Instructions for the Government of the Maintenance of Way Department

No.------672 This Book Is the Property of the PENNSYLVANIA LINES WEST OF PITTSBURGH, • and is loaned to

Name. Employed as iJr:& ~,~~ t':~f-

1 ------·------

1------

W\to understands the book is to be returned to the proper officer when called for, or upon leaving the service.

INSTRUCTIONS

FOR THE

GOVERNMENT

OF THE laintenance of Way Department.

AUGUST t, 1.905.

INSTRUCTIONS FOR THE GOVERNMENT OF THE MAINTENANCE OF WAY DEPARTMENT.

BOOK OF RULES.

1. SPECIAL ATTENTION IS CALLED TO BOOK OF RuLES, APRIL 1, 1901, RuLES Nos. 7 TO 34, IN CLUSIVE, RELATING TO SIGNALS, AND RULES 724 TO 728, INCLUSIVE, DEFINING THE DUTIES OF MASTER CARPENTERS, SIGN AL SUPERVISORS, SUPERVISORS, TRACK FOREMEN AND TRACK AND BRIDGE WATCH MEN, AND PROVIDING FOR THE PROTECTION OF TRACK AND TRAINS. ROADBED. GENERAL. 2. Good drainage is most essential; the farther water is removed from the track and the sooner it is diverted from the roadbed the more stable will be the track. 3. The roadbed cross section is shown by stand ard plan, and also the modification to be made where much water is found in cuts. 4. The roadbed should be carefully watched and report made to the Engineer of Maintenance of Way of the following: All places where the roadbed is lower than ex· treme high water. 3

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited All bridge or culvert openings that are not large enough to carry off the water during heavy rains. All cuts that are subjected to heavy flow of water and are not provided with ditches of roper size to prevent washing of ballast. Alr cuts or fills where an unusual amount of track surfacing or shimming is required. The cause should be sought, and the remedy, whether tile drainage or ditching, etc., noted. All places where ditching is often required, with a view to reducing this work by sodding, draining, paving, etc. All banks along creeks or rivers subjected to wash by action of ice and high water. Such points should be protected by riprap. 5. Narrow banks should be widened to the stand ard width. Material for widening banks and raising sags should be procured when possible at points where its removal will benefit the roadbed and right of way by widening cuts, ditching or reducing grades. · DITCHES. 6. All ditches must be cleaned early in the spring, and late in the fall. 7. Ditches shall be as shown on the standard drawing, graded parallel with the track, so as to pass water freely during heavy rains and thoroughly drain the ballast and roadbed. The line of the top edge of the ditch must be parallel with the rails, and well and neatly defined at the standard distance from the rail, except at inlets and outlets, where they should diverge from the roadbed so as not to injure embankments. 8. Earth taken from ditches in cuts or elsewhere must not be left at or near the ends of ties, nor thrown upon the slopes of the cuts, nor on the ballast, but must be dumped and distributed over the sides of embankments. 9. Cross drains shall be put in at proper intervals where necessary. 4

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited 10. Ditches, culverts and drains must be kept in good condition, clear of obstructions, and with their outlets and inlets open for free flow of water at all times, so as not to endanger the safety of the roadbed. They should be examined frequently, especially after heavy storms. 11. Berme ditches where provided to protect the slopes of cuts must be kept open. These ditches should not be closer than five feet to the edges of the cuts. 12. Report to the Supervisor all ditches that are not large enough to carry water in floods. 13. The channels of streams for a considerable distance on both sides of the railroad must be fre quently examined and cleared of brush, drift and other movable obstructions that would interfere with the free flow of water. 14. No work on old or new drains or ditches for public or private use on the Railway Company's right of way must be permitted without proper au thority. Farmers or others must not be permitted to connect their drains or ditches with the Company's ditches.

BRIDGES AND CULVERTS. 15. After each heavy rain, and at least once each month, about the last working day, all bridges, pipe and other culverts must be examined carefully to see that they are not obstructed by drift, weeds, brush or anything that will interfere with proper flow of the water or with the safety of the structure, and if any such obstruction is found it must be re moved at once. 16. All bridge foundations under water must also be examined to see that they are not being un dermined. 17. Cinders, dirt and rubbish must be cleaned from the bridge seats of all bridges. Stones or other obstructions must not be allowed to remain between the ironwork and the faces of back walls. Masonry must be kept free of vegetation. 5

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited 18. In setting new pipe or stone box culverts, instructions as to 1.,cation, grade and elevation must be secured from the office of Engineer of Mainte nance of Way 19. All bridges, including Company overhead bridges must be cleaned of dirt and cinders on the last working day of each month, and as much oftener as necessary to keep them in good condition. 20. In the early spring and in the fall a general inspection of all bridges and culverts will be made by the Master Carpenter and a report of the same made to the Superintendent and the Chief Engineer, through the Engineer of Maintenance of Way. 21. Supervisors must be thoroughly familiar with every bridge and culvert on their respective sub-divisions. They must frequently examine each of these structures sufficiently to know of any de fects, which must be reported to the Engineer of Maintenance of Way and Master Carpenter. 22. Track Foremen must know the condition of bridges and culverts on their respective sections by frequent personal examination, and must report any defect noted to the Supervisor, who in turn will report it to the Engineer of Maintenance of Way. At any time, if, in the judgment of the Track Foreman, a bridge or culvert is not safe, he must at once put out proper signals to warn approaching trains, immediately wire the Supervisor, Engineer of Main tenance of Way, and Superintendent of the con dition of such structure, and, if in his power, repair the defect. 23. Bridge warnings must be maintained and Track Foremen will see that any portion of the tickler that may be missing or misplaced is promptly replaced.

ROAD CROSSINGS.

