1 S 2 . 5 .I- Bair- Baltimore auodOhio Railroad* VI .ales and. instraotioDS tort be govern rpaijt of trackmen. Ski ♦ Digitized by the Internet Archive in 2016 r https://archive.org/details/rulesinstructionOObalt UBrtAKt Of fHfc UNiVEKSIHr Of ILUNUI5 RULES AND INSTRUCTIONS FOR THE Government of Trackmen ON THE B. & 0. R. R. Submitted by Committee on M. of W. .Standards: W. A. PRATT, Div. Eng. M. of W. B. T. FENDALL, “ J. A. SPJELMANN, approved: J. T. ODELL, General Manager. BALTIMORE, Md, Sept, ist, 1891, PRESS OF GUGGEN HEIMER, WEIL & CO. BALTIMORE, MD. t m 1 5 1915 u. RULES AND INSTRUCTIONS FOR THE GOVERNMENT OF TRACKMEN. FOR TRACK FOREMEN. Road-bed and Baeeast. Purpose 1* The object of the ballast is to secure a of ballast. b ear ; n g f or the cross ties and hold them in position; to distribute the train load over a large surface; to carry off water during rains; to prevent, as far as possible, the freezing of the road-bed, and to give elas- ticity to the track. Material. 2. The material in all cases must be stone, gravel or furnace slag, clear and hard, so as not to pack in a solid mass and thus prevent the passage of water from the track. Ash- pan cinder may be used on branches where other material cannot be obtained. size of 3. Stone or rock ballast must be broken rock bai- evenly in pieces that will pass through a two and one-half inch ring. There must be a uniform depth of at least twelve inches of broken stone under the ties, and the .space between the ties must be filled level with, but not above, the tops of the ties. From the end of the ties the ballast must be sloped evenly to the subgrade. Gravel 4. Gravel ballast must be clean and placed ballast. to same uniform depth under the ties as 4 stone ballast. The filling between the ties must be the same as prescribed for rock bal- last, except that the sloping to subgrade should commence at the rail instead of at the end of the tie. Of baUas C t SS 5 ‘ Where the ballast is very thin, or where there is none at alb the filling should be two inches above the ties at the center of the track, sloping uniformly to one inch below the bottom at the ends of the cross-ties, and thence out to the bottom of ditch. An inch space must be left under the rails for the passage of water from the tracks. Prepara- 6 . Before ballast is distributed the sub- tionofsub- M . , grade. grade must be prepared in accordance with the standard diagram, and the banks widened so that the ballast will not be wasted or washed away. Filling 7. Between main track and sidings, large main track coarse stone must be placed at the bottom, nigs. 81 f " but not at the ends of the cross-ties. Raising 8. In raising the track the tamp must be used on each tie from a point one foot on each side of the rail and ballast simply shov- eled in at middle. Special attention must be given that the tie is tamped directly under the rail, which, because it is a difficult point to reach, is apt to be neglected by the men. Tamp all ties as evenly as possible, and always tamp the joint ties last. Track 9. In using track jacks they must always be set on the outside of the rail. Serious accidents have resulted from trains striking them when set on the inside of rail, and no excuse will be accepted for this practice, ltoiid 10. Road crossing planks, where used, planks . 1 nfir must be securely spiked. The planking 5 should be half of an inch below the top of the rail, and two and one-half inches from the gauge line. The ends and inside edges of planks should be bevelled. Ditching. Confor- 11. Embankments and ditches must, as standard, 0 rapidly as possible, be brought to the desig- nated standards. Where the standard can- not be attained, owing to a scarcity of earth or the narrowness of cuts, the banks and ditches must conform to the standard pattern as far as practicable, and all work should be performed with a view to ultimately reaching the standard. standard 12. The standard widths of banks for sin- bankments gle track is not less than seventeen (17) feet on top, and for double track twenty-nine (29) feet, which should be kept free from grass; but on the slopes the growth should be en- couraged to prevent washing. Ditches. 13. Where the cuts will admit the cross section of all ditches must be made to con- form to the standard diagram. The ditches must be graded parallel with the rails so as to pass water freely during the heaviest rains and thoroughly drain the road-bed. The outlines must be clearly defined, and all earth taken from ditches or elsewhere must, in all cases, be dumped over the bank and leveled off to allow complete drainings. Under no circumstances must the earth be so placed that it will be washed back and obstruct the ditches. Cross 14-. Cross drains must be put in wherever drams * they are necessary. 