Document k6YXwQ52ry5o7Q6ZvQ5nwdr3O

PLAINTIFFS EXHIBIT RR-419e THIS BOOK IS THE PROPERTY OP SOUTHERN RAILWAY SYSTEM ISSUED TO Occupation ud mutt be returned to the proper office* when called for, or when leaving the service. Decimal Page Humbert; When issued, pages numbered 56.1 and 56.2, for example, diouid be inserted bemoan page 56 and page 57, etc. Thu book contains revised pages as follows: Page Peted *2 Dated 1 2 3 4 5 6 7 9 10 n 12 13 14 20 21 24 24.1 24.2 June 1,1976 June 1,1976 May 1.1972 Nov.1,1974 May 1,1972 May 1.1972 Dec. IS,1975 June l, 1976 June 1,1976 June 1,1976 June 1,1976 June 1,1976 June 1,1976 Nov. 1,1974 Nov.1,1974 Feb.17,1975 Feb.17,1975 Feb.17,1975 1 28 29 30 31 34 35 36 36.1 36.2 37 38 38.1 38.2 44 44.1 44,2 47 48 Feb.17,1975 Feb.17,1975 Feb.17,1975 Feb. 17,1975 June 1,1976 June 1,1976 June 1,1976 June 1,1976 June 1,1976 Feb.17,1975 Feb. 17,1975 Feb. 17,1975 Feb.17.1975 Feb. 17,1975 Feb.17,1975 Feb.17,1975 Apt.25,1973 May 1,1972 (Coin'd) Page Revised June 1,1976 List of revised pages (Coat'd) 2SS 49 50 50.1 50-2 51 52 55 56 56.1 56-2 57 58 59 60 62 67 68 70 71 72 84 85 89 92 92.1 92.2 92.3 92.4 100 101 102 123 124 125 126 136 136.1 136 J 137 140 148 158 159 160 Dated May 1.1972 Dec. 15.1975 Dec. 15,1975 Dec. 5,1974 Dec.5,1974 Apr. 25.1973 May 1,1972 May 1,1972 May 1.1972 Nov. 1,1974 Nov. 1,1974 Nov. 1.1974 Nov. 1,1974 Nov. 1,1974 Apt. 25,1973 Feb.17,1975 Feb.17,1975 Feb.17.1975 Feb. 17,1975 Feb.17,1975 Feb. 17,1975 Feb.17,1975 May 1,1972 Feb. 17.1975 Feb. 17.1975 Feb. 17,1975 Ftb.17,1975 Feb. 17,1975 Dec.15,1975 Dec. 15,1975 Dec. 15,1975 Apr. 25,1973 Apr. 25,1973 Apt. 25,1973 Nov. 1,1974 Dec. 15,1975 Nov. 1,1974 Nov. 1,1974 Nov. 1,1974 Dec. 15,1975 June 1,1976 Nov. 15,1972 Apr. 25,1973 Apt. 25.1973 160.1 160.2 164 167 177 178 179 180 181 182 183 184 185 186 187 188 189 190 i ii Dated Apt. 25.1973 Apr. 25. 1973 May 1.1972 Nov. 15,1972 Nov. 1,1974 Nov. 1.1974 Nov. 1,1974 Nov. 1,1974 Nov. 1, 1974 Nov. 1, 1974 Nov, 1,1974 Nov. 1,1974 Nov. 1,1974 Nov. 1,1974 Nov. 1,1974 Nov. 1,1974 Nov. 1,1974 Nov.1,1974 Feb.17,1975 Dec. 15,1975 Page Revised June 1,1976 2 uncoupled, lower end of hose must be tirmly held. GR-16. Employees must keep premises subject to their control neat and clean. Buildings, facilities and equipment must not be defaced. Only authorized material nuy be posted. GR-17. Doors and windows of unoccupied engines and of cabooses not in use must be kept closed. GR-18. Every care should be exercised by employees to prevent fires. Frequent inspections must be made of the premises and fire hazards found must be promptly corrected or reported to die proper officer. GR*19. Employees who are required to handle shipments of inflammables, explosives and other dangerous commodities must familiarize themselves with the rules and regulations pertaining to proper packing, stowing and handling, and see that such rules are complied with while shipments are in their charge. Loaded oil tank cars and cars containing explosives or inflammables must be placed in trains in accordance with rules* of Bureau of Explosives. GR-20. Passengers will not be transported on freight trains except when specifically authoi ized. GR-21. Weight limits of engines, cars and other equipment that may be moved over each division are prescribed in timetables. The weight limits, and rules and instructions pertaining to loading and clearance limits, must be observed. GR'22. Engines must not be run over live rails of track scales when running rails are provided. I 13 Pjye Revised June l. 1976 A GR-23. Rule books and ticket punches must be receipted for and the receipts filed with each employee's personal record. Switch keys issued to employees must be kept tn secure places and out of the hands of persons not qualified or authorized to use them. All such Company property must be turned in to the proper officer by emplo>ees leaving the service. GR-24. No persons are permitted within the enclosures of train order or telephone offices except officers, those on duty therein, repairmen in discharge of duty, and agents and yardniasters at their respective stations. GR-25. Those in charge cf stations must 9ee that tram dispatcher is contacted frequently to determine expected arrival of trains and that current information is promptly pitted. GR-26. Articles found in trams or stations must be Libeled with car number, tram number, name of station, dale and njme of finder, and reported to superintendent with description, showing also m whose charge the articles are left. GR-27. Employees are prohibited from having loaded or unloaded firearms in their possession while on duty or on Company property, except security and forestry officers authorized to do so in the performance of their duties or those given special permission in writing by the division superintendent. (Effective November 1. 