.

A fixed signal used in connection with a Home Signal to regulate the approach thereto.

DWARF SIGNAL.

A fixed single light signal or low semaphore signal used for giving indications for low speed movements, as through an interlocking plant in the reverse direction to the normal current of traffic, or on, or from a side track, and governing movements of trains for reversal of current traffic.

121. [p36] Requisites of installation.

A. Signals of prescribed form, the indications given by lights of prescribed colors or semaphores, the indications given by not more than three positions.

B. The apparatus so constructed that the failure of any part directly controlling a signal will cause it to display the normal indication.

C. The normal indication of Home Signals is "STOP". The normal indication of Distant Signals is "CAUTION".

D. Signals, if practicable, either over or upon the right of and adjoining the track upon which trains are governed by them.

E. The interlocking of signals with switches or locks, so that a clear signal cannot be given unless the route to be used is clear and stop signals displayed for conflicting routes.

F. Interlocking levers, or their equivalent, by which switches, locks and signals are operated.

G. The apparatus so constructed that the failure of any part directly controlling a switch or lock will prevent the display of a CLEAR signal.

H. Detector bars, or their equivalent, for all switches for main routes.

I. Facing-point locks, or their equivalent, for all switches in main routes.

J. [p37] The established order of interlocking such that a Clear Signal cannot be displayed until derails or divergent switches, if any, in conflicting routes are in their normal position, and the switches for the required route are set and locked. The display of the Clear Home Signal shall lock all switches and locks in the route as far as the point to which such signal gives permission to proceed, locking all opposing or conflicting signals and releasing the corresponding distant signals, when such signal is used.

K. Interlocking and block signals, interconnected, where both are operated from the same station.

Interlocking Rules

122. Home signals (two positions).

Signal color	Occasion for use - This signal will appear when	Indication for Motormen and Trainmen	Name as used in rules
(a) Red	Block is not clear	Stop	Stop-signal
(b) Green	Block is clear	Proceed	Clear-signal

When the semaphore is used, the governing arm is displayed to the right of the signal mast as seen from an approaching train, and the indications are given by position: Horizontal as the equivalent (a) Stop. Diagonal (above or below the horizontal) as the equivalent of (b) proceed.

123. Distant signals (two positions). [p38]

Signal color	Occasion for use - This signal will appear when	Indication for Motormen and Trainmen	Name as used in rules
(c) Yellow	Home signal is at stop	Proceed prepared to stop at Home Signal	Caution-signal
(d) Green	Home signal is at clear	Proceed	Clear-signal

When the semaphore is used, the governing arm is displayed to the right of the signal mast as seen from an approaching train, and the indications are given by position: Horizontal as the equivalent of (c) Proceed, prepared to stop at home signal. Diagonal (above or below the horizontal) as equivalent to (d) Proceed.

124. Interlocking Signals, unless otherwise provided, do not dispense with the use and observance of other signals whenever and wherever they may be required.

Towermen

125. Interlocking Signals are numbered corresponding to the lever of Interlocking Machine operating same, and are designated by letters indicating the name of the tower from which they are operated.

126. The normal indication of Home Signals is "STOP"; of Distant Signals, "CAUTION".

127. Levers, or other operating appliances, must be used only by those charged with that duty and as directed by the rules.

128. [p39] Signal levers must be kept in position giving the normal indication, except when signals are to be cleared for an immediate train movement.

129. When the route is clear, the signals must be cleared sufficiently in advance of approaching train to avoid delay.

130. Signals must be restored, so as to display the normal indication, as soon as the train for which they were cleared has passed the signal.

131. If necessary to change any route, for which the signals have been cleared for an approaching train, switches must not be changed nor signals cleared for any conflicting route until the train for which the first signals were cleared has stopped.

132. A switch or lock must not he moved when any portion of a train is standing on or closely approaching the switch or detector bar.

133. Levers must be operated carefully and with a uniform movement. If any irregularity indicating disarranged connections is detected in their working, the signals must be restored so as to display the normal indication and the connections examined.

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

135. If a signal fails to work properly its operation must be discontinued and the signal secured [p40] so as to display the normal indication until repaired.

136. If any electrical or mechanical appliance fails to work properly, the Superintendent of Transportation and the Signal Repairman must be notified, and only duly authorized persons permitted to make repairs.

137. If there is a derailment or if a switch is run through, or if any damage occurs to the track or interlocking plant, the signals must be restored so as to display the normal 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.

138. During storms or drifting snow special care must be used in operating switches. If the force, whose duty is to keep the switches clear, is not on hand promptly when required, the fact must be reported to the Superintendent of Transportation.

139. When switches or signals are undergoing repairs, signals must not be displayed for any movements which may be affected by such repairs, until it has been ascertained from Signal Repairmen that the switches are properly set for such movements.

140. [p41] Lights in interlocking stations must be so placed that they cannot be seen from approaching trains.

141. Lights must be used upon all interlocking signals not in tunnels from sunset to sunrise and whenever the signal indications cannot be clearly seen without them.

142. Unauthorized persons must not be permitted to enter interlocking stations.

143. Switches must be operated upon request of Signal Repairman as often as may be necessary whenever it is safe to do so.

144. When a clear signal has once been given to an approaching train, this signal must not he changed nor taken away, unless some emergency is discovered that might endanger its safety, and every effort must be made to avoid accident.

145. When in doubt as to destination of a train, the signal must be kept normal until the proper destination signal is displayed; then the signal may be cleared.

Signal Repairmen

146. Signal Repairman are responsible for the inspection, adjustment and proper maintenance of interlocking plants.

147. When the condition of switches or track does not admit of the proper operation or maintenance [p42] of the interlocking plant, the fact must be reported to the Signal Foreman.

148. When any part of an interlocking plant is to be repaired, a thorough understanding must first be had with the Towerman, in order to secure the safe movement of trains during repairs. The Towerman must be notified when the repairs are completed.

149. If necessary to disconnect any switch, it must be securely fastened before any train is permitted to pass over it.

150. Alterations or additions to an interlocking plant must not be made unless properly authorized.

151. If at any time it is necessary to change control block or to make any other electrical or mechanical changes to an All-Electric Interlocking Machine, or lever or lever parts thereof, including lever lock, the brushes must be taken off the commutator in the Switch Machine which is affected by the lever on which the repairs are being made, and switch must be securely clamped until such time as changes or repairs are made.

152. If any changes or repairs are being made on an Electro-Pneumatic Interlocking Machine which affects the operation of a switch, before any repairs are made the lock, normal, and reverse control wires must be taken off the switch magnets and switch must be securely clamped until such time as changes or repairs are made.

153. [p43] Signal Repairmen must, with the co-operation of the Track Foreman, adjust switches and movable point frogs with a standard switch gauge and if the gauge of the track is incorrect, or the offset bend in the stock rail is improperly set ahead of the points, so that they do not face up correctly, he must report this condition to the Track Department in writing and forward a copy of report to the Signal Foreman. In the meantime, the points must be adjusted to fit the stock rails as they are, so that there may be no possible chance of a wheel taking the wrong side of a point. If by any chance the gauge should be so defective as to render such adjustments impossible, the Signal Repairmen must disconnect the switch and securely clamp it in the position corresponding to the route of the train. He must also make a record of the occurrence, and must follow up the case to see that regular working of the switch is restored as promptly as possible.

Motormen And Trainmen

154. Trains must be run to, but not beyond, a signal indicating STOP.

155. When there are two or more signal lights on the Home Signal, the upper light governs the right hand route, each succeeding lower light governs each succeeding left hand route. A distant signal, if present, will be the lowest light and will indicate the condition of the next block signal in [p44] advance. (Note. For explanation of movements governed by interlocking signals, See Page Nos. 45, 46 and 47.

156. Movements on tracks against the current of traffic or for reversal of the current of traffic will be governed by Dwarf Signals.

157. If a Clear or Caution signal, after being accepted, is changed to a Stop signal before it is reached, stop at once. Such occurrence must be reported to the Superintendent of Transportation.

158. Motormen and Trainmen must not proceed on hand signals as against interlocking signals until they are fully informed of the situation and know that they are protected. Where interlocking signals are in operation, Trainmen must not give clear hand signals against them.

159. Interlocking signals, unless otherwise provided, do not affect the movements of trains under time-table nor train rules, nor dispense with the use and observance of other signals whenever or wherever they may be required.

Transportation Department

Superintendent of Transportation

160. [p49] The Superintendent of Transportation reports to and receives instructions from the General Superintendent. He is responsible for the safe movement of traffic, and has supervision of the Transportation and Station Departments.

Train Masters and Ass't Train Masters

161. Train Masters report to and receive instructions from the Superintendent of Transportation. Assistant Train Masters are subject to the orders of both Superintendent of Transportation and Train Masters.

162. Train Masters and Assistant Train Masters have charge of the division, or such portion of it as may be assigned to them, in the name of the Superintendent of Transportation during his absence, and perform such duties as he may from time to time direct.

163. They must exercise a general supervision over, and are directly responsible for, all employees connected with train service, and must see [p50] that all Rules and Regulations are fully understood and observed. They may suspend employees under their jurisdiction for neglect of duty or violation of rules, subject to the approval of the Superintendent of Transportation.

164. They must report promptly to the Superintendent of Transportation all violations of rules or neglect on the part of employees, and anything that may come under their observation liable to interfere with the prompt and safe operation of the road.

165. They must see that the Transportation Department employees are furnished with all the necessary signals and that they use them strictly in accordance with the rules.

166. They must give special attention to the prompt movement of trains and see that there is no unnecessary delay.

167. In case of accident or serious detention to trains, they must assist in removing the cause. They must see that every precaution is taken to insure the safety of all trains and passengers and to protect all property.

Train Despatchers

168. Train Despatchers report to and receive instructions from the Train Master and Assistant Train Masters.

169. [p51] They have charge of the yard and siding: at stations where trains are made up, the movement of trains therein and of the yard force employed at those points. They must give the necessary directions for drilling and making up of trains, and see that trains leave on time. They are also responsible for the operation of trains over certain territories and at certain junctions as may be from time to time assigned to their charge. They are responsible for the prompt and proper despatch of trains within the limits of the yard and the proper position of the switches.

170. They must carry out the orders of the Train Master and Assistant Train Masters in regard to the distribution of cars, the making up of trains, and the safe storing of trains and cars.

171. They must see that Motormen and Trainmen are ready for duty at the prescribed time, and have all the time-tables, signals, lamps and other equipment required by the rules for the safe and proper performance of their duties. They must see that employees wear the standard uniform and that the uniform is in good condition. They must also see that bulletin boards at their terminals are properly maintained and duly observed by employees at their terminals as provided in Rule No. 2.

172. They must not permit a train to start with a Motorman, Conductor or Guard who is unfit for [p52] duty, nor fail to report at once such unfitness to the Train Master or Assistant Train Master.

173. They must see that the yard is kept in good order, that cars passing are properly inspected, and that those requiring repairs are sent to the shop.

174. They must see that Train Clerks keep an accurate record of the number of each car arriving at and departing from their stations, and that the prescribed daily reports are made.

175. They must see that Train Clerks report to the offices of the General Superintendent and Superintendent of Transportation at once any detention to trains.

176. They must report to the Train Master or Assistant Train Master all violations of rules or neglect of duty coming to their notice.

177. They must report to the Train Master or Assistant Train Master any car arriving in an injured condition or in bad order.

178. When an accident occurs requiring the service of track men, they must notify the Superintendent of Way and Structures or his Assistants. They should promptly report any smoke in the tunnels to the Chief Operator who will direct the operation of tunnel ventilating apparatus.

