1051.

1050.

1052.

1053.

1057.

108.

1014.

GR-3.

34.

APPENDIX B

Excerpts from the Southern Railway Company Operating Rules

Firemen, hostlers, and the hostler helpers must observe all
rules relating to their duties; see also Rule GR-3. to the
extent applicable, rules for "engineers" govern hostlers,
and rules for "firemen" and for "yard helpers" govern hostler
helpers. (Effective April 15, 1973)

Firemen are directly responsible to and must obey the orders
of division and terminal officers. When assigned to trains
or engines, firemen must obey the orders of engineers.
Within shop limits, firemen must obey the orders of shop
supervisors.

Firemen must report for duty at the appointed times and places
and must examine bulletin books when practicable. While on
duty firemen must assist engineers in all ways necessary for
proper performance of their engines. (Effective April 15, 1973)

Firemen are jointly responsible with engineers for proper performance of engines, for proper display of train signals, and for protection of the front of their trains. (Effective April 15, 1973)

Firemen must keep lookout for signals, obstructions, or defects of track or their trains, when other duties permit. (Effective April 15, 1973)

In the case of doubt or uncertainty, the safe course must be taken.

For the safety of their trains engineers must keep vigilant
lookout ahead and must frequently look back to rear.

Rules are subdivided and captioned for convenience. They
must be observed when they relate in any way to the proper
discharge of the duties of any employee. (Effective
July 7, 1975)

Employees located in the operating compartment of an engine
must communicate to each other in an audible and clear manner
by its name the indication of each signal affecting movement of
their train or engine as soon as the signal is clearly visible
or audible. It is the responsibility of the engineer to have
each employee comply with these requirements, including himself.

It is the engineer's responsibility to have each employee located in the operating compartment maintain a vigilant lookout for signals and conditions along the track which affect the movement of the train or engine.

*

Definitions

Fixed Signal -- A signal of fixed location indicating a condition affecting the movement of a train or engine.

Note

The definition of "Fixed Signal" includes switch, train order, block, interlocking, semaphore and other signals, stop signs, yard limit signs, speed limit signs, or other means for displaying indications that govern movements of trains or engines.

APPENDIX C

Crewmember Information

of Southern Railway Company

Train No. 2, December 3, 1978

James E. Smith, the engineer, was employed on June 14, 1941 as a fireman. He was promoted to engineer on January 26, 1951. He passed his last medical examination on January 16, 1978 and he had his vision and hearing tested on December 1, 1976. He last attended an operating rules class on January 21, 1978. The training he received to become an engineer was through on-the-job training.

Wayne L. Brown, the fireman and a qualified engineer, entered Southern Railway's service on November 17, 1973 as a trainman, but he established seniority as a fireman on May 16, 1976. He attended the Southern Railway Company's school for locomotive engineers at McDonough, Georgia, and he was promoted to an engineer on December 21, 1976. He last passed a medical examination in May 1976 and his vision and hearing were tested on May 4, 1976. He had one 30-day suspension on his record in 1977 for involvement in a derailment. He had not been qualified by supervision to operate a passenger train.

Leo A. Bailey, the conductor, was employed as a brakeman on December 31, 1945 and he was promoted to conductor in November 1960. He attended an operating rules class during January 1978, and he had passed a medical examination within the 16 months before the accident. He was qualified as a freight and a passenger conductor. His training was received on-the-job.

Howard L. Jackson, the flagman, died from a heart attack moments after he was extricated from the wreckage. Wesley V. Tomlin, the baggagemaster, was not available for interrogation at the Safety Board's formal investigation, and there are no personnel data on these two crewmembers.

APPENDIX D

DESCRIPTION OF SPEED-RECORDING EQUIPMENT
AND COPIES OF SPEED TAPES

The speed information on the E-8 locomotive unit is provided from a frequency generator mounted on the 5th axle, the idler axle. The generator frequency is fed into an electronic comparator which generates a very stable, crystal-controlled known frequency. The generator is compared to the known comparator frequency and the difference is calibrated in miles per hour. The output is recorded on the 8-track cassette which has a storage capacity of 8 hours. After 8 hours of preserved information the previous 8-hour data is erased and the current speed data is recorded.

Speed tape information is translated into useable information by calibrated playback units in the Southern's Test and Research Laboratory. Compensations can be made for wheel size due to the wear and other variables. When the cassette is played back the data is recorded on a graph-tape which contains all the recorded speed-distance data. The tape has calibration marks for distances in miles or tenths of a mile which can be related to a milepost on the roadway. The speed recorder system is reported to be accurate to + 1/2 mph.