1972) GR-28. A conductor or engineer who is asked his train's location must furnish this information promptly. When appropriate, lie may provide additional information, such as. "Train (identification) is at (place) and will not leave here before (time).'' He is responsible tor the correctness of information thus furnished. (Effective September 2, 1974) Revised June 1. 1976 14 Interlocking--An arrangement of signals and signal appliances so interconnected that their movements must succeed each other in proper sequence and for which interlocking rules are in effect. It may be operated manually or auto matically. Interlocking Signal*--The fixed signals of an interlocking. Interlocking limit*--The tracks between the home signals of an interlocking. Interlocking Station--A place from which an interlocking is operated. Main Track--A track, other than an auxiliary track, extending through yards and between sta tions, upon which trains are operated by time table or train order, or both, or the use of which is governed by block signals. Manual Block--A block established by train order or by special instructions where conditions require. Non-Signaiod Territory-- Territory not equipped with automatic block, CTC or remote control ss'stems. Pilot--An employee assigned to a train when the engineer or conductor, or both, are not fully acquainted with the physical characteristics or rules of the railway, or portion of the railway, over which the train is to be moved. Power-Operated Switch--A track switch con trolled and operated electrically or pneumatically. Register Station--A station at which train reg ister is located. Regular Train--A train authorized by a time table schedule. 17 Remote Control System--A term applied to a system of operating outlying signal appliances from a designated point. Schedule--That part of a timetable which pre scribes class, direction, number and movement for a regular train. Section--One of two or more trains running on the same schedule displaying signals or for which signals are displayed. Siding--A track auxiliary to the main track for meeting or passing trains, and so designated in the timetable. Signal Aspect The appearance of a fixed sig nal conveying an indication as viewed from the direction of an approaching train. Signal Indication--The information conveyed by the aspect of a signal. Signaled Territory--Territory equipped with automatic block, CTC or remote control systems. Single Track--A main track upon which trains are operated in both directions. Special Instructions--Instructions so captioned in the timetable. Spead: Limited Speed--A speed not exceeding 45 miles per hour. Medium Speed--A speed not exceeding 30 miles per hour. Reduced Speed--Proceed prepared to stop short of train or obstruction. Restricted Speed--Proceed prepared to stop short of another train, obstruction, or switch not properly lined and look out for 18 14. ENGINE WHISTLE SlGNALS-Cont'd tend lndkatiM (Two or More Tracks) To call at tention of engine and train crews of trains of the same class and of inferior trains moving in the same direction and of yard en gines. to signals displayed for a following section. This signal will also be given when passing track car operators, roadway and signal forces. (1).--------o -- Approaching street or road cross ings at grade. The signal will commence no later than arrival at whistle sign or place where such sign is normally located. The signal to be repeated or the last sound prolonged until engine has passed over the crossing. (Effective Feb. 17, 1975) (>. -- ---- -- Approaching stations, junctions, railroad crossings at grade, inter mediate block stations and draw bridges. (Effective Feb. 17,1975) (>.--------o Approaching meeting or waiting points. Rule S-90. (>. 0 -- Inspect train line for leak or for brakes sticking. (p). Succession of Alarm for persons or livestock on short sounds the track. ffEAffa.c1tf7o,e1975) 29 Ptcc Revised Feb. 17. 