The General Code of Operating Rules (GCOR) is a set of operating rules for railroads in North America. The GCOR is used by nearly every Class I railroad west of the Mississippi River, most of the Class II railroads, and many Short-line railroads.
Overview
The GCOR rules are intended to enhance railroad safety. The rules cover employee responsibilities, signaling equipment, procedures for safe train movement, dealing with accidents and other topics that directly and indirectly affect railroad safety. Some railroads modify the GCOR rules to suit their specific operations.
Categories
The full set of GCOR rules is divided into 17 categories.
- General Responsibilities
- Railroad Radio Rules
- Standard Time
- Timetables
- Signals and Their Use
- Movement of Trains and Engines
- Switching
- Switches
- Block System Rules
- Rules Applicable only in Centralized Traffic Control (CTC)
- Rules Applicable in ACS and ATS Territory
- Rules Applicable only in Automatic Train Stop (ATS) Territory
- Rules Applicable only in Automatic Cab Signal (ACS) Territory
- Rules Applicable only within Track Warrant Control (TWC) Limits
- Track Bulletin Rules
- Rules Applicable only in Direct Traffic Control (DTC) Territory
- Rules Applicable Only in Automatic Train Control (ATC) Territory
GCOR Guide
1.0 GENERAL RESPONSIBILITIES Rule No. Rule Name SSI, GO or OB
1.0 GENERAL RESPONSIBILITIES 1.1 Safety 1.1.1 Maintaining a Safe Course 1.1.2 Alert and Attentive 1.1.3 Accidents, Injuries, and Defects 1.1.4 Condition of Equipment and Tools 1.2 Personal Injuries and Accidents 1.2.1 Care for Injured 1.2.2 Witnesses 1.2.3 Equipment Inspection 1.2.4 Mechanical Inspection 1.2.5 Reporting SSI Item 10-A. 1.2.5 1.2.6 Statements 1.2.7 Furnishing Information 1.3 Rules 1.3.1 Rules, Regulations, and Instructions SSI Item 10-A. 1.3.1 1.3.2 General Orders 1.3.3 Circulars, Instructions, and Notices 1.4 Carrying out Rules and Reporting Violations 1.5 Drugs and Alcohol SSI Item 10-A. 1.5 1.6 Conduct SSI Item 10-A. 1.6 1.6.1 Motor Vehicle Driving Records General Order No. 27 1.6.2 Notification of Felony Convictions SSI Item 10-A. 1.6.2 1.6.3 Notification of Deteriorating Vision or Hearing General Order No. 27 1.7 Altercations 1.8 Appearance 1.9 Respect of Railroad Property 1.10 Games, Reading, or Electronic Devices 1.11 Sleeping 1.11.1 Napping 1.12 Weapons 1.13 Reporting and Complying with Instructions 1.14 Employee Jurisdiction 1.15 Duty - Reporting or Absence SSI Item 10-A. 1.15 1.16 Subject to Call 1.17 Hours of Service Law 1.18 Unauthorized Employment 1.19 Care of Property 1.20 Alert to Train Movement 1.21 Occupying Roof 1.22 Not Permitted on Equipment 1.23 Altering Equipment 1.23.1 Locomotive-Mounted Safety Devices SSI Item 10-A. 1.23.1 1.24 Clean Property 1.25 Credit or Property 1.26 Gratuities 1.27 Divulging Information 1.28 Fire 1.29 Avoiding Delays 1.30 Riding Engine SSI Item 10-A. 1.30 1.31 Repairs to Foreign Cars 1.32 Overheated Wheels 1.33 Inspection of Freight Cars 1.34 Flat Spots 1.35 Dump Doors 1.36 Excessive Dimension Loads 1.37 Open Top Loads 1.38 Shipments Susceptible to Damage 1.39 Accuracy of Speed Indicator 1.40 Reporting Engine Defects 1.41 Engines Coupled to Occupied Passenger Cars 1.42 Trains Detoured 1.43 Stopped in Tunnels 1.44 Duties of Train Dispatchers 1.45 Duties of Control Operators and Operators 1.46 Duties of Yardmasters 1.47 Duties of Trainmen and Enginemen
2.0 RAILROAD RADIO RULES
2.1 Transmitting 2.2 Required Identification 2.3 Repetition 2.4 Ending Transmission 2.5 Communication Redundancy 2.6 Communication Not Understood or Incomplete 2.7 Monitoring Radio Transmissions 2.8 Acknowledgment 2.9 Misuse of Radio Communications 2.10 Emergency Calls 2.11 Prohibited Transmissions 2.12 Fixed Signal Information 2.13 In Place of Hand Signals 2.14 Mandatory Directives SSI Item 10-A. 2.14 2.15 Phonetic Alphabet 2.16 Assigned Frequencies 2.17 Radio Testing 2.18 Malfunctioning Radio 2.19 Blasting Operations 2.20 Internal Adjustments
3.0 STANDARD TIME
3.1 Standard Clocks SSI Item 1. 3.2 Watch Requirement 3.3 Time Comparison
4.0 TIMETABLES
4.1 New Timetable 4.1.1 Notice of New Timetable 4.2 Special Instructions 4.3 Timetable Characters
5.0 SIGNALS AND THEIR USE
5.1 Signal Equipment 5.2 Receiving and Giving Signals 5.2.1 Looking for Signals 5.2.2 Signals Used by Employees General Order No. 27 5.3 Hand and Radio Signals 5.3.1 Hand Signals 5.3.2 Giving Signals 5.3.3 Signal Disappearance 5.3.4 Signal to Stop 5.3.5 Acknowledge Stop Signal General Order No. 27 5.3.6 Radio and Voice Communication General Order No. 27 5.3.7 Radio Response 5.4 Flags for Temporary Track Conditions 5.4.1 Temporary Restrictions 5.4.2 Display of Yellow Flag SSI Item 10-A. 5.4.2 5.4.3 Display of Yellow-Red Flag SSI Item 10-A. 5.4.3 5.4.4 Authorized Protection by Yellow or Yellow-Red Flag SSI Item 10-A. 5.4.4 5.4.5 Display of Green Flag 5.4.6 Display of Flags Within Current of Traffic 5.4.7 Display of Red Flag or Red Light General Order No. 27 5.4.8 Flag Location SSI Item 10-A. 5.4.8 General Order No. 27 5.5 Permanent Speed Signs SSI Item 10-A. 5.5 5.6 Unattended Fusee 5.7 Torpedoes 5.8 Bell and Whistle Signals 5.8.1 Ringing Engine Bell SSI Item 10-A. 5.8.1 5.8.2 Sounding Whistle SSI Item 10-A. 5.8.2 General Order No. 27 5.8.3 Whistle Failure 5.9 Headlight Display 5.9.1 Dimming Headlight 5.9.2 Headlight Off 5.9.3 Headlight Failure 5.9.4 Displaying Headlights Front and Rear 5.9.5 Displaying Ditch Lights SSI Item 10-A. 5.9.5 General Order No. 27 5.9.6 Displaying Oscillating White Headlight 5.9.7 Displaying Oscillating or Flashing Red Light 5.9.8 Displaying Cab Roof Light 5.10 Markers SSI Item 10-A. 5.10 5.10.1 Highly Visible Markers 5.10.2 Alternative Markers 5.11 Engine Identifying Number SSI Item 10-A. 5.11 5.12 Protection of Occupied Outfit Cars 5.13 Blue Signal Protection of Workmen General Order No. 27 5.13.1 Utility Employees 5.14 Signs Protecting Equipment 5.15 Improperly Displayed Signals 5.16 Observe and Call Signals
6.0 MOVEMENT OF TRAINS AND ENGINES
6.1 Repeat Instructions 6.2 Initiating Movement 6.2.1 Train Location 6.3 Main Track Authorization SSI Item 10-A. 6.3 General Order No. 27 6.3.1 Train Coordination 6.4 Reverse Movements 6.4.1 Permission for Reverse Movement SSI Item 10-A. 6.4.1 General Order No. 27 6.4.2 Movements Within Control Points or Interlockings General Order No. 27 6.5 Handling Cars Ahead of Engine 6.6 Picking Up Crew Member SSI Item 10-A. 6.6 6.7 Instructions to Clear a Following Train 6.8 Stopping Clear for Meeting or Passing 6.9 Meeting or Passing Precautions 6.10 Calling Attention to Restrictions 6.11 Spacing Trains 6.12 FRA Excepted Track 6.13 Yard Limits SSI Item 10-A. 6.13 6.14 Restricted Limits SSI Item 10-A. 6.14 6.15 Block Register Territory SSI Item 10-A. 6.15 6.16 Approaching Railroad Crossings, Drawbridges, and End of Multiple Main Track 6.17 Switches at Junctions 6.18 Stopping Clear of Crossings and Junctions 6.19 Flag Protection SSI Item 10-A. 6.19 General Order No. 27 6.20 Equipment Left on Main Track 6.21 Precautions Against Unusual Conditions 6.21.1 Protection Against Defects 6.21.2 Water Above Rail 6.22 Maintaining Control of Train or Engine 6.23 Emergency Stop or Severe Slack Action SSI Item 10-A. 6.23 General Order No. 27 6.24 Movement on Double Track 6.25 Movement Against the Current of Traffic SSI Item 10-A. 6.25 6.26 Use of Multiple Main Tracks SSI Item 10-A. 6.26 6.27 Movement at Restricted Speed 6.28 Movement on Other than Main Track SSI Item 10-A. 6.28 6.28.1 Sidings of Assigned Direction 6.28.2 Stopping Clear in Siding 6.28.3 Cars or Equipment Left on Siding 6.29 Inspecting Trains 6.29.1 Inspecting Passing Trains 6.29.2 Train Inspections by Crew Members 6.30 Receiving or Discharging Passengers SSI Item 10-A. 6.30 6.31 Maximum Authorized Speed 6.32 Road Crossings 6.32.1 Cars Shoved, Kicked, or Dropped 6.32.2 Automatic Crossing Devices SSI Item 10-A. 6.32.2 6.32.3 Protection of Adjacent Tracks 6.32.4 Clear of Crossings and Signal Circuits SSI Item 10-A. 6.32.4 6.32.5 Actuating Automatic Crossing Signals Unnecessarily 6.32.6 Blocking Public Crossings
7.0 SWITCHING
7.1 Switching Safely and Efficiently 7.2 Communication Between Crews Switching 7.3 Additional Switching Precautions SSI Item 10-A. 7.3 7.4 Precautions for Coupling or Moving Cars or Engines 7.5 Testing Hand Brakes 7.6 Securing Cars or Engines 7.7 Kicking or Dropping Cars 7.8 Coupling or Moving Cars on Tracks Where Cars are Being Loaded or Unloaded SSI Item 10-A. 7.8 7.9 Switching Passenger or Occupied Outfit Cars 7.10 Movement Through Gates or Doorways General Order No. 27 7.11 Charging Necessary Air Brakes 7.12 Movements Into Spur Tracks 7.13 Protection of Employees in Bowl Tracks
8.0 SWITCHES
8.1 Hand Operation of Switches 8.2 Position of Switches 8.3 Main Track Switches General Order No. 27 8.4 Lining Main Track Switch 8.5 Clearing Main Track Before Restoring Switch 8.6 Restoring Switch to Normal Position 8.7 Clear of Main Track Switches 8.8 Switches Equipped with Locks, Hooks, or Latches 8.9 Movement over Spring Switches 8.9.1 Testing Spring Switch 8.9.2 Trailing Through and Stopping on a Spring Switch 8.9.3 Hand Operating a Spring Switch Before Making a Trailing Movement 8.9.4 During Snow or Ice Storms 8.9.5 Spiking Spring Switch 8.9.6 Approaching a Spring Switch in Non-Signaled Territory 8.10 Switch Point Indicator 8.11 Switches in Sidings 8.12 Crossover Switches 8.13 Scale Track Switches 8.14 Conflicting Movements Approaching Switch 8.15 Switches Run Through 8.16 Damaged or Defective Switches 8.17 Avoid Sanding over Movable Parts 8.18 Variable Switches 8.19 Automatic Switches 8.20 Derail Location and Position
9.0 BLOCK SYSTEM RULES
9.1 Signal Aspects and Indications 9.2 Location of Signals 9.3 What Signals Govern 9.4 Improperly Displayed Signals or Absent Lights 9.5 Where Stop Must Be Made 9.5.1 Changing Established Route 9.5.2 Protection if Signal Appliance or Track Is Damaged 9.5.3 Protection During Repairs 9.5.4 Authority to Proceed 9.5.5 Reporting Delays 9.5.6 Track Occupancy Indicator 9.6 Change of Signal Indication 9.7 Failure to Display Most Restrictive Indication 9.8 Next Governing Signal SSI Item 10-A. 9.8 9.9 Train Delayed Within a Block SSI Item 10-A. 9.9 9.9.1 Passing Approach to Automatic Interlocking 9.10 Initiating Movement Between Signals 9.11 Movement from Signal Requiring Restricted Speed 9.12 Stop Indications 9.12.1 CTC Territory SSI Item 10-A. 9.12.1 9.12.2 Manual Interlockings 9.12.3 Automatic Interlockings 9.12.4 ABS Territory 9.13 When Instructed to Operate Dual Control Switches by Hand 9.13.1 Hand Operation of Dual Control Switches SSI Item 10-A. 9.13.1 9.14 Movement with the Current of Traffic 9.14.1 Reporting Clear of a Track Having a Current of Traffic 9.14.2 Controlled Block System (CBS) SSI Item 10-A. 9.14.2 9.15 Track Permits General Order No. 27 9.15.1 Issuing Track Permits 9.15.2 Clearing Track Permits 9.16 Stop and Proceed Indication 9.17 Entering Main Track at Hand-Operated or Spring Switch SSI Item 10-A. 9.17 9.17.1 Signal Protection in ABS by Lining Switch SSI Item 10-A. 9.17.1 9.18 Electrically Locked Switches and Derails 9.19 Leaving Equipment in Signal System 9.20 Clear Track Circuits 9.21 Overlap Circuits 9.22 Standing on Sanded Rail 9.23 Suspension of Block System 9.23.1 Guidelines While Block System Is Suspended 9.24 Call Lights
10.0 CTC RULES
10.0 RULES APPLICABLE ONLY IN CENTRALIZED TRAFFIC CONTROL (CTC) 10.1 Authority to Enter CTC Limits General Order No. 27 10.2 Clearing Through Hand-Operated Switches 10.3 Track and Time SSI Item 10-A. 10.3 General Order No. 27 10.3.1 Protection of Limits 10.3.2 Protection of Machines, Track Cars, or Employees 10.3.3 Joint Track and Time 10.3.4 Track and Time Acknowledgment
11.0 ACS AND ATS RULES
11.0 RULES APPLICABLE IN ACS, ATC AND ATS TERRITORIES 11.1 Establishing Absolute Block 11.2 Signal Indications with Absolute Block 11.3 Broken or Missing Seals
12.0 ATS TERRITORY
12.0 RULES APPLICABLE ONLY IN AUTOMATIC TRAIN STOP SYSTEM (ATS) TERRITORY 12.1 Required Equipment SSI Item 10-A. 12.1 12.1.1 ATS Seals and Keys 12.2 ATS Device Cut Out, Not Equipped, or Not Working 12.3 Unusual Conditions 12.3.1 ATS Penalty Brake Application 12.3.2 ATS Inoperative 12.3.3 Damaged Inductor
13.0 ACS TERRITORY
13.0 RULES APPLICABLE ONLY IN AUTOMATIC CAB SIGNAL SYSTEM (ACS) TERRITORY 13.1 General Information 13.1.1 Observance of Signals 13.1.2 Conforming with Block Signals 13.1.3 Does Not Indicate Conditions Ahead 13.1.4 Cab Signals Cut In and Out General Order No. 27 13.1.5 Departure Test General Order No. 27 13.2 Normal Operation 13.2.1 Restrictive to More Favorable 13.2.2 Favorable to More Restrictive 13.2.3 Elimination of Audible Indicator 13.3 Unusual Conditions 13.3.1 Cab Signal and Block Signal Do Not Agree 13.3.2 Inoperative Cab Signal Device 13.3.3 Movement with an Inoperative Cab Signal Device
14.0 TRACK WARRANT CONTROL RULES
14.0 RULES APPLICABLE ONLY WITHIN TRACK WARRANT CONTROL (TWC) LIMITS SSI Item 10-A. 14.0 14.1 Authority to Enter TWC Limits 14.2 Designated Limits 14.3 Operating with Track Warrants 14.3.1 Leaving the Main Track 14.4 Occupying Same Track Warrant Limits SSI Item 10-A. 14.4 14.5 Protecting Men or Equipment SSI Item 10-A. 14.5 14.6 Movement Against the Current of Traffic SSI Item 10-A. 14.6 14.7 Reporting Clear of Limits 14.8 Track Warrant Requests 14.9 Copying Track Warrants SSI Item 10-A. 14.9 14.9.1 Duplicating Track Warrants 14.10 Track Warrant in Effect 14.11 Changing Track Warrants 14.12 Voiding Track Warrants 14.13 Mechanical Transmission of Track Warrants
15.0 TRACK BULLETIN RULES
15.0 TRACK BULLETIN RULES 15.1 Track Bulletins SSI Item 10-A. 15.1 15.1.1 Changing Address of Track Warrants or Track Bulletins 15.2 Protection by Track Bulletin Form B General Order No. 27 15.2.1 Protection for On-Track Equipment 15.2.2 Protection for Non-Railroad Employees SSI Item 10-A. 15.2.2 15.3 Authorizing Movement Against the Current of Traffic 15.4 Protection when Tracks Removed from Service 15.5 Protection When Tracks Blocked With Equipment 15.6 Change of a Rule, General Order, or Special Instruction 15.7 Copying Track Bulletins 15.8 Duplicating Track Bulletins 15.9 Mechanical Transmission of Track Bulletins SSI Item 10-A. 15.9 15.10 Retaining Track Bulletins 15.11 Restriction to Crew Members 15.12 Relief of Engineer or Conductor During Trip SSI Item 10-A. 15.12 15.13 Voiding Track Bulletins 15.14 Delivering Track Bulletins
16.0 DTC RULES