Train Clerks

179. [p53] Train Clerks report to and receive instructions from the Train Master, Assistant Train Masters and Train Despatchers.

180. They must keep an accurate record of the time of arrival and departure of trains at terminals, and car numbers and names of train crews, upon train register provided for the purpose, and perform such clerical duties as may be required incident to train operation and terminal work.

Train Starters

181. Train Starters report to and receive instructions from the Train Master, Assistant Train Masters and Train Despatchers.

182. They must carry out orders in regard to crewing trains and see that Trainmen work in strict conformity with train crew schedules. They are responsible for filling vacant tours of duty, covering extra and special work, keeping time records and for making daily assignments and absentee reports. They will report to the Train Despatcher any Trainmen who is not ready for duty at the prescribed time, or who has not proper information as to the time-table, or who is not supplied with the signal lights required by the rules for the safe and proper operation of trains. They must not permit a train to leave the terminal with a Trainman unfit for duty, nor fail to promptly [p54] report such unfitness to the Train Despatcher. They will be held strictly accountable for the conduct of Trainmen at or about their terminal, and must see that all employees while on duty wear the prescribed uniform and are neat in appearance.

Motor Instructors

183. Motor Instructors report to and receive instructions from the Superintendent of Transportation and Train Master.

184. They must ride frequently over the road with Motormen and note the manner in which they perform their duties. They must instruct Motormen and Motor-Switchmen in the proper handling of the power controller and air brakes, and give them full information in regard to the electrical and mechanical equipment and air-brake apparatus.

185. They must report to the Train Master any violation of rules or neglect of duty brought to their notice.

186. They must consult with the Train Master, Assistant Train Masters and Train Despatchers as to the qualifications of Motormen and Motor-Switchmen and report to the Train Master.

187. They must inspect and examine all candidates for promotion to Motormen and Motor-Switchmen and report the result to the Train Master.

Towermen

188. [p55] They report to and receive instructions from the Train Master, Assistant Train Masters and Train Despatchers. They are under the immediate supervision of the Train Despatcher, and must obey all orders and signals in relation to the moving of switches and signals and the movement of trains given by the Train Despatcher, or by his instructions, in the yard or at the point at which they may be on duty. They are in charge of the operation of the interlocking machines, and are responsible for the safe passage of trains over switches in their charge.

189. In matters affecting the interlocking plants, they must obey the orders of the Superintendent of Way and Structures.

190. They are required to be constantly on duty during the hours assigned them. They must not leave their posts until relieved, and those going off duty must inform those taking their places respecting unfinished business and the position of trains.

191. They must give particular attention to the adjustment of their instruments.

192. They must be governed in the operation of the interlocking machine by the manipulation chart placed in the tower for that purpose, and trains will be indicated by the illuminated diagram. They must be governed by the printed rules for [p56] check locking movements. See Rules Nos. 125 and 145.

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

194. They must not make or permit any unauthorized repairs, alterations or additions to the plant.

195. They should note the condition of passing trains. Should there be any indication of conditions endangering any train, Towermen must take such measures for the protection of trains as may be practicable.

196. They must have the proper appliances for hand signalling ready for immediate use. Hand signals must not be used when the proper indication can be displayed by the interlocking signals. When hand signals are necessary they must be given from the track at such a point and in such a way that there can be no misunderstanding on the part of the Motormen or Trainmen as to the signals, or as to the train for which they are given.

197. Towermen are responsible for the care of the interlocking station, lamps and supplies; and of the interlocking plant, unless provided for otherwise.

198. They must be alert for approaching trains, and, if everything is normal, signals must be [p57] cleared sufficiently in advance of approaching trains to avoid delay.

199. They must call Signal Repairman at once in case any appliance under their charge fails to operate properly, and must also immediately report the trouble to the Signal Foreman on duty.

200. Should a car or train over-run a STOP Signal, the fact, together with the Operating Motor number (name of Motorman and Conductor, if possible), time, destination of train and any other facts connected with the case, must be reported to the Train Master.

201. They must be particular to note any cases of Motormen running over switches or junctions at too high a rate of speed, and report it immediately to the Train Master.

202. They must report to the Train Master, or officer in charge of the point to which they are assigned, all unusual occurrences or violations of the rules governing the passing of trains and cars over switches and by signals, giving necessary information to permit of locating the offense and the offender.

203. They must familiarize themselves with the interlocking plant, so as to be able to act intelligently at all times, but tampering with, or in any way changing any portion of, the interlocking apparatus is positively forbidden.

204. [p58] In case an interlocking plant fails to work properly, they must at once co-operate with the Signal Repairman in correcting the trouble. Every precaution must be taken to prevent accident by proper visible signals protecting all points. In such cases, Towermen must immediately call the nearest Despatcher's office for assistance.

205. Switch towers, cabins and appliances must be kept in a clean and orderly condition, and entirely free from all matter not pertaining to the business of the Company.

Motormen

206. Motormen will be appointed and promoted upon the approval of the Superintendent of Transportation and the General Superintendent. They report to and receive instructions from the Train Master, Assistant Train Masters, Motor Instructor and Train Despatchers.

207. The lives of passengers are entrusted to the care of the Motormen, who must be constantly vigilant and cautious, and in cases of doubt always take the safe side.

208. They must know the General Rules, Train Rules, Automatic Block Signal Rules, Interlocking Rules and Special Instructions.

209. Motormen must compare time with their Conductors at least twice a day and be governed by Rule No. 67.

210. [p59] Their position when operating the train is in the front cab of first car with face to the front, right hand on brake-valve handle and left hand on power controller. Whenever the cab door is allowed to remain open while train is in transit, arm rest must be placed in position to avoid accident.

211. They must exercise caution and good judgment in starting and stopping trains and in moving and coupling cars so as to avoid disturbance to passengers and injury to persons or property.

212. They must acquaint themselves with the mechanical, electrical and air-brake equipment on the cars so as to act intelligently at all times and under all conditions.

213. Should the air brakes become ineffective, the Motorman must notify the Conductor at once and arrange for the use of hand brakes.

214. Should the air brakes be applied suddenly, from any unknown cause, the power must be shut off at once and the brake valve handle placed in the lap position. (See Rules Nos. 30, 112, 314 and 316.)

215. If the power is shut off at any time while the train is in motion, Motorman must turn controller handle to "OFF" position, and the controller must not be thrown to "ON" position until power is restored. (See Rule No. 102.)

216. [p60] They must not leave their Operating Motor cab while in transit between terminal stations except in case of absolute necessity, and then always leave the Conductor or other competent person in charge.

217. They must obey promptly all signals given by any employee, even though such signals may seem unnecessary. When in doubt as to the meaning of a signal, they must stop, ascertain the cause, and if an improper signal is shown they must report the fact to the Train Master, or Assistant Train Master.

218. They must not permit any person to ride in the Operating Motor Cab without a written order from the President, Vice-President, General Superintendent, Superintendent of Transportation, or Superintendent of Car Equipment.

219. They are required to personally perform their duties and under no circumstances must they allow anyone to perform any of their duties except those persons authorized to do so for the purpose of learning the road.

220. Before leaving terminal stations they must test their Automatic brakes to see that they are in proper working order.

221. They must keep a constant lookout for signals and obstructions, and compare the positions of switches with indication of signals governing them. If wrong, trains must be stopped at once. [p61] Trains must be run to but not beyond a signal indicating STOP, except as provided in Rules Nos. 113 and 114.

222. The absence or imperfect display of a signal at a place where a signal is ordinarily shown is to be considered as a "STOP" signal and acted upon accordingly.

223. They must not run their trains ahead of schedule time except under special order from an authorized officer of the Transportation Department.

224. When passing a signal that is at "CAUTION", they must govern their speed so that there may be no possibility of running by the Home Signal in the "STOP" position.

225. When running between Time Signals they must control their train so as to maintain a uniform speed between signals.

226. They must not run trains at a rate of speed exceeding forty (40) miles per hour. Speed must be reduced on all curves signalled by "REDUCE SPEED" Signals and where there are no "Reduce Speed" Signals, they must run cautiously. See page 48.

227. They must leave brakes applied on all trains while standing at stations.

228. [p62] Before starting from terminals, they must see that the Destination and Head Lights are properly set and lighted.

229. They must not permit passengers to enter or exit through the Operating Motor cab doors. Cab doors must be closed or have arm rest in place while trains are moving through stations unless it is necessary to open doors to permit of proper vision account of wet front glasses.

230. They must not use the whistle unnecessarily, but are required to sound danger signals as soon as it appears to them that a person upon or near the track or on or about a station platform is not taking or preparing to take, proper precautions for safety. See Rules Nos. 74 and 81.

231. Strict attention must be given to grades and the condition of rails, as well as to the length of the train, in order to avoid over-running platforms at stations. Should a train be accidentally stopped short of, or over-run a station, the Motorman must not move his train until he receives signal from the Conductor, and must see that the rear end of train is protected before backing. Motormen must exercise care to stop their trains at stations at the proper Stop Markers.

232. When in charge of extra trains, they must run with extreme caution, expecting to find employees on the track.

233. [p63] Whenever a car is run over any portion of the road without a Conductor, the Motorman thereof will be regarded as Conductor and will act accordingly.

234. Cab signals are installed in all Motormens' cabs. When this signal lights it indicates that all doors of train are closed and locked, and train may proceed. When no light is received, doors are not locked or signal system is out of order. See Rules Nos. 270, 331, 332, 333, 334 and 335.

235. Motormen suspecting any derangement of the cab signal system will immediately notify the Conductor and arrange to move train by bell signal until the cab signal has been made correct.

236. At stub terminals when Motormen change from one end of train to another they must change drum switch at each end of train to make cab signal system operative.

237. At all facing-point interlocking home signals push-buttons and bells are installed. Should a Motorman approach a junction and find a route set contrary to his usual route, he will stop his train, push the proper button, which will indicate to the Towerman that the route set up is contrary to his usual route. The Towerman will thereupon change the route if it is improper, but if the route is to he taken as indicated, the Towerman will so signal the Motorman by two rings of the bell at [p64] the signal. Motorman will accept two rings as a signal to proceed over the route as set.

238. Coasting clocks in cars register the amount of time a Motorman coasts. Motormen and Conductors must know the Coasting Rules. Intelligent compliance with the Coasting Rules is one of the important duties of a Motorman. When coasting he not only saves current, but also reduces the wear of brake shoes, equipment and track. A Motorman's efficiency is gauged largely by his coasting record. See Rules Nos. 242 to 246.

239. Motormen are under the orders of Conductors in regard to starting, stopping and general management of the train between terminal stations, but they must not obey any order that may endanger the safety of the train or require a violation of the rules. If such an order is carried out they will be held jointly responsible with the Conductors.

240. They must report promptly to the Train Master, Assistant Train Master or Train Despatcher any defect in any part of the equipment, and on arrival at Terminal make a written report on prescribed form. They must report all instances of signal lights improperly displayed, and any negligence or inattention to duty on the part of any employee.

241. They must report daily on the time card the amount of time made and deposit the card at the end of the day's work.

Coasting Rules

242. [p65] Schedule time must be carefully adhered to, as the success of a railroad depends on the reliability of its time-table. For every minute a train is late at destination two minutes will be deducted from the coasting time.

243. The clock on Operating Motor must be used exclusively when in order. When out of order the first succeeding clock in order must be used.

244. Conductors positively must not key more than one clock of the train. Clocks must be keyed promptly upon leaving and arriving at terminals.

245. Unusual occurrences, interfering with coasting or running time, will be given proper consideration if immediately called to the attention of Superintendent of Transportation.