24. A good bed of clean ballast should be main tained at all road crossings and looked after so as to provide good drainage. 6

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited 25. Important public crossings must be fully planked. Other crossings must be planked as shown on the standard drawings, with intervening spaces filled flush with stone, slag or gravel. 26. All highway and farm crossings must be kept in the best possible repair, free from all obstructions to travel. Pay particular attention to obstructions that would prevent a clear view of approaching trains to persons on the highway. Hand or push cars must not be left at or near road crossings. Z.7. Road crossings shall be maintained accord ing to standard plan. Rail joints should not be placed in road crossings; if necessary in order to avoid it, use 60 foot rails at the crossing. Road crossing planks must be securely spiked with stand ard crossing spikes. Flangeways must be kept clear of rubbish, snow and ice. Defective crossing planks which may cause injury to persons or animals must be repaired promptly. 28. Cattle guards and wing fences must be kept clean and in good order. In case of necessary re pairs which the trackmen cannot make, prompt notice must be given to the Supervisor. 29. All dirt and rubbish must be kept removed from the surface guards to a depth of four inches below the tops of ties. The cross fences at cattle guards must be whitewashed in the latter part of September of each year. SOD LINE. 30. A strip of sod shall be maintained as shown on the cross section for standard roadbed.

TRACK. STANDARD DISTANCES. 31. All main tracks and side tracks next main tracks shall be laid and maintained thirteen feet between centers.

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited 32. · Side tracks shall be laid and maintained thirteen feet between centers unless specially ordered otherwise. . 33. All main tracks and side tracks on the South West System now laid twelve feet two inches between centers shall be so maintained, exce:pt where revisions are made, when they shall be laid to standard distances as above.

BALLAST. 34. Ballast is used to secure a solid bearing fo1 the cross-ties; to hold them in position; to secure as uniform support of the track as possible; to dis tribute the train load over a large surface: to give good drainage; to carry off water during rains, and to prevent as far as possible the freezing of the roadbed. 35. The depth and slope of the ballast must con form to the standard drawing. In filling up be tween tracks, coarse, large stones must be placed at the bottom in order to provide for drainage, but care must be taken to keep the coarse stone away from the ends of the ties. 36. On embankments that are not well settled the surface of the roadbed shall be brought up with cinder, gravel or other suitable material. 37. Before distributing ballast, the subgrade must be properly prepared and the banks widened so that the ballast will not roll down the banks or be washed away. The edges of cuts must be carefully shaped to the proper section and always below the bottom of the old ballast, so as to give the proper drainage. 38. When stone is used it must be broken uni formly, not larger than a cube that will pass through a 2!-inch ring in any direction, nor smaller than will be caught on a !-inch screen. It must be screened free from all dust, rubbish and particles under ! inch in diameter. Slabs over 3 inches in length that pass· through a 2!-inch ring must be broken by hand. 8

39. First-class ties shall be used in main track, except where otherwise instructed. Should the Track Foreman find among the ties distributed for use in the main track any that are not up to the requirements of the printed specifications for cross ties, he must lay them aside for use in side tracks and report the same to the Supervisor. 40. All ties must be placed square to the line of rails, and none shall be placed obliquely to suit irregular joints. The outside ends on double track and the left-hand ends going north or west on single track must be lined up parallel with the rail. Heart side of ties must always be turned down. 41. The largest and best ties shall be selected for use at joints. The maximum spacing between ties at joints shall not exceed ten inches. Intermediate ties must be spaced uniformly. 42. Sixteen ties per thirty-foot rail and eighteen ties per thirty-three-foot rail will be used in main tracks. Running side tracks will be laid with six teen ties per thirty-foot rail, and eighteen ties I?er thrity-three-foot rail; yard and storage tracks with fourteen ties per thirty-foot rail, and sixteen ties per thirty-three-foot rail. 43. Twisted or badly hewn ties must not be notched, but must be made true with the adze to give the rails an even bearing over the whole breadth of the ties. 44. In renewing cross-ties in main track only those shall be taken out which the Supervisor or his assistant has spotted. · 45. All ties removed from the track must be gathered up every day and placed in a safe and con venient place for burning or loading on cars. 46. New ties must not be scattered along .the road, but if not ready for immediate use must be piled not less than eight feet from the track; they must be cross-piled in neat piles of not more than fifty ties in each, with layers of eight ties parallel to the track, and two (including the bottom row) 9

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited square to the track. The piles must not be less than five feet apart.,('. 47. Tie plugs shoUld always be kept on hand. The invariable rule must be, plug every hole where a spike has been drawn. RAIL. 48. A report must be made of all places where creeping of rail is noticed, together with the prob able cause. All curves must be watched and any excessive wear of either rail noted and reported. At least one rail must be kept at all times on rail rests at mileposts, and elsewhere as may be provided. . 49. Broken rails must be promptly reported by telegraph, stating whether repairs have been made. Until repaired, the track must be protected by cau tion or danger signals. 50. In case a rail should be broken in the track at a point 6 feet or more from the joint, bolt holes should be drilled and angle bars applied. In case it breaks less than 6 feet from the joint, the rail should be removed. LAYING NEW RAILS. 51. New rail shall be laid under the personal su pervision of the Engineer of Maintenance of Way or one of his assistants, or the Supervisor.

UNLOADING.

52. Rails must not be thrown from cars nor un loaded from cars in motion except when an ap proved unloading device is used. 53. If in ,gondolas, rails should be unloaded with side rollers; or, if available, a steam derrick may be used, if preferred. If in stock cars, they should be unloaded with end rollers, or a platform, one end of which is fastened to end of the car, the other resting on .the rail. Rails should be so distributed 10

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited while unloading as to be in proper position for laying without further handling, except that in yards it may be necessary to pile them in conven ient locations and distribute them immediately be fore laying.

ADZING. 54. When practicable, the adzing should be done by the regular section force previous to the date rail laying commences. If the rail is canted so that it is impossible to properly adze the ties before the old rail is removed, a sufficient force should be em ployed at this work so as not to delay the rail lay ing. Ties shall be carefully adzed to give the new rail a level bearing.

FLAGGING. 55. Before work is commenced flagmen provided with stop signals must be sent out in both direc tions on the track on which the work is to be done, and all trains on that track must be stopped and advised that rail is being laid.