16.0 RULES APPLICABLE ONLY IN DIRECT TRAFFIC CONTROL (DTC) LIMITS 16.1 Authority to Enter DTC Limits 16.2 DTC Block Authority General Order No. 27 16.3 Movement in a Specified Direction General Order No. 25 16.4 Work and Time General Order No. 27 16.5 Change Authority General Order No. 27 16.7 Releasing DTC Block Authority General Order No. 27 16.8 Withdrawing DTC Block Authority 16.9 Communication Failure General Order No. 27
17.0 ATC RULES
17.0 RULES APPLICABLE ONLY IN AUTOMATIC TRAIN CONTROL (ATC) TERRITORY 17.1 Automatic Train Control Territory 17.2 Taking Charge 17.3 Cut In and Cut Out Requirements 17.4 Departure Test Requirements SSI Item 10-A. 17.4 17.4.1 Departure Test Procedure SSI Item 10-A. 17.4.1 17.4.2 ATC Automatic Cut-in Circuit SSI Item 10-A. 17.4.2 17.4.3 Departure Test Reporting SSI Item 10-A. 17.4.3 17.5 High Speed Setting 17.5.1 Over 40 MPH 17.5.2 Under 40 MPH 17.5.3 Restricting Aspect 17.6 Conforming with Block Signals 17.6.1 Approaching Diverging Route 17.7 ATC Failure/Cut-out Enroute SSI Item 10-A. 17.7 17.7.1 Speed Indicator in ATC 17.7.2 ATC Motion Light 17.8 Improper Display
GENERAL CODE OF OPERATING RULES GLOSSARY
19.GL GENERAL CODE OF OPERATING RULES GLOSSARY
1.1 Safety Safety is the most important element in performing duties. Obeying the rules is essential to job safety and continued employment.
1.1.1 Maintaining a Safe Course In case of doubt or uncertainty, take the safe course.
1.1.2 Alert and Attentive Employees must be careful to prevent injuring themselves or others. They must be alert and attentive when performing their duties and plan their work to avoid injury.
1.1.3 Accidents, Injuries, and Defects Report by the first means of communication any accidents; personal injuries; defects in tracks, bridges or signals; or any unusual condition that may affect the safe and efficient operation of the railroad. Where required, furnish a written report promptly after reporting the incident1.1.3 Accidents, Injuries, and Defects
1.1.4 Condition of Equipment and Tools Employees must check the condition of equipment and tools they use to perform their duties. Employees must not use defective equipment or tools until they are safe to use. Employees must report any defects to the proper authority.
1.2 Personal Injuries and Accidents 1.2.1 Care for Injured When passengers or employees are injured, do everything possible to care for them.
1.2.2 Witnesses If equipment is involved in personal injury, loss of life, or damage to property, the employee in charge must immediately secure the names, addresses and occupations of all persons involved, including all persons at the scene when the accident occurred and those that arrived soon after. The employee in charge must secure the names regardless of whether these person admit knowing anything about the accident.
The employee in charge must also obtain the license number of nearby automobiles. When necessary, other employees can assist in obtaining this information, which must be included in reports covering the incident.
Where signaling devices are provided or a flagman is on duty, the employee in charge and assisting employees must try to determine who, among the witnesses, can testify whether the signaling devices were functioning properly or if the flagman was performing his duties properly.
1.2.3 Equipment Inspection If an accident results in personal injury or death, all tools, machinery, and other equipment involved, including the accident site, must be inspected promptly by the foreman, another person in charge of the work, or other competent inspectors. The inspector must promptly forward to his manager a report of the inspection. The report must include the condition of the equipment and the names of those making the inspection
1.2.4 Mechanical Inspection
When engines, cars or other equipment are involved in an accident that results in personal injury or death, the equipment must be inspected before it leaves the accident site.
A mechanical department employee must further inspect the equipment at the first terminal. This employee must promptly report inspection results to the proper manager.
1.2.5 Reporting All cases of personal injury, while on duty or on company property, must be immediately reported to the proper manager and the prescribed form completed.
A personal injury that occurs while off duty that will in any way affect employee performance of duties must be reported to the proper manager as soon as possible. The injured employee must also complete the prescribed written form before returning to service.
If an employee receives a medical diagnosis of occupational illness, he or she must report it immediately to the proper manager.
If an employee is injured on-duty he must report to his manager any follow-up visits to any doctor or other medical care provider resulting from the injury. Specifically, the injured employee must report all:
Physical therapy or chiropractic treatments Prescriptions issued Work restrictions
Medical treatments System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 1.2.5 Reporting If an employee is injured on-duty he must report to his manager any follow-up visits to any doctor or other medical care provider resulting from the injury. Specifically, the injured employee must report all:
Physical therapy or chiropractic treatments Prescriptions issued Work restrictions Medical treatments
1.2.6 Statements
Except when authorized by the proper manager: Information concerning accidents or personal injuries that occur to persons other than employees may be given only to an authorized representative of the railroad or an officer of the law.
Information about the facts concerning the injury or death of an employee may be given only to a person in interest such as the injured employee, an immediate relative of the injured or deceased employee, an authorized representative of the railroad, or an officer of the law.
Information in the files or in other privileged or confidential reports of the railroad concerning accidents or personal injuries may be given only to an authorized representative of the railroad.
1.2.7 Furnishing Information Employees must not withhold information, or fail to give all the facts to those authorized to receive information regarding unusual events, accidents, personal injuries, or rule violation. 1.3 Rules
1.3.1 Rules, Regulations, and Instructions Safety Rules. Employees must have a copy of, be familiar with, and comply with all safety rules issued in a separate book or in another form.
General Code of Operating Rules. Employees governed by these rules must have a current copy they can refer to while on duty.
Hazardous Materials. Employees who in any way handle hazardous materials must have a copy of the instructions or regulations for handling these materials. Employees must be familiar with and comply with these instructions or regulations.
Air Brakes. Employees whose duties are affected by air brake operation must have a copy of the files and instructions for operating air brakes and train handling. Employees must know and obey these rules and instructions.
Timetable/Special Instructions. Employees whose duties are affected by the timetable/special instructions must have a current copy they can refer to while on duty.
Train Dispatchers and Control Operators. The train dispatchers and control operators must have a copy of rules and instructions for train dispatchers and control operators. They must be familiar with and obey those rules and instructions.
Classes. Employees must be familiar with and obey all rules, regulations, and instructions and must attend required classes. They must pass the required examinations.
Explanation. Employees must ask their supervisor for an explanation of any rule, regulation, or instruction they are unsure of.
Issued, Canceled, or modified. Rules may be issued, canceled, or modified by track bulletin, general order, or special instructions.
When there is a conflict, Subdivision Special Instructions takes precedence over System Special Instructions.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 1.3.1 Issued, Canceled, or Modified When there is a conflict, Subdivision Special Instructions takes precedence over System Special Instructions. 1.3.2 General Orders General Orders:
Are numbered consecutively.
Are issued and canceled by the designated manager.
Contain only information and instructions related to rules or operating practices.
Replace any rule, special instruction, or regulation that conflicts with the general order.
Before beginning each day's work or trip, trainmen, enginemen, and any others whose duties require, must review general orders that apply to the territory they will work on.
1.3.3 Circulars, Instructions, and Notices Circulars, instructions, notices, and other information are issued and canceled by the designated manager. Before beginning each day's work or trip, trainmen, enginemen, and any others whose duties require, must review those that apply to the territory they will work on.
1.4 Carrying out Rules and Reporting Violations Employees must cooperate and assist in carrying out the rules and instructions. They must promptly report any violations to the proper supervisor. They must also report any condition or practice that may threaten the safety of trains, passengers, or employees, and any misconduct or negligence that may affect the interest of the railroad.
1.5 Drugs and Alcohol The use or possession of alcoholic beverages while on duty or on company property is prohibited. Employees must not have any measurable alcohol in their breath or in the bodily fluids when reporting for duty, while on duty or while on company property.
The use or possession of intoxicants, over-the-counter or prescription drugs, narcotics, controlled substances, or medication that may adversely affect safe performance is prohibited while on duty or on company property, except medication that is permitted by a medical practitioner and used as prescribed. Employees must not have any prohibited substances in their bodily fluids when reporting for duty, while on duty, or while on company property. Beyond this rule, the UPRR Drug and Alcohol Policy contained in Chapter 90 governs each UPRR employee.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 1.5 Drugs and Alcohol Beyond this rule, the UPRR Drug and Alcohol Policy contained in Chapter 90 governs each UPRR employee.
1.6 Conduct
Employees must not be:
1. Careless of the safety of themselves or others 2. Negligent 3. Insubordinate 4. Dishonest 5. Immoral 6. Quarrelsome or 7. Discourteous
Any act of hostility, misconduct, or willful disregard or negligence affecting the interests of the Company or its employees is sufficient cause for dismissal and must be reported. Indifference to duty, or to the performance of duty, will not be condoned.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 1.6 Conduct Add paragraph to read: Any act of hostility, misconduct, or willful disregard or negligence affecting the interests of the Company or its employees is sufficient cause for dismissal and must be reported. Indifference to duty, or to the performance of duty, will not be condoned.
1.6.1 Motor Vehicle Driving Records
Employees certified as locomotive engineers, whatever class of service, must report convictions for:
Operating a motor vehicle while under the influence of or impaired by alcohol or a controlled substance. Refusal to undergo such testing when a law enforcement official seeks to find out whether a person is operating under the influence of alcohol or a controlled substance.
State-sponsored diversion programs, guilty pleas, and completed state actions to cancel, revoke, suspend, or deny a driver's license are considered convictions as applied to this rule.
An employee must report any conviction to an employee assistance representative within 48 hours after the employee receives notice of the conviction.
General Order No. 27 December 17, 2001
Rule 1.6.1 (Motor Vehicle Driving Records)
CHANGE last paragraph to read:
An employee must report any conviction to an employee assistance representative within 48 hours after the employee receives notice of the conviction.
1.6.1 Motor Vehicle Driving Records Employees certified as locomotive engineers, whatever class of service, must report convictions for:
Operating a motor vehicle while under the influence of or impaired by alcohol or a controlled substance. Refusal to undergo such testing when a law enforcement official seeks to find out whether a person is operating under the influence of alcohol or a controlled substance.
State-sponsored diversion programs, guilty pleas, and completed state actions to cancel, revoke, suspend, or deny a driver's license are considered convictions as applied to this rule.
An employee must report any conviction to an employee assistance representative within 48 hours after the employee receives notice of the conviction.
General Order No. 27 December 17, 2001 Rule 1.6.1 (Motor Vehicle Driving Records) CHANGE last paragraph to read: An employee must report any conviction to an employee assistance representative within 48 hours after the employee receives notice of the conviction.
1.6.2 Notification of Felony Convictions
The conduct of any employee leading to conviction of any felony is prohibited. Any employee convicted of a felony must notify his or her supervisor of that fact not later than the end of the first business day immediately following the day the employee receives notice of the conviction.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 1.6.2 Notification of Felony Convictions Add new rule: The conduct of any employee leading to conviction of any felony is prohibited. Any employee convicted of a felony must notify his or her supervisor of that fact not later than the end of the first business day immediately following the day the employee receives notice of the conviction.
1.6.3 Notification of Deteriorating Vision or Hearing
Any locomotive engineer who has knowledge that their hearing or vision has deteriorated and cannot be corrected to the minimum acceptable requirement as outlined in federal regulations (20/40 distant visual acuity, 70 degree field of vision, ability to recognize/distinguish between railroad color signals, hearing loss no greater than 40 decibels), must report that fact immediately to their supervisor or the medical department.