6 Prepata- 15. All new ditches must be dug and all winter. old ditches cleaned for the winter season if possible before the first day of November. Frequently 16. Ditches, box drains and culverts must examined. be lrequently examined and cleaned of all obstructions to the free passage of water. Masonry that has been washed or undermined must receive prompt attention, and serious cases reported to the Supervisor. Examina- 17. Frequent examinations should be made channels of all channels and streams on each side of streams, the road, and all drift, brush and movable obstructions removed. This is as essential below the road as above, as damage may re- sult as much from back water as moving obstructions. Report of 18. In addition to the ordinary care be- Cul verts. J stowed upon culverts and drains, each section foreman must during the month of October make a special and careful examination of every culvert and drain in his section, and remove all brush and other obstructions to the channel for some distance, both above and below, and make a report of each cul- vert to the Supervisor. Cross-Ties. Specifica- 19. All cross-ties used in the main track must conform strictly to the following speci- fications: Material — sound, white, chestnut, burr or rock oak, free from wind shakes, length 8^4 feet on lines east of Ohio River, and 8 feet on lines west of Ohio River, with the ends sawed square. Thickness, 7 inches. Face nowhere less than 7 inches; if split ties are furnished, not less than 8 inches. Tn S pec- 20. Ties must be hewed to the exact thick- ness with parallel faces throughout. All 7 When to put in ties. Lining ties. Spacing. Spacing for sus- pended joint. bark must be entirely removed. Accepted ties must be distinctly marked “ B. & 0. M in red. Special attention must be given to the length of ties, and none accepted which do not conform to specifications. 21. Cross-ties should, as far as possible, be laid early in the season, so that all track work in the summer will be on sound timber. To effect this the section foreman must, during the month of September, determine by actual count, and not by estimate, the number of cross-ties he will need on each mile of his section during the ensuing season and report to the Supervisor, who will make requisition on the Division Engineer. 22. The ends of all cross-ties must be lined parallel with the rail on the right-hand side going west on single track and on the two outside ends on double track. 23. In all new work not less than sixteen ties must be placed under each thirty-foot sixty-seven pound rail, spaced evenly. Under heavier rail the number may be reduced as instructed by the Division Engineer. The largest and best ties, if there be any varia- tion in width, must be placed at the joints, and the ties next to the joints should be as nearly as possible of the same si/,e. When repairing old work any previous improper spacing must be corrected according to these instructions. 24. The proper spacing of cross-ties for the suspended angle joint is ten inches in clear between the edges of the two joint ties, and not more than fourteen inches between the edges of the intermediate ties. 8 Spacing 25. The proper spacing for the supported for sup-. . . . * , _ porte d joint is nine inches from the edge of the joint tie to either of the shoulder ties. The other ties must not be placed more than fifteen inches apart. Laid 26. All the ties must be laid at right angles squarely. 1 . , to the track, and no ties must be placed obliquely to suit irregular joints. Adzing ^7. Cross-ties must never be notched; the adz must be used to secure a true and uniform bearing for the base of the rail. Protect-* 28. To prevent foul joints at switches and ina* switch . . rods. protect switch rods in case oi derailment, all rods for stub switches must be confined be- tween two cross-ties placed three inches apart. Removal 29. Good serviceable cross ties must not the track m be removed from the track, as economy de- mands that the full value of the timber be secured; at the same time sound judgment requires that rotten or defective ties be taken out. wooden 30. Foremen must keep a supply of wooden spikes * spikes in the tool house and with gang, and whenever a spike is drawn from a sound tie the hole must invariably be plugged. Rail Splices and Spikes. Handling* 31. The distribution of rails must be made rails ' carefully, and rails must never be unloaded while cars are in motion. straighten- 32. Crooked or bent rails must be carefully ed g raiis. 0k ’ straightened before they are laid in the track. Laying 33. Before laying new rails all defective and new rails. - . . . . . decayed ties must be removed and new ones laid. The track must be surfaced so the new rail will not be bent or battered, and on all straight lines the tops of the rails must be 9 made to strictly conform to the track level. The alignment must also be perfect, and no imperfections will be permitted. Shims. 