1975 14. ENGINE WHISTLE SIGNALS-Cont'd (e>. --O Iwditetiee When running against the current of traffic: (i) Approaching stations, curves, or other points .where view may be obscured and to warn trackmen or other workmen. *(2) Approaching passenger or freight trains and when pass ing freight trains. *(3) Preceding whistle signals 14(d) or 14(e). ().-- oo -- Approaching tunnels and warning to tracbnen or other workmen of approaching train or engine. (Effectfee February 17, 1975) 15. The explosion of two torpedoes is a sig nal to proceed at reduced speed until the way is seen to be clear. The explosion of one torpedo will indicate the same as two but the use of two is required. Torpedoes must be placed on rail 100 feet apart, and must not be placed at stations, on public crossings, or where they may cause injury. 16. COMMUNICATING SIGNALS Each car of a passenger train must be connected with the engine by a communicating signal ap- P**e JUviMd Feb. 17. 1975 30 ( I r 1169. Agents must not allow shippers to make changes in or additions to cars, unless properly authorized. 1170. Cars set out for defects or other reasons must be given proper attention. 1171. Agents must not allow advertising mat ter to be attached to cars. 1172. Agents must furnish proper waybills for all shipments. 1173. Agents must promptly receive and de liver United States mails at post offices when required by regulations, notify postmasters of schedule changes, and advise superintendents of changes in locations of post offices. . 1174. Agents must see to proper protection of freight and U.S. mail at all times. Thefts or shortages must be promptly reported to proper officer. 1175. Agents must make prescribed reports as required by proper authority. YARDMASTERS 1200. Yardmasters are directly responsible to and must obey the orders of division and terminal officers. 1201. Yardmasters have charge of their re spective yards, of the making up and distribution of trains and the handling of cars therein, of yard employees, and of train and engine crews while ^ within yard limits. - Yardmasters are responsible for efficient handling of yard work and prompt 165 movement of cars, properly inspected and sealed and accompanied by prescribed billing, and for having crews called and trains started at the ap pointed times. Yardmasters must observe regu lations governing Hours of Service, handling of explosives and inflammable articles, and loading and clearance limits. Yardmasters must require yard employees to be provided with standard watches, current timetables and with prescribed signals. 1203. Yardmasters must give notice to con ductors and engineers of cars placed in their trains containing explosives or inflammables. 1203, Yardmasters must require that main track switches be properly lined and locked when not in use; that bad order cars be placed for repairs or transfer; that prescribed records be maintained and designated reports made. OPERATION Of AIR BRAKE AND AIR SIGNAL EQUIPMENT 1301. Before a train is operated down a grade requiring the use of retaining valves, it must be known that they are in such position that the speed of the train can be safely controlled by the engineer. Where required, rules and instructions govern ing the operation of trains on mountain grades and the use of safety tracks are shown in time tables. 1303. After a pusher engine couples to a train, the pusher engine's automatic brake valve must be cut out, air Hoses must be coupled, angle cocks must be opened, and air brakes throughout 166 r must be controlled from the leading engine. Be fore the pusher engine cuts loose from the train, ^ angle cocks must be closed and the pusher en gine's automatic brake valve must be cut in. 1306. If necessary to cut out brakes on a car in a passenger train after leaving terminal, the chief dispatcher must be notified and the car must be repaired or cut out at the next repair point or terminal. Cars with brakes cut out must not be handled next to the engine or on the rear of train, and must not be added to train en route. 1309. Before passenger train equipment is separated, communicating signal and steam hoses must be uncoupled by hand in order to avoid damage to connectors and valves. Steam con nectors must be properly secured in safety chain hangers. If cars are occupied by passengers, end gates of both cars must be closed before cars are separated. (Effective Avgust IS, 1971) 1311. When freight equipment is to be sepa rated a full service brake application must be made and signal received from engineer that brake application has been completed before any angle cock is closed. After separation is made, angle cock on equipment left standing must re main open. (Effective June 25, 1970) At inspection points, angle cock on equipment left standing must be opened slowly without putting brakes in emergency. (Eff. June 25,1970) After picking up or setting out, or at any time equipment has been separated, the air brakes must be tested before proceeding. Air brakes should not be depended upon to hold equipment; a sufficient number of hand brakes must be applied. . 