General Order No. 27 December 17, 2001 Rule 1.6.3 (Notification of Deteriorating Vision or Hearing) ADD New Rule Reading: Any locomotive engineer who has knowledge that their hearing or vision has deteriorated and cannot be corrected to the minimum acceptable requirement as outlined in Federal Regulations (20/40 distant visual acuity, 70 degree field of vision, ability to recognize/distinguish between railroad color signals, hearing loss no greater than 40 decibels), must report that fact immediately to their supervisor or the medical department
1.6.3 Notification of Deteriorating Vision or Hearing
Any locomotive engineer who has knowledge that their hearing or vision has deteriorated and cannot be corrected to the minimum acceptable requirement as outlined in federal regulations (20/40 distant visual acuity, 70 degree field of vision, ability to recognize/distinguish between railroad color signals, hearing loss no greater than 40 decibels), must report that fact immediately to their supervisor or the medical department.
General Order No. 27 December 17, 2001 Rule 1.6.3 (Notification of Deteriorating Vision or Hearing) ADD New Rule Reading: Any locomotive engineer who has knowledge that their hearing or vision has deteriorated and cannot be corrected to the minimum acceptable requirement as outlined in Federal Regulations (20/40 distant visual acuity, 70 degree field of vision, ability to recognize/distinguish between railroad color signals, hearing loss no greater than 40 decibels), must report that fact immediately to their supervisor or the medical department
1.7 Altercations Employees must not enter into altercations with each other, play practical jokes, or wrestle while on duty or on railroad property
1.8 Appearance Employees reporting for duty must be clean and neat. They must wear the prescribed uniform when required.
1.9 Respect of Railroad Property Employees must behave in such a way that the railroad will not be criticized for their actions.
1.10 Games, Reading, or Electronic Devices Unless permitted by the railroad, employees on duty, must not:
Play games. Read magazines, newspapers, or other literature not related to their duties. or Use electronic devices not related to their duties.
1.11 Sleeping Employees must not sleep while on duty, except as outlined under Rule 1.11.1 (Napping). Employees reclined with their eyes closed will be in violation of this rule.
1.11.1 Napping Napping is permitted by train crews, except crews in passenger, commuter or yard service, under the following conditions:
The crew is waiting for departure of their train.
or
The train is stopped enroute waiting to be met or passed by a train, waiting for track work, waiting for helper locomotive, or similar conditions.
Restrictions are as follows: A job briefing must be conducted, with agreement reached as to whom will nap and who must remain awake. Each crewmember has the right and responsibility to refuse to allow another crewmember to take a nap if doing so could jeopardize the personal safety of employees, the train, or the public. One crewmember must remain awake at all times. The nap period must not exceed 45 minutes, which includes the time needed to fall asleep. The napping employee is relieved of all duties. Train must not be delayed for an employee to take a nap. When conditions allow the train to move, the employee who is to remain awake must immediately waken the napping employee. Before napping, waiting for the arrival of their train, employees must ensure all other duties have been completed. These duties include reviewing all general orders and general notices; securing and reviewing track warrants, track bulletins, and other paperwork, if available. Before napping is allowed enroute, the employee in charge of the locomotive controls must: Make at least a 10-pound brake pipe reduction. Place generator field switch in the "OFF" position. Center and remove the reverse, if removable. The employee who is to remain awake must remain on the locomotive while others on the locomotive are napping, except when inspecting passing trains. If waiting for the arrival of or make-up of train, one crewmember must remain awake while waiting for their train's arrival or make-up at their initial terminal unless arrangements have been made with a third party to wake up all crewmembers.
Crews that are deadheading or otherwise relieved of duties may nap.
1.12 Weapons While on duty or on railroad property, employees must not have firearms or other deadly weapons, including knives with a blade longer than 3 inches. However, railroad police are authorized to possess firearms in the course of their work.
1.13 Reporting and Complying with Instructions Employees will report to and comply with instructions from supervisors who have the proper jurisdiction. Employees will comply with instructions issued by managers of various departments when the instructions apply to their duties.
1.14 Employee Jurisdiction Employees are under the jurisdiction of the supervisors of the railroad they are operating on. When operating on another railroad, unless otherwise instructed, employees will be governed by:
Safety rules, air brake and train handling rules and hazardous materials instructions of the railroad they are employed by. The operating rules and timetable/special instructions of the railroad they are operating on.
1.15 Duty - Reporting or Absence Employees must report for duty at the designated time and place with the necessary equipment to perform their duties. They must spend their time on duty working only for the railroad. Employees must not leave their assignment, exchange duties, or allow others to fill their assignment without proper authority. Continued failure by employees to protect their employment will be sufficient cause for dismissal.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 1.15 Duty - Reporting or Absence Add a sentence to read: Continued failure by employees to protect their employment will be sufficient cause for dismissal.
1.16 Subject to Call Employees subject to call must indicate where they can be reached and must not be absent from their calling place without notifying those required to call them.
1.17 Hours of Service Law Employees must be familiar and comply with the requirements of the federal hours of service law. Employees are expected to use off-duty time so they are prepared for work.
If an employee is called to report for duty before legal off-duty time has expired, before accepting the call to work the employee must notify the individual making the call that off-duty time has not expired.
A. Notification
When communication is available, employees must notify the train dispatcher or another authority of the time the law requires them to be off duty. Employees must provide notification early enough that they may be relieved, or transportation provided, before they exceed the hours of service.
B. Exceeding the Law
Employees must not exceed the hours of service law without proper authority. However, they must not leave trains, engines, or cars on the main track without proper protection. Employees must secure trains properly and, if possible, before they exceed the hours of service. Except as provided by this paragraph, employees are then relieved of all duties.
1.18 Unauthorized Employment Employees must not engage in another business or occupation that would create a conflict of interest with their employment on the railroad or would interfere with their availability for service or the proper performance of their duties.
1.19 Care of Property Employees are responsible for properly using and caring for railroad property. Employees must return the property when the proper authority requests them to do so. Employees must not use railroad property for their personal use.
1.20 Alert to Train Movement Employees must expect the movement of trains, engines, cars or other movable equipment at any time, on any track and in either direction.
Employees must not stand on the track in front of an approaching engine, car or other moving equipment.
Employees must be aware of the ___location of structures or obstructions where clearances are close.
1.21 Occupying Roof Employees whose duties require them to occupy the roof of a car or engine must do so only with proper authority and when the equipment is standing.
1.22 Not Permitted on Equipment Unauthorized persons must not be permitted on equipment.
1.23 Altering Equipment
Without proper authority, employees must not alter, nullify, change the design of, or in any manner restrict or interfere with the normal function of any device or equipment on engines, cars, or other railroad property, except in the case of an emergency. Employees must report to the proper supervisor changes made in an emergency.
1.23.1 Locomotive-Mounted Safety Devices
A. Tampering with or Disabling Locomotive-mounted Safety Devices
Employees are prohibited from tampering with or disabling any locomotive mounted safety device. Employees are prohibited from knowingly operating a train when the controlling locomotive of that train is equipped with a disabled safety device, except as provided in part C of this rule.
Safety devices include crew alertness devices, automatic cab signal devices, automatic train control/train stop devices, and event recording devices.
B. Inspection of Locomotive-mounted Safety Devices The engineer must make a visual inspection of accessible safety devices in the controlling locomotive cab, nose or vestibule, or in the cab control car when taking charge of a locomotive or train to ensure that:
Nothing interferes with their intended function. Switches and breakers controlling the devices are in proper position. Seals, as appropriate, are properly applied. There is no apparent damage to the device.
If any exceptions are detected, immediately report them to the train dispatcher.
C. Operation of Trains with Defective or Disabled Locomotive-mounted Safety Devices Locomotives or cab control cars with defective or disabled safety devices must not be operated as the controlling unit unless:
Provided for in the operating rules,
or
Authorized by the train dispatcher. System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 1.23.1 Locomotive-Mounted Safety Devices Add New Rule: A. Tampering with or Disabling Locomotive-mounted Safety Devices
Employees are prohibited from tampering with or disabling any locomotive mounted safety device. Employees are prohibited from knowingly operating a train when the controlling locomotive of that train is equipped with a disabled safety device, except as provided in part C of this rule.
Safety devices include crew alertness devices, automatic cab signal devices, automatic train control/train stop devices, and event recording devices.
B. Inspection of Locomotive-mounted Safety Devices The engineer must make a visual inspection of accessible safety devices in the controlling locomotive cab, nose or vestibule, or in the cab control car when taking charge of a locomotive or train to ensure that:
Nothing interferes with their intended function. Switches and breakers controlling the devices are in proper position. Seals, as appropriate, are properly applied. There is no apparent damage to the device.
If any exceptions are detected, immediately report them to the train dispatcher.
C. Operation of Trains with Defective or Disabled Locomotive-mounted Safety Devices Locomotives or cab control cars with defective or disabled safety devices must not be operated as the controlling unit unless:
Provided for in the operating rules,
or Authorized by the train dispatcher.
1.24 Clean Property Railroad property must be kept in a clean, orderly, and safe condition. Railroad buildings, facilities, or equipment must not be damaged or defaced. Only information authorized by the proper manager or required by law may be posted on railroad property.
1.25 Credit or Property Unless specifically authorized, employees must not use the railroad's credit and must not receive or pay out money on the railroad account. Employees must not sell or in any way get rid of railroad property without proper authority. Employees must care for all articles of value found on railroad property and promptly report the articles to the proper authority.
1.26 Gratuities Employees must not discriminate among railroad customers. Employees must not accept gifts or rewards from customers, suppliers, or contractors of the railroad.
1.27 Divulging Information Employees who make up, handle, or care for any of the following must not allow an unauthorized person to access them or disclose any information contained in them:
Correspondence Reports Books Bills of lading Waybills Tickets Statistics
1.28 Fire Employees must take every precaution to prevent loss and damage by fire.
Employees must report promptly to the train dispatcher any fires seen on or near the right of way, unless the fires are being controlled. If there is danger of the fire spreading to a bridge or other structure, crew members must stop their train and help extinguish the fire. Cause of fire, if known, must be promptly reported.
1.29 Avoiding Delays
Crew members must operate trains and engines safely and efficiently. All employees must avoid unnecessary delays.
When possible, train or engine crews wanting to stop the train to eat must ask the train dispatcher at least one hour and thirty minutes before the desired stop.
1.30 Riding Engine When possible, crew members on the head end of freight trains must ride in the control compartment of the engine.
When riding on the head end, the conductor will ride in the control compartment.
The conductor may ride in a trailing unit only when:
At least one trainman rides in the control compartment, The control compartment is not equipped with an operable on board terminal. The trailing unit is equipped with an operable on board terminal, and
The conductor needs to complete work order reporting. System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 1.30 Riding Engines Add: The conductor may ride in a trailing unit only when:
At least one trainman rides in the control compartment, The control compartment is not equipped with an operable on board terminal. The trailing unit is equipped with an operable on board terminal, and The conductor needs to complete work order reporting.
1.31 Repairs to Foreign Cars Crewmembers who repair foreign cars must report the repairs on the prescribed form.
1.32 Overheated Wheels When overheated wheels are found on a train, the train must be stopped and held a minimum of 10 minutes to allow the heat to equalize through the wheel.
1.33 Inspection of Freight Cars When personnel are not on duty primarily to inspect freight cars, each car placed in the train may be moved after it receives a safety inspection as follows:
Cars must be checked for: - Leaning. - Sagging. - Improper position on the truck. - Objects hanging or dragging from the car or extending from the side. - Insecurely attached doors. - Broken or missing safety appliances. - Contents leaking from placard hazardous material car. - Insecure coupling device. - Overheated wheel or journal. - Broken or cracked wheel. - Brake that fails to release.
- Staff type brake not in fully raised position. - Any apparent hazard that could cause an accident
Open top loads, including trailers and containers on flat cars, must be loaded safely.
If width or height approaches clearance restrictions, movement must be cleared with the proper authority.
A freight car with any defect that makes movement unsafe must be corrected or set out of the train.
A freight car with three bad order tags indicating that the car is safe to move may be moved to the nearest car repair point. The conductor will remove one bad order tag from the side with two tags. The conductor will use the written information from the tag to inform other crewmembers of the restrictions.
1.34 Flat Spots If a wheel on a piece of equipment has a flat spot more than 2-1/2 inches long, or if the wheel has adjoining flat spots that are each at least 2 inches long, the equipment must not be moved faster than 10 MPH. Such equipment in a train must be set out at the first available point.
1.35 Dump Doors Be sure dump doors on cars are closed after a load is dumped. If cars must be moved short distances with the dump doors open, make sure the doors and chains will clear tracks and crossings.
36 Excessive Dimension Loads Place excessive dimension loads on or near the head end of trains.
Instructions will be issued to trains handling excessive dimension loads. If no instructions have been issued regarding handling the car, the conductor will immediately notify the train dispatcher.
Crewmembers handling excessive dimension equipment must ensure that the equipment will clear nearby objects, including equipment on adjacent tracks. If the train cannot reach a point with enough clearance, crewmembers must make sure protection is provided against movements on adjacent tracks.
1.37 Open Top Loads Flat cars, open top cars, and open top TOFCs/COFCs with loads that are likely to shift must not be placed in trains next to the following if train length and makeup permit:
Occupied outfit car Passenger car Engine Caboose Shipment of automotive vehicles and machinery that is not fully enclosed
This restriction does not apply to cars with permanent tie-downs
1.38 Shipments Susceptible to Damage Shipments with painted or finished surfaces susceptible to damage, such as automobiles, trucks, tractors, combines, and other similar equipment or machinery, must not be placed closer than the fifth car behind open top cars loaded with commodities such as coal, sand, gravel, lime, soda ash, etc. subject to wind, vapor or fume action on adjacent cars. Exceptions include shipments susceptible to damage that are:
Loaded in cars that fully enclose the shipments.
or
Fully protected by a covering.
An open top car loaded with sand, gravel, lime, soda ash, etc., subject to wind, vapor, or fume action in other than a solid unit train must not be placed immediately ahead of an occupied caboose.
1.39 Accuracy of Speed Indicator The engineer must verify speed indicator accuracy as soon as possible after taking charge of the engine. If the speed indicator is not accurate to within 3 MPH plus or minus at speeds of 10 to 30 MPH and to within 5 MPH plus or minus at speeds above 30 MPH, the engineer must immediately report the variance to the train dispatcher.
1.40 Reporting Engine Defects The engineer will report any engine defect on the proper form and notify the relieving engineer, when needed.
1.41 Engines Coupled to Occupied Passenger Cars Engines coupled to equipment that includes occupied passenger cars must not be left without an authorized employee in charge.
1.42 Trains Detoured When trains are detoured over another railroad, the engineer of the detoured train will operate the engine, unless otherwise approved by a manager of the railroad the train is being detoured over.
The pilot will inform the engineer of speed restrictions, signals, sidings, etc. to make sure the train detours over the railroad safely.