34. Iron shims and not wooden chips must be used in all instances to separate the rails at the joints when laying track. When the rails are of uniform length the proper thick- nesses are: During the coldest weather five- sixteenths of an inch; during spring and fall, one-eighth of an inch. During very warm weather one-sixteentli of an inch. This rule must be carefully observed. Relaying 35. When new rail displaces worn rail that worn rail. . . . is sufficiently good to be used in repairs again, it must be used where the same pat- tern of rail is laid, so that each kind of rail will be together. Jointing 36. When rails of different patterns join lerent pat- each other great care must be taken to get the upper surfaces and inside edges accurately matched by using step-chairs or other de- vices. All rails joined to others of different punching must have fish plates made to suit the different punchings. Lowjoints. 37. The most fruitful source of laminations, breakage and damage to rails is low joints, and they must not be permitted to remain any longer than the time necessary to put them up. As soon as one is seen trackmen must stop and raise it on stone, even if it has to be hauled a considerable distance on a push car. A few minutes timely work of this kind will often save many dollars in damage to rails and rolling stock. Putting 38. In putting up lowjoints on rock, break u p 1 o w , . . joints. the stone to the proper si^e, then cut out and cast away all the dirt and mud under the tie and tamp the rock under firmly and well, until 10 Position of joints. Splices. Spiking*. a rock bed is made for that end of the tie. Wherever this sort of work is done the dirt must not be piled back over the rock, but the tie left open until such time as the point is reached in the regular course of ballasting the section. 39. The joints of the rails, in suspended or supported joints, must be as nearly as practi- cable opposite the centre of the rail on the other line of the same track; that is, the track must be laid with broken joints. 40. Splices must be put on properly with the full number of bolts, nuts and nut locks. Nuts must be put on with the flat side put in and kept screwed tight to prevent rattling. 41. All rails must be spiked full on the main track, four spikes to each tie, and every spike must be driven home close, with a full hold on the rail. The last few blows should be given lightly, so as not to strain or break the head of the spike. The outside spike of one rail must be opposite the outside spike of the other rail, and the inside spike of one rail must be opposite the inside spike of the other rail. This rule must be observed on straight lines as well as curves. On sidings, bet ween the clearance posts, only half spiking is per- mitted. Spikes must be driven perpendicu- larly, as the under side of the head of the spike is formed with a view to driving it straight, and no spiker must lean the spike inward or outward to suit the swing of his maul. Neither must the attempt be made to draw rails to gauge with a spike. Throw the rail to gauge with a bar and drive the spike straight. 11 Position 42. Spikes must be driven in the slots cut in the angle splice bar, which causes the splice to be closely confined between the spikes. Switches 43. Switches and frogs must be kept well and iio B s. jj ne( j an( j f ree f rom snow and ice. They must work easily, have no lost motion, and be sup- plied with latches and locks. All spring frogs must have iron rail braces not more than two inches from the fly rail. All switches must be put in with the proper lead as shown in the attached table, and rails must be cut when necessary to make exact length. Table of Standard Switches. 0> ,Q a £ i bo © u fa 6 Tc B 1 be o (h 1 * i Length of Split i Switch. Angle of Switch. bib 2 fa o ^ be a +3 A bp a u m 1 “A” Distance on Straight Track from point of Frog to point of Switch. Radius of Outside Rail. 1 53°.08 7 7 / .C // SMI' 2 / .0 // 13.7 6.80 2 28°.04 / < « 4 4 4 4 21.2 29.0 3 18*56' 1 1 4 4 44 28.1 69.7 4 14°. 16' lO'.OO" 2°.23 / 4 4 37 129.5 5 11° 26' 15 r .00^ 1°.35| / 44 51.3 200.1 G 9°. 33' t « < < 4 4 57.8 295.2 7 8 P .10 / « < tt 4 4 G4.3 412.7 8 7°.10 / i < < i 70.0 548.0 9 6°.21 7 < t 44 75.7 708.1 10 5°.44 7 < < 4 4 4 4 80.8 885.1 11 5°. 12' < < (t 4 4 86.3 1102.5 12 4°. 46' “ 4 4 4 4 91.3 1343.4 13 4°.24 / < t “ <4 96. 1 1616.9 14 4°.C6 / ** 4 4 4 4 100.4 1908.2 1G 3°.35 / < < 44 4 4 109.2 2653.4 12 a — Distance on straight rail from point of frog to point of switch. b — Length of split switch. 5 — Angle between switch rail and main track rail. f — Frog angle. e — Distance from point of frog to point of curve. d — Distance from P. C. to intersection. R — Radius of outside rail. I — Angle of intersection. Formula. g — (sin f e + sin S b) sin f + sin A. d Tan % 17 Co sin S (b + d) + Co sin f (d + e). f-s. Co sin /, 2 d. Cutting 44. New steel rails must not be cut or st< ci slotted under any circumstances. All-closures must be made of pieces of steel rail, bore- men must use the drills to make holes when closures are made. No joint must perma- nently remain without the full number of bolts to each joint. Guard 45. Guard rails in main track must be at least fifteen feet long, placed not more than g— Gauge. rf— R= n= 1 = c= 13 two inches from the main rail, and must be braced with not less than three braces. All ‘‘point on’ ’ switches must have a guard rail not less than ten feet long placed on front of switch on side of continuous rail. Disposi- 46. As rails are removed from the track, removed? 