167 - TOPtfe JUriart Nor. 1J, 1TO 1312. When necessary to cut out air brakes of a car, close cutout cock in crossover pipe and pull release valve rod to drain auxiliary and emergency reservoirs. 1313. Before making repairs to air brakes of a car, the cutout cock in crossover pipe must be closed. Before making repairs to air brakes of an engine, the main reservoir cutout cock must be closed. In both cases, the reservoirs must be drained. 1314. The brake must not be cut out on more than two (2) cars in consecutive order in any portion of the train, and the brake on the first car of the train must be cut in and operative. A brake must not be cut out unless defective, and when cut out an air brake defect card must be applied on air brake crossover pipe. 1315. Air pressure indication on caboose gauge should be observed, when pressure has been reduced, to assure that pressure is again restored. 1320. The Power Brake Law of 1958, as con tained in the Code of Federal Regulations, 49 CFR 232, and as modified by orders of Federal authority, must be observed by all personnel Those portions of 49 CFR 232 that relate to duties of train and engine crews are reproduced hereafter for their guidance. 168 Tfc* f*w%f Ink* law *f 19S9 Note--Reproduced below are those portions of the Power Brake Rules that relate to duties of train and engine crews. CUlfS FOt INSHtenOft, TXSTIM0 AMO MAINTtMAMCl OS AIK UAKS tQUIPMSMT |y. 293.10 Ceneral rules, locomotives. 393.1! Train air brake system tests. 292.13 Initial terminal road train air brake tests. 293.t9 Road train and intermediate terminal train air brake tests. 293.14 Inbound brake equipment inspection. 293.1$ Double heading and helper service. 293.!* Running tests. 293.17 Freight and passenger train car brakes---testing and. repairing brakes on cars while ou shop or repair tracks--periodical repairs. 232.10 General rules; locomotives, (a) * * * (k) The communicating signal system on loco motives when used in passenger service must be tested and known to be in u safe and suitable con dition for service before each trip. (l) Enginemen when taking charge of loco motives must know that the brakes are in opera tive condition. 232.11 Tram air brake system tests, (a) Supervisors are jointly responsible with inspec tors, enginemen and trainmen for condition of air brake and air signal equipment on motive [lower and cars to the extent that it is possible to detect defective equipment by required air te'.ts. lb) Communicating signal system on passen ger equipment trains must be tested and known to be in a suitable condition for service before leaving terminal. 169 TK Pwwr trfc Uw f 195* (<) Each train must have the air brakes in effective operating condition, and at no time shall the number and location of operative air brakes be less than permitted by Federal requirements. When piston travel is in excess of 10 inches, the air brakes cannot be considered in effective op erating condition. (d) Condensation must be blown from the pipe from which air is taken before connecting motive power to train. 232.12 Initial terminal road train air brake tests. All trains must be given inspection and test as specified by paragraphs (a) to (h) of this sec tion at points: (1) Where a train is originally made up (Initial Terminal); (2) Where train consist is changed other than by adding or re moving a solid block of cars and train brake sys tem remains charged; (3) Where train is re ceived in interchange. Each carrier shall establish designated inter mediate inspection points within a limit of hot to exceed 500 miles where additional inspection will be made to determine that (1) Brake pipe leak age does not exceed 5 pounds per minute; (2) Brakes apply on each car from a 20-pound service brake pipe reduction; (3) That brake rigging is properly secured and does not bind or foul. (a) Train air brake system must be charged to required air pressure, angle cocks and cutout cocks must be properly positioned, air