LAYING. 56. After removing the old rail the bearing sur face of the ties shall be cleaned before the new rail is placed on them, and dirt or other substance care fully removed from the bottom of the new rail be- 1ore placing on the ties. 57. Rail shall be laid rail by rail. Accurate ex pansion cannot be secured with long stretches of rail fastened up at one side of track and subse- . quently thrown into line. 58. In order to maintain the proper gauge as nearly as possible in relaying rail with rail of the same section, the rail should be laid on one side from the outside and on the other side from the in side, so that the north row of old spikes for both lines of rail is maintained, or, if necessary, the south 11

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited row ot spikes ror both lines of rail. When old steel is replaced by steel of heavier weight or wider sec tion three lines of spikes must be drawn. 59. To insure perfect adjustment at rail ends the rail should be brought squarely together and carefully bolted before spiking. 60. Standard malleable iron expansion shims . ("grasshoppers") shall be provided and care must be used in placing them, so that the proper opening will be left between the rails, as provided under "Joints." 61. All joint bars must be properly put on with the full number of bolts, nuts and nut locks, and . nuts screwed up tight. 62. The rail must be full spiked, both inside and outside, on each tie, as provided under "Spikes." As far as possible this work should be dqne before allowing trains to run over the rail. 63. In making temporary connections either an old rail should be cut and fastened to the new rail with compromise splices or step chairs, or a split switch pomt used. 64. When new rail is laid it must be perfectly lined and surfaced. If the condition of the ballast will permit, the ties will be tamped; otherwise the rail should be shimmed.

GENERAL.

65. Rails must not be punched or slotted, but when necessary to make holes for bolts they shall be drilled with proper tools. 66. All crooked or bent rails shall be carefully straightened before being laid. Pay particular at tention to rails which are slightly bent at the ends, to see that they are straightened so that the two rails at the joint will be in perfect line. Bent rails must not be permitted to remain in the track, but must either be removed or straightened with a rail bender. 12

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited 67. Rails for curves over 8° shall be curved be fore being laid. In curving or straightening rails the rail bender will be used. Curving or straighten ing rails by sledging is positively forbidden. Short lengths of rail will be used on inside rail on curves to keep joints in their proper position.

JOINTS.

68. All main track joints must be examined carefully each month. Cracked or broken angle bars and bolts must be removed, andall bolts tested, and tightened if found loose. Any unusual diffi culty with nut locks, bolts, etc., must be reported to the Engineer of Maintenance of Way. 69. Ties must be kept spaced so as to give proper support to the joints. ;/10. The joints of the rails must be midway be tween the joint ties, and the joint on one line of rail must be opposite the middle of the rail on the other line of the same track. 71. Anti-creepers, when used, must be put on the joint ties opposite the joint, or, if more are needed, then on both rails on the same tie at the quarter. It is essential that each individual rail be so thor oughly anchored as to prevent creeping, and where creeping occurs anti-creepers should be applied. 72. A Fahrenheit thermometer shall be used when laying new rail. The temperature shall be taken on the rail, and the openings between the rails shall be as follows:

TEMPERATURE, Amount of Fahrenheit. ~:f-~~~r'kaW~ From 10° below to 14° above zero ...... 1".r inch. From 14° above to 38° above zero...... !I( inch. From 38° above to 62° above zero ...... itr inch. From 62° above to 86° above zero...... ~ inch. From 86° above to 110° above zero...... 110 inch. Over 110°, rail to be laid close without bumping. 13

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited In tunnels when temperature is above 70", lay rail with close joints without bumping them to gether; and when temperature is below 70° make an opening of T'6 inch for each 24° variation for 33- foot rails. 73. The splices must be put on properly with the full number of bolts, nuts and nut locks, and the nuts screwed up tight. The bolts must be placed with the nuts alternately on the inside and outside of the rails, except where the rails are less than 4! inches in height, in which case the nuts will be placed on the outside. 74. At joints where the rails of different heights meet, step chairs and offset splices must be used. 75. A stike must be driven in each slot, inside and out, i angle bars are so slotted, except on bridges and trestles. LINE AND SURFACE. LINE. 76. The track shall be laid and maintained to a true line. No imperfections in alignment will be permitted. When new rail is being laid it must be lined to stakes set by the Engineer. During hot weather tracks shall be carefully watched to detect any tendency of rail to expand and throw the track out of line. SURFACE. 77. The track shall be laid and maintained to true surface. On straight track both rails shall be on the same level transversely, and on curves the proper elevation, as indicated on the elevation posts, must be given to the outer rail and carried around the curve uniformly. 78. The track level must be used in surfacing track on both tangents and curves. The low rail on curves and one of the rails on tangent must be first brought to a perfect surface, and the other rail brought up by use of the track level at each joint and at the quarters of each rail. 14

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited 79. Trackmen must not under any circumstances raise or lower the surface of the track in tunnels, or under overhead structures or stand pipes, at paved streets, platforms, and at ends of bridges except at arches and solid floor bridges, unless under special orders from the Supervisor. 80. On stone ballasted track tamp from the end of the ties to about one foot inside of rail. On gravel ballasted track tamp the entire length of ties on new track, and on old track the center should be filled and lightly tamped. Especial care should be taken to insure thorough tamping on all ties from end of ties to one foot inside of rail. Tamp joint and adjoining ties thoroughly. 81. When a lift is to be made in the track the lift made by each jack shall be so regulated as to avoid bending the splice bars and straining the joints. SHIMS. 82. Avoid the use of shims whenever possible. In case the action of frost or mud makes it necessary to shim the track, place the shims on top of the ties. If shims more than one inch in thickness are used, holes must be bored in them and spikes of extra length used. When shims are removed the long spikes must be preserved in the tool house for future use. 83. Shims must be of the same thickness through out, and not wedge-shaped. Remove shims from track as early as possible in spring, and always be fore surfacing or ballasting, and tamp ties to solid beadng. GAUGE. v 84. On tangents and on curves up to and in cluding 5° the track shall be laid and maintained to standard gauge, 4 feet 8! inches . ./ 85. On curves over 5° and up to and including 14° .the gauge shall be widened by the use of an iron shim to 4 feet 9 inches. 16

SPIKES.