18 place at once all those that are good for future use on the north or east side of the track, and all those that are unserviceable on the south or west side, and as far as practicable these piles should be made near mile posts. Gauge of 47. The track must be laid to a perfect gauge, four feet eight and three-quarter inches, on straight lines, and on sharp curves the gauge may be widened not to exceed four feet nine inches. Deter- 48. Every section foreman, in the absence mining the . . elevation of special instructions, must determine by the of outer r . rail. following rules the amount of elevation re- quired by each and every curve on his sec- tion, making a note of same for future refer- ence and guidance and apply the elevation determined. It is a difficult matter to give one set rule for the elevation of the outer rail of curves that will suit under all conditions, hence the strict letter of the rule given cannot always be followed and the best results secured. As for example, when curvature occurs on double track and on steep grades, the trains passing in the direction of the ascent will necessarily move slower than if going in the opposite di- rection on the other track, hence the rule that would apply to the one track would not to the other, for curves with a great elevation offer at low speed a greater resistance than 14 those of less elevation at same speed. Whereas, the alignment of both tracks being the same and the conditions exactly opposite, the rule for the elevation of the outer rail should be modified. Therefore two rules are given, one applying to single track lines where trains move in opposite directions, and for double track on descending and light as- cending grades, where trains always move in the same direction. In order to determine the elevation required by a curve it will first be necessary to ascertain the degree of cur- vature or radius, which can be readily done by stretching a fifty-foot line along the inner or gauge side of the outer rail of the curve, letting the line touch the inner edge of the rail at two points exactly fifty feet apart, and be stretched straight and taut between them. While two men are holding the line in this position the foreman will measure with his rule the distance from the center x>f the line to the gauge line of the rail, which will give what is known as the middle ordinate for fifty feet of the curve. Should the curve be on a single track line or on a descend- ing or light ascending grade on double track, he will find in the following table the ordinate which corresponds nearest with the distance measured by the rule, and on the same line in the second column of the table will be found the proper elevation for the curve. 15 Table oe Ordinates and Elevations eor Curves to be Used on Single Track Lines . OR Descending and Eight Ascending Grades on Double Track. Speed 40 Miles per Hour for Curves to 5; over 5, 35 Miles per Hour. Middle Ordinate for Fifty Feet of Curve. Elevation of Outer Rail. Decree of Curve. A inch 1 inch 1 t “ ii “ a 16 1 1 It 6 “ U 1A “ 21 “ 2 if “ 2f “ 21 2 31 “ 3 2 A “ Q 1 1 “ 31 2f “ 4 3 < < 4 T6 4 2ft “ 4f “ 41 3i ‘ 5 5 3f “ 51 44 ‘ 51 3ft “ 51 “ 6 4J “ 5f “ 61 4A “ 6 7 4ft “ 61 “ 71 6i • “ 61 “ 8 P, 9 i( °T6 6f “ 81 51 “ 7 9 61 71 “ 91 ft 9 “ 71 “ 10 Where the middle ordinate of a fifty-foot cord of any curve exceeds 6 9-16 inches, special instructions must be obtained from the Division Engineer or Su- pervisor to suit the exigencies of the case, but in no instance on the main tracks must the elevation of the outer rail exceed 8£ inches. Should a curve be on a steep ascending grade, on double track, where trains always move in the same direction, the elevation of the outer rail of the curve will be obtained by finding the middle ordinate for a cord of fifty feet of the curve as per instructions previously given and referring to the following table: 16 Table oe Ordinates and Elevations for Curves to be Used on Steep Ascending Grades on Double Track where Trains always Move in the Same Direction. Middle Ordinate for Fifty Feet of Curve. Elevation of Outer Rail. Degree of Curve. T 5 g inch T %- inch i f “ t “ i 1 1 h 15 “ ■M 6 1 5 rt X 1 6 2 If “ If “ 21 2 2 3 0 5 “ *16 2i “ 31 2f “ 2£ “ 4 m “ 2f “ 41 3J 3 5 3f “ 3i “ 51 3ft “ 3i “ 6 4i 4 61 A 9 << 4 T6 4£ “ 7 m “ 4f “ 71 5i 4f “ 8 5t% “ 5 81 5f “ 5J “ 9 6f « “ 91 6r 9 e “ 5f “ 10 Note. — T he above table must be applied in determining the