hose must be properly coupled and must be in condition for service. An examination must be made for leaks and necessary repairs made to reduce leakage to' a minimum. Retaining valves and retaining valve 170 TW law 1*54 pipes must be inspected and known to be in con dition lor service. # (b)(1) After the air brake system on a freight train is charged to within 15 pounds of the setting of the feed valve on the locomotive, but to not less than 60 pounds, as indicated by an accurate gauge at rear end of train, and on a passenger train when charged to not less than TO pounds, and upon receiving the signal to apply brakes for test, a 15-pound brake pipe service reduction must be made in automatic brake operation, the brake valve lapped, and the number of pounds of brake pipe leakage per minute noted as indi cated by brake pipe gauge, after which brake pipe reduction must be increased to full service. Inspection of the train brakes must be made to determine that angle cocks are properly posi tioned, that the brakes are applied on each car. that piston travel is correct, that brake rigging does not bind or foul, and that all parts of the brake equipment are properly secured. When this inspection has been completed, the release signal must be given and brakes released and each brake inspected to see that all have released. (2) * (3) When the locomotive used to haul die train is provided with means for maintaining brake pipe pressure at a constant level during service application of the train brakes, this feature must be cut out during train air brake tests. () Brake pipe leakage must not exceed 5 pounds per minute. (d)(1) At initial terminal piston travel of body mounted brake cylinders which is less than 7 171 Th P9wt Irtiu Uw ( 195t inches or more than 9 incites must be adjusted to nominally 7 inches. (2) Minimum brake cylinder piston travel of truck mounted brake cylinders must be sufficient to provide proper brake shoo clearance when brakes are released. Maximum piston travel must not exceed 6 inches. (3) Piston travel of brake cylinders on freight cars equipped with other than standard single capacity brake, must be adjusted as indicated on badge plate or stenciling on car located in a con* spicuous place near brake cylinder. () When test of air brakes has been com pleted the engineman and conductor must be advised that train is in proper condition to proceed. (I) During standing test, brakes must not be applied or released until proper signal is given. (fl) * * *. (h) * * V 232.13 Road train and intermediate terminal train air brake tests, (a) Passenger trains: Before motive power is detached or angle cocks are closed on a piissenger train ' ' except when closing angle cocks for cutting off one or more cars from the rear end of train, automatic air brake must be applied. After recoupling, brake system must be recharged to required air pressure and before proceeding and upon receipt of proper request or signal, application and release tests of brakes on rear car must be made from locomotive in automatic brake operation. * * *. Inspector or trainman must determine if brakes on rear car 172 r m Pwr Mm law * tfM of train properly apply and release. (b) Freight trains: Before motive power is de tached or angle cocks are closed on a freight train, brakes must be applied with not less than a 20-pound brake pipe reduction. After recou pling and angle cocks are opened, it must be known that brake pipe air pressure is being prop erly restored as indicated by the caboose gauge and that brakes on rear car are released. In the absence of a caboose gauge, air brake test must be made as prescribed by that portion of para graph (a) of this section pertaining to automatic brake operation. (e)(1) At a point other than initial terminal where locomotive or caboose is changed, or where one or more consecutive cars are cut off from rear end or head end of train with consist other wise remaining intact, after train brake system is charged to within 15 pounds of feed valve setting on locomotive but not less than 60 pounds as indicated at rear of freight train,, and on a passenger train to at least 70 pounds, a 20-pound brake pipe reduction must be made and it must be determined that brakes on rear car apply and release properly. (2) Before proceeding it must be known that brake pipe pressure as indicated at rear of freight train is being restored. (3) * * \ (d) (1) At a point other than a terminal where one or more