246. Safety is the first consideration, and reckless coasting is positively prohibited.

Foremen and Motor-Switchmen

247. In all cases of doubt take the safe side.

248. Foremen and Motor-Switchmen report to and receive instructions from the Train Master, Assistant Train Masters, Motor Instructor and Train Despatchers. They are under the immediate supervision of the Train Despatcher or the oflicer in charge of the point where they are assigned to duty, and must obey all orders and signals in relation [p66] to the moving of cars given by the Train Despatcher or by his instructions in the yard or at the point at which they may be on duty.

249. When operating trains they are governed by rules for Motormen.

250. When operating work trains they must not run above series speed.

251. When operating light trains over the road, they must not pass stations at a speed exceeding ten miles per hour, and must keep a constant lookout for men working on tracks or structures.

252. When taking cars in shop or barn or on pit tracks they must come to a full stop before entering. As soon as cars leave power rail, they must stop and use Trolley.

253. Before moving cars at terminals they must see that all side doors are closed.

254. On getting trains ready for service, they must see that all brakes are cut in, pumps cut in, jumpers properly inserted, angle cocks open, bleed cocks closed, safety latch over coupling pin, draw bar and drum switches in proper position, hand brakes off, safety chains hooked properly and seven point switches cut in. They must also see that each train is equipped with proper marker and tail lights on each end of train. They must test reverser and brakes before passing same for service.

255. [p67] They are responsible for the safe passage of trains over switches, and their duties require the closest attention, as any neglect may cause serious accident.

256. They must carefully examine the condition of switches, keep them clear from all obstruction and promptly report any defect to the Train Despatcher.

257. They must report daily to the Train Despatcher on duty at the point to which they are assigned, and during the hours on duty must not leave their posts without first obtaining permission from the Train Despatcher. On leaving duty they must notify their relief of any special orders or instructions, or any defects observed in any appliances or changes therein.

258. When necessary they must carry lanterns in the performance of their work so that their positions may be known to other employees.

259. Before drilling cars, the hand brakes must be thoroughly examined to see that they are in proper condition for use.

260. In uncoupling cars the signal to move must not be given until safety chains, safety springs, air hose, electrical connections, etc., have been disconnected and the pin drawn (the latter always to be drawn last). In coupling cars the draw-bar connections must be made before any other connections. When coupling or uncoupling [p68] cars at terminals the motor switchman moving the cars must maintain a heavy brake application continuously while the other motor switchman is between cars to make it impossible for a motorman on some other part of train to move train while a motor switchman is between cars.

261. Cars left standing on the middle or side tracks must be protected from moving by having one or more hand brakes set up. If left standing on a grade the hand brakes must be set up on each car and a stop block placed under the wheel of the car nearest the bottom of the grade. Drawbars not connected to other cars left standing on middle or side tracks must always be shoved to one side to prevent being bent or broken. Links must be removed from all uncoupled draw bars.

262. When cars are laid up, pump, light, heater, signal and fan switches must be immediately opened. Oil tail lamps must be used instead of electric lamps at ends of laid up trains or cars.

263. Emergency coupling links must not be used except in case of coupling trains on main line as provided in Rule No. 91.

264. In giving signals by hand, flag or lamp, it must be done so clearly that no misunderstanding can result from imperfect signals.

265. A blue flag or a blue lamp placed on a car standing on the middle or side tracks designates that the car is undergoing repairs, and the car [p69] must not be moved until the flag or lamp has been removed, in accordance with Rules Nos. 30 and 78.

266. They must not change or interfere with the mechanism of the signal or switch appliances.

267. They must know the signals on the cars and trains designating class and destination.

268. On the arrival or passage through the yard of extra or special trains or cars, they must use extra care, and, unless previously notified, ask for information and instructions as to their movement and destination, and in cases of doubt must stop and obtain further instructions.

269. Draw bar switches are installed on each draw bar. The operating arms of these switches swing 180°. At ends of a train coupling pins must be removed from both regular coupling holes and the pins placed in carrying clips on side of draw bars. (Do not let pins hang on chains.)

270. The draw bar switch must then be turned so that lugs on the lever arm insert in the normal coupling pin holes. In this position this switch gives energy to electric tail lamps and the Motorman's cab signal. Before coupling cars the draw bar switch lever must be turned to the off position, the lever lying flat on top face of draw bar. Do not let lever stand in vertical position as it may be broken in that position when train is taking grades while running.

271.[p70] They must handle bus and train line jumpers carefully to avoid injury to the cable or terminals. Jumpers removed when cutting cars must be stored out of the weather at places provided. Cars must not be left or moved with one end of jumper inserted in terminals, and the other end thrown on buffers, around stanchions or through car steps. Jumpers must not be left on ground. In handling them care must be exercised and they must not be thrown.

272. Jumpers suspected to be defective will be indicated by having a knot tied in them and must be forwarded to the car shops at first opportunity.

273. Foremen and Motor-Switchmen must report to the Train Master, or officer in charge at the point to which they are assigned, all unusual occurrences or violations of rules governing the passing of trains and cars over switches and by signals, giving necessary information to permit of locating the offense and offender.

Trainmen: Conductors, Collectors, Flagmen and Guards

274. In all cases of doubt take the safe side.

275. Conductors, Collectors, Flagmen and Guards report to and receive instructions from the Train Master, Assistant Train Masters and Train [p71] Despatchers. The movement of trains is in charge of Conductors, and they are responsible for the safety, regularity, and proper care of their trains, for the conduct of the train crew, and must know that they are instructed in and observe the rules.

276. Conductors must compare time with their Motormen at least twice a day and be governed by Rule No. 67.

277. Conductors, Collectors, Flagmen and Guards must always be at their posts and have a time-table and full set of signals and use them as required by the rules. They must always carry a lighted hand lamp while on duty.

278. Conductors must see that their trains are kept on schedule time, that the proper station stops are made and must confine the speed of a train within the allowed maximum.

279. Conductors, Collectors, Flagmen and Guards must not leave their posts until properly relieved. Whenever obliged to be absent on account of sickness or other unavoidable cause, they must report by telephone or letter to the Train Master at least three hours before schedule reporting time.

280. They must take great care to properly set brakes on all cars left on sidings. Cars placed on middle tracks and sidings must be run in far enough to clear the first Dwarf Signal for reverse movement of traffic.

281. [p72] Conductors must see that bells and bell cords are in proper working order throughout the train before starting and must see that the front door of the front car of the train is kept locked.

282. The post of the Rear Guard is on the last car of the train, and he must not leave that car while train is in motion, except to protect it. He must provide himself with and display the signals at the rear end of the train strictly according to rules. He must see that the rear door of the rear car is kept locked.

283. Special attention must be given to the proper heating and ventilating of the cars. Trainmen must see that the vestibule doors are kept closed, and are opened only in case of necessity.

284. Instructions governing the operation of ventilators, windows, fans and heat will be indicated by signs at all Terminals. These signs are liable to be changed hourly and at all times the instructions indicated by them must be strictly complied with. These regulations maintain in all services from "W R" (Summit Avenue) tower eastward except heat regulations as provided in Rule No. 285.

285. Heat regulation indicated by these signs apply only to operation of trains between Summit Avenue Station and tunnel portals. On westbound trains heat must be cut in at the portals and on eastbound trains heat must be cut out at the portals. [p73] Ordinarily no heat is required while trains are in tunnels, but when required special instructions will be issued by bulletin.

286. Between Grove Street Station and the tunnel portal, on the westbound track, an electric horn is installed in the tunnel. The sounding of this horn means that there is a heavy rain outside and that ceiling fans in cars must be cut out before the train reaches the portal.

287. Trainmen must open and close the car doors and give special attention to the safety of passengers, and must not leave their vestibules until after the train has passed the station platform.

288. They must announce distinctly in each car the name of the next station as soon as train starts and again when it arrives at the station. The names of the stations must not be muttered or slurred over, but clearly pronounced so as to be readily understood.

289. Car destination signs must be properly displayed that patrons may rely upon them, and at leaving terminals they must be properly set sufficiently in advance of leaving time to direct boarding patrons as to the destination of that train. In setting signs the wording must be centrally spaced in the exposure opening.

290. They are responsible for all packages, parcels, umbrellas or other articles left in the cars. All such property found on cars or stations must [p74] be delivered promptly to the Train Despatcher, who will be accountable for its safe delivery to the Lost Property Room.

291. They must not permit the car seats to be occupied with satchels or packages to the inconvenience of passengers. They must not permit parcels, suit cases, etc., to be placed where they form an obstruction to doors or where passengers may trip or fall over them. They must insist upon newspapers being placed in the rear vestibule of rear car only.

292. Conductors alone are responsible for the safe delivery of letters or packages pertaining to Company's business carried from one station to another.

293. Trainmen must give their name (as well as badge number) without delay or argument to any passenger upon request.

294. They must not turn out lights in lay-up trains before passengers have disembarked.

295. Trainmen must not permit the playing of musical instruments, the sale of newspapers or merchandise, or the soliciting of alms of any description on trains.

296. Unnecessary conversation while on duty is forbidden.

297. In case of heated journals, electrical apparatus or brakes not working, or any other defects [p75] in the cars that would interfere with the proper and safe operation of trains, Conductors must at once notify the Train Master or Train Despatcher by telephone.

298. Should there be danger of block or gap on the road from any cause, Conductors must unload their passengers at the next station, take their train to the next siding, notify the Train Master or Train Despatcher of their action and wait for orders.

299. Should any train be so disabled as to prevent its being run to a station, siding or destination, the Conductor at once must report to the Train Despatcher and state briefly the exact condition and location. All Trainmen and other employees within reach must render prompt assistance in quickly and safely discharging the passengers and clearing the track. See Rule No. 98.

300. Before giving the PROCEED signal at stations, they must assure themselves that no Car Inspectors or Switchmen are under or between any of the cars. See Rules Nos. 30 and 78.

301. At stations where starting lights or gongs are used, they must not close the doors until the lamps are lighted or gong sounded.

302. Conductors must not give orders to skip stations except in case of emergency, and must immediately notify Train Despatcher upon arrival at terminal and make report on "Unusual Occurrence" [p76] blank sending same to the office of the Superintendent of Transportation.

303. Detention messages must he sent to the Train Despatcher at the terminal to which the train is bound. In case more than two minutes are lost on the running time, give cause of delay, number of Operating Motor, the time train is due at terminal and the name of the Conductor. This message must be sent in time to allow Train Despatcher to make arrangements to fill the gap.

304. On light trains Trainmen must occupy the same position in vestibule as on service trips.

305. Trainmen must not touch the bell cord until the doors of the car are properly closed, and in no case must a Guard pass a signal until he has received such signal from the Guard in the rear, except in case of rear Guard.

306. Car doors must be opened promptly when the train makes a station stop, but not until it stops, and must be closed promptly when passengers are aboard. In order to avoid accident, extreme care and vigilance must be exercised, and reasonable opportunity given to all passengers to board and leave trains with safety. Car doors must be opened at all stations irrespective of whether there are passengers to alight or board the car. Special care must be used to see that infirm and elderly persons and women with children are in safe position before closing doors. [p77] Should a passenger be caught or held by a closing door when a train is not moving trainmen must prevent the train from starting (using the emergency cord if necessary) until the passenger is released, should such a condition not be known until after train is moving traimnen must immediately pull emergency cord and bring train to stop then release passenger.

307. Under no circumstances must Trainmen pass bell signals to a Trainman in the rear of their train position.

308. Trainmen must urge passengers who obstruct doorways to go inside the cars in order to avoid delaying passengers who desire to leave or enter cars.