1.43 Stopped in Tunnels A. Engine or Train Stopped in Tunnel
When an engine is stopped in a tunnel and cannot move promptly, crewmembers must:
1. Shut down diesel engine at once. 2. Shut down Waukesha or similar type engine. 3. Make a full service air brake application. 4. Apply hand brakes to prevent movement in case the air brakes leak off.
B. Passenger Train Stopped in Tunnel or Deep Snow
Crewmembers of a passenger train stopped in a tunnel or deep snow must:
1. Shut off any air circulating systems including: a. Air conditioning b. Ice Machines c. Generators 2. Shut air intake shutters. 3. Turn off blower fans.
C. Notification if Stopped in Tunnel or Deep Snow
The train dispatcher should be notified immediately so that proper arrangements can be made to protect persons and equipment.
D. When These Requirements Will Not Apply
These requirements will not apply if air currents carry the exhaust gases away from the train. Safety of passengers and crewmembers must be the first consideration.
1.44 Duties of Train Dispatchers Train dispatchers supervise train movement and any employees connected with that movement.
1.45 Duties of Control Operators and Operators Control Operators and operators are under the direction of the train dispatcher when their duties concern handling track warrants, track bulletins, lineups, the movement of trains, and any other instructions issued by the train dispatcher.
.46 Duties of Yardmasters The yardmaster is responsible for and shall directly supervise yard crews, clerks, and all other employees working in the yard. The yardmaster must see that they work in a safe, efficient, and economical manner, according to the rules, regulations, and instructions of the railroad. Yardmasters must ensure the prompt and regular movement of cars, especially the proper makeup of trains and their movement into and out of the yard.
At locations where yardmasters are on duty, employees in train, engine, and yard service must comply with the yardmaster's instructions. At locations where no yardmaster is on duty, these employees will work according to the instructions of designated employees. 1.47 Duties of Trainmen and Enginemen The conductor and the engineer are responsible for the safety and protection of their train and observance of the rules. If any conditions are not covered by the rules, they must take every precaution for protection.
A. Conductor Responsibilities
1. The conductor supervises the operation and administration of the train (if trains are combined with more than one conductor on board, the conductor with the most seniority takes charge). All persons employed on the train must obey the conductor's instructions, unless the instructions endanger the train's safety or violate the rules. If any doubts arise concerning the authority for proceeding or safety, the conductor must consult with the engineer who will be equally responsible for the safety and proper handling of the train.
2. The conductor must advise the engineer and train dispatcher of any restriction placed on equipment being handled.
3. When the conductor is not present, other crewmembers must obey the instructions of the engineer concerning rules, safety, and protection of the train.
4. Freight conductors are responsible for the freight carried by their train. They are also responsible for ensuring that the freight is delivered with any accompanying documents to its destination or terminals. Freight conductors must maintain any required records.
B. Engineer Responsibilities
1. The engineer is responsible for safely and efficiently operating the engine. Crewmembers must obey the engineer's instructions that concern operating the engine. A student engineer or other qualified employee may operate the engine under close supervision of the engineer. Any employee that operates an engine must have a current certificate in his possession.
2. The engineer must check with the conductor to determine if any cars or units in the train require special handling.
C. Conductors and engineers must ensure that their subordinates are familiar with their duties, determine the extent of their experience and knowledge of the rules, and instruct them, when necessary, how to perform their work properly and safely.
D. Other Crew Members Responsibility
1. To ensure the train is operated safely and rules are observed, other crewmembers must assume as much responsibility as possible to prevent accidents or rule violations.
2. When the conductor or engineer fails to stop the train, or emergency requires, other crewmembers must stop the train immediately
2.0 RAILROAD RADIO RULES
2.1 Transmitting Any employee operating a radio must do the following:
Before transmitting, listen long enough to make sure the channel is not being used.
Give the required identification
Not proceed with further transmission until acknowledgment is received . 2.2 Required Identification Employees transmitting or acknowledging a radio communication must begin with the required identification. The identification must include the following in this order:
For base or wayside stations: - Name or initials of the railroad - Name and ___location or other unique designation
For mobile units: - Name or initials of the railroad - Train name (number), engine number, or words that identify the precise mobile unit.
If communication continues without interruption, repeat the identification every 15 minutes.
Short Identification
After making a positive identification for switching, classification, and similar operations within a yard, fixed and mobile units may use a short identification after the initial transmission and acknowledgment.
2.3 Repetition An employee who receives a transmission must repeat it to the person transmitting the message, except when the communication:
Concerns yard switching operations.
Is a recorded message from an automatic alarm device.
or Is general and does not contain any information, instruction, or advice that could affect the safety of a railroad operation.
2.4 Ending Transmission Employees using a radio for transmissions must state to the employee receiving the transmission the following as it applies to indicate the communication has ended or is completed:
"OVER" - when a response is expected
Or
"OUT" proceeded by required identification - when no response is expected.
However, these requirements do not apply to yard switching operations.
2.5 Communication Redundancy The controlling unit of any train that requires an air brake test must be equipped with an operative radio, unless relieved by Rule 2.17.1 (Equipment Failure). In addition, these trains must have a second means of communication, which may include:
An operative radio on any unit in the consist.
A portable radio
or
Other wireless communication device.
2.6 Communication Not Understood or Incomplete An employee who does not understand a radio communication or who receives a communication that is incomplete must not act upon the communication and must treat it as if it was not sent.
EXCEPTION: An employee who receives information that may affect the safety of employees or the public or cause damage to property must take the safe course. When necessary, stop movement until the communication is understood.
2.7 Monitoring Radio Transmissions Radios in attended base stations or mobile units must be turned on to the appropriate channel with the volume loud enough to receive communications. Employees attending base stations or mobile units must acknowledge all transmissions directed to the station or unit.
2.8 Acknowledgment An employee receiving a radio call must acknowledge the call immediately unless doing so would interfere with safety.
2.9 Misuse of Radio Communications
Employees must not use radio communication to avoid complying with any rule.
2.10 Emergency Calls Emergency calls will begin with the words "EMERGENCY," "EMERGENCY," "EMERGENCY". These calls will only be used to cover initial reports of derailments, collisions, storms, washouts, fires, track obstructions, property damage, or injury to employees or the public. Emergency calls must contain as much complete information as possible.
All employees must give absolute priority to an emergency communication. Unless they are answering or aiding the emergency call, employees must not send any communication until they are certain no interference will result.
2.11 Prohibited Transmissions
Employees must not transmit a false emergency or an unnecessary or unidentified communication. Employees must not use indecent language over the radio. Employees must not reveal the existence, contents, or meaning of any communication (except emergency communications) to persons other than those it is intended for, or those whose duties may require knowing about it.
2.12 Fixed Signal Information Employees must not use the radio to give information to a train or engine crew about the name, position, aspect, or indication displayed by a fixed signal, unless the information is given between members of the same crew or the information is needed to warn of an emergency.
2.13 In Place of Hand Signals When the radio is used instead of hand signals for backing and shoving movements, information must include the direction and distance to be traveled.
Movement must stop within half of the distance specified unless additional instructions are received.
2.14 Mandatory Directives Mandatory directives are authorities to occupy a main track or speed restrictions which affect the movement of equipment.
Mandatory directives are:
Track warrants Track bulletins DTC authority Track and time Track permits Radio speed restrictions
When transmitted by radio, a mandatory directive must be transmitted according to applicable operating rules and the following:
The train dispatcher must state which mandatory directive will be transmitted.
The employee must inform the train dispatcher when ready to copy stating the employee's name, identification, and ___location, and exact ___location on the main track or where the main track will be entered. An employee operating the controls of a moving engine may not copy mandatory directives. In addition, mandatory directives must not be transmitted to the crew of a moving train if the conductor, engineer or train dispatcher feels that the transmission could adversely affect the safe operation of the train.
The employee receiving a mandatory directive must copy it in writing using the format outlined in the operating rules.
Mandatory directives that have been fulfilled or canceled shall be marked in accordance with applicable operating rules and retained for the duration of that crew's tour of duty.
When it is necessary to transmit a track restriction not covered by a track bulletin directly to a train, the restriction will be issued using the following format: (Train ID) do not exceed (speed) between (___location) and (___location). If no flags are displayed, the words "No flags are displayed" will be added to the format.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 2.14 Mandatory Directive Add a paragraph reading: When it is necessary to transmit a track restriction not covered by a track bulletin directly to a train, the restriction will be issued using the following format: (Train ID) do not exceed (speed) between (___location) and (___location). If no flags are displayed, the words "No flags are displayed" will be added to the format.
2.15 Phonetic Alphabet If necessary, a phonetic alphabet (Alpha, Bravo, Charlie, etc.) will be used to pronounce clearly any letter used as an initial, except initial letters of the railroads.
2.16 Assigned Frequencies The railroad must authorize any radio transmitters used in railroad service. Radio transmitter must operate on frequencies the Federal Communications Commission assigned the railroad. Employees are prohibited from using other transmitters or railroad frequencies not assigned to that particular territory.
2.17 Radio Testing Test radios to be used as soon as possible before beginning of work assignment.
The radio test must include an exchange of voice transmissions with another radio. The test must confirm the quality of the radio's transmission
2.18 Malfunctioning Radio Malfunctioning radios must not be used. As soon as possible, notify each crewmember and the train dispatcher or other affected employees that the radio is not working.
If a radio fails on the controlling locomotive enroute, the train may continue until:
The next calendar day inspection
or The nearest forward point where the radio can be repaired or replaced,
whichever occurs first.
2.19 Blasting Operations Employees must not operate radio transmitter located less than 250 feet from blasting operations.
2.20 Internal Adjustments Employees are prohibited from making internal adjustments to a railroad radio unless they are specifically authorized by the FCC or hold a current Certified Technicians Certificate. Employees authorized to make adjustments must carry their FCC operator license, Certified Technicians Certificate, or verification card while on duty.
3.0 STANDARD TIME
3.1 Standard Clocks Standard clocks will be labeled with a sign that reads "Standard Clock."
Employees responsible for setting standard clocks will make sure clocks show the correct time.
Continental time (0100 hours, 0200 hours, etc.) may be used.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 1. TIME COMPARISON Obtain Coordinated Universal Time (Greenwich Time) by calling:
8-271-4601 or 8-976-1111
Use the following table to convert from Coordinated Universal Time:
From the first Sunday in April until the last Sunday in October, convert to:
By Subtracting: From the last Sunday in October until the first Sunday in April, convert to: By Subtracting:
Central Daylight Savings Time
5 hours Central Standard Time 6 hours
Mountain Daylight Savings Time
6 hours Mountain Standard Time 7 hours
Pacific Daylight Savings Time
7 hours Pacific Standard Time 8 hours
3.2 Watch Requirement While on duty, all employees who do not work in an office with a standard clock must have a watch. The watch must:
Be in good working condition and reliable.
Display hours, minutes and seconds.
3.3 Time Comparison Every day before beginning work, all employees must do one of the following:
Compare their watch with a standard clock. Ask the train dispatcher for the correct time. Compare their watch with an employee who has the correct time
or Compare their watch with the time service designated in the special instructions.
Employees must make sure their watch does not vary from the correct time by more than 30 seconds.
4.0 TIMETABLES
4.1 New Timetable The moment a new timetable goes into effect, it will replace the previous one.
4.1.1 Notice of New Timetable At least 24 hours before a new timetable goes into effect, notification will be made by general order. A track bulletin will also be issued at least 24 hours before the new timetable goes into effect and continue for 6 days after the effective date.
4.2 Special Instructions Special instructions will replace any rule or regulation with which they conflict.
4.3 Timetable Characters Timetable characters are letters and symbols located in the timetable station column. These letters and symbols indicate the special conditions at specific locations (such as yard limits and manual interlockings). A timetable station column may also include information on the method of operation (such as TWC, ABS, CTC, or DTC). Explanation of characters will be shown in the timetable. 3.0 STANDARD TIME
5.0 SIGNALS AND THEIR USE
5.1 Signal Equipment Employees who give or display signals must have the proper appliances. Appliances must be in good condition and ready to use.
5.2 Receiving and Giving Signals
5.2.1 Looking for Signals To recognize and follow signals correctly, employees must:
Always be on the lookout for signals. Comply with the intent of the signal. Not act on any signal that they do not understand or that may be intended for other trains or engines
5.2.2 Signals Used by Employees To give clear signals during the day and night, employees must:
A. During the Day 1. Use the correct color of flags or lights. 2. Use day signals from sunrise to sunset. 3. Flagmen providing protection as outlined in Rule 6.19 must have a red flag, a minimum of eight torpedoes, and six red fusees.
B. At Night 1. Use the correct color of reflectorized flags or lights. 2. Use night signals from sunset to sunrise or when day signals cannot be seen clearly. 3. Flagmen providing protection as outlined in Rule 6.19 must have a white light, a minimum of eight torpedoes, and six red fusees.
Flags may be made from cloth, metal or other suitable material.
Locomotive flagging kits on UPRR must be equipped with a Red Flag and Six Fusees.
General Order No. 27 December 17, 2001
Rule 5.2.2 (Signals Used By Employees)
ADD A Sentence Reading:
Locomotive flagging kits on UPRR must be equipped with a Red Flag and Six Fusees
5.3 Hand and Radio Signals
5.3.1 Hand Signals The following diagram illustrates the hand signals for a train or engine to stop, proceed, or backup.
Employees may use other hand signals only if all crewmembers understand the signals. When employees are not giving hand signals, they must not make any gestures or movements that may resemble a hand signal.
5.3.2 Giving Signals
Employees who give signals must:
Make sure signals can be plainly seen. Give signals clearly so they can be understood. Give signals on the engineer's side of the track when practical.
5.3.3 Signal Disappearance
If a person disappears who is giving the signal to back or shove a train, engine, or car, or the light being used disappears, employees must:
Stop movement, unless employee on leading car controls the air brakes.
5.3.4 Signal to Stop
Any object waved violently by any person on or near the track is a signal to stop.
5.3.5 Acknowledge Stop Signal Except when switching, acknowledge hand signals to stop a train. Acknowledge any signal to stop a train unless it is a fixed signal. When flagged, the engineer must obtain a thorough explanation from the flagman before proceeding.
General Order No. 27 December 17, 2001
RULE 5.3.5 (ACKNOWLEDGE STOP SIGNAL)
CHANGE RULE TO READ:
EXCEPT WHEN SWITCHING, ACKNOWLEDGE HAND SIGNALS TO STOP A TRAIN. WHEN FLAGGED, THE ENGINEER MUST OBTAIN A THOROUGH EXPLANATION FROM THE FLAGMAN BEFORE PROCEEDING
5.3.6 Radio and Voice Communication Use hand signals for all lite engine movements when the engine is in view. Use the radio only when the engine is not in sight of the crewmember giving the signals or in case of emergency.
Employees may use radio and other means of voice communication to give information when using hand signals is not practical.
When use of hand signals is not practical, employees may use radio or other means of voice communication to give information.
Employees must make sure crewmembers:
Know which moves will be made by radio communication. Understand that while using the radio, the engineer will not accept any hand signals, unless they are Stop signals.