cars are added to a train, -and after the train brake system is charged to not less than 60 pounds as indicated by a gauge at the rear of freight train and on a passenger train to not less 173 TH* lt l<*k% Uw *4 j than 70 pounds, tests of air brakes must be made I to determine that brake pipe leakage does not exceed five (5) pounds per minute as indicated by the brake pipe gauge after a 15-pound brake pipe reduction. After the leakage test is com pleted, brake pipe reduction must be increased to full service, and it must be known that the brakes on each of these cars and on the rear car of train apply and release. Cars added to train which have not been inspected in accordance with 232.12 (a) to (h) must be so inspected and tested at next terminal where facilities are avail able for such attention. At a terminal where a solid block of cars which has been previously charged and tested as prescribed by 232.12 (a) to (h) is added to a train, test must be made to determine that brakes on the rear car of train apply and release. (ii) When cars which have not been previously charged and tested as prescribed by 232.12'(a) j to (h) are added to a train, such cars may either I be given inspection and tests in accordance with I 232.12 (a) to (h), or tested as prescribed by subparagraph (1) of this paragraph prior to de parture in which case these cars must be in spected and tested in accordance with 232.12 (a) to (h) at next terminal. (3) Before proceeding it must be known that the brake pipe pressure at the rear of freight train is being restored. (Ml) Transfer train and yard train move ments not exceeding 20 miles, must have the air brake hose coupled between all cars, and after the 174 L rh* P*w*r BtJm Uw f list brake system is charged to not less than 60 pounds, a 15-pound service brake pipe reduction must be made to determine that the brakes are applied on each car before releasing and pro ceeding. (2) Transfer train and yard train movements exceeding 20 miles must have brake inspection in accordance with 232.12 (a) to (h). (f) The automatic air brake must not be de pended upon to hold a locomotive, cars or train, when standing on a grade, whether locomotive is attached or detached from cars or train. When required, a sufficient number of hand brake? must be applied to hold train, before air brakes are released. When ready to start, hand brakes must not be released until it is known that the air brake system is properly charged. 232.14 Inbound brake equipment insertion, (a) # * \ (b) Freight trains arriving at terminals where facilities are available and at which special in structions provide for immediate brake inspection and repairs, shall be left with air brakes applied by a service brake pipe reduction of 20 pounds so that inspectors can obtain a proper check of the piston travel. Trainmen will not close any angle cock or cut the locomotive off until the 20-pound service reduction has been made. * * ' 222.15 Double heading and helper service. (o) When more than one locomotive is attached to a train, the engineman of the leading locomo tive shall operate the brakes. On all other motive ---------- ! 175 i ..................... -d TW P<r l*tk Uw f I9$t power units in the train the brake pipe cutout cock to the brake valve must be dosed, the maxi mum main reservoir pressure maintained and brake valve handles kept in the prescribed posi tion. In case it becomes necessary for the leading locomotive to give up control of the train short of the destination of the train, a test of the brakes must be made to see that the brakes are operative from the automatic brake valve of the locomotive taking control of the train. (b) . 232.16 Running tests. When motive power, engine crew or train crew has been changed, angle cocks have been closed except for cutting off one or more cars from the rear end of train or * * * cars have been disconnected, running test of train air brakes on passenger train must be made, as soon as speed of train permits, by use of automatic brake [p]ower must not be shut off unless required and running test must be made by applying train air brakes with suf ficient force to ascertain whether or not brakes are operating properly. If air brakes do not prop erly operate, train must be stopped, cause of failure ascertained and corrected and running test repeated. 232.17 Freight and jxjssenger train car brakes--(a) Testing and repairing brakes on cars while on shop or repair tracks. ' ' *. 176