309. Red sign boards, seven feet above station platforms, are installed at the ends of certain stations. When this indication can be seen from the Trainmen's position between cars, it indicates that the center door of the end car of train is not sufficiently close to platform for the safe handling of passengers, and that, therefore, such center door must not be opened.

310. At Hudson Terminal only, at both ends of that terminal where the tracks are curved, a red strip is painted on the ceiling directly over the edge of platform at certain points. Arrows are also painted on this red strip. When this red strip can be seen by the Trainman from his position [p78] between cars he must not open center car doors in the direction to which the arrows point. At some places the arrows point in two directions, indicating that the center doors in either direction must not be opened.

311. Should an employee wish to depart from a train at any point between stations, Trainmen must not open car door until train has come to a FULL STOP and must not close the door to give the starting signal until positively assured that the employee has reached a position of safety.

312. When a car door does not open in response to operating lever, Trainmen must be absolutely sure that the lever has been returned to the CLOSED position before giving signal to start train.

313. They must acquaint themselves with the mechanical, electrical and air-brake equipment on the cars so as to be able to act intelligently at all times and under all conditions.

314. Each car is equipped with an emergency valve which connects with the air brake. This valve is equipped with a chain that gives the control of the brakes to the Conductor and Guards. The pulling of this chain opens the valve and applies the brakes in emergency. This control of the brake is given to the Trainmen for the sole purpose of preventing accidents, and they must not use this emergency feature except for that purpose. When [p79] a trainman applies brakes by pulling the emergency valve a report thereof must be made at once to the Train Master. As soon as the emergency brake application has served its purpose the valves must be reset by hand. The Motorman can then release the brakes in the usual manner and proceed.

315. Trainmen must not allow employees to go under or about trains before they have opened the emergency brake valve and they must keep their valve open until the employees have placed themselves out of danger. See Rule No. 30.

316. Should the Motorman whistle for brakes, a Conductor's valve in the second or rear car must be opened quickly, kept opened until the train is stopped and then closed. If no air escapes when the valve is opened, hand brakes must be applied. On failure of the air-brake apparatus, an understanding must be had with the Motorman and the use of hand brakes arranged for. See Rule No. 74 (a).

317. They must be careful not to strike the signal cases, pumps, and other equipment with their bodies or hand lamps when giving or receiving signals.

318. They must collect discarded newspapers in their cars and deposit them in terminal paper cans. Placing papers temporarily behind brake wheels is prohibited.

319. [p80] On westbound trains in day time car lights must be out out immediately when leaving the portals. On eastbound trains in day time lights must be cut in immediately before entering the portals.

320. If a Trainman has given the signal to start a train and then finds it necessary to avoid starting, he must at once pull emergency valve to apply brakes, and not depend on passing forward the bell signal to stop.

321. Cars contain wood and rope barriers, which are carried under a car seat designated by the letter "B" over the window. The wood barriers must be used when there is the slightest indication that a car door is not in proper operating condition and when a car door is in a "stuck open" position, the space adjacent to the door must, in addition, be roped off with the rope barriers, and an employee stationed at the open door to guard against passengers using the door. In an emergency an employee of any Department of the Company may be used to guard a stuck open door. The wood barriers are lettered to indicate the doors they fit and must be used only at such doors as they are intended for. When used, they must be put in place and latched with the top side up as indicated by the lettering and Trainmen must carefully try each wood barrier to assure himself that it is securely in place and latched with the safety latch which is attached to each barrier.

322. [p81] Trainmen must not stand astride two cars while trains are in motion, except when taking their position in readiness to open car doors at stations.

323. At Hudson Terminal, account of heavy curves, they must not stand astride two cars while train is entering or leaving the station.

324. Under no circumstances must passengers be permitted to ride on the bumpers between cars. On straight track passengers may be permitted to pass from one car to another, but the Trainman in charge at that position must assist them to effect their passage with safety. Under no circumstances must passengers be permitted to pass from one car to another when trains are near or on curves.

325. Cars are equipped with automatic door locks on each door, connected to which are trainmen's and motormen's signal circuits.

326. To open each door, trainmen will first with thumb press door lock push button, thus unlocking the door, and while holding the push button to the unlocked position with the thumb, pull the door opening switch lever with other fingers. Should the door fail to open immediately following this operation, push the door operating switch lever to the closed position then repeat the opening process.

327. The door is closed by the door operating switch lever only, and the lock push button is not used in closing doors.

328. [p82] Door indication signals are located over door switches at each end of car. These signals are controlled by drum switches in car ceilings just inside of end doors. The drum switches may be set in one of three positions, as follows: TRAINMEN'S POSITION // MOTORMAN'S POSITION // OFF POSITION.

329. The switches at each end of all cars of service trains must be set in Trainmen's position, except that the switch at forward end of the Operating Motor (opposite Motorman's cab) must be in Motorman's position. Drum switches must be turned to Off positions when trains are laid up.

330. Door indication signals indicate as follows: RED-- One or more doors of that car are open or unlocked. GREEN-- All doors of that car closed and locked. YELLOW-- On forward car of train, when all five doors (except the Motorman's door at opposite end of car), are closed and locked, and all doors on the remainder of the train are closed and locked the Conductor will receive a yellow signal. NOTE-- Conductor may proceed on yellow signal on forward car only, but trainmen at any other position may proceed on green only.

331. [p83] A Trainman's first duty upon boarding a train is to see that all drum switches for which he is responsible are in "Trainman's Position". Should drum switch be in any other position he will receive no green or yellow trainmen's signal indications.

Motorman's Cab Signal

332. When all train doors are closed and locked, drum switches in proper position, and draw bar switches (See Rules Nos. 269 and 270) are in closed position, Motormen will receive an automatic signal indication in his cab, upon which train may proceed.

333. After train doors have been closed about one-half minute, and train does not proceed, Trainmen beginning with the rear guard will pass forward to each other standard bell signal to start, upon receipt of which Motormen will proceed, considering his automatic cab signal out of order.

334. At stations where passengers are unloaded from one side of train and loaded from the other, Trainmen must leave doors on unloading side open until the doors to loading side have been opened, otherwise Motormen may get a proceed signal in his cab when the unloading doors have been closed and before the loading doors have been opened. Should a train start when there is a red signal at any trainman's position, that trainman must immediately pull the emergency cord and stop [p84] train. One and the only exception to this rule is, if the signal system on a car proves to be out of order, determined by the fact that all doors are securely closed, after which a red signal still remains, the out of order signal may be superseded by bell signals, but only when the bell signals are started with the rear guard and passed forward in conformity with bell signal regulations.

335. In event of any out of order indications of the door lock and signal system, Trainmen shall then observe when doors are properly and safely closed, then start train with the standard bell cord signal code from rear guard forward.

336. Should any door be noticed functioning improperly, in addition to other door regulations, Trainmen will raise car seat over door lock of the door involved and insert the steel pin, fastened by chain to the case of door lock, in the hole near the center of the door lock cover. When this pin has been inserted full length into the hole, the door lock will mechanically prevent the door from opening under any circumstances.

Tail Lamps

337. Electric tail lamps are automatically lighted when drum and draw bar switches are in the proper position and when the regular car lighting switch is cut in. Trainmen will see that these tail lamps are properly displayed at train ends. Should these electric lamps fail to properly operate, immediately [p85] install standard oil lamps, which are available at all terminals.

338. Conductors are not relieved from duty until their daily reports are fully, correctly and neatly made and handed to the Train Clerk. They must report on time cards the amount of time made.

Station Department

Station Inspectors

339. [p86] Station Inspectors report to and receive instructions from the Superintendent of Transportation. They have charge of all Stationmen and must give special attention to their conduct and performance of duties, and see that they are in proper uniform at all times when on duty, with badges attached in full view.

340. They must report promptly all violations of rules, and must personally see to the cleanliness of stations, stairways, platforms and appurtenances.

341. They must assign extra men in case of absence of regular men, and forward daily a written report to the Superintendent of Transportation of all such assignments.

342. They must see that there is no waste of water and supplies at stations.

343. A Station Inspector observing neglect of duty or improper conduct on the part of a station employee, must instruct the offending employee to report to the Superintendent of Transportation, to whom the Station Inspector must make a complete written report at once.

344. [p87] They must make a written report to the Superintendent of Transportation of repairs required to stations or station furniture and fixtures.

Stationmen

345. Stationmen include Station Masters, Station Agents, Platformmen, Gatemen, Ticket Examiners, Patrolmen, Elevator Operators and Starters, Information Clerks, Matrons, Attendants and Porters.

346. Stationmen report to and receive instructions from the Superintendent of Transportation, Station Inspector, and Station Master. However, Agents, Ticket Examiners, and Gatemen, in matters relating to accounting, the honoring of tickets, etc., are responsible to the Comptroller. In matters relating to the handling and safe-guarding of funds they are responsible to the Treasurer. Instructions issued by the Comptroller and Treasurer must be complied with.

347. They must remain at their fixed posts while on duty. They must not leave their posts until properly relieved, nor absent themselves from duty, nor alternate with each other, without permission.

348. Station Masters and Agents must immediately notify the Assignment Clerk when they have one or more employees over or under their regular crew.

349. [p88] They must not allow a person who is intoxicated to such an extent as to threaten the safety of passengers, or a person whose conduct menaces the safety of passengers, to remain in stations.

350. Persons carrying large baskets, packages or bundles must not be admitted to station platforms. Passengers may carry ordinary hand satchels and traveling cases and parcels that can be held in their laps or put under the front of car seats out of the way of other passengers.

351. Passengers must not be permitted to carry dogs in stations or on trains except small dogs in dog baskets or containers that can be held in the owner's lap or put under the front of car seats out of the way of other passengers.

352. The Sanitary Code of the Board of Health prohibits all persons from carrying or conveying in or upon any passenger railroad car any soiled or dirty articles of clothing or bedding in baskets, bundles or other packages. Stationmen must enforce this regulation. All persons who violate the Sanitary Code are subject to arrest by municipal authorities.

353. Agents must telephone to office of Superintendent of Transportation for instructions before permitting Extra Agents to relieve them.

354. They must not permit to enter the stations or cars any person carrying motion picture films [p89] or any other material of an inflammable or explosive nature, regardless of how packed or the kind of container used. All employees are expected to use alertness and vigilance to detect and prevent any attempt to violate this rule.

355. Upon the payment of regular fare, persons carrying not to exceed one bundle of newspapers in each hand, should be permitted to enter stations, provided the bundles do not exceed 18 inches in length, 12 inches in width and about 15 inches in thickness, and are securely tied with rope or cord. Newspaper carriers must not be permitted to carry bundles of papers on their shoulders. Agents and Gatemen must not permit bundles of newspapers to be handed to newspaper carriers who have passed the station entrance gate with two bundles of newspapers allowed under this rule.

356. Agents must be familiar with Station Blockade System apparatus installed in the ticket offices, and understand the signals received. See Rules Nos. 543 to 550.

357. On notification of a block and its location, Agents must immediately notify the station force on the opposite side, giving the necessary particulars. Agents in the rear of the block and on the same track must immediately have Gatemen notify Conductors of trains passing toward the place of detention, giving the location as well as other information which may be obtained. Agents must [p90] display a card "Line Blocked", to inform passengers that the line is blocked.

358. In case of temporary interruption of train service, Stationmen will ascertain the cause from their superior officers and inform inquiring passengers the probable length of delay. Whenever possible passengers should be advised that their passage is subject to delay before they deposit entrance fare. On train platforms which are some distance from the fare collecting entrances, push buttons are installed on the platform and bells connected therewith are located adjacent to the fare collecting entrances. Should Stationmen, or other employees, observe train platforms becoming overcrowded with passengers they will give one long ring by the push button located on platform, indicating to Stationmen at fare collecting entrances to shut off entrance traffic until further notice. Two rings from the employee on train platform will be accepted by those at fare entrances as a signal that passengers may again be permitted to enter train platform.