elevation of the outer rail for all curves on the main line. Should the schedule time of trains exceed forty miles per hour the elevation must be proportionally increased on instructions from the Division Engineer or Supervisor. For all yards and sidings use oue-half the elevation given above. Compound 49. In determining the degree of a curve ordinates should be taken at several different points, so that any especially sharp or flat places in the curve (which should be cor- rected when discovered) do not mislead in determining the true elevation for the curve. Some curves known as compound curves are 17 B egin- ning-of ele vation. Import- a n c e of elevation. purposely made sharper for a portion of their lengths, and some very long curves may change their degree several times in tlieir entire length, but with a little care this can readily be detected in taking the ordinate and the proper elevations be applied to the sev- eral parts. At the point where the curve compounds it should have the full elevation of the sharper branch. Example: If a curve is a six degree curve for a portion of its length and a three degree curve for \he remainder, the first branch, as it is called, will require an elevation corresponding to a six degree curve, and the second branch an elevation corre- sponding to a three degree curve. 50. All curves must have full elevation at their ends, which elevation must be carried uniformly around the curve, except in the case of a compound curve, and run down to a level on the stright lines at each end as soon as practicable. Ordinarily they should drop one inch to each thirty-foot rail, but where curves reverse, one directly to the other, with no straight line between them, no elevation can be given to either until the curves are entered; and when the straight line between them is very short it may be practicable to give the curves only a part of the elevation at their ends and the balance as soon as possible after entering them. 51. The elevation of curves is one of the most important matters connected with track adjustment, and should receive the closest attention of section foremen, for if neglected, besides endangering the trains, will result in the rapid wear of the rails and wheel flanges and the great discomfort of passengers. 18 braces a * 1 ^ races °f the standard pattern must be used on both inside and outside rails at centers and quarters on all curves where an elevation of seven inches of the outer rail is required, and at such other places as may be found necessary, and then under special instructions from Division Engineers and Su- pervisors. Keeping- 53 . Keeping the track on straight lines, track level perfectly level crosswise, is of great import- ance, and will aid materially in preserving the alignment. Every section foreman should be provided with a level board for determin- ing this and the elevation on curves. Hand and Push Cars, Care of 54. When hand or push cars are not in actual use they must be lifted off the track and placed entirely clear of passing trains. When not within sight of the men they must be locked, and no car shall be used without the knowledge of the section foreman. ing At ha C nd 55. In no case shall a hand car be attached trains. 1 ° to a train in motion. Carrying- 56. Rails must never be carried on hand rails on . r handcars, cars except m case of an emergency. Use of 57. Great care must be exercised when it foggy wea- is necessary to use hand or push cars during night. 1 foggy weather or in the night. Foremen must always accompany the car. Use of cars 58. No car will be run at night or on Sun- onsunday, day except in case of actual necessity. Cars must be kept under lock and key, and in no case be used for personal purposes. 19 Tools and Supplies. ^ Responsi- 59. Foremen of all gangs will be held re- foremen. sponsible for all material and tools placed in their custody, and must report promptly any loss to their Supervisor or superior officer. Quota of 60. The Supervisor will furnish each fore- toois and _ i r how^ pro- man with a list or all the tools necessary tor their section or gang, and will supply the tools according to their list. These tools must always be on hand and subject to in- spection which may be made at any time. When a tool wears out or is broken in use, the foreman must make requisition for a new one, which may be issued only upon the return of the old tool to the Supervisor. Security. 61. Small tools and loose track supplies must be kept under cover and lock at night, and must be carried to the work as required and returned each night to the tool house. Responsi- 62. Foremen will have the care of, and be loose prop- responsible for, all loose property, such as erty. cross-ties, lumber, ballast, scrap, etc., and must take every precaution to prevent its loss by the elements or theft. Care of 63. All material, as far as practicable, must be kept locked or under the eye of the fore- man, and under no circumstances must tools or materials belonging to the company be loaned or given to any person whether em- ployed or not. Drawing 64. All spikes must be carefully drawn with spikes 1 — the view of using them again, and no old ties must be thrown aside with spikes remaining in them. All old spikes which cannot be used again must be collected and kept at the tool house for shipment as directed by the Supervisor. 