General Order No. 27 December 17, 2001
Rule 5.3.6 (Radio and Voice Communication)
Change Rule To Read:
Use hand signals for all lite engine movements when the engine is in view. Use the radio only when the engine is not in sight of the crewmember giving the signals or in case of emergency.
When use of hand signals is not practical, employees may use radio or other means of voice communication to give information. Employees must make sure crewmembers:
Know which moves will be made by radio communication. Understand that while using the radio, the engineer will not accept any hand signals, unless they are Stop signals
5.3.7 Radio Response When radio communication is used to make movements, crewmembers must respond to specific instructions given for each movement. In addition:
Radio communications for backing and shoving movement must specify the direction and distance and must be acknowledged when distance specified is more than four cars.
Movement must stop within half of the distance specified unless additional instructions are received.
5.4 Flags for Temporary Track Conditions
5.4.1 Temporary Restrictions Track bulletins, track warrants, or general orders may restrict or stop train movements because of track conditions, structures, men or equipment working. Yellow flags will be used for temporary speed restrictions. Yellow-red flags will be used when a train may be required to stop.
5.4.2 Display of Yellow Flag A. Restriction Specified in Writing
Two Miles Ahead of Restricted Area. Yellow flags warn trains to restrict movement because of track conditions or structures. To make sure train movement is restricted at the right ___location, employees must display a yellow flag 2 miles before the restricted area.
Diagram A.
Less than Two Miles Ahead of Restricted Area. When the restricted area is close to a terminal, junction or another area, employees will display the yellow flag less than 2 miles before the restricted area. This information will also be included in the track bulletin, track warrant, or general order.
Diagram B.
Once the Train Reaches the Restricted Area. The speed specified by track warrant, track bulletin, general order, or radio speed restriction must not be exceeded until the rear of the train clears the restricted area.
Once the Train Reaches the Restricted Area. The speed specified by track warrant, track bulletin or general order must not be exceeded until the rear of the train clears the restricted area.
B. Restriction Is Not Specified in Writing
When a yellow flag is displayed and the restriction is not specified by a track bulletin, track warrant or general order, once the train is 2 miles beyond the yellow flag, crewmembers must:
1. Continue moving the train but at a speed not exceeding 10 MPH.
2. Resume speed only after the rear of the train has:
a. Passed a green flag.
or
b. Traveled 4 miles beyond the yellow flag and the train dispatcher has verified that no track bulletin or track warrant is in effect specifying a temporary speed restriction at that ___location.
Diagram C.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 5.4.2 Display of Yellow Flags Change Part A, last paragraph to read: Once the Train Reaches the Restricted Area. The speed specified by track warrant, track bulletin, general order, or radio speed restriction must not be exceeded until the rear of the train clears the restricted area.
5.4.3 Display of Yellow-Red Flag A. Restriction Specified in Writing
Two Miles Ahead of Restricted Area. Yellow-red flags warn a train to be prepared to stop because of men or equipment. To make sure the train is prepared to stop at the right ___location, employees must display a yellow-red flag 2 miles before the restricted area.
Diagram A.
Less Than Two Miles Ahead of Restricted Area. When the restricted area is close to a terminal, junction, or another area, employees will display the yellow-red flag less than 2 miles before the restricted area. This information will also be included in the track bulletin, track warrant or general order.
Diagram B.
B. Restriction Is Not Specified in Writing
When a yellow-red flag is displayed and the restriction is not specified by a track bulletin, track warrant, or general order, crew members must be prepared to stop short of a red flag 2 miles beyond the yellow-red flag. If a red flag is displayed, proceed as outlined in Rule 5.4.7 (Display of Red Flag or Red Light). If no red flag is displayed:
1. Move at restricted speed.
2. Increase speed only after:
a. A crewmember has received permission from the employee in charge. or b. The leading wheels of movement are 4 miles beyond the yellow-red flag, and the train dispatcher has verified that no track bulletin or track warrant protecting men or equipment is in effect at that ___location.
Maintenance of Way employees may display yellow-red flags from one hour before to one hour after the time a Form B track bulletin is in effect. During that time, trains may accept the foreman's verbal permission as outlined in Rule 15.2.
The display of yellow-red flags as described does not extend the authorized working time beyond the times listed on the Form B track bulletin. However, it does allow Maintenance of Way employees to work the full time limits listed on the bulletin under the protection of the yellow-red flags.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 5.4.3 Display of Yellow-Red Flag Maintenance of Way employees may display yellow-red flags from one hour before to one hour after the time a Form B track bulletin is in effect. During that time, trains may accept the foreman's verbal permission as outlined in Rule 15.2.
The display of yellow-red flags as described does not extend the authorized working time beyond the times listed on the Form B track bulletin. However, it does allow Maintenance of Way employees to work the full time limits listed on the bulletin under the protection of the yellow-red flags.
5.4.4 Authorized Protection by Yellow or Yellow-Red Flag On subdivisions where maximum speed does not exceed 40 MPH, and it is authorized by special instructions, yellow or yellow-red flags may be displayed without the use of track bulletins, track warrants or flagman. Yellow or yellow-red flags must be displayed 2 miles before the restricted area. Protection will begin at a point 2 miles beyond the yellow or yellow-red flag and continue for 2 more miles, as outlined in Rule 5.4.2 (Display of Yellow Flag) and Rule 5.4.3 (Display of Yellow-Red Flag).
Note: Crewmembers do not need to receive verification from the train dispatcher when this rule is in effect.
UPRR authorizes this rule on all industrial leads where maximum speed does not exceed 20 MPH.
Diagram A.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 5.4.4 Authorized Protection by Yellow or Yellow-Red Flag UPRR authorizes this rule on all industrial leads where maximum speed does not exceed 20 MPH.
5.4.5 Display of Green Flag
A green flag indicates the end of a temporary speed restriction. If a series of locations require reduced speeds, the green flags could overlap yellow flags. When this is the case, employees must:
Place a yellow flag before each speed restriction
Place a green flag at the end of the last speed restriction.
5.4.6 Display of Flags Within Current of Traffic A. Yellow and Green Flags
Flags for temporary speed restrictions will only be placed for trains moving with the current of traffic.
Diagram A.
B. Yellow-Red Flags
Flags protecting men or equipment must be placed in both directions on each track affected.
Diagram B.
5.4.7 Display of Red Flag or Red Light A red flag or red light is displayed where trains must stop. When approaching a red flag or red light, the train must stop short of the red flag or red light and not proceed unless the employee in charge gives verbal permission, including the milepost ___location of the red flag. If permission to proceed is received before the train stops, the train may pass the red flag or red light without stopping.
If track bulletin Form B is not in effect, permission must include speed and distance. This speed must not be exceeded until the rear of the train has passed the specified distance from the red flag or red light, unless otherwise instructed by the employee in charge.
Displayed Between Rails. When a Red Flag or Red Light is displayed between the rails of a any track other than a main track or controlled siding, the train must stop and not proceed until the Flag or Light has been removed by an employee of the class that placed it.
General Order No. 27 December 17, 2001 Rule 5.4.7 (Display of Red Flag or Red Light) Change Last Paragraph To Read: Displayed between rails. When a Red Flag or Red Light is displayed between the rails of any track, the train must stop and not proceed until the Flag or Light has been removed by an employee of the class that placed it.
5.4.8 Flag Location Flags will be displayed only on the track affected. However, when yellow, yellow-red, or red flags or red lights are used for protection without a track bulletin, track warrant, or general order, these flags must be placed to protect all possible access to the restricted area.
Flags must be displayed to the right of the track as viewed from an approaching train, except red flags or red lights may be displayed between the rails as outlined in Rule 5.4.7 (Display of Red Flag or Red Light). Flags will be placed in this manner unless otherwise specified by track bulletin, track warrant, special instructions, or general order.
When flags are displayed beyond the first rail of an adjacent track, the flags will not apply to the track on which the train is moving.
In multiple Main Track territory, Yellow, Yellow-Red, Red and Green Flags will be placed on the field side of the track for outside tracks, and on the right side of the center tracks where clearances allow. However, Red Flags may be placed between the rail on center Tracks or when conditions require.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 5.4.8 Flag Location In multiple main track territory, Yellow, Yellow-Red, Red and Green flags will be placed on the field side of the track for outside tracks, and on the right side of Center tracks where clearances allow.
General Order No. 27 December 17, 2001 Rule 5.4.8 (Flag Location) In multiple Main Track territory, Yellow, Yellow-Red, Red and Green Flags will be placed on the field side of the track for outside tracks, and on the right side of the center tracks where clearances allow. However, Red Flags may be placed between the rail on center Tracks or when conditions require.
5.5 Permanent Speed Signs Permanent speed restriction signs will be placed in advance of permanent speed restrictions. Numbers on the face of these signs indicate the highest speed permitted over the limits of the restriction.
Two Sets of Numbers When two sets of numbers are shown, the greater number governs trains consisting entirely of passenger equipment. The lesser number governs all other trains.
Resume Speed Signs A permanent resume speed sign or a speed sign showing a higher speed will be placed at the end of each restriction.
Crewmembers must not exceed the speed shown on each permanent speed restriction sign until the rear of the train:
Has passed a permanent resume speed sign or a sign showing a higher speed.
or Has cleared the limits of the restriction.
Diagram A.
The ___location of permanent speed signs is:
2500 feet ahead of the restriction for arrow-shaped signs (former UPRR). 2 miles ahead of the restriction for square or rectangular signs (former SPRR).
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 5.5 Permanent Speed Signs The ___location of permanent speed signs is:
2500 feet ahead of the restriction for arrow-shaped signs (former UPRR). 2 miles ahead of the restriction for square or rectangular signs (former SPRR).
5.6 Unattended Fusee
If a train approaches an unattended fusee burning on or near its track, the train must stop before passing the fusee, if consistent with good train handling.
Diagram A.
A train moving at restricted speed must stop before passing the fusee.
Diagram B.
After the fusee burns out, or after 10 minutes if the fusee is not visible, the train must proceed at restricted speed until the head end is 1 mile beyond the fusee.
If the unattended burning fusee is beyond the first rail of an adjacent track, the fusee does not apply to the track on which the train is moving.
Diagram C.
Do no place fusees where they may cause fires.
5.7 Torpedoes If one or more torpedoes explode, the train must slow to restricted speed immediately and remain at this speed until the head end is 2 miles beyond where the torpedoes exploded.
Diagram A.
When placing torpedoes, four must be placed not less than 50 feet apart, staggered on each rail.
They must not be placed near station buildings, crossings, or on other than main tracks or sidings.
Diagram B.
5.8 Bell and Whistle Signals
5.8.1 Ringing Engine Bell Ring the engine bell under any of the following conditions:
Before moving, except when making momentary stop and start switching movements. As a warning signal anytime it is necessary. When approaching men or equipment on or near the track. When approaching public crossings at grade with the engine in front, as follows:
-- If distance permits, ringing must begin at the crossing sign in advance of the public crossing and continue until the crossing is occupied Or -- If distance does not permit, ringing must begin soon enough before the crossing to provide a warning and continue until the crossing is occupied System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 5.8.1 Ringing Engine Bell Change 4th bullet, 1st item to read:
If distance permits, ringing must begin at the crossing sign in advance of the public crossing and continue until the crossing is occupied.
5.8.2 Sounding Whistle When weather conditions impair visibility, sound the whistle frequently.
When other employees are working in the immediate area, sound the required whistle signal before moving.
Other forms of communications may be used in place of whistle signals, except signals (1) AND (11). See following chart.
The required whistle signals are illustrated by "o" for short sounds and "-" for longer sounds.
Sound
Indication
[1] Succession of short sounds
Use when persons or livestock are on the track at other than road crossings at grade. In addition, use to warn railroad employees when an emergency exists, such as a derailment. When crews on other trains hear this signal, they must stop until it is safe to proceed.
Use when an emergency exists, or persons or livestock are on the track. When crews on other trains hear this signal, they must stop until it is safe to proceed.
[2] -
When stopped: air brakes are applied, pressure equalized.
[3] - -
Release brakes. Proceed
[4] o o
Acknowledgment of any signal not otherwise provided for.
[5] o o o
When stopped: back up. Acknowledgment of hand signal to back up.
[6] o o o o
Request for signal to be given or repeated if not understood.
[7] - o o o
Flagman protects rear of train.
[8] o o o -
Flagman protect front of train.
[9] - - - -
Flagman may return from west or south.
[10] - - - - -
Flagman may return from east or north.
[11] - - o -
Approaching public crossings at grade with engine in front, start signal at the crossing sign if distance permits. If distance does not permit, start signal soon enough before the crossing to provide warning. Prolong or repeat signal until engine occupies the crossing. In addition, use this signal when approaching private crossings at grade if pedestrians or motor vehicles are at or near the crossing, or if something obstructs view of the crossing. In the state of California, use this signal when approaching all private crossings at grade.
Approaching public crossings at grade with engine in front, start signal not less than 1/4 mile before reaching crossing, if distance permits. If distance does not permit, start signal soon enough before the crossing to provide warning. Prolong or repeat signal until engine occupies the crossing.
[12] o -
Inspect brake system for leaks.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 5.8.2 Sounding Whistle Change whistle signal (11) to read: Approaching public crossings at grade with engine in front, start signal at the crossing sign if distance permits. If distance does not permit, start signal soon enough before the crossing to provide warning. Prolong or repeat signal until engine occupies the crossing. In addition, use this signal when approaching private crossings at grade if pedestrians or motor vehicles are at or near the crossing, or if something obstructs view of the crossing. In the state of California, use this signal when approaching all private crossings at grade. Use this signal to warn employees when:
Approaching men or equipment on or near the track, regardless of any whistle prohibitions.
Or View is obstructed.
General Order No. 27 December 17, 2001 Rule 5.8.2 (Sounding Whistle) Change indication of whistle signal (1) to read: Use when persons or livestock are on the track at other than road crossings at grade. In addition, use to warn railroad employees when an emergency exists, such as a derailment. When crews on other trains hear this signal, they must stop until it is safe to proceed.
5.8.3 Whistle Failure If the whistle fails to operate and no other unit can be used as the lead unit, continue movement with the bell ringing continuously. Stop the train before each public crossing, so a crewmember on the ground can provide warning until the crossing is occupied, unless:
Crossing gates are in the fully lowered position.
or No traffic is approaching or stopped at the crossing.
5.9 Headlight Display Turn the headlight on bright to the front of every train, except when the light must be dimmed as outlined in Rule 5.9.1 (Dimming Headlight) or turned off as outlined in Rule 5.9.2 (Headlight Off).
5.9.1 Dimming Headlight Except when the engine is approaching and passing over a public crossing at grade, dim the headlight during any of the following conditions:
1. At stations and yards where switching is being done.
Diagram A.
2. When stopped close behind another train.
Diagram B.
3. When stopped on the main track waiting for an approaching train. However, when stopped in block system limits, turn the headlight off at the radio request of the crew of an approaching train, until the head end of the train passes.