359. Stationmen must not allow peddlers or newsboys (except authorized agents of the Union News Company) about the stations, nor must they permit authorized news agents to cry out their goods. They must not permit the soliciting of alms, or playing of musical instruments in or about the stations. They must not permit the collection of contributions of any kind unless the collector [p91] has in his possession a duly authorized permit issued by a Superior Officer.

360. Stationmen must not permit unauthorized persons to post, or in any other way attach, bills or posters in stations.

361. They must not loiter or lounge in the waiting rooms or otherwise misconduct themselves. When off duty they are not allowed to visit or loiter about stations. It is the duty of Stationmen to report any infringement of this rule to the Station Inspector.

362. They are responsible for all packages, parcels, umbrellas or other articles left about the station. All such property found in stations must be delivered promptly to the Agent, who will be accountable for its safe delivery to the Lost Property Room.

363. All water faucets, etc., must be properly turned off and a prompt report made of any fixture that is out of order.

364. They must be courteous to passengers. They must try to give passengers full and accurate information as to routes, change of cars and time of trains, and must keep themselves fully and correctly informed upon these matters.

365. They must report promptly to the Station Inspector all deviations from the Rules and Regulations of the Company by employees or others, [p92] or anything that is prejudicial to the Company's interests or that may interfere with the safe and proper operation of the road.

366. Telephones located at stations are for use only on the Company's business and Agents must not permit their use for other purposes. If difficulty is experienced with the instruments or with the service, Agents will immediately notify the Telephone Operator.

367. Platformmen must remain at their posts on the platform ready to furnish the necessary information, and must announce distinctly the destination of trains, and see that illuminated destination signs are properly displayed for approaching trains.

368. Platformmen stationed at car doors when trains stop must see that no passengers enter until those so desiring have disembarked. They must not give the ALL RIGHT signal to Trainmen to close doors until passengers have safely boarded the train.

Station Masters

369. Station Masters report to and receive instructions from the Superintendent of Transportation and Station Inspector. They have charge of station to which they may be assigned; must see that passengers are handled in a proper manner and that their station is kept clean and in order, and will he held responsible for the manner in which all Stationmen at their station perform their duties.

Special Patrolmen

370. [p93] Special Patrolmen, in addition to being governed by the Rules and Regulations issued by this Company, are subject to the Rules and Regulations governing Special Patrolmen issued by the authorities of the City and State in which they are on duty.

Elevator Starters and Operators

371. Elevator Starters and Operators must remain at their fixed posts while on duty and must use every precaution in operating their elevators, and especially when loading and unloading passengers, to prevent injury to persons. They must not allow passengers to enter until the unloading is finished.

372. They must maintain regular and efficient elevator service and avoid unnecessary delays to passengers. The crowding of elevators is dangerous and loads in excess of an elevator's capacity must not be carried. The capacity of each elevator is shown on a plate inside the elevator car. As the average weight of a person is 150 pounds, the number of passengers an elevator should carry should be fixed by dividing the capacity by 150.

373. An elevator must not be put in service until it has been run two trial trips, without passengers and with gates closed and fastened, to determine if all mechanism is in proper working order.

374. [p94] In the event of an Operator noting control or power trouble on hydraulic system elevators, if at floor landing he should call Repairman before starting car. Should trouble arise when car is between landings, stop car immediately and unless trouble is sufficiently serious as to warrant not moving car, proceed DOWNWARD very slowly to lower floor landing. In case of doubt, consult Repairman before moving the car. All unusual conditions must be reported immediately to the Elevator Repairmen. See Rule No. 456.

375. When an elevator is left without an attendant in charge, all passengers must be first unloaded, and all gates and doors on the car and elevator shaft entirely closed and securely fastened, and a sign, reading "CLOSED" attached on each gate.

376. They must immediately report any unusual occurrence coming to their knowledge.

377. An elevator MUST NOT BE MOVED UNTIL ALL GATES AND DOORS ON THE CAR AND SHAFT HAVE BEEN FULLY CLOSED. Operators are cautioned that this rule is essential to safety and no violations of it will be tolerated. If any elevator or hatch door or gate cannot be entirely and properly closed, the elevator must be emptied of passengers and taken out of service at once.

Way and Structures Department

Superintendent of Way and Structures

378. The Superintendent of Way and Structures reports to and receives instructions from the General Superintendent. He is responsible for the proper and safe maintenance of way, structures, and all mechanical and electrical equipment and appurtenances therein.

Supervisor of Way and Structures

379. The Supervisor of Way and Structures reports to and receives instructions from the Superintendent of Way and Structures. In addition to such other duties as may he assigned to him, he has the supervision of all matters pertaining to the maintenance of tunnel and subway structures, tracks, power rails, cables, jumpers, pipe lines, pumps, drains and all equipment incidental thereto. All appointments, promotions, transfers and dismissals of employees in his Department, above the grade of Assistant Foreman, will be made by the Superintendent of Way and Structures.

380. [p96] He must make frequent inspections of structures and apparatus assigned to his care, carefully observing their condition, cause necessary measurements to be taken to insure that appliances are in their normal and safe position, and keep a record of such observations.

381. He will be assisted by a competent force assigned as occasion may require and must cause these men to make inspections at regular intervals of apparatus in their charge.

382. He must make, at assigned dates, detailed reports of work done.

383. In case of accident or serious detention to trains, the Supervisor of Way and Structures must proceed at once to the place and assist in removing the cause. He may call to his assistance employees of Car, Transportation and other Departments, who will act under his instructions in such emergencies.

384. He must have on hand full wrecking outfits ready for immediate use, distributed at points where they may be obtained advantageously and quickly.

385. He must not allow old rails, cross ties, lumber, pipe, etc., to be scattered along the track, but must have all scrap and debris promptly cleaned up and removed.

386. He must know that all employees under his direction are fully acquainted with the rules and regulations, and the use and object of all signals, [p97] and that they are properly equipped with tools, and are familiar with tools, apparatus and circuits incidental to his work.

387. He must be particular to instruct subordinates to keep watch constantly for trains approaching when working upon the track, and instruct each Foreman to warn each man upon coming into his gang of the dangers incident to the work which he is to do.

Track Foremen

388. Track Foremen report to and receive instructions from the Supervisor of Way and Structures. They have charge of the repairs on the respective sections assigned to them and are responsible for the condition of track and for the repairs necessary to insure its safety at all times. They are responsible for the economical use of labor and materials, and must make daily reports of work done.

389. They must be thoroughly familiar with the rules and signals governing the operation of trains and must properly instruct their men on these subjects.

390. They must supply themselves with a set of signals for use, as prescribed by the rules, and must in no way obstruct the track without first having a Flagman with proper lanterns at least 400 feet against current of traffic, except where a cautionary [p98] light has been placed at that distance, in which case a Flagman must be stationed 100 feet from point of obstruction with proper lanterns. A Flagman must not allow trains to pass him until he has definite advice in each instance that conditions are in readiness for trains to pass point of obstruction. At times when train operation is transferred to another tunnel from that where the obstruction exists, the obstruction must be protected from each direction by a cautionary signal on sidewall at a distance 400 feet from obstruction, and two danger signals placed in center of track at 100 feet distant. Anything that interferes with safe passage of trains is an obstruction, and must not be attempted without using the above precautions.

391. They must give particular attention to the surface, gauge and line of track, especially at joints, keeping the joints tight, and track to true gauge, line and surface and in good operating condition. They must furnish to other forces working in the tunnels necessary assistance to effect speedy relief in emergency cases.

392. Foremen must constantly keep watch for trains approaching the men under their charge, and in case a Foreman is obliged to leave his position, he must put some other responsible person in his place to watch the men while they are engaged in their work, and take special care under all conditions [p99] to guard against personal injury to employees.

393. They must use great care not to disturb Track Wires or Electrical Connections, and look carefully after track insulations and render necessary assistance to Signal Repairman in repairing insulated joints.

394. They must engage in work personally, and see that the men under them perform their duties faithfully. For neglect of duty or disobedience they are authorized to suspend and recommend for dismissal any employee under their charge, and must immediately report the case to the Supervisor for his action.

Track Walkers

395. Trackwalkers report to and receive instructions from the Supervisor of Way and Structures.

396. Trackwalkers, in pairs, must patrol their sections continuously, always moving in the opposite direction to normal current of traffic. They must constantly keep close together for proper protection to each other.

397. They must observe particularly the condition of track, track equipment and switches, as well as watch carefully for any unusual condition which may exist in structures and apparatus, and if repairs are required, they must immediately notify the Supervisor or his assistants. They must keep [p100] track joints and all other track fastenings tight and make light repairs, such as renewing joint or guard rail bolts, screw spikes, etc., where this can be done without interfering with or endangering the regular operation of trains.

398. They must carry light hand tools as prescribed by the Supervisor. If anything is discovered affecting the safety of trains, they must display a danger signal and from the nearest telephone immediately notify a superior officer and act upon his instructions.

399. They must see that the guard rails on all curves are properly greased, going over them as often as may be necessary to insure smooth running of trains.

400. They must be familiar with the rules and signals governing the movement of trains.

401. They must supply themselves with a set of signals for use as prescribed by the rules, and must in no way obstruct the track without first having a Flagman with proper lanterns at least 400 feet against current of traffic, except where a cautionary light has been placed at that distance, in which case a Flagman must be stationed 100 feet from point of obstruction with proper lanterns. A Flagman must not allow trains to pass him until he has definite advice in each instance that conditions are in readiness for trains to pass point of obstruction. At times when train operation is [p101] transferred to another tunnel from that where the obstruction exist, the obstruction must be protected from each direction by a cautionary signal on sidewall at a distance 400 feet from obstruction, and two danger signals placed in center of track at 100 feet distant. Anything that interferes with safe passage of trains is an obstruction, and must not be attempted without using the above precautions.

Trackmen

402. Trackmen report to and receive instructions from Track Foreman, and perform such duties as may be assigned to them.

403. They must be familiar with rules and signals governing the movement of trains.

Power Rail Foreman

404. Power Rail Foremen report to and receive instructions from the Supervisor of Way and Structures.

405. He is responsible for the maintenance of power rail, power rail equipment (excepting circuit breakers), track bonding, positive and negative connections, beginning at the D. C. Feeder taps in the manholes. He will attend to repair work personally, working in conjunction with the Power Rail Repairmen. He is responsible for the safe keeping and economical use of material furnished him.

406. [p102] He must pass over his section frequently, noting the general condition of equipment and take in hand quickly any repairs which may be necessary to insure the prompt and safe movement of trains.

407. He must make personal inspections at least once a week of all jumpers to see that they are free from verdigris, that the lead sheath is undamaged, that there is no leakage at switches and fuses, that they are clean and in proper condition; see that inclines and shoe protection are not loose or badly worn. He must make careful inspection of insulators to see that they are clean and not chipped or broken.

408. He must use every precaution, in bonding, to have all holes thoroughly reamed so as to give perfect contact, and see that terminals are expanded in such manner as to give the bonding the highest efficiency.

409. He must see that his men are provided with the proper tools for their work, being particular that tools are properly insulated wherever necessary, and that each man has good rubber gloves and mats.

410. He must instruct his men as to the best and safest way to do their work and must see that they do not do anything that may produce short circuits or in any other manner tend to cause injury to person or property or delay the operation of trains.