20 Piling- 65. Mill rails should be piled at side tracks rails. . . A convenient for shipment, iron and steel rails being piled separately. Repair rails must be likewise assorted and piled upon old ties or other rough platform free from the ground. Penstock 66. At water stations where the supply is pits. Jrx J taken from penstocks, foremen must have fires kept burning in the penstock pits when neces- sary, and take every precaution to keep the penstocks free from ice and in good working order. Assistance 67. Pumpers must not unnecessarily call on the foremen for assistance, but must do all in their own power to prevent their tanks and connections from freezing. Watching. Track 68. Every morning the foreman must send a reliable and experienced man to walk over such portion of the section as will not be seen by the foreman during the day. This track walker should carry a few bolts, nut locks, spikes and nails and a wrench and tamp- ing pick. He must replace missing bolts and nut locks, replace broken spikes, examine all joints and rails, raise low joints, look for broken rails and burnt joint ties, examine closely all frogs, switches and switch locks, pick up all spikes, bolts, nuts, etc., and place them where the foreman can get them. Watch for and extinguish fires, replace fences, close farm gates, and do anything and every thing in his power to protect the road from accident and loss, and stock from wandering on the tracks. Nig-ht 69. Night watchmen, in addition to the watchmen. f ore g 0 j n g^ mU st see that all cars left on sidings fully clear the main track; that the doors of 21 loaded cars are locked; examine buildings and other property of the Company and pro- tect them from fires and theft, and before going off duty notify the foreman of any de- layed trains that have not passed, and of any other matters requiring his attention. Rains ana 70. During heavy rains and storms fore- stunns. men mus t take every precaution to prevent accidents; every man, if necessary, must be placed on duty and the entire section watched. Torpedoes and the necessary signals to stop trains must be distributed, and all culverts and drains examined and all drift wood im- mediately removed. Bridges. 71. Bridge watchmen must keep a supply of water on the bridge at close intervals and follow every train, and extinguish any hot cinders that may have fallen from the engine. They must keep the coping of the abutments and piers clean, and remove all combustible matter from the vicinity of the bridge; fre- quently examine the iron work and timber of the bridges and report to the foreman any decay or defect; observe the speed of passing trains and report to the foreman any violation of the rules, and, as far as possible, prevent all persons except employees from crossing the bridges. When not wholly occupied watching they will attend to such duties as the foreman may direct. Accidents. Duties of 72. In case of accident to trains the nearest track f( re- men. section foreman must at once take the entire force to the relief of the train even if it be off his own section. Train men always send to the nearest section foreman for assistance, 22 and section men must respond at all times, day or night, to calls from the conductors or enginemen of trains in distress. When noti- fied of broken rails on adjoining sections they must go at once and make the track safe for the passage of trains. Instruc- 73. When assisting a train delayed by an accident, section foreman will act under the direction of the senior track foreman until the arrival of the conductor of the construction train, the Supervisor or the Division Engineer, watchmen 74. In case of wreck, foremen must at once appoint the necessary watchmen to prevent freight or the Company’s property from being stolen, and the watchmen must remain on duty until relieved or the goods are removed. Reports. 75. Foremen must report all accidents occurring on their sections to the Supervisor by telegraph as soon as possible, giving briefly and without exaggeration the nature of the accident. The telegram must be fol- lowed by a full report on the proper blank. When serious accidents occur, requiring a collection of forces and material, foremen must notify the Supervisor and the Division Engineer. Carcof 76. When repairs have been made, after an accident has occurred, and the different gangs are about to separate, each foreman must carefully gather up the tools of his gang, which should always have some distinguishing mark. Any foreman or laborer who conceals or takes away a tool that belongs to another gang will be at once dismissed from the service. Report of 77. A prompt report must be made to the persons! t0 Supervisor by the foreman of any injury to 23 Fires. Stock. Definition. Responsi- bility. any person, caused by the operation of the road, so the proper officer may be notified. 