Diagram C.
4. When approaching and passing the head end of a train on the adjacent track.
Diagram D.
5. At other times to permit passing of hand signals or when the safety of employees requires.
Diagram E.
6. When left unattended on a main track in non-signaled territory.
5.9.2 Headlight Off
Turn the headlight off under either of the following conditions:
The train is stopped clear of the main track.
Diagram A.
2. The train is left unattended on the main track in block system limits.
Diagram B.
5.9.3 Headlight Failure
If the headlight on the train fails, ditch lights must be on, when so equipped. Headlight failure must be reported to the train dispatcher.
At night, if the headlight and ditch lights fail to operate and no other unit can be used as the lead unit, continue movement with a white light displayed on the lead unit. Stop the train before each public crossing, so a crewmember on the ground can provide warning until the crossing is occupied, unless:
Crossing gates are in the fully lowered position.
or No traffic is approaching or stopped at the crossing.
5.9.4 Displaying Headlights Front and Rear When engines are moving, crewmembers must turn on the headlight to the front and rear, but may dim or extinguish it on the end coupled to cars.
5.9.5 Displaying Ditch Lights Display ditch lights to the front of the train when the headlight is on bright.
Locomotives must not be operated as the lead unit on trains out of the trains' initial terminal unless both ditch lights are operating. However, if no units are equipped with ditch lights, do not exceed 20 MPH until head end passes over public crossings.
If one ditch light fails enroute, the train may proceed, but repairs must be made by the next daily inspection. If two ditch lights fail enroute, the train may proceed not exceeding 20 MPH until head end passes over public crossings, but must not travel beyond the first point where repairs may be made or until the next daily inspection, whichever occurs first.
The term "Ditch Lights" includes oscillating white headlights or strobe lights located on the front of the locomotive. Ditch Lights on some foreign locomotives are configured to operate only when the horn is activated. Ditch Lights which operate in this manner will be considered as meeting the requirements of this rule. Ditch Lights are not required on steam locomotives. Failure of two Ditch Lights includes employee failure to turn on the ditch lights.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 5.9.5 Displaying Ditch Lights The term "ditch lights" includes oscillating white headlights or strobe lights located on the front of the locomotive. Ditch lights on some foreign locomotives are configured to operate only when the horn is activated. Ditch lights which operate in this manner will be considered as meeting the requirements of this rule. Ditch lights are not required on steam locomotives. Failure of two ditch lights includes employee failure to turn on the ditch lights.
General Order No. 27 December 17, 2001 Rule 5.9.5 (Displaying Ditch Lights) Change Paragraph In System Special Instructions Item 10-A To Read: The term "ditch lights" includes oscillating white headlights or strobe lights located on the front of the locomotive. Ditch lights on some foreign locomotives are configured to operate only when the horn is activated. Ditch lights which operate in this manner will be considered as meeting the requirements of this rule. Ditch lights are not required on steam locomotives. Failure of two ditch lights includes employee failure to turn on the ditch lights.
5.9.6 Displaying Oscillating White Headlight
If the leading engine is equipped with an oscillating white headlight, turn the light on when the engine is moving. However, turn the light off when meeting trains, passing trains, or during switching operations, unless movement involves public crossings at grade
5.9.7 Displaying Oscillating or Flashing Red Light If the leading engine is equipped with an oscillating or flashing red light, turn the light on under any of the following conditions:
Train is stopped suddenly where adjacent tracks may be fouled. Head-end protection is required.
or Condition exists that endangers movement.
The red light signals an approaching train on the same or adjacent track to stop at once and to proceed only after the track is safe for train passage. Extinguish red flashing lights when they are no longer needed.
Displaying these lights does not modify the requirements of Rule 6.19 (Flag Protection) or Rule 6.23 (Emergency Stop or Severe Slack Action).
5.9.8 Displaying Cab Roof Light If engine is equipped with an amber or white cab roof light that revolves or flashes, display the light on the occupied controlling unit. 5.10 Markers A marker of the prescribed type must be displayed on the trailing end of the rear car to indicate the rear of the train. The conductor must know the initials and number of the car that has the marker applied before departing the initial terminal. This can be done verbally by the employee making the initial terminal air brake test, or included on the written notification of the test.
Sometimes the original car with the marker is set out or, for other reasons, is no longer the rear car of the train. When this happens, an employee must report to the conductor the initials and number of the car having the marker applied before the train departs.
Sometimes a train is set out clear of the main track somewhere other than a crew change ___location. When this happens, a crewmember must remove the end of train telemetry device, if so equipped. Transport the device on the engine to the destination where the crew is relieved. If the engine remains with the train, a crewmember must deliver the end of train telemetry device to the proper authority at the tie-up point. However, proper authority may advise the crew to leave the device with the train. Always notify the train dispatcher of the ___location of the telemetry device.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 5.10 Markers The conductor must know the initials and number of the car that has the marker applied before departing the initial terminal. This can be done verbally by the employee making the initial terminal air brake test, or included on the written notification of the test.
Sometimes the original car with the marker is set out or, for other reasons, is no longer the rear car of the train. When this happens, an employee must report to the conductor the initials and number of the car having the marker applied before the train departs.
Sometimes a train is set out clear of the main track somewhere other than a crew change ___location. When this happens, a crewmember must remove the end of train telemetry device, if so equipped. Transport the device on the engine to the destination where the crew is relieved. If the engine remains with the train, a crewmember must deliver the end of train telemetry device to the proper authority at the tie-up point. However, proper authority may advise the crew to leave the device with the train. Always notify the train dispatcher of the ___location of the telemetry device.
5.10.1 Highly Visible Markers Display a highly visible marker at the rear of every train as follows:
From 1 hour before sunset to 1 hour after sunrise When weather conditions restrict visibility too less than 1/2 mile
Diagram A.
A marker equipped with a functioning photoelectric cell will automatically illuminate at the appropriate time.
When an engine is operating without cars or is at the rear of the train, the trailing headlight illuminated on dim may be used as a marker.
Inspection of Marker
When a highly visible marker is required, a qualified employee must inspect it at the initial terminal and at each crew change point. To determine if the marker is functioning properly, the employee will inspect it by observation or by telemetry display in the cab of the engine. The engineer must be informed of the results of the inspection.
5.10.2 Alternative Markers Display a reflector, red flag, or light fixture at the rear of the train as the marker when any of the following conditions exists:
A highly visible marker is not required. A defective car must be placed at the rear for movement to a repair point. The rear portion of the train is disabled and cannot be moved, and a highly visible marker cannot be displayed on the rear of the portion to be moved.
Or The highly visible marker becomes inoperative enroute. If this occurs, notify the train dispatcher and move the train to the next forward ___location where the highly visible marker can be repaired or replaced.
5.11 Engine Identifying Number Trains will be identified by initials and engine number, adding the direction when required. When an engine consists of more than one unit or when two or more engines are coupled, the number of one unit only will be illuminated as the identifying number. The identifying number will be the number of the lead unit, unless changing direction during a trip or tour of duty when that unit is no longer the lead unit. Exceptions:
On track bulletins that advise about excessive dimension equipment, trains may be identified by train symbol.
On track bulletins and on track warrants that do not convey movement authority, passenger trains may be identified by schedule number.
Trains will be identified by engine number, adding the direction when required. When an engine consists of more than one unit or when two or more engines are coupled, the number of one unit only will be illuminated as the identifying number. When practical, use the number of the leading unit.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 5.11 Engine Identifying Number Changed to read: Trains will be identified by initials and engine number, adding the direction when required. When an engine consists of more than one unit or when two or more engines are coupled, the number of one unit only will be illuminated as the identifying number. The identifying number will be the number of the lead unit, unless changing direction during a trip or tour of duty when that unit is no longer the lead unit. Exceptions:
On track bulletins that advise about excessive dimension equipment, trains may be identified by train symbol. On track bulletins and on track warrants that do not convey movement authority, passenger trains may be identified by schedule number.
5.12 Protection of Occupied Outfit Cars This rule outlines the requirements for protecting occupied outfit cars. As used in this rule, the following definitions apply:
Outfit Car. Any on-track vehicle, including outfit, camp, or bunk car or modular home mounted on a flat car to house railroad employees. Such equipment is not considered an outfit car when placed in a wreck train.
Effective Locking Device. When used in relation to a manually operated switch or a derail, a lock that can be locked or unlocked only by the craft or group of workmen applying the lock.
Rolling Equipment. Engines, cars and one or more engines coupled to one or more cars.
Switch Providing Direct Access. A switch that if used by rolling equipment could permit the rolling equipment to couple to the equipment being protected.
Warning Signal. A white sign that reads, "OCCUPIED CAMP CAR" in black lettering. At night, an illuminated white light must also be used.
When occupied outfit cars are placed on a track, the employee in charge of the outfit cars occupants (or a designated representative) must provide or request protection using one of the following methods:
A. On a Main Track
One of these two methods or a combination of these methods must be provided:
1. Each manually operated switch that provides direct access to that portion of the main track where occupied outfit cars are located must be lined against movement to that track, secured with an effective locking device, and spiked or clamped. Warning signals must be displayed at or near each switch.
Diagram A.
2. If remote control switches provide direct access to the main track where occupied outfit cars are located, the control operator will line the switch against movement to that track and apply blocking devices to the control machine to prevent movement onto that track. The control operator must complete the above tasks before informing the employee requesting protection that protection is provided.
Blocking devices must not be removed until the employee in charge of the outfit car occupants (or a designated representative) informs the control operator that protection is no longer required.
a. Warning signals must be displayed at or near each remote control switch.
b. In addition, a derail capable of restricting access to the portion of main track where occupied outfit cars are located must be placed at least 150 feet from the end of the occupied outfit cars. The derail must be locked in derailing position with an effective locking device. Warning signals must be displayed at each derail.
c. The control operator must maintain for 15 days a written record of each notification. The record must contain the following information.
Name and craft of employee requesting protection. Identification of track protected. Date and time employee in charge of outfit car occupants is notified that protection was provided. Date, time, name and craft of employee authorizing removal of protection.
Diagram B.
B. On other than a Main Track
One of these three methods of protection or a combination of these methods must be provided:
1. Each manually operated switch that provides direct access to the track where occupied outfit cars are located must be lined against movement to that track and secured with an effective locking device. Warning signals must be displayed at or near each switch.
Diagram C.
2. If remote control switches provide direct access to the track where occupied outfit cars are located, the control operator will line the switch against movement to that track and apply blocking devices to the control machine to prevent movement onto that track. The control operator must complete the above tasks before informing the employee requesting protection that protection is provided.
Blocking devices must not be removed until the employee in charge of the outfit car occupants (or a designated representative) informs the control operator that protection is no longer required.
a. Warning signals must be displayed at or near each remote control switch.
Diagram D.
b. The control operator must maintain for 15 days a written record of each notification. The record must contain the following information:
Name and craft of employee requesting protection Identification of track protected Date and time employee in charge of outfit cars occupants is notified that protection was provided. Date, time, name and craft of employee authorizing removal of protection.
3. A derail capable of restricting access to that portion of the track where occupied outfit cars are located will fulfill the requirements of protection when the derail is:
a. Positioned at least 150 feet from the end of the occupied outfit cars. or b. Positioned at least 50 feet from the end of the occupied outfit cars where the maximum speed on that track is 5 MPH.
Warning signals must be displayed at each derail.
Diagram E.
C. Warning Signals
When a warning signal is displayed to protect occupied outfit cars:
1. Occupied outfit cars must not be coupled to or moved.
2. Rolling equipment must not pass the warning signal.
3. Rolling equipment must not be placed on the same track in a manner that would block or reduce the crew's view of the warning signal.
5.13 Blue Signal Protection of Workmen This rule outlines the requirements for protecting railroad workmen who are inspecting, testing, repairing, and servicing rolling equipment. In particular, because these tasks require the workmen to work on, under or between rolling equipment, workmen are exposed to potential injury from moving equipment. As used in this rule, the following definitions apply:
WORKMEN. Railroad employees assigned to inspect, test, repair, or service railroad equipment or components, including brake systems. Train and yard crews are excluded, except when they perform the above work on rolling equipment not part of the train or yard movement they are handling or will handle.
"Servicing" does not include supplying cabooses, engines, or passenger cars with items such as ice, drinking water, tools, sanitary supplies, stationery, or flagging equipment.
"Testing" does not include an employee making visual observations while on or alongside a caboose, engine, or passenger car. Also, testing does not include repositioning the activation switch or covering the photoelectric cell of the marker when the rear of the train is on the main track. The employee inspecting the marker must contact the employee controlling the engine to confirm that the train will remain secure against movement until the inspection is complete.
GROUP OF WORKMEN. Two or more workmen of the same or different crafts who work as a unit under a common authority and communicate with each other while working.
ROLLING EQUIPMENT. Engines, cars, and one or more engines coupled to one or more cars.
BLUE SIGNAL. During the day, a clearly distinguishable blue flag, or light, and at night, a blue light. The blue light may be steady or flashing.
The blue signal does not need to be lighted when it is attached to the operating controls of an engine and the inside of the engine cab area is lighted enough to make the blue signal clearly distinguishable.
EFFECTIVE LOCKING DEVICE. When used in relation to a manually operated switch or derail, a lock that can be locked or unlocked only by the craft of group of workmen applying the lock.
CAR SHOP REPAIR AREA. One or more tracks within an area where rolling equipment testing, servicing, repairing, inspecting, or rebuilding is controlled exclusively by mechanical department personnel.
ENGINE SERVICING AREA. One or more tracks within an area where engine testing, servicing, repairing, inspecting, or rebuilding is controlled exclusively by mechanical department personnel.
SWITCH PROVIDING DIRECT ACCESS. A switch that if used by rolling equipment could permit the rolling equipment to couple to the equipment being protected.
A. What a Blue Signal Signifies
A blue signal signifies that workmen are on , under, or between rolling equipment and requires that: 1. Rolling equipment must not be coupled to or moved, except as provided in "Movement in Engine Servicing Area" and "Movement in Car Shop Repair Area" of this rule. 2. Rolling equipment must not pass a blue signal on a track protected by the signal. 3. Other rolling equipment must not be placed on the same track so as to block or reduce the view of the blue signal. a. However, rolling equipment may be placed on the same track when it is placed on designated engine servicing area tracks or car shop repair area tracks, or when a derail divides a track into separate working areas. 4. Rolling equipment must not enter a track when a blue signal is displayed at the entrance to the track.
Blue signals or remote control blue signals must be displayed for each craft or group of workmen who will work on, under, or between rolling equipment.
Protection Removed. Blue signals may be removed only by the craft or group who placed them. Remote control display may be discontinued when directed by the craft or group that requested the protection. When blue signal protection has been removed from one entrance of a double-ended track or from either end of rolling equipment on a main track, that track is no longer under blue signal protection.