411. [p103] He must not permit to be placed on the power rail protection board any tools or other articles.

412. He must be familiar with the rule and signals governing the movement of trains and properly instruct his men regarding them.

413. He must supply himself with a set of signals for use as prescribed by the rules, and must must in no way obstruct the track without first having a Flagman with proper lanterns at least 400 feet against current of traffic, except where a cautionary light has been placed at that distance, in which case a Flagman must be stationed 100 feet from point of obstruction with proper lanterns. A Flagman must not allow trains to pass him until he has definite advice in each instance that conditions are in readiness for trains to pass point of obstruction. At times when train operation is [p101] transferred to another tunnel from that where the obstruction exist, the obstruction must be protected from each direction by a cautionary signal on sidewall at a distance 400 feet from obstruction, and two danger signals placed in center of track at 100 feet distant. Anything that interferes with safe passage of trains is an obstruction, and must not be attempted without using the above precautions.

414. When inspecting Power Rail Foreman and his men must always move in direction opposite the normal current of traffic.

415. [p104] He must make sure that standard clearances of the power rail are at all times maintained.

Power Railmen

416. Power Railmen report to and receive instructions from the Power Rail Foreman and perform such duties as he may assign to them.

417. They must, on account of the nature of their work, use extreme caution in the performance of their duties, following such methods as will not endanger themselves or expose others to accidents or interrupt normal operation of the trains.

418. They must know that their tools and appliances requiring insulation are sufficiently insulated to provide proper protection and must refuse to accept for use tools and appliances which are not in good condition or safe for the purpose for which they are to be used.

419. They must be familiar with the rules and signals governing the movement of trains.

Cable Foreman

420. Cable Foreman reports to and receives instructions from the Supervisor of Way and Structures. He is responsible for the inspection and proper maintenance of all cables from sub-station bus bars to power rail taps. In the execution of his work he must conform to the practices described for Power Rail Foremen and Power Railmen.

Cablemen And Cable Splicers

421. [p105] Cablemen and Cable Splicers report to and receive instructions from the Cable Foreman. In addition to their cable work they will perform such other duties as may be assigned to them.

422. Owing to the nature of their work, they must take the greatest possible care and precaution in the performance of their duties, and must see that all tools and apparatus are in good condition for the purpose for which they are intended.

Pump Foreman

423. Pump Foreman reports to and receives instructions from the Supervisor of Way and Structures. He is responsible for the inspection, maintenance and repair of pumps, pipe lines and appurtenances and must see that all valves are in good working condition and that spare apparatus is in such condition that it can he started on short notice.

424. He must provide himself with such tools and materials as required, and see that they are economically used.

425. He must be familiar with the rules and signals governing the movement of trains and properly instruct his men regarding them.

426. He must supply himself with a set of signals for use as prescribed by the rules, and must in no way obstruct the track without first having [p106] Flagman with proper lanterns at least 400 feet against current of traffic, except where a cautionary light has been placed at that distance, in which case a Flagman must be stationed 100 feet from point of obstruction with proper lanterns. A Flagman must not allow trains to pass him until he has definite advice in each instance that conditions are in readiness for trains to pass point of obstruction. At times when train operation is transferred to another tunnel from that where the obstruction exists, the obstruction must be protected from each direction by a cautionary signal on sidewall at a distance 400 feet from obstruction, and two danger signals placed in center of track at 100 feet distant. Anything that interferes with safe passage of trains is an obstruction and must not be attempted without using the above precautions.

Pump Repairmen

427. Pump Repairmen report to and receive instructions from the Pump Foreman, and perform such duties as may be assigned to them.

Pump Tenders

428. Pump Tenders report to and receive instructions from the Pump Foreman. They must patrol their assigned territories, frequently oiling and inspecting the pumps at each location at such intervals as may be directed. They must know that the pumps are in good order before leaving them [p106] and immediately report any defects or unusual conditions which might tend to interfere with the proper working of the apparatus.

429. They must be familiar with the rules and signals governing the movement of trains.

430. They must not leave duty until relieved.

Structure Foreman

431. Structure Foreman reports to and receives instructions from the Supervisor of Way and Structures.

432. His duties are to inspect and repair steel and concrete structures, caissons, bench walls and flood gates. Inspection of structures must be made with exactness in every detail to determine their general condition. He must keep close watch for any settlement.

433. He must use constant vigilance to locate any condition, either on, adjacent to or near the Company's property, which in any way may damage or endanger the tunnel structures, and must report to his superior immediately any work, or blasting, excavation, dredging, foundations, or other construction, on or near the Company's property which may damage or endanger the tunnel structures.

434. He must he familiar with the rules and signals governing the movement of trains and properly instruct his men regarding them.

435. [p108] He must supply himself with a set of signals for use as prescribed by the rules, and must in no way obstruct the track without first having Flagman with proper lanterns at least 400 feet against current of traffic, except where a cautionary light has been placed at that distance, in which case a Flagman must be stationed 100 feet from point of obstruction with proper lanterns. A Flagman must not allow trains to pass him until he has definite advice in each instance that conditions are in readiness for trains to pass point of obstruction. At times when train operation is transferred to another tunnel from that where the obstruction exists, the obstruction must be protected from each direction by a cautionary signal on sidewall at a distance 400 feet from obstruction, and two danger signals placed in center of track at 100 feet distant. Anything that interferes with safe passage of trains is an obstruction and must not be attempted without using the above precautions.

436. He must personally inspect bench walls, ladders on bench walls and other ladders about the tunnels and see that they are in safe condition for use.

437. He must supply himself with such tools and minor repair parts as his ordinary duties may require. Minor repairs must be made by him, but in case of more extensive repairs being required, he must report to the Supervisor of Way and Structures and be guided by his instructions.

438. [p109] He is responsible for the economical use of labor and materials.

439. He must make full detailed reports of any unusual conditions that come to his attention.

Structure Repairmen and Waterproofers

440. Structure Repairmen and Waterproofers report to and receive instructions from the Structure Foreman and perform such duties as may be assigned to them.

Road Foremen

441. Road Foremen report to and receive instructions from the Superintendent of Way and Structures. They must inspect and maintain all buildings, ticket booths, stairways, station entrances, fences, painting, plumbing, all wood and tile work in and about the stations, towers, and all other structures. They will perform such other duties as may be assigned to them.

442. They must cause to be made immediately repairs in matters pertaining to their department, to insure the safety and convenience of the public and the Company's employees.

443. They must provide themselves with such tools and material as are necessary to carry on the work of their department, and must see that the work is done in an economical manner.

444. [p110] They must be governed always by the prescribed clearances.

445. They must know the rules and regulations of the Company and must be familiar with the signals governing the movement of trains in so far as their duties are concerned and must properly instruct their men regarding them. See Rule No. 426.

446. They must instruct their men as to the best and safest way to do their work and must see that they perform their work in a workmanlike and economical manner.

Carpenters

447. Carpenters report to and receive instructions from the Road Foremen and perform such duties as may be assigned to them.

Painters

448. Painters report to and receive instructions from the Road Foremen and perform such duties as may be assigned to them. They must exercise the greatest care in the performance of their work so as not to interfere with the public or employees, and must not leave any condition existing whereby clothing may be damaged by wet paint. They must exercise judgment in the handling of scaffolding so as not to interfere with or annoy passengers.

Plumbers

449. Plumbers report to and receive instructions [p111] from the Road Foremen and perform such duties as may he assigned to them.

Elevator Foreman

450. Elevator Foreman reports to and receives instructions from the Superintendent of Way and Structures. He is responsible for the inspection and proper maintenance of elevators and apparatus incidental thereto.

451. He must make inspections, with the necessary measurements, as frequently as may be necessary, to insure the safe operating condition of elevator cars, cables, sheaves, rails, counterweights, plungers, pipe lines, reservoirs, pumps, motors, valves, control and safety apparatus, and must keep daily record of incidents noted pertaining to the plant and the repairs made, and make such reports as may be required. He must direct any repairs which may be necessary. Unusual occurrences must be reported and the method of making the necessary repairs be ascertained.

452. He must know that every employee under his jurisdiction is acquainted with the rules and regulations and the use and object of all tools, apparatus and circuits incidental to their work.

453. He must provide necessary and suitable tools and material for making quick repairs.

454. He must see that all elevator plants and apparatus are maintained in a safe, neat and clean condition. [p112]

Elevator Repairmen

455. Elevator Repairmen report to and receive instructions from the Elevator Foreman, and perform such duties as he may assign to them.

456. Entrances to elevators must be absolutely protected while the car or its equipment is under repairs. Passengers must not be allowed to enter cars while repairs are in progress. See Rules Nos. 374 and 375.

Road Electrician

457. The Road Electrician reports to and receives instructions from the Superintendent of Way and Structures. He is responsible for the supervision and inspection of the Lighting System and Feeders, Telephone Apparatus and Cables (including operation of switchboard), Station Blockade System, Ventilating Apparatus, Clocks and Annunciators, Circuit Breakers, Emergency Alarm and Distant Control Apparatus in connection therewith, and will perform such other duties as may be assigned to him. All appointments, promotions, transfers and dismissals of employees under his jurisdiction, above the grade of Sub-Foreman, will be made by the Superintendent of Way and Structures.

458. He must inspect the apparatus at such regular intervals as may be necessary to insure efficient operation, and make such repairs as may be required. [p113]

459. He must see that his force make proper inspections, at regular intervals, of the apparatus under their charge.

460. He must know that every employee under his jurisdiction knows the rules and regulations, the use and object of all signals, and is familiar with the tools, apparatus and circuits incidental to his work.

461. He must be particular to instruct his subordinates that they are to constantly keep watch for trains approaching when working on the track, and that in case the Foreman is obliged to leave his position, he must put some other responsible person in his place to watch the men while they are engaged in their work. Each man must be warned on coming into a gang of the dangers incident to the work he is to do.

462. He must have standard time, and must exercise care to see that the entire clock system is, at all times, in accord with standard time. See Rule No. 65.

Telephone and Lighting Foremen

463. Telephone and Lighting Foremen report to and receive instructions from the Road Electrician. They are responsible for the proper maintenance and repair of electrical apparatus as directed by the Road Electrician. They must engage in work personally and see that men under their charge [p114] perform their duties in a workmanlike and economical manner.

464. They must see that the work is handled so as to avoid men being endangered by short circuits and electric shocks. They must see that their men are properly provided with, and instructed in the use of, customary insulations, such as insulated tools, rubber gloves, mats, etc. Under no circumstances shall men be permitted to work on live 11,000 volt circuits. The Foreman will be held responsible for seeing that current is off such circuits, and circuits grounded, before work on high tension circuits is undertaken.

465. They must be thoroughly familiar with the rules and signals governing the operation of trains and properly instruct their men regarding them.

466. They must supply themselves with a set of signals for use as prescribed by the rules, and must in no way obstruct the track without first having a Flagman with proper lanterns at least 400 feet against current of traffic, except where a cautionary light has been placed at that distance, in which case a Flagman must be stationed 100 feet from point of obstruction with proper lanterns. A Flagman must not allow trains to pass him until he has definite advice in each instance that conditions are in readiness for trains to pass point of obstruction. At times when train operation is transferred to another tunnel from that where the obstruction exist, the obstruction must be protected from each [p115] direction by a cautionary signal on sidewall at a distance 400 feet from obstruction, and two danger signals placed in center of track at 100 feet distant. Anything that interferes with safe passage of trains is an obstruction, and must not be attempted without using the above precautions.

467. They must make such reports of accidents occurring on their section, as the Road Electrician may specify.

Telephone and Lighting Repairmen

468. Telephone and Lighting Repairmen report to and receive instructions from the Telephone and Lighting Foremen, and perform such duties as may be assigned to them.

469. Each Repairman must perform his duties in such manner as his Foreman may direct and must exercise good judgment to see that he is in no way endangering himself or others in the execution of his work.

470. They must be familiar with the rules and Signals governing the movement of trains.

Telephone Operators

471. Telephone Operators report to and receive instructions from the Road Electrician.

472. They must at all times be courteous and obliging and provide efficient service. [p116]

473. In the event of trouble, personal injury or any unusual occurrence on the road they will acquaint themselves with the circumstances so as to be able to give definite information, quickly notifying all officers concerned. They must know the rules concerning the emergency alarm and station blockade systems, and immediately notify the General Superintendent, Superintendents of each Department and Train Master if an alarm is received on either system.

474. In case of personal injury, they must immediately notify the Claim Agent or one of his assistants.

475. They must not enter into unnecessary conversation and must not discuss the business or affairs of the Company with any unauthorized person.

476. In case of failure of telephone equipment or any part thereof, immediately notify the Road Electrician.

477. Telephone Operators must permit no one to enter the Telephone Operating Room except Telephone Repairmen when they are actually engaged in making switch-board repairs.

478. All Telephone Operators when on duty must continuously remain at their switch-board positions, with the head set on and connected to board. When more than one operator is on duty at a time each one must operate a switch-board position. [p117]

479. Reading, needle-work, etc., by Telephone Operators while on duty is strictly prohibited.

480. The efficiency of a Telephone Operator is judged by the promptness in effecting the desired telephone connections. PROMPT CONNECTIONS WILL BE INSISTED UPON.

481. Telephone Operators are instructed to frequently "LISTEN-IN" on telephone connections and will without explanation discontinue connections which are obviously of a personal nature, or pertain to matters not strictly in transaction of this Company's business.

General Signal Foreman

482. General Signal Foreman reports to and receives instructions from the Superintendent of Way and Structures.

483. He has supervision over and is responsible for the inspection and maintenance of the Automatic Signal System, Interlocking Plants and all parts thereof so as to insure prompt and safe movement of trains.

Signal Foremen

484. Signal Foremen report to and receive instructions from the General Signal Foreman. They are responsible for the inspection and maintenance of the Automatic Signal System, Interlocking Plants and all parts thereof on the section of the railroad to which they are assigned. [p118]

485. They must patrol their sections, noting that Signals, Signal Apparatus, Automatic Stops and all connections thereto are in the proper working order and renew all worn parts. They are responsible for the maintenance of prompt and safe movement of trains.

486. They must be thoroughly familiar with the rules and signals governing the movement of trains and must instruct their men regarding them.

487. They must report to the General Signal Foreman any violations of rules, or neglect or misconduct on the part of their men.

488. They must make a detailed report to the General Signal Foreman of all failures of signals and interlocking apparatus.

Signal Repairmen

489. Signal Repairmen report to and receive instructions from the Signal Foreman, and perform such duties as may be assigned to them.

490. They must report by telephone to the Signal Foreman when first coming on and when leaving duty, and must not leave duty until relieved.

491. Between the hours of 6:30 A. M. and 12:00 P. M., they must make frequent inspections of all bolts, switch connections and appurtenances and must keep all parts in proper working condition. They must inspect all signal apparatus and connections [p119] at Interlocking Stations on their territory and keep them cleaned and in perfect condition. In case of a signal failure they are subject to call to any part of the railroad. See Rules Nos. 146 and 153. In case of any interruption of train service in their territory they must go promptly to the point of trouble and assist in removing the cause.

492. They must operate Interlocking Machine for Towermen whenever requested by them, reporting fact to Train Master.

493. They must be familiar with the rules and signals governing the movement of trains and the Automatic Signal and Interlocking Rules. See Rule No. 466.

494. NIGHT INSPECTION.-- They must patrol and make inspections of all signal apparatus under the direction of the Signal Foreman. In case special repairs are necessary, they must obtain authority to make repairs from the Foreman and work under his supervision. [p120]

Construction Department

Superintendent of Construction

495. The Superintendent of Construction reports to and receives instructions from the General Superintendent. He is responsible for the execution of structural construction work, contract work, inspection and investigation, as well as the field engineering and survey and level work, and will perform such other duties as may be assigned to him.

Field Engineers and Inspectors

496. Field Engineers and Inspectors report to and receive instruction from the Superintendent of Construction. They are responsible for making accurate surveys, inspections and investigations at such times and in such manner as he may prescribe.

497. They must be familiar with the rules and signals governing the operation of trains and must execute their work in such manner as to cause minimum interference with the operation of trains, and must take precautions to insure safety to themselves. Engineers and Inspectors must compile [p121] data, keeping such records and make such reports as the Superintendent of Construction may require,

Construction Forces

498. The Construction Forces report to and receive instructions from the Superintendent of Construction, and shall perform such duties as may be assigned to them. This force shall, from time to time, be organized consistent with the requirements of the work to be done.

499. The General Foreman, Mechanical Foremen, or such other supervisory staff as may from time to time be employed in the Construction Department, must instruct their men as to the best and safest way to do their work and must see that they do not do anything that may tend to cause injury to person or property, or delay the operation of trains.

500. They must see that their work is done with precision and in a workmanlike manner, in strict accordance with the Company's Standards, plans and specifications.

501. As work of various character will from time to time be done by the Construction Forces, such work must be executed in strict accordance with the rules and regulations governing the operating and maintenance forces so far as they apply to each and every specific job, and the Supervisory [p122] Staff must know these rules and regulations and see that their men obey them.

502. The Supervisory Staff must be familiar with the rules and signals governing the movement of trains and must properly instruct their men regarding them. [p123]

Mechanical Department

Superintendent of Car Equipment

503. Superintendent of Car Equipment reports to and receives instructions from the General Superintendent. He is responsible for the proper and safe maintenance of car equipment and appurtenances and for the eflicient operation and maintenance of the shops, shop machinery, tools and appurtenances.

504. He must confer with the Superintendent of Transportation as to the cars required for service and co-operate with him as to the most economical method of operating them while in the road service.

505. In case of accidents in which the car equipment is involved, the Superintendent of Car Equipment will assume charge of clearing the track. This work must he done with all promptness consistent with safety to persons and property. Care must be taken to securely chock the wheels of all cars involved to prevent their improper movement.

General Shop Foreman

506. General Shop Foreman reports to and receives instructions from the Superintendent of Car [p124] Equipment. He has charge of and is responsible for repairs to car equipment and appurtenances, and such other shop work as may be assigned to him.

507. He must know that competent mechanics are assigned to all work under his charge, including the operation of shop machinery and tools, and that all labor, materials, machinery and tools are used efficiently and economically.

508. He must see that all work of repairs, including the assembling and installation of mechanical and electrical parts, is done in a precise, safe and workmanlike manner.

Shop Foremen

509. Shop Foremen report to and receive instructions from the General Shop Foreman. They will perform such duties as he may assign to them and must see that shop employees are competent and understand their work and perform their duties in a safe and proper manner.

510. They must exercise constant vigilance to, insure that all safety devices, whether on shop or car equipment, are maintained at all times in proper condition, and that no shop or car equipment is placed in service on which any safety device is not in proper condition to perform the service for which it is intended. [p125]

Shop Mechanics and Helpers

511. Shop Mechanics and Helpers report to and receive instructions from the Shop Foreman in charge of the gang to which they are assigned. They must perform their duties in an efficient, workmanlike and economical manner.

General Car Inspector

512. General Car Inspector reports to and receives instructions from the Superintendent of Car Equipment. He is responsible for the proper inspection of all car equipment, and for the testing and adjusting of all apparatus and safety devices forming a part of the equipment. He must see that all cars are inspected in accordance with the schedule prescribed by the Superintendent of Car Equipment.

513. He must see that Inspectors and Helpers under his charge make the inspections assigned to them in a careful and efficient manner so as to prevent car and equipment failures. He must not allow defective materials, or worn parts of cars or equipment to remain in service. He must provide suitable templates and guides for the inspection forces to insure that cars conform to standards and clearances, and he must know that the inspection forces are thoroughly conversant with the templates and guides and that they are effectively used. He is responsible for the economical use of all materials. [p126]

514. He must see that all cars are thoroughly cleaned in accordance with the prescribed schedule.

Inspection Foremen

515. Inspection Foremen report to and receive instructions from the General Car Inspector.

516. They are responsible for careful and efficient inspection of cars and all apparatus on cars and for the making of necessary minor repairs in the branch of work to which they are assigned.

517. They must see that Inspectors and Inspector Helpers under their charge make inspections in a careful and efficient manner so as to locate and repair or replace defective material and correct any improper or defective adjustments of apparatus.

518. They are responsible for the continuous and safe operation of cars and the apparatus on cars, and must report at once to the General Car Inspector any car requiring repairs or adjustments which cannot be made by the men under their charge; and must not permit a car to be kept in service or put in service if it is in any respect unsafe or liable to fail in service and cause delay to trains.

Road Car Inspectors

519. Road Car Inspectors report to and receive instructions from the General Car Inspector. [p127]

520. They must make regular and thorough inspection of cars and all apparatus on cars, and make such repairs and adjustments as can be accomplished without taking cars out of service. See Rules Nos. 30 and 78.

521. They must not permit a car to be kept in service or to be put in service if it is in any respect unsafe or liable to fail in service and cause accident or delay to trains.

522. They must exercise constant vigilance to detect any unusual condition in car equipment and correct any such condition if they are able to do so, reporting to the General Car Inspector any unusual condition that they cannot correct.

523. In case of any interruption of train operation on their territory, Road Car Inspectors must go promptly to the point of trouble and assist in removing the cause.

524. They must be familiar with rules and regulations governing the operation of trains and signals.

525. They must remain at their assigned point of duty, leaving their post to ride trains only when it is necessary to do so to insure safety or to prevent delay to trains.

526. When at their assigned point of duty, they must remain where they can respond quickly when summoned. When necessary to leave their post to [p128] ride trains, they must inform the ranking Transportation Department officer on duty at the point.

Shop Car Inspectors and Helpers

527. Shop Car Inspectors and Helpers report to and receive instructions from the General Car Inspector and Inspection Foremen.

528. They will perform such duties as may be assigned to them and are responsible for thorough and efficient inspection of such equipment as may be put in their care, including such necessary adjustments and repairs as they are able to make. They must promptly report to their Foreman any and all work required to cars or car apparatus that cannot be done in the course of regular inspection work. See Rule No. 78.

529. Inspection, gauging, adjustment of apparatus, etc., must be done in a precise and thorough manner in order to insure safe and uninterrupted operation of cars and car apparatus.

Car Cleaner Foremen

530. Car Cleaner Foremen report to and receive instructions from the General Car Inspector. They are responsible for thorough, sanitary, and economical cleaning of car bodies, windows, and floors at the prescribed periods. They must not permit cleaning materials to remain on portions of car bodies with which passengers may come in contact. [p129] In cleaning car bodies with oil compounds, they must prevent splashing compound on car windows. Car windows must be thoroughly cleaned and polished, including corners and edges.

Car Cleaners

531. Car Cleaners report to and receive instructions from the Car Cleaner Foreman. The work to which they are assigned must be done in a thorough and uniform manner. [p130]

Emergency Alarm System

532. The Emergency Alarm System is for the purpose of notifying General Offices, Sub-Stations and other assigned locations of conditions on the railroad dangerous to life or property, at the same time automatically cutting power off Power Rail at the point of trouble. Employees must use great care in sending this alarm, first making sure that the condition is dangerous to life or property.