91. The rails must be kept full-spiked to each tie, both inside and outside, on straight lines as well as on curves. 92. Spikes must be driven vertically, and not planted under the rail or bent against the rail when driving. The inside spikes must be driven near the east or south edge of the tie and the outside spikes near the west or north edge. Spikes must be driven not less than two inches from edge of tie. At joints the spikes must be placed in the slots of the angle bars, except on bridges and trestles, where care must be taken not to put the spike through slots or at ends of angle bars. The last few blows should be given lightly, so as not to ·strain or break the head of the spike. Care should be used not to strike the rail when spiking. 93. All main track turn-out spikes must be tightened at the same time that the bolts are tight ened. 94. When spikes are drawn the hole in the tie must be plugged. 95. Spikes must be drawn carefully, with a view to using them again.

96. Tie plates must be used wherever ties wear out faster than they fail by ordinary decay; on soft wood bridge ties; on curves instead of rail braces; where rail shows a tendency to tum or spread, such as sharp curves, switch leads, etc.; on switch ties in yards and switch leads with heavy switching service; on road-crossing ties; and on track sub jected to heavy service where, by respiking, adzing and by the sawing and cutting action of the rail, ties do not give full life. 97. The plates must be carefully put on so as to get an even bearing on the tie and against the rail. 98. On new ties tie plates with ribs or lugs shall be driven home with the aid of a special steel plate and sledge before the ties are placed in the track, care being taken to locate the tie plates so that the track will be spiked to correct gauge.

TURN-OUTS, FROGS AND SWITCHES. 99. All switches and frogs must be placed in accordance with the standard drawings. Switch ties must conform to the bills of timber in each case, and must be laid in proper order. 100. Switches and frogs must be kept well lined and in good order. Particular attention must be given to maintaining good surface at switches and for two rail lengths in front of the point. All bolts and nuts must be kept tight, and all cotter pins in place. Ties under frogs must be kept tamped to proper surface. The working parts of spring-rail frogs must be frequently looked after to see that they are in proper order. Stop braces for spring rail must be kept securely spiked in their proper position. Angle bar at heel of switch must be kept full-spiked. 101. Frogs, switches and switch stands must be carefully and frequently examined by foremen and track walkers, to see that they are in proper work- 17

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited ing order. with no lost motion, and that the creep ing of rail has not caused them to bind anywhere. All broken or damaged parts must be renewed promptly. Foot-guard fillers for frogs and guard rails must be put in to conform to the standard drawings, and must be kept in place. Observe carefully the bolts and nuts in switch stands and connecting rods and see that they are tight; also that cotter pit:s are in place. 10~. Switches must be kept free from ice and snow in winter, and at all times the slide plates, journal boxes. levers and geared parts must be kept well oiled, and high semaphore blades kept in ad justment. 103. The connections between main rails and frogs and switches must be made with standard angle bars wherever practicable. 104. Guard rails at frogs must each be secured by two guard-rail fasteners well spiked, spaced as per standard plan. When the frog is on a curve where the gauge is widened, the additional width of gauge must be added to the width of throat of the guard rail, the flange side of the guard-rail head being fixed in all cases at four feet five inches (4' 5'') from the flange side of the wing rail of the frog. 105. Switch stands must be kept firmly spiked to the head ties, standing plumb, with the targets at right angles to the. track, and shall, where possible, be located on the right-hand side of track approaching the switch. 106. Switch signals must be kept bright and in good order: they shall be painted as often as is neces sary to preserve proper appearance. 107. In split switches the movable rail in the main track must be in perfect line and fit up closely and accurately to the stock rail, which must be bent to suit the angle of the switch. The full number of !;lides and braces must be used, and the ties must be tamped up until the rail has a full bearing on the slides. 18

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited 108. The use of new material in sidings should be avoided as far as possible. Place the new ma terial in main track and use second-hand material in sidings. 109. Switch points planed from repair rail last longer in yards than new points, and should be used for renewals, together with old rods and plates. In a high-speed facing point turn-out, use, as per stand ard plan, a guard rail ahead of the switch point,· thus decreasing wear of point. 110. The bend in the stock rail shall be at such distance ahead of the switch point as will make the gauge line continuous. See that the stock rail is bent the proper amount. 111. Note any unusual wear of switch points, with a view to learning the cause and suggesting the remedy. 112. The location of all frogs with reference to the character and direction of traffic must be care fully studied and the proper type of frogs selected. 113. Before removing a frog see if it cannot be satisfactorily repaired in place. Repairing should be done before the frog point is damaged. 114. Main track switches must be kept locked at all times, except when in actual use by trains passing over them in going to or from another track, or when being examined by trackmen, as they must be on each patrol. To make sure that a switch is in good working order it must be thrown and returned to place promptly and locked. The hand car used by the patrol must always be stopped before reaching the switch, and must not be passed over it until it has been examined, thrown back to place and locked; this is to make sure that the switch is left in proper position. 115. In main tracks use: (a) Spring frogs where the turn-out traffic is considerably less than the main track traffic, and (b) Hardened steel frogs where the turn-out and main track traffic are about equal, and at junc tions and at second, third and fourth track endings where interlocking plants are provided. 19

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited In yards the standard frog is No. 7. Use double spring rail frogs on ladders and stiff frogs for other tracks. 116. Use Wharton switches for unimportant business tracks, and for facing point passing siding turn-out from outside of curves in dangerous loca tions. Wharton switches must not be used on turn outs from inside of curves. 117. All switch bolts must be placed with the nuts up and be guarded by cotters. SIDINGS. 118. All Company sidings shall be kept in as good order as practicable, using for this purpose second class rails and ties, or partly worn materials taken from main track. Gauge on turn-out curves shall be maintained by the use of tie plates. 119. Owners of private sidings must be required to keep their sidings in safe condition for use at all times. When absolutely unsafe, spike the switch and notify the Supervisor and Engineer of Main tenance of Way. 120. An approved derailing device must be used on all sidings (except passing sidings) where the grade descends toward the main track, and in every track where there is no one to attend to proper clearance, in order to prevent cars on sid ings being run or blown out on main tracks. Pass ing sidings while used for storage purposes must be equipped with a derailing device. 121. As far as practicable, use engine cinders for side-track ballast, filling up evenly with the top of the ties between tracks, except that on first-class divisions gravel and stone should be used in ballast ing all running or passing tracks adjoining the main tracks. TURN-OUTS, PROPER WAY TO PUT IN. 122. The proper way to put in a turn-out is as follows:

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited Locate the frog and switch point and put in the turn-out ties. . Put slide plates and braces under the unbroken side of main track, placing shims of the proper thickness on the ties, on the opposite side of ties where plates are to be used. Line and full spike the unbroken side on new ties and spike the guard rail to prnper position. Couple up frog and main track lead rails and main track switch points on the new ties on the turn-out side, doing such cutting and drilling as may be required to complete the main track lead to the proper length from the point of the switch to the heel of the frog. Break the main track at the position of the heel of the frog and throw the main track rails for the siding, bending the stock rail at the same time. This can be done without taking the stock rail out of the track. Throw in the main track lead, which has already been coupled, bolt the main track end of the frog, and then spike the new section to the proper gauge from the frog to switch, putting ol\ the proper slide and braces. Couple up the switch point for the siding by means of the proper rods, making such adjustments in the rods as are necessary. Cut the rails to com plete the siding turn-out from the heel of the switch to the point of the frog, and spike the siding lead to the proper line for the turn-out curves. Complete the work of laying the turn-out by the necessary spiking, gauging and adjustment of switch stand. GUARD RAILS. 123. The standard guard rail, bent five feet from each end, must be used. It must be so placed that the distance from the throat side of head of frog wing rail to the throat side of guard rail shall be exactly four feet five inches, and great care must be taken to preserve this distance: and if it becomes less than four feet four and three-fourths inches it 21

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited must be reset. It must under no circumstances exceed four feet five inches. The top of the guard rail must be as high as the top of the main rail. Each guard rail is to be held in place by two guard rail fasteners. Rail braces must not be used. 124. Two clamps for each guard rail should be used, spaced as per standard plan.

SIGNALS AND ELECTRIC APPARATUS.

125. Track Foremen should carefully observe all signals in passing, and report by telegraph any needed repairs. 126. Trackmen will avoid disturbing any of the apparatus connected with automatic signals, and when by accident any part is disarranged they will report the fact at once by telegraph, if necessary, to the Superintendent, Engineer of Maintenance of Way, and Signal Supervisor. They will also advise of any needed repairs to signal apparatus. 127. Where there are rail circuits trackmen will be careful not to disturb or break any of the wires attached to the rails, and when they are found broken the Track Foreman will notify the signal repairman, who will replace them with new ones as soon as possible. 128. Track Foremen will see that insulated joints are kept in good order, the ties under them well tamped and bolts tight. They will renew the in sulations when requested by signalmen. When work is to be done which will interfere with any of the signal a:pparatus, or a track or switch is to be re moved, notify the Signal Supervisor to be present. 129. Ballast must be kept from touching the rail, and under no circumstances must cinders be used for ballast under tracks the rails of which carry electric current.

SWITCH AND SIGNAL LAMPS. 130. Lamps must be cared for and lighted before sundown and not put out until sunrise; in foggy weather, however, they must be lighted earlier and kept burning as late as necessary. Care should be "xercised so as not to waste oil 131. Switch and signal lamps should be examined at regular intervals and care taken to see that the lamplighters understand the special instructions issued for the care of switch lamps. Track Foremen will be held responsible for the proper condition of and attention given lamps on their sections. 132. New or repaired lamps received must be tested as to the position of the socket, to see that the lamp cannot be put on wrong. CARE OF OUT-DOOR LAMPS. 133. All persons handling out-door lamps will be required to observe the following rules: CLEANING. 134. Clean all lamps daily, inside and outside. Remove all grease, soot and dirt from the lenses, lantern and side ventilator openings. TRIMMING WICK. 135. Turn the wick down so that the charred portion only is exposed above the wick tube. Break off the charred portion but do not trim the wick with shears unless 1t is frayed. Renew the old wick when it gets green, dirty or too short. Dirty wicks will :r;iot freely carry the oil to the burner. FILLING. 136. Do not entirely fill the oil cup. Leave a space of t inch at the top unfilled. This is to pro vide an air space so that the oil will not become heated and be forced through the wick tube too fast. 23

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited CLEANING FOUNT. 137. Empty the oil cup on the first and fifteenth days of each month and refill with a fresh supply of pure, clean oil. All dirt at the bottom of the cup should be cleaned out.

LIGHTING.

138. When the lamp is lighted, turn the flame down to about half the height required to give a full light until the parts become warmed, after which the flame can be turned to the height which gives the best light. Do not turn the flame too high. For damp or stormy weather the flame should be left a little lower than ordinarily. When the flame spreader is worn, replace it and send the old spreader to the Supervisor. 139. When the lamp is not lighted keep the top of the wick below the top of the wick tube, to avoid wasting oil. SPECIAL.

140. Do not handle lamps roughly nor alter them in any way. Lamps needing repairs which the Lampman cannot make should be reported prompt ly to the Supervisor. 141. When long burning founts are used they shall be maintained according to special instructions

SIGNS. 142. All signs and signal posts, whistle posts, mile-posts, signal targets, bridge and other stand ard signs must be kept plumb and maintained in good condition. They shall be painted as often as is necessary to preserve proper appearance. 143. Whistle posts must not be placed so as to be obscured by fences or other signs.

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited FENCING. 144. The Track Foreman, when passing over the line, must notice the condition of all fences and see that gates at farm crossings are kept closed when not in actual use. 145. He shall make light repairs. Heavy repairs will ordinarily be made by fence men under a Fence Foreman, who will supply proper tools and ma terial. As far as possible, heavy repairs will be made between April 1st and October 1st of each year. 146. In case repairs are needed which the Track Foreman cannot make, prompt notice should be given to the Supervisor. USE OF MATERIALS. 147. Proper judgment and caution must be ex ercised by Supervisors and Track Foremen to avoid extravagance or waste of material intrusted to their care, and for which they will be held strictly re sponsible. Economy in use of materials must be practiced at all times. 148. Supervisors must, from the record of ma terial charged to Track Foremen, determine whether it is being used to the best advantage. 149. Precaution should be taken against theft. 150. Where possible all material, small supplies and tools must be kept locked in tool house. 151. Track Foremen and heads of departments must inspect all material when received. Any ma terial which is defective or not up to specifications or requirements must be laid aside and a report of the facts made through the proper channel to the Engineer of Maintenance of Way. USE OF TRACK TOOLS. 152. Track tools, such as bars, jacks, etc., must not be left standing within six feet of the nearest rail of the track on which a train is approaching. 25

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited 153. Track jacks, when used for lifting track, must always be placed on the outside of the rail, except that in exceptional cases, where it is im practicable, as at station platforms, the jack may be placed on the inside of the rail, provided the proper danger signals have been displayed. When raised they should be placed immediately in trip ping position. They must always be in the hands of experienced men.