B. How to Provide Protection
When workmen are on, under, or between rolling equipment and exposed to potential injury, protection must be provided as follows:
On a Main Track. A blue signal must be displayed at each end of the rolling equipment.
On Other than a Main Track. One of these three methods of protection or a combination of these methods must be provided: 1. Each manually operated switch, including any facing point crossover switch that provides direct access must be lined against movement onto the track and secured by an effective locking device. A blue signal must be placed at or near each such switch. Each manually operated switch that provides direct access must be lined against movement onto the track and secured by an effective locking device. A blue signal must be placed at or near each such switch. In addition, any facing point crossover switch must be lined against movement and secured by an effective locking device.
Diagram A.
2. A derail capable of restricting access to the track where work will occur must be locked in derailing position with an effective locking device and: a. Positioned at least 150 feet from the rolling equipment to be protected. Or b. Positioned at least 50 feet from the end of rolling equipment on a designated engine servicing track or car shop repair track where speed is limited to not more than 5 mph.
A blue signal must be displayed at each derail.
Diagram B.
3. Where remote control switches provide direct access, the employee in charge of the workmen must tell the switch operator what work will be done. The switch operator must then: a. Inform the employee in charge of the workmen that the switches have been lined against movement onto the track and devices controlling the switches have been secured. b. Not remove the locking devices unless the employee in charge of the workmen says it is safe to do so. c. Maintain for 15 days a written record of each notification that includes:
Name and craft of the employee in charge of the workmen requesting protection Identification of track involved Date and time the employee in charge of workmen is notified that protection was provided Date, time, name, and craft of the employee in charge of workmen who authorized removal of the protection
Diagram C.
C. Blue Signal Readily Visible to Engineer
In addition to providing protection as required in On a Main Track and On Other than a Main Track, when workmen are on, under, or between an engine or rolling equipment coupled to an engine:
1. A blue signal must be attached to the controlling engine.
2. A blue signal must be visible to the engineer or employee controlling the engine.
3. The engine must not be moved.
Diagram D.
D. Protection for Workmen Inspecting Markers Blue signal protection must be provided for workmen when they are:
1. Replacing, repositioning, or repairing a marker, and the rear of the train is on any track. Or 2. Inspecting a marker by repositioning the activation switch or covering the photoelectric cell, and the rear of the train is on other than a main track.
E. Protection for Emergency Repair Work on a Main Track If a blue signal is not available for employees performing emergency repairs on, under, or between an engine or rolling equipment coupled to an engine, the employee controlling the engine must be notified and appropriate measures taken to provide protection for the employees.
F. Movement in Engine Servicing Area An engine must not enter a designated engine servicing area until the blue signal protection is removed from the entrance. The engine must stop short of coupling to another engine.
An engine must not leave a designated engine servicing area unless the blue signal is removed from the engine and the track in the direction of movement.
Blue signal protection removed to let engines enter or leave the engine servicing area must be restored immediately after the engine enters or clears the area.
An engine protected by blue signals may be moved on a designated engine servicing area track when:
1. An authorized employee operates the engine under the direction of the employee in charge of workmen.
2. The blue signal has been removed from the controlling engine to be repositioned.
3. Workmen have been warned of the movement.
G. Movement in Car Shop Repair Area When rolling equipment on car shop repair tracks is protected by blue signals, a car mover may reposition the equipment if: 1. Workmen have been warned of the movement. 2. An authorized employee operates the car mover under the direction of the employee in charge of workmen.
General Order No. 27 December 17, 2001 Rule 5.13 (Blue Signal Protection Of Workmen) Change Part B.1. To Read: Each manually operated switch, including any facing point crossover switch that provides direct access must be lined against movement onto the track and secured by an effective locking device. A blue signal must be placed at or near each such switch 5.13.1 Utility Employees This rule outlines the requirements for allowing utility employees to work without blue signal protection. As used in this rule, a Utility Employee is a railroad employee assigned as a temporary member of a train or yard crew.
A. Requirements to Start Work A utility employee may work as a member of only one train or yard crew at a time. No more than three utility employees may work with one train or yard crew at the same time.
A utility employee may become a member of a train or yard crew under the following conditions:
The utility employee communicates with the designated crewmember of the train or yard crew before starting work. Communication may be conducted verbally or by radio. The designated crewmember identifies the utility employee to each member of the crew, and each crewmember acknowledges the utility employees presence. The designated crewmember authorizes the utility employee to work as a temporary member of the crew.
B. Requirements While Working On, Under, or Between Before a utility employee may work on, under, or between rolling equipment, the following applies:
All members of the crew must communicate with each other to understand the work to be done. The engineer must be in the cab of the assigned controlling locomotive. However, another member of the same crew may replace the engineer when the locomotive is stationary.
C. Requirements When Work Ends A utility employee is released from a train or yard crew when:
The utility employee notifies the designated crewmember that the work is completed. The designated crewmember notifies each crewmember that the utility employee is being released. The designated crewmember releases the utility employee from the train or yard crew, after each crewmember acknowledges this notice.
5.14 Signs Protecting Equipment When a sign reading: STOP -- TANK CAR CONNECTED
STOP -- MEN WORKING
EMPLOYEES WORKING
SERVICE CONNECTIONS
or a similar warning is displayed on a track or car, the car must not be coupled to or moved. Other equipment must not be placed on the same track in a manner that would block or reduce the view of the sign.
5.15 Improperly Displayed Signals
If a signal is improperly displayed, or a signal, flag, or sign is absent from the place it is usually shown, regard the signal as displaying the most restrictive indication it can give. However, if a semaphore arm is visible, it will govern.
Promptly report improperly displayed signals or absent fixed signals, flags, or signs to the train dispatcher.
5.16 Observe and Call Signals Crewmembers in the engine control compartment must be alert for signals. As soon as signals become visible or audible, crewmembers must communicate clearly to each other the name or aspect of signals affecting their train. They must continue to observe signals and announce any change of aspect until the train passes the signal.
If the signal is not complied with promptly, other crewmembers must remind the engineer and/or conductor of the rule requirement. If the crewmembers receive no response or if the engineer is unable to respond, they must immediately take action to ensure safety, using the emergency brake valve to stop the train, if necessary.
6.0 MOVEMENT OF TRAINS AND ENGINES
6.1 Repeat Instructions An employee who verbally receives instructions or information about train or engine movements must repeat them.
6.2 Initiating Movement Before initiating movement on a main track, a crew member must:
Receive a track warrant.
or Determine from the train dispatcher or yardmaster if any track bulletins are needed.
6.3 Main Track Authorization
Do not occupy main tracks unless authorized by one of the following:
Rule 6.13 (Yard Limits) Rule 6.14 (Restricted Limits) Rule 6.15 (Block Register Territory) Rule 9.14 (Movement with the Current of Traffic)e Rule 9.14.2 (Controlled Block System CBS) Rule 9.15 (Track Permits) Rule 10.1 (Authority to Enter CTC) Rule 14.1 (Authority to Enter TWC) Rule 14.6 (Movement Against the Current of Traffic) Rule 15.3 (Authorizing Movement Against the Current of Traffic) Rule 16.1 (Authority to Enter DTC) At manual interlockings, verbal authority from the control operator or a controlled signal that indicates proceed Special instructions or general order
When unable to obtain authority and it is necessary to foul or occupy a main track, protection must be provided in both directions as outlined under Rule 9.17.1 (Signal Protection in ABS by Lining Switch).
Written authorities that are no longer in effect must be retained until the end of tour of duty, unless otherwise instructed by the train dispatcher.
JOINT AUTHORITY
When a train receives Track and Time, Track Warrant, Track Permit, or DTC authority joint with an employee, the train must not occupy the joint limits until:
Permission is received to enter the joint limits from the employees listed on the authority.
or
Advice is received from the train dispatcher that the employees have reported clear of the limits. System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 6.3 Main Track Authorization Add A New Bullet Reading:
Rule 9.14.2 Controlled Block System (CBS) General Order No. 27 December 17, 2001 Rule 6.3 (Main Track Authorization) ADD The Following Paragraph: JOINT AUTHORITY When a train receives track and time, track warrant, track permit, or DTC authority joint with an employee, the train must not occupy the joint limits until:
Permission is received to enter the joint limits from the employees listed on the authority.
or Advice is received from the train dispatcher that the employees have reported clear of the limits.
6.3.1 Train Coordination Employees may use a train’s authority to establish working limits for track maintenance. To establish the working limits, the train must be in view and stopped. The employee in charge of working limits will communicate with a member of the train crew and determine that:
Movements will be made only as permitted by the employee in charge until the working limits have been released to the train crew by that employee. The train will not release its authority within the limits until those working limits have been released by the employee in charge.
Establish Working Limits Working limits may be established within a train’s authority limits as follows: A. DTC or TWC Territory 1. With a train having authority to move in either direction that is not joint. or 2. With a train having authority to move in one direction only, working limits must not be established:
Behind the train. More than one block in advance of the train or beyond any ___location that a train or engine could enter the track between the employee in charge of the working limits and the train.
B. Rule 9.15 (Track Permit) With a train having the only track permit authority within the limits.
C. Rule 9.14 (Current of Traffic) With a train having authority to move with the current of traffic, working limits must not be established:
Behind the train. More than one block in advance of the train or beyond any ___location that a train or engine could enter the track between the employee in charge of the working limits and the train.
D. CTC Territory
1. With a train having track and time authority that is not joint.
or
2. With a train having authority to move in one direction only, working limits must not be established:
Behind the train. More than one block in advance of the train or beyond any ___location that a train or engine could enter the track between the employee in charge of the working limits and the train.
6.4 Reverse Movements Make reverse movements on the main track or controlled siding at restricted speed and only within the limits a train has authority to occupy the track.
Diagram A.
6.4.1 Permission for Reverse Movement Obtain permission from the train dispatcher or control operator before making a reverse movement. unless the movement is within the same signaled block.
In all cases within ATC limits, obtain permission from the train dispatcher or control operator before making a reverse movement.
When Men and Equipment are Authorized Behind or Following When a train or engine is advised that men or equipment are working behind the train, obtain permission from the employee in charge to make any reverse movements, including within the same signaled block.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 6.4.1 Permission for Reverse Movement Add a new sentence reading: In all cases within ATC limits, obtain permission from the train dispatcher or control operator before making a reverse movement.
Add a new paragraph reading: When Men and Equipment are Authorized Behind or Following When a train or engine is advised that men or equipment are working behind the train, obtain permission from the employee in charge to make any reverse movements, including within the same signaled block.
General Order No. 27 December 17, 2001 Rule 6.4.1 (Permission For Reverse Movement) CHANGE entire rule to read: Obtain permission from the train dispatcher or control operator before making a reverse movement.
6.4.2 Movements Within Control Points or Interlockings
A. Control Points or Manual Interlockings
Control Points outside Manual Interlockings
Except within Track and Time limits, if movement stops while the trailing end is between the outer opposing absolute signals of a control point, the movement must not change direction without permission from the control operator
Manual Interlockings If movement stops while the trailing end is between the outer opposing absolute signals of a manual interlocking, the movement must not change direction without permission from the control operator.
Except within track and time limits, if movement stops while the trailing end of the train is between the outer opposing absolute signals of a control point or manual interlocking, the movement must not change direction without permission from the control operator.
Diagram A.
B. Automatic Interlockings
At an automatic interlocking, the train movement may change direction within the limits of the interlocking if it continuously occupies at least one car length of the limits.
Diagram B.
General Order No. 27 December 17, 2001 Rule 6.4.2 (Reverse Movements Within Control Points Or Interlockings) Change part A (Control Point or Manual Interlockings) to read:
Control Points outside Manual Interlockings Except within Track and Time limits, if movement stops while the trailing end is between the outer opposing absolute signals of a control point, the movement must not change direction without permission from the control operator
Manual Interlockings If movement stops while the trailing end is between the outer opposing absolute signals of a manual interlocking, the movement must not change direction without permission from the control operator.
6.5 Handling Cars Ahead of Engine When cars or engines are shoved and conditions require, a crew member must take an easily seen position on the leading car or engine, or be ahead of the movement, to provide protection. Cars or engines must not be shoved to block other tracks until it is safe to do so.
When cars are shoved on a main track or controlled siding in the direction authorized, movement must not exceed:
20 MPH for freight trains 30 MPH for passenger trains Maximum speed for snow service
6.6 Picking Up Crew Member A train may back up on a main track to pick up a crew member under the following conditions: 1. The train dispatcher gives permission to make the movement and verifies the following: a. Another authority is not in effect within the same or overlapping limits. b. A track bulletin Form B is not in effect within the same or overlapping limits. c. A main track is not removed from service by a track bulletin within the same or overlapping limits. 2. Movement is limited to the trains authority. 3. Movement does not enter or foul a private or public crossing except as provided by Rule 6.32.1 (Cars Shoved, Kicked, or Dropped). 4. Movement will not be made into or within yard limits, restricted limits or interlocking limits. 5. Movement does not exceed the trains length.
When movement is made under these conditions, restricted speed does not apply. Trains backing up under the provisions of this rule may pass signals indicating Stop and Proceed, without stopping.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 6.6 Picking Up Crew Member This rule does not apply on UPRR.
6.7 Instructions to Clear a Following Train If the train dispatcher instructs a train within block system limits to clear a following train, the train must be in the clear before the following train could receive a restrictive signal indication.
Determine the ___location of the following train by radio or other means of communication.
6.8 Stopping Clear for Meeting or Passing
A train that may be met or passed must stop at least 400 feet from the signal or clearance point of the facing point switch the other train will pass over, if length of train permits.
Diagram A.
6.9 Meeting or Passing Precautions A train required to take siding must stop clear of the switch, unless the switch is properly lined to leave the main track.
A train standing on the main track to meet an opposing train must, if possible, line the switch for the opposing train to leave the main track. However, within ABS, do not line the switch until the opposing train has entered the block in advance.
6.10 Calling Attention to Restrictions The conductor must remind the engineer that the train is approaching an area restricted by:
Limits of authority Track warrant, or Track bulletin
The conductor must inform the engineer after the train passes the last station, but at least 2 miles from the restriction.
If the engineer fails to comply with the restriction, the conductor must stop the train.
6.11 Spacing Trains In non-signaled territory, a train must not follow another train that has passed or been overtaken until 10 minutes after the train has departed6.12 FRA Excepted Track
6.12 FRA Excepted Track
On a track designated as "FRA Excepted Track" the following will govern:
Maximum speed must not exceed 10 MPH. No passenger train will be operated. No movement will be operated that contains more than five cars placarded according to Hazardous Material Regulations.
6.13 Yard Limits Within yard limits, trains or engines are authorized to use the main track only after obtaining a track warrant listing all track bulletins that affect their movement. Within yard limits, trains or engines are authorized to use the main track not protecting against other trains or engines. Engines must give way as soon as possible to trains as they approach.
All movements entering or moving within yard limits must be made at restricted speed unless operating under a block signal indication that is more favorable than Approach.
Diagram A.
