Railroad Accidents Part 8

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

UNSCHEDULED STOPS.

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

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

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

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

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

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

SCHEDULED STOPS LONGER THAN USUAL.

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

STOPPAGE BY PRECEDING TRAINS.

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

PROTECTION OF FRONT END.

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

BOTH CONDUCTOR AND FLAGMAN RESPONSIBLE.

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

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

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

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

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

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

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

RECALL OF FLAGMAN.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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