LIST OF MAINTENANCE OF WAY TOOLS TO BE KEPT IN TOOL HOUSE.

154. Below will be found three lists of tools. Each TrackForeman will see that all of the tools re quired in the list for his gang are in the tool house. 155. All tools must be kept in good condition. Those needing repairs must be forwarded promptly to the place designated by the Supervisor. 156. New tools must be ordered promptly as needed. 157. When a tool wears out or is broken, the Track Foreman must make a requisition for a new one, which may be furnished only upon return of the old tools to the Supervisor or other designated person. 158. Tools, hand cars, etc., requiring repairs, etc., t4at cannot be made by the Track Foreman must be properly tagged and sent to the place designated by the Supervisor. Each article so shipped must be plainly marked with the name and address of the Track Foreman to whom it is to be returned. 159. Small tools and loose track supplies must be kept in tool houses at night, and the tool houses locked; they must be carried to work as required, and returned each night to the tool house. 2fi

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited : FOR GANG COMPOSBD OP i I KIND OF TOOL. I. Foreman I Foreman ; Foreman and : and I' and six men. / four men two men.

Adzes, with handles ...... [ 2 2 1 Axes, with handles...... ·1 1 1 1 Bars, claw ...... : 3 3 2 Bars, lining ...... : 6 4 2 Ballast forks 4 2 2 Brooms ...... : : : : : : : : : : : : : 2 2 1 Cans, oil...... , :~ 2 2 Can or bucket, water ...... 1 1 1 Cars, hand ...... ' 1 1 1 Cars, truck ...... i 1 1 1 Chisels, track ...... ·I 6 6 6 Drills ...... 1 1 1 Drill bits ...... 3 3 3 Grindstones...... 1 1 1 Hammers, spiking ...... 4 3 2 Hatchets, with handles ..... 1 1 1 Handles, adze ...... 3 3 3 Handles, axe ...... 1 1 1 Handles, maul or sledge .... 1 1 1 Handles, hatchet ...... 1 1 1 Handles, pick...... 3 2 1 Lines for ditching ...... 1 1 1 Lines, tape ...... 1 1 1 1 Picks, tamping ...... i 6 5 3 Post-hole diggers ...... ·I 1 1 1 Post-hole tampers ...... , 1 1 1 Punch ...... ·1 1 1 1 Rail tongs ...... 2 2 2 Saws, hand ...... 1 1 1 Scythes ...... 2 2 2 Shovels, railroad ...... , 7 5 3 Sledges, with handles ...... 1 1 1 Spike pullers ...... 1 1 1 Si~als: eqfiatls ...... 2 2 2 White ags ...... 1 2 2 2 .. Yellow ~flags ...... I 2 2 2 Red lanterns ...... 2 2 2 White lanterns ...... 2 2 2 Q1ual to1ns .... . -...... 2 2 Torpedoes ...... 6 6 6 * Track levels ...... 1 1 1 . Track¥auges ...... 2 2 2 Track Jacks ...... 1 1 1 Wrenches, track ...... 3 3 3 Wrenches, monkey ..... , ... 1 1 1 Whetstones ...... 2 2 2 Wire stretchers...... 1 1 1 Wire pliers ...... c ••• ·' 1 1 1 \'li,_d Spud• 27 Ti~ lonc:i.s • ~~'" f .l...10 ""'"[~~ ~ ~~'15:.. .. ~ ......

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited 160. The following tools will be kept in stock by the Supervisor and will be furnished to Track Fore men as needed: Wheelbarrows, clay picks, rail benders, cross-cut saws, coal shovels and weed spuds. TOOL HOUSES. 161. The surroundings of tool houses must be kept clean and neat and the scrap neatly piled in the bins. All inflammable material must be re moved from the vicinity. 162. Tools and material must be placed in an orderly manner in the proper places. A list of the tools allowed will be posted in the tool house, and Track Foremen and Supervisors must know that the proper allowance is on hand. 163. Supervisors must examine their tool houses at least once every two months. HAND CARS. 164. Hand and push cars must be kept locked when out of service. 165. Hand and push cars must not be allowed to stand on the tracks, and care must be taken to have them clear of passing trains. They must not be left at or near road crossings. . 166. When the car is not in sight of the Track Foreman it must be kept locked. Loaded hand or push cars must not be run on the main track except under the protection of a red flag. 167. Hand or push cars must never be attached to moving trains. Rails must never be carried on hand cars except in cases of emergency. 168. Great care must be exercised in using hand cars during foggy weather or after dark. Cars must not be run at night or on Sunday, except in cases of necessity, and never on any other than Company business. 169. Hand cars must not be run without at least one man facing in each direction, nor without full protection by signals when necessary, nor close together. 28

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited HAND-CAR RESTS. 170. Standard hand-car rests will be built and maintained at designated points on each section, with the grade descending from the track.

RAIL RESTS. 171. Standard rail rests for extra rails will be established and maintained at mileposts.

WATER STATIONS. 172. During extremely cold weather, when water stations are likely to freeze, Track Foreman will send a man to the station, who will keep it in such condition that engines can take water at all times.

UNUSED BUILDINGS. 173. Special attention should be given to build ings not in use, in order to prevent damage by tramps or others. A telegraphic report should be made of any damage noticed, in order that the Company's, police may be promptly detailed to look after the matter.