Upon observing or having advance knowledge that a block signal may require restricted speed due to yard limits, if entering or within yard limits, the movement must be at restricted speed at that block signal, or as soon as possible thereafter, consistent with good train handling.
Diagram B.
Diagram C.
Yard limits remain in effect continuously unless otherwise specified by special instructions or track bulletin.
Against the Current of Traffic
Movements against the current of traffic must not be made unless authorized or protected by track warrant, track bulletin, yardmaster, or other authorized employee.
In CTC Territory
Where yard limits are in effect in CTC territory, the control operator must authorize any movement on the main track. Reverse movements within the same block may be made as outlined in Rule 6.4.1 (Permission for Reverse Movements).
In Track Permit Territory
Where yard limits are in effect in Rule 9.15 (Track Permit) territory, all movements must receive permission from the control operator to enter the main track or to cross over from one main track to another as follows:
A controlled signal displays a proceed indication; A track permit is issued; or, Verbal permission is granted if no track permit is in effect. Rule 9.17 (Entering Main Track at Hand Operated or Spring Switch) applies. System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 6.13 Yard Limits Change 1st paragraph to read: Within yard limits, trains or engines are authorized to use the main track only after obtaining a track warrant listing all track bulletins that affect their movement.
6.16 Approaching Railroad Crossings, Drawbridges, and End of Multiple Main Track Trains and engines must be prepared to stop when they approach railroad crossings at grade, drawbridges, and the end of multiple main track, unless these areas are protected by block or interlocking signals.
Protected by Stop Signs
If stop signs protect these areas, the train must stop before any part of the train or engine passes the stop sign. The train cannot proceed until the route is clear or drawbridge position permits movement.
Diagram A.
Protected by Gate
If a gate is lined against the intended route, trains and engines must stop and remain at least 50 feet from fouling the track on the conflicting route until the gate is changed to the stop position on the conflicting route. Where required, restore gate to its normal position after movement is complete.
Obscured View of Conflicting Route
If a train must stop before entering a railroad crossing at grade and the view on the conflicting route is obscured, a crew member must go ahead of the train and signal from the crossing when it is safe to proceed.
Diagram B.
6.16 Approaching Railroad Crossings, Drawbridges, and End of Multiple Main Track Trains and engines must be prepared to stop when they approach railroad crossings at grade, drawbridges, and the end of multiple main track, unless these areas are protected by block or interlocking signals.
Protected by Stop Signs
If stop signs protect these areas, the train must stop before any part of the train or engine passes the stop sign. The train cannot proceed until the route is clear or drawbridge position permits movement.
Diagram A.
Protected by Gate
If a gate is lined against the intended route, trains and engines must stop and remain at least 50 feet from fouling the track on the conflicting route until the gate is changed to the stop position on the conflicting route. Where required, restore gate to its normal position after movement is complete.
Obscured View of Conflicting Route
If a train must stop before entering a railroad crossing at grade and the view on the conflicting route is obscured, a crew member must go ahead of the train and signal from the crossing when it is safe to proceed.
Diagram B.
6.17 Switches at Junctions
The normal position for a junction switch is for through movement on the main track where the junction is an intermediate station.
Diagram A.
6.18 Stopping Clear of Crossings and Junctions
At a railroad crossing or junction, a train or engine must not stop, if possible, where it could interfere with train movement on the other track
6.19 Flag Protection
A. Flag Protection Not Required
Flag protection is not required against following trains on the same track if:
1. Train is within ABS limits and the rear of the train is protected by at least two block signals or one block signal and one distant signal.
2. Rear of the train is within BRT, CTC, DTC, TWC or interlocking limits.
or
3. General Order or special instructions specify that flag protection is not required.
B. Flag Protection is Required
When flag protection is required against following trains:
1. More than Half the Maximum Timetable Speed
When a train is moving on a main track at or more than half the maximum authorized timetable speed for any train at that ___location, and the train may be overtaken by a following train, a flagman must decide whether to drop lighted fusees by considering the following:
Grade of the track Curvature of the track Weather conditions Sight distance Speed of the train relative to a following train
2. Less than Half the Maximum Timetable Speed
When a train is moving on a main track at less than half the maximum authorized timetable speed for any train at that ___location, a flagman must provide flag protection against following trains on the same track. The flagman must drop off single lighted fusees at close enough intervals to ensure full protection and not exceed the burning time of the fusee.
Diagram A.
3. Stopped on a Main Track
When a train stops on a main track, a flagman must immediately go back at least 1 mile, place torpedoes on the rails, leave one lighted fusee, and may then return half the distance to the train. Flagman must remain there until stopping a following train or until recalled.
Diagram B.
If the flagman is recalled and safety will permit, the flagman must leave a lighted fusee and return to the train. If recalled before reaching the prescribed distance, the flagman must place torpedoes on the rails and leave a lighted fusee. While returning to the train, the flagman must also place single lighted fusees at intervals shorter than the burning time of the fusee.
When the train departs, a crew member must leave one lighted fusee. In addition, until the train is moving at least half the maximum authorized timetable speed for any train at that ___location, a crew member must drop off single lighted fusees at intervals shorter than the burning time of the fusee.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 6.19 Flag Protection The following table lists the flagging distances for the work groups shown:
Maximum Subdivision Speed for Freight Trains
Transportation Managers performing Efficiency Testing Maintenance of Way Employees:
Place a Red Flag or Red Light 1/4 mile from the obstruction, AND:
70 MPH or more:
Place torpedoes 1 mile and 2 1/4 miles from Red Flag or Red Light. Place torpedoes 1 mile and 2 1/4 miles from the Red Flag or Red Light.
41 MPH to 69 MPH:
Place torpedoes 2 miles. Place torpedoes 1 mile and 2 miles from the Red Flag or Red Light.
40 MPH or less:
Place torpedoes 1 mile. Place torpedoes between 1 mile and 2 miles from the Red Flag or Red Light.
General Order No. 27 December 17, 2001 Rule 6.19 CHANGE Table shown in System Special Instructions, Transportation Managers performing Efficiency Testing on 70 MPH or more Subdivision Speed for Freight Trains to read: Place torpedoes 1 mile and 2 1/4 miles from Red Flag or Red Light.
6.20 Equipment Left on Main Track A. Portion of Train Left on Main Track
When necessary to leave a portion of a train temporarily on the main track, follow this procedure:
Set a sufficient number of hand brakes to keep the detached portion from moving. Provide protection against movements that may enter the main track between the detached portion and the returning front portion unless:
- The train dispatcher verbally relieves the protection. or - The return movement is otherwise authorized. Make return movement at restricted speed. However, an engine without cars may return at a higher speed when governed by block signal indication.
Diagram A.
B. Other Equipment Left on Main Track
Crews that leave equipment on the main track do not need to provide protection for the equipment if the train dispatcher gives verbal relief.
The train dispatcher must know that the necessary protection is provided. All crews that use the main track at that point must be notified of the equipment ___location and must move at restricted speed when approaching that ___location.
6.21 Precautions Against Unusual Conditions Protect trains and engines against any known condition that may interfere with their safety.
When conditions restrict visibility, regulate speed to ensure that crew members can observe and comply with signal indications.
In unusually heavy rain, storm, or high water, trains and engines must approach bridges, culverts, and other potentially hazardous points prepared to stop. If they cannot proceed safely, they must stop until it is safe to resume movement.
Diagram A.
Advise the train dispatcher of such conditions by the first available means of communication.
6.21.1 Protection Against Defects If any defect or condition that might cause an accident is discovered on tracks, bridges, or culverts, or if any crew member believes that the train or engine has passed over a dangerous defect, the crew member must immediately notify the train dispatcher and provide protection if necessary.
6.21.2 Water Above Rail Do not operate trains and engines over tracks submerged in water until the track has been inspected and verified as safe. Operate engines at 5 MPH or less when water is above the top of the rail. If water is more than 3 inches above the top of the rail, a mechanical department supervisor must authorize the movement.
6.22 Maintaining Control of Train or Engine Crew members must consider train or engine speed, grade conditions, and air gauge indications to determine that the train or engine is being handled safely and is under control. If necessary, take immediate action to bring the train or engine under control.
6.23 Emergency Stop or Severe Slack Action When a train or engine is stopped by an emergency application of the brakes or severe slack action occurs while stopping, take the following actions:
Obstruction of Main Track or Controlled Siding
If an adjacent main track or controlled siding may be obstructed, immediately:
- Warn other trains by radio, stating the exact ___location and status of the train and repeat as necessary.
- Place lighted fusee on adjacent tracks.
- Notify the train dispatcher or control operator by activating the emergency call in feature if available and, when possible, foreign line railroads if necessary.
If an adjacent main track or controlled siding may be obstructed, immediately:
Warn other trains by radio, stating the exact ___location and status of the train and repeat as necessary. Place lighted fusee on adjacent tracks. Notify the train dispatcher or control operator and, when possible, foreign line railroads if necessary.
Warning to other movements is no longer necessary when: It is known that adjacent tracks are not obstructed.
or The train dispatcher or control operator advises the crew that protection is provided on adjacent tracks.
Inspection of Cars and Units
All cars, units, equipment, and track must be inspected as outlined in the:
- Special Instructions. - Air Brake and Train Handling Rules.
Train on Adjacent Track A train on an adjacent track that receives radio notification must pass the ___location specified at restricted speed and stop short of any portion of the stopped train fouling their track. When advised that the track is clear and it is safe to proceed, this restriction no longer applies.
In the application of this rule under the portion titled "Inspection of Cars and Units" the following applies: Unless listed below, inspect the train on each side of all cars, units, equipment, and track to ensure they are in a safe condition. Make sure the marker is attached to the designated rear car. Before proceeding check the proper positioning of all wheels on the rail. However, when a bridge or other physical characteristic prevents a walking inspection of the entire train, comply with the first paragraph of Rule 6.29.2 (Train Inspection by Crew Members).
Under certain conditions, some trains do not require an inspection. Note that all eight conditions must be satisfied to eliminate the inspection. Those conditions are: (1) The train is not a key train, (2) The train does not contain a car, trailer, or freight container that is placarded "Explosives A" (or 1.1 or 1.2), (3) The train is operating where there is no Level 2 Heat Restriction Bulletin in effect and is:
A commuter train, A loaded unit coal train operating where there are no heat restriction bulletins in effect, or A freight train in category K, N, Q, or Z (as identified on the TCS consist next to the header titled "Category"); and, if in one of those categories:
(a) The train does not: -- Exceed 5000 trailing tons. -- Contain any loaded placarded tank cars. -- Contain any perishable cars identified by initials UPFE, SPFE, BNFE, WC, SLFC, SLC, VCY, LRMX, XTRX, GRBX, GARX, JRSX, or CRYX. or (b) The train is made up entirely of double stack well cars and/or five-platform articulated single-level spine cars, regardless of trailing tonnage. (4) The train had no harsh slack action while stopping from the emergency brake application, (5) The end of train telemetry device or caboose gauge shows that the brake pipe pressure on the rear car is restored, (6) A brake pipe leakage test (or air flow indicator gauge) on freight trains is within proper limits, (7) The train does not require excessive power to start after stopping. and (8) The 2-way EOT device "Emergency" toggle switch was not operated.
If the train does not meet all eight conditions, inspect as outlined in the paragraph above.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 6.23 Emergency Stop or Severe Slack Action In the application of this rule under the portion titled "Inspection of Cars and Units" the following applies: Unless listed below, inspect the train on each side of all cars, units, equipment, and track to ensure they are in a safe condition. Make sure the marker is attached to the designated rear car. Before proceeding check the proper positioning of all wheels on the rail. However, when a bridge or other physical characteristic prevents a walking inspection of the entire train, comply with the first paragraph of Rule 6.29.2 (Train Inspection by Crew Members).
Under certain conditions, some trains do not require an inspection. Note that all eight conditions must be satisfied to eliminate the inspection. Those conditions are: (1) The train is not a key train, (2) The train does not contain a car, trailer, or freight container that is placarded "Explosives A" (or 1.1 or 1.2), (3) The train is operating where there is no Level 2 Heat Restriction Bulletin in effect and is:
A commuter train, A loaded unit coal train operating where there are no heat restriction bulletins in effect, or A UP freight train in category I, K, N, Q, or Z (as identified on the TCS consist next to the header titled "Category") or a BNSF freight train in category P, Q, S, or Z; and, if in one of those categories:
(a) The train does not: -- Exceed 5000 trailing tons. -- Contain any loaded placarded tank cars. -- Contain any perishable cars identified by initials UPFE, SPFE, BNFE, WC, SLFC, SLC, VCY, LRMX, XTRX, GRBX, GARX, JRSX, or CRYX. or (b) The train is made up entirely of double stack well cars and/or five-platform articulated single-level spine cars, regardless of trailing tonnage. (4) The train had no harsh slack action while stopping from the emergency brake application, (5) The end of train telemetry device or caboose gauge shows that the brake pipe pressure on the rear car is restored, (6) A brake pipe leakage test (or air flow indicator gauge) on freight trains is within proper limits, (7) The train does not require excessive power to start after stopping. and (8) The 2-way EOT device "Emergency" toggle switch was not operated.
If the train does not meet all eight conditions, inspect as outlined in the paragraph above.
General Order No. 27 December 17, 2001 Rule 6.23 (Emergency Stop Or Severe Slace Action) Change First Paragraph Under Heading "Obstruction Of Main Track Or Controlled Siding" To Read: If an adjacent main track or controlled siding may be obstructed, immediately:
- Warn other trains by radio, stating the exact ___location and status of the train and repeat as necessary.
- Place lighted fusee on adjacent tracks.
• Notify the train dispatcher or control operator by activating the emergency call in feature if available and, when possible, foreign line railroads if necessary • Rule 6.23 (Emergency Stop Or Severe Slack Action), as contained in System Special Instructions Item 10-A, Pages 26-27; Second Paragraph, Condition (3), And Third Bullet Of Condition (3): Change (3) To Read: (3) The train is operating where there is no Level 2 Heat restriction bulletin in effect and is: Change third bullet, portion reading:
- A freight train in category K, N, Q OR Z (as identified on the TCS consist next to the header titled "Category"); and, if in one of those categories:
To read:
- A UP freight train in category I, N, Q OR Z (as identified on the TCS consist next to the header titled "Category") or a BNSF freight train in category P,Q,S OR Z; and, if in one of those categories:
6.24 Movement on Double Track On double track, trains must keep to the right unless otherwise instructed.
6.25 Movement Against the Current of Traffic Movements against the current of traffic must be authorized by track bulletin or track warrant, except as provided by:
Rule 6.13 (Yard Limits) Rule 6.14 (Restricted Limits) Rule 9.15 (Track Permits) Rule 9.17.1 (Signal Protection in ABS by Lining Switch)
or Rule 16.1 (Authority to Enter DTC Limits)
Trains and engines moving against the current of traffic must approach block signals, interlocking signals, or facing point spring switches prepared to stop unless:
The track is clear. Switches are properly lined