78. Foremen must report to the Supervisor in writing all fires on their sections occasioned by sparks from the locomotives, whether damage was done to the Company or private parties. The report must state the location, the extent of the damage and the owner’s name, together with the number of the engine and the train causing the fire. 79. When stock is crippled or killed on his section, the foreman must make a report on the proper form and furnish all the informa- tion possible to obtain. Any particulars not asked for in the report should be mentioned, and the report sent to the Supervisor as soon as possible after the occurrence. Podicing. 80. Policing is a term employed by railroad men to express the preservation of good order along its lines, such as cleaning right of way of undergrowth and piling material in proper shape, and in general, keeping the line in good order. 81. Foremen are responsible for the proper policing of the sections, and they and all other employees must in all cases be polite and obliging to the farmers and patrons of the road along the line. Foremen must treat the men under them with the consideration due to men, and must never use abusive or pro- fane language toward them. Laborers who habitually fail to give satisfaction .should be discharged and others employed in their places. 24 O 1 (1 ma- terial. Material, track, etc. Right of way. Company’s houses. Briars and under- growth. 82. All old cross-ties taken from the track must be gathered daily, if practicable, and piled or disposed of in such a manner as may be directed by the Supervisor. All other old and light material must be carried to the hand car house. 83. All material dropped from engines and cars, such as drawbars, car doors, brakes, bolts, etc., belonging to the company, must be gathered up daily and taken to the tool house for shipment as directed. Any pack- age or articles of freight that may fall from trains must be taken to the nearest station agent, who will forward the same to the Su- perintendent. 8k Foremen must, if possible, make them- selves familiar with all the boundary lines of the Company’s property on their re- spective sections, and permit no one to en- croach thereon without special permission. They must report in writing to the Supervisor the name and residence of any person who attempts to erect fences or buildings, or other- wise occupy the Company’s grounds. 85. Foremen must observe that occupants of Company’s houses keep them in respecta- ble repair and that the grounds are kept neat and free from rubbish. 86. Briars and undergrowth on the right of way must be kept close to the ground, except where the growth is a benefit in preventing slides and washes; all weeds, etc., which it is desired to destroy must be cut down and burned before seeding time, but great care must be taken that adjoining fences and grounds are not injured by fires. 25 Fires. 87. Wherever fires are seen on the track or adjoining grounds they must be extinguished, and an effort made to discover the cause of the fire; if from a locomotive the number and train must be reported to the Supervisor. All combustible material must be removed from the vicinity of the track, bridges and build- ings. Farm and highway crossings must be kept in the best possible repair and free from obstructions, and hand or push cars must not be left unnecessarily on such crossings, obstruc- 88. Foremen must watch closely all points where obstructions to the road are likely to occur. The slope of cuts should be exam-, ined, and any rocks, stumps or masses of earth removed that are likely to slide or fall; all dead trees or unsound trees which are in. danger of falling on the tracks during high winds, or which obstruct the view of the track or endanger the telegraph line, should be cut down, and if not on the Company’s grounds and the owner should object, the fact should be reported to the Supervisor and instructions asked. Piling of 89. Whenever wood, cross-ties, lumber or along track other material is piled along the track, notice must be taken by section foremen that it is at least six feet from the rail. If found nearer it must be at once removed to the proper dis- tance. Signal or mile posts must not be placed nearer the rail than six feet. Telegraph 90. The telegraph poles must be kept in wires. proper position, and trees near the wires must be kept trimmed to prevent the branches touching the wires during high winds, and all vines growing up the poles must be re- moved. 