JOINT PROPERTY, PRIVATE TRACKS, ETC., NOT MAINTAINED BY THE COMPANY. 174. No work should be done on joint property, private tracks, etc., not maintained by the Com pany, without special instructions from the Engi neer of Maintenance of Way, and his attention should be called promptly to the necessity for any work to maintain tracks, etc., in safe condition. However, if main track is found unsafe, it must be made safe at once, and proper report made of same. 29

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited USE OF CARS. 175. All cars should be loaded and unloaded as promptly as possible and disposition given agents for prompt movement of the same, etc. 176. Side dump, hopper and other similar cars should have the doors closed as soon as they are unloaded. 177. Cars which have been stored, and the floors of which are so dirty as to cause the growth of grass or weeds, should be thoroughly cleaned to prevent rotting of the floors. 178. Drop-bottom cars used for gravel, cinders, etc., should have the pockets properly cleaned out when the cars are unloaded. FIRE PROTECTION. 179. Paper, waste and brush of all kinds should be kept away from all structures. Fire buckets, barrels and other appliances must be kept in proper place and order. Driftwood, dry grass, etc., should be kept away from all bridges and culverts. No grass or weeds should be allowed to grow within six feet of any part of a bridge, bank wall or trestle. 180. When passing over a bridge or trestle, keep a look-out for sparks which may have fallen from ash pans of engines. 181. A clean strip of gravel or screenings should be kept around all tool houses and other small build ings. 182. All fires on or in the vicinity of the right of way must be promptly put out, or closely watched to see that no damage 1s done to fences, buildings or crops. 183. Farmers should be induced to plow furrows parallel to right of way wherever growing crops are endangered. POLICING (CARE OF RIGHT OF WAY). 184. Track Foremen should make themselves familiar with the lines of the right of way and any outlying property on their sections. 30

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited 185. Track Foremen must not allow any .Person to erect telegraph or telephone poles, place signs or advertisements on fences, buildings or lands, string wires or ropes or anything else over or across the track or buildings, or otherwise occupy the Com pany's property without proper authority. When in doubt trackmen shall demand the production of a permit for the use of right of way or property. Any such encroachment must be reported at once to the Supervisor, giving the name and address of the party, with full particulars as to the locality and nature of the encroachment. This report must be forwarded promptly by the Supervisor to the Engineer of Maintenance of Way. 186. Station platforms, fences, tool houses, over head footbridges and subways and grounds at sta tions and yards must be kept clean and in good order. Defective platforms, which might cause injury to persons, must be properly repaired or reported to the Supervisor. Open culverts, ditches or drains near stations or where switching is done must be protected to prevent passengers or others from falling into them. Trench openings and piles of material for construction work in the vicinity of station platforms or points where passengers or em ploycs must pass must not be left over night by the Foreman in charge until they have been proJ?erly guarded, so that injury to persons may be av01ded. 187. Switches, platforms at stations, subways and overhead footbridges must be cleaned imme diately after snowstorms. 188. All noxious weeds, such as wild lettuce, giant parsnip, thistle, etc., must be kept from flower ing, by cutting before that time as fast as they grow. 189. In June the right of way must be carefully gone oYer and all weeds mowed; also a single swath of grass just outside each sod line. At all times, as fast as any portion of the right of way becomes sufficiently dry, it must be burned off to avoid risk of fires started by engines. Especial care must be taken in the vicinity of buildings, etc., and where adjoining land is in grass or grain. 31

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited 190. In August or September all weeds must be cut and the single swath along the sod line again mowed, so that the right of way will present a uniform appearance. Briers and undergrowth on the right of way must be kept cut close to the ground. 191. An effort should be made to destroy all weeds and to get a good stand of blue grass every where on the right of way. 192. During the winter months an effort must be made to smooth off rough places so as to permit of the use of mowing machines where conditions are favorable for their use; brush should be grubbed out, logs, pieces of ties, etc., burned, stones re moved, and the right of way thoroughly cleaned and cleared. 193. All material, such as old ties, old rails, splices, car material, etc., must be gathered up at least once a week and neatly piled at proper points, to be disposed of as ordered by the Supervisor. New material stored on the right of way or station grounds must be neatly piled. 194. All grass and weeds, whether dry or not, and all brush, wood and other inflammable material must be kept cleared away from all wooden bridges and trestles, culverts and buildings, and from all piles of cross-ties, crossing plank and other material liable to burn, and from stock pens. No material must be piled near a road crossing in such a way as to obstruct the view of approaching trains by parties using the road. 195. Loose stones on the right of way and bowl ders rejected from ballast must be gathered up and piled around telegraph poles, to keep down grass and weeds and protect the poles from fire; the piles should be of such. size as to give the protection de sired, but not so large as to be conspicuous. The surplus stones should be disposed of for widening banks, or for other purposes where they will not be unsightly. 32

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited ACCIDENTS. 196. As soon as possible after the occurrence of an accident, all traces must be carefully removed. Notice by wire should be sent the Engineer of Main tenance of Way and Supervisor of broken glass in switch lamps or signals; also extinguish the light at once, to prevent a false signal being given. Track Foremen must carefully observe all signals in passing. 197. Examine spikes and other fastenings, es pecially on curves, to see that salt water has not de stroyed their strength. After each flood examine masonry foundations under water to be sure they are not undermined. Cars stored on sidings must be examined in passing to see that there are no doors or other loose projections to swing out and cause damage. All doors found open must be closed. 198. All air hose and car doors found along the track should be sent at once to the Master Mechanic. 199. Any article found along the track must be taken to the nearest station and delivered to the Agent. A statement of the facts should be sent to the Supervisor. REPORTS. 200. The Assistant Engineer, Master Carpenter, Assistant Master Carpenter, Master Mason, Signal Supervisor, Sufervisors, Pump Repairers, and Tie Inspectors shal make a daily (except Sunday) re port of their whereabouts for the day, giving sta tion or locality and train on which they expect to travel. Reports must be made by wire, except when possible to send by train, so as to be in office of the Engineer of Maintenance of Way by 8 o'clock a. m. 201. Track Foremen will make weekly report to Supervisors on Form M. W. 4.48 on 7th, 14th, 21st and last day of month. 202. Master Carpenter, Master Mason, Signal Supervisor, and Supervisors will make weekly re ports to the Engineer of Maintenance of Way. 33