533. Emergency alarm boxes are located throughout the system, generally near signal locations and at junction points, except where signals are far apart, in which cases intermediate boxes exist. These boxes are painted red and are in close range of a telephone. Their locations are indicated by Blue lights on the tunnel wall.

534. TO OPERATE.-- Open box door, pull down lever as far as it will go and then release. This will cut off current from Power Rail in that section and send in alarm. The gear of box makes a whirring sound in operation.

535. Employees, after sending in Emergency alarm, must telephone Chief Operator at once giving their name and pass number and explaining the nature of the trouble. Then call and make similar report to the Train Despatcher. [p131]

536. When power has been shut off Power Rail as result of giving the Emergency Alarm, after the obstruction or false contact with Power Rail has been cleared, the employee who turned in the alarm or an authorized representative may order power restored, upon properly identifying himself by name and pass number to Chief Operator, but the employee ordering power restored will be held responsible for knowing personally that conditions do not exist whereby risk will be incurred to life or property when the current is restored to Power Rail.

531. Power rail switches or breakers must neither be opened nor closed except by order or permission of Chief Operator.

538. One or more irregular registrations on recording apparatus may indicate electrical derangement of system, in which case consult Telephone Operator for verification. [p132]

Fire Alarm

539. In case of fire on the property of the Company, the person discovering it must immediately call up Telephone Operator.

540. Commanding officers of the Fire Department are authorized to stop trains from passing a fire near the road, whenever in their judgment the safety of trains or passengers warrants doing so.

541. Whenever Agents are notified by a commanding officer of the Fire Department to stop trains from passing a certain point they must immediately ring on Blockade Signal and notify the Superintendent of Transportation of the blockade.

542. Commanding officer of the Fire Department or police officer representing the Fire Department is authorized to order power turned off. [p133]

Station Blockade System

543. Station Block System is for the purpose of notifying Station Employees and General Offices when there is an interruption of train service sufficient to warrant discontinuance of traffic at stations affected, and also to notify those locations when traffic may be resumed.

544. Transmitting and recording apparatus of this system are located in main ticket booth at stations. The recording apparatus is located also in General Offices.

545. TO OPERATE.-- The Transmitting Box has a Dial, Movable Pointer and Operating Chain. The Dial is divided into four sections, namely, Block West, Clear West; Block East, Clear East.

546. To send in Block Signal, place the Movable Pointer at Block West for West Bound Tunnel or Block East for East Bound Tunnel, then pull the chain down so far as it will go and release. To send in a Clear Signal place the Movable Pointer to Clear West for West Bound Tunnel or Clear East for East Bound Tunnel, then pull the chain down so far as it will go and release.

547. SIGNALS.-- The signals corresponding to the divisions of the dial on the Transmitting Box are as follows: [p134] Block East: 2-2 followed by station number. Block West: 22-22 followed by station number. Clear East: 4-4 followed by station number. Clear West: 44-44 followed by station number.

548. When Superior Officer may be immediately reached by telephone he should be consulted for advice before block signal is sent in or cleared.

549. One or more irregular registrations on recording apparatus may indicate electrical derangement of system, in which case consult Telephone Operator for verification.

550. Station Blockade Code For All Stations.

Block East	2-2
Block West	22-22
Clear East	4-4
Clear West	44-44

Station	Number
33rd Street	7
28th Street	8
23rd Street	9
19th Street	12
14th Street	13
9th Street	15
Christopher Street	17
Hoboken Station	19
Erie Station	21
Exchange Place	23
Hudson Terminal	25
Grove Street	26
Summit Avenue	27

Addendum

Table of Running Time

STATIONS	HUD	EXC	GRV	JSQ	MT	PP	ERIE	HOB	CHR	9TH	14TH	19TH	23RD	28TH	33RD
Hudson Terminal	-	3	5	9	16	20	6	9	14.5	16	17.5	18.5	19.5	21	22
Exchange Place	3	-	2	6	13	17	3	6	11.5	13	14.5	15.5	16.5	18	19
Grove Street	5	2	-	4	11	15	2.5	8	8.5	10	11.5	12.5	13.5	15	16
Journal Square	9	6	4	-	7	11	6.5	12	12.5	14	15.5	16.5	17.5	19	20
Manhattan Transfer	17	14	12	8	-	4	17	22.5	23	24.5	26	27	28	30	30.5
Park Place	21	18	16	12	4	-	21	26.5	27	28.5	30	31	32	34	34.5
Erie R.R.	6	3	2.5	6.5	16	20	-	3	6	7.5	9	10	11	12.5	13.5
Hoboken	9	6	8	12	21.5	25.5	3	-	6.5	8	9.5	10.5	11.5	13	14
Christopher St.	14.5	11.5	8.5	12.5	22	26	6	6.5	-	1.5	3	4	5	6.6	7.5
9th Street	16	13	10	14	23.5	27.5	7.5	8	1.5	-	1.5	2.5	3.5	5	6
14th Street	17.5	14.5	11.5	15.5	25	29	9	9.5	3	1.5	-	1	2	3.5	5
19th Street	18.5	15.5	12.5	16.5	26	30	10	10.5	4	2.5	1	-	1	2.5	3.5
23rd Street	19.5	16.5	13.5	17.5	27	31	11	11.5	5	3.5	2	1	-	1	2.5
28th Street	21	18	15	19	28.5	32.5	12.5	13	6.5	5	3.5	2.5	1	-	1
33rd Street	22	19	16	20	29.5	33.5	13.5	14	7.5	6	5	2.5	2.5	1	-

This table must be used as a general average or an approximation only, and where continuity of trip is broken by transfer from one service to another additional time will be required in certain instances.

Announcement Instructions

288. They must announce distinctly in each car the name of the next station as soon as train starts and again when it arrives at the station. The names of the stations must not be muttered or slurred over, but clearly pronounced so as to be readily understood."

Where no intermediate announcement is prescribed between the first and second announcements of name of station, then a substantial pause must be allowed between the two announcements of the station name. To clear car doorways when trains are crowded, announce frequently at all stations, while passengers are embarking: "PLEASE MOVE TO CENTER OF CAR. DO NOT BLOCK DOORWAY."

Station	Announcements
Hudson Terminal-Hoboken / Westward
Exchange Pl.	EXCHANGE PLACE // Jersey City Terminals of the Pennsylvania and Lehigh Valley Railroads // EXCHANGE PLACE
Erie	ERIE // Erie and Susquehanna Railroads // Change for Uptown New York // ERIE
Hoboken	HOBOKEN // Lackawanna Railroad // HOBOKEN // Last Stop
Hudson Terminal-Hoboken / Eastward
Erie	ERIE // Erie and Susquehanna Railroads // Change for Grove Street; Journal Square; Manhattan Transfer; Harrison and Newark // ERIE
Exchange Pl.	EXCHANGE PLACE // Jersey City Terminals of the Pennsylvania and Lehigh Valley Railroads // EXCHANGE PLACE
Hudson Term.	HUDSON TERMINAL // HUDSON TERMINAL // Last Stop At Hudson Terminal, on cars of which the doors are adjacent to curved platforms, whether passengers are embarking or disembarking, announce frequently "WATCH YOUR STEP".
Hudson Terminal-Journal Sq. / Westward
Exchange Pl.	EXCHANGE PLACE // Jersey City Terminals of the Pennsylvania and Lehigh Valley Railroads // EXCHANGE PLACE
Grove St.	GROVE STREET // GROVE STREET
Journal Sq.	JOURNAL SQUARE // JOURNAL SQUARE // Last Stop
Hudson Terminal-Journal Sq. / Eastward
Grove St.	GROVE STREET // GROVE STREET
Exchange Pl.	EXCHANGE PLACE // Jersey City Terminals of the Pennsylvania and Lehigh Valley Railroads // EXCHANGE PLACE
Hudson Term.	HUDSON TERMINAL // HUDSON TERMINAL // Last Stop At Hudson Terminal, on cars of which the doors are adjacent to curved platforms, whether passengers are embarking or disembarking, announce frequently "WATCH YOUR STEP"
Hudson Terminal-Park Place / Westward
Exchange Pl.	EXCHANGE PLACE // Jersey City Terminals of the Pennsylvania and Lehigh Valley Railroads // EXCHANGE PLACE
Grove St.	GROVE STREET // GROVE STREET
Journal Sq.	JOURNAL SQUARE // JOURNAL SQUARE
Man. Trans. Harrison Park Place	Per P. R. R. instructions.
Hudson Terminal-Park Place / Eastward
Harrison Man. Trans	Per P. R. R. instructions.
Journal Sq.	JOURNAL SQUARE // Change for Erie, Susquehanna, Lackawanna Railroads, Hoboken and Uptown New York. // JOURNAL SQUARE
Grove St.	GROVE STREET // GROVE STREET
Exchange Pl.	EXCHANGE PLACE // Jersey City Terminals of the Pennsylvania and Lehigh Valley Railroads // EXCHANGE PLACE
Hudson Term.	HUDSON TERMINAL // HUDSON TERMINAL // Last Stop At Hudson Terminal, on cars of which the doors are adjacent to curved platforms, whether passengers are embarking or disembarking, announce frequently "WATCH YOUR STEP"
33rd Street-Journal Square / Westward
28th Street	28TH STREET // 28TH STREET
23rd Street	23RD STREET // 23RD STREET
19th Street	19TH STREET // 19TH STREET
14th Street	14TH STREET // 14TH STREET
9th Street	9TH STREET // 9TH STREET
Christopher St.	CHRISTOPHER ST. // CHRISTOPHER ST.
Erie	ERIE // Erie and Susquehanna Railroads // Change for Downtown New York; Exchange Place; Jersey City Terminals of the Pennsylvania and Lehigh Valley Railroads. // ERIE
Grove St.	GROVE STREET // GROVE STREET On trains terminating at Grove Street: "Change for Journal Square, Manhattan Transfer, Harrison and Newark. Last Stop."
Journal Sq.	JOURNAL SQUARE // Change for Manhattan Transfer, Harrison and Newark. // JOURNAL SQUARE // Last Stop
33rd Street-Journal Square / Eastward
Grove St.	GROVE STREET // GROVE STREET
Erie	ERIE // Erie and Susquehanna Railroads // Change for Hoboken and Lackawanna Railroad // ERIE
Christopher St.	CHRISTOPHER ST. // CHRISTOPHER ST.
9th Street	9TH STREET // 9TH STREET
14th Street	14TH STREET // 14TH STREET
19th Street	19TH STREET // 19TH STREET
23rd Street	23RD STREET // 23RD STREET
28th Street	28TH STREET // 28TH STREET
33rd Street	33RD STREET // 33RD STREET // Last Stop
33rd Street-Hoboken / Westward
28th Street	28TH STREET // 28TH STREET
23rd Street	23RD STREET // 23RD STREET
19th Street	19TH STREET // 19TH STREET
14th Street	14TH STREET // 14TH STREET
9th Street	9TH STREET // 9TH STREET
Christopher St.	CHRISTOPHER STREET // CHRISTOPHER STREET
Hoboken	HOBOKEN // Lackawanna Railroad // HOBOKEN // Last Stop
33rd Street-Hoboken / Eastward
Christopher St.	CHRISTOPHER STREET // CHRISTOPHER STREET
9th Street	9TH STREET // 9TH STREET
14th Street	14TH STREET // 14TH STREET
19th Street	19TH STREET // 19TH STREET
23rd Street	23RD STREET // 23RD STREET
28th Street	28TH STREET // 28TH STREET
33rd Street	33RD STREET // 33RD STREET // Last Stop

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