26 station 91. Station platforms and grounds about platforms . . and stations must be kept clean and m good order, grounds. t. and immediately after snow storms switches and platforms must be cleaned. Postal 92. Postal cranes, clearance posts, whistle cranes, etc, . . boards, crossing signs and switch lights must be kept in good order. Speed of 93. Foremen must report to the Supervisor trains. r . . . , .... all freight trains that pass at the higher rate of speed than the schedule permits, as well as any other carelessness or misdemeanor of train men. Construction Trains. Clear main 94. Construction or ballast trains must occupy the main track only by special orders. They must in every case be clear of the main track between 7 o’clock p. m. and 6 o’clock a. m., and throughout the entire day on Sun- day unless specially directed otherwise. In cases of emergency, when they cannot clear the main track as above, flagmen must be sent in both directions to protect the train until orders can be obtained. They must report by telegraph each evening, when they are in for the night, and where they wish to work the next day. After they once report “ In ” for the night they must not occupy the main track again that night without special orders to do so. Spend 95. From the first day of December to the a t e f efe - first day of March they must spend the night, Son ^. 1 sta ’if possible, at a telegraph station and observe the same rule during the remainder of the year when it can be done without losing time, ltespon- 96. Foremen of construction trains are ap- foremLol : P ointed the Division Engineer, and are tion trains" responsible for the safety and proper care of their trains, and for the good conduct of all 27 the men employed therein, and for any mate- rial, tools or supplies entrusted to their care. Orders of 9 7. They must obey all orders for the safe patcher. ls movement of their trains from the Train Dis- patcher and faithfully observe all the card rules. They must also make themselves familiar with the rules and instructions issued to track and bridge men, and make themselves acquainted with all kinds of work pertaining to the maintenance of road. Motive 98. They must report at once in writing to P ° wer * the Division Engineer whenever inadequate motive power or incompetent enginemen are furnished them. Delays. 99. On Monday of each week they must send to the Division Engineer a written report of all delays experienced during the pre- ceding week, on account of not receiving orders promptly, or from other causes. Employ- 100. Whenever they experience delays at force. ° stations, either in waiting for orders or from other causes, they must keep the entire force employed. No time must be wasted, and at every point on the road some kind of work will be found to do. Whenever delays occur (and some cannot be prevented) the men must be put to work cleaning the station grounds, weeding, ditching, ballasting, etc. Assisting- 101. Train foremen must remember that track fore- men. they are placed on the road to assist the track foremen and not to embarrass them, and therefore the wishes of foremen should be complied with as much as possible in the dis- tribution of material, as they are supposed to be the best judges of where the supplies are to be placed. 102. The greatest care must be exercised in unloading material; rails must never be 28 unloaded when cars are in motion, and skids must be used to prevent bending and break- ing. Cross-ties must not be thrown over the bank or in the ditches to obstruct the water- way, nor must any condemned or uninspected ties be loaded or unloaded without special orders. Ballast should be unloaded as evenly as possible on both sides of the road, and so distributed that no thin places will be left be- . tween the ends of the successive train loads, construe” 103. No one but an officer of the road will tion trams. | 3e p erm itted to ride on construction trains. Care of 104. Foremen must not give fuel or material to any one without an order from the Division Engineer. Accidents. 105. In cases of accidents to trains foremen must render assistance as soon as notified b^ T the Train Dispatcher or Division Superintend- ent, and must do everything in their power to secure the safe and speedy passage of trains. They will have full charge of any wreck until the arrival of the Supervisor, Division Engi- neer or Train Master. Absence 106. Whenever it is necessary for train men f 01 e " foremen to leave their trains permission must be obtained from the Division Engineer, and under no circumstances must they leave their men without such permission. Such absence must be communicated to the Train Dis- patcher, so that in case of accident the Super- visor can take the train or make another ap- pointment. Reports. 107. Train foremen must make such reports of labor and material as may be directed by the Division Engineer. (A ***** t»vi C ro S3- Sect i on ot Stardcird Road. 8etL, Single Track Tt-ocoK be* \ I I C,.$ f ‘7 ' C Bc*)lcist Curve.