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited 203. Supervisors will make the following regular reports: Daily whereabouts, by wire. Joint expense statement, 1st to 4th of month. Weekly letter M. W. 4.48 on 7th, 14th, 21st and last day of month. Frogs and switches removed, M. W. 4.45, weekly. Broken and damaged rails, M. W. 4.43, weekly. Inventory of tools, M. W. 4.04, 28th of March, June, September and December. Track Foremen's material reports, M. W. 2.02, 24th of month. Time books, each month on day before last day of month. 204. Supervisors will make the following reports as needed: Maintenance of Way train accident reports, P. L. 13, within 36 hours of accident. Peroonal injury report, P. L. 11, promptly after accident. Report of killing or injury to stock, P. L. 10, promptly after occurrence. Minor's release, P. L. 215, immediately after hiring a minor. 205. Track Foremen must inquire for messages at nearest telegraph office on their section every morning and evening. PUBLIC IMPROVEMENTS. 206. Track Foremen should keep a look-out for notices of public improvements and promptly make report of same. PATROLLING TRACK. 207. Track Foremen will see that their sections are patrolled and examined by the track watchmen twice each day, the first thing in the morning and the last thing in the afternoon before closing work for the day. This practice must not be varied from, except by order of the Engineer of Maintenance of Way. 31

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited 208. Particular attention should be given to switches, frogs, bridge guards, sidings, culverts, cattle guards, bridges, trestle,;, rock cuts, tunnels, and river or other retaining walls. The track watch man must report at once any defects he cannot repair. 209. During extremely hot and extremely cold weather such additional trips will be made as, in the judgment of the Track Foreman in charge, are required to insure the safe condition of the track. 210. During violent rain or wind storms great precaution must be taken to prevent accidents. Track Foremen and watchmen must patrol ahead of all passenger trains day and night and know that everything is safe. In case of extremely high water the Supervisor must be notified, and watchmen, provided with tools and necessary signals, stationed at such points day and night. 211. During cold weather the track watchmen must examine water tanks and spouts to see if they are in proper working order. Any defects found must be remedied, if practicable, and if not, must be reported by wire to the Master Carpenter. Dur ing thaws ice must be cut from around abutments, piers and piles, where movement might cause damage. 212. Track Foremen will see that watchmen are properly detailed to patrol the track, watch bridges, or perform other duties regarding the safety of the track and structures. Track Foremen will frequent ly visit these men at such intervals, day or night, as may be necessary, to see that their duties are faith fully performed. They should go over their sec tions freq_uently with track watchmen. 213. Trees, rocks, etc., if in danger of falling on the track, must be removed. If not on Company's property, the owner of the land should be consulted, and if he objects to their removal the Supervisor must be notified of the facts. 214. Examine all earth and rock cuts, sidehill fills, tunnels, and adjacent bluffs, and takeimmediate action to prevent any danger of slides, slips, or falls. 35

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited 215. See that neighboring owners do not com mit acts endangering the safety of the railroad.

SCHEDULE OF TRACK WORK THROUGHOUT THE YEAR. 216. For the purpose of securing uniformity, the following schedule for track work throughout the year is given as a guide.. It may be varied from as circumstances may require.

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited PERIOD, SPECIAi, REGULAR SECTION WORK. MONTH. TIME. WORK. December.. One month. Patrol track; clean snow anuary ... One month. and ice at switches; ebruary .. One month. tighten track bolts; -~ March ..... 1st and 2d weeks. distribute ties, rails; .... M arch ..... 3d and 4th weeks. repair fences, etc. Spring ditching and cleanin.~ .cl"' A pril...... 1st and 2d weeks. Place track in good line and surface. A pril...... 3d and 4th weeks. Distribut~ M ay...... 1st, 2d & 3d weeks .. Put in ties, using Satur- ballast "'May ...... 4th week.

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited INDEX. Page Accidents...... 33 Anti-Creepers...... 13 Ballast...... 8 Book of Rules...... 3 Bridges and Culverts...... 15 Bridge Warnings...... 6 Buildings-Unused...... 29 Cars-Use of...... 30 Cattle Guards...... 7 Cross-Ties...... 9 Cross-Ties-Number Per Rail...... 9 Cross-Ties-Plugs...... 10 Crossings, road...... 6 Culverts...... 5 Derailing Devices on Sidings...... 20 Ditches...... 4 Encroachments on Company Property...... 31 Fencing...... 25 Fire Protection...... 30 Frogs...... 17 Gauge...... 15 Guard Rails...... 21 Guard Rail Fasteners...... 18 Hand Cars...... 28 Hand Car Rests...... 29 Joints...... 13 Joints-Openings at...... 13 Joint Property-Care of...... 29 Lamps-Care of...... 23 Lamps-Switch and Signal...... 23 Line and Surface...... 14 Materials-Use of...... 25 Patrolling Track...... 34 Policing-Care of Right of Way...... 30 Private Tracks-Care of...... 20-29 Public Improvements...... 34 Rail-General...... 10 Rail-Broken...... 10 Rails-Curving...... 13 Rail-Laying ...... :...... 10, 11 38

Downloaded from http://PRR.Railfan.net - Collection of Rob Schoenberg - ©2019 - Commercial reproduction or distribution prohibited Rail Rests...... 29 Rail-Unloading...... 10 Repairs of Tools.Hand Cars, etc...... 26 Reports...... 33 Right of Way-Care of...... 30 Roadbed-General...... 3 Road Crossings...... 6 Safety Switches or Derailing Devices ...... 20 Schedule of Track Work...... 36 Shims...... 15 Sidings...... 20 Signs...... 24 Signals and Electrical Apparatus...... 22 Sod Line...... 7 Spikes...... 16 Surface and Line...... 14 Switches...... 17 Switch Signals-Painting...... 18 Switch and Signal Lamps...... 23 Tracks-Standard Distances Between...... 7 Tracks-Patrolling...... 34 Tracks-Private, Care of ...... , ...... 20-29 Track Work-Schedule...... 36 Tracks-Tamping ...... 15 Tie Plates...... 17 Tool Houses...... 28 Tools-To be Kept in Section House...... 26 Tools-Use of...... 25 Turn-outs, Frogs and Switches...... 17 Turn-outs-Proper Way to Put in ...... 20 Water Stations...... 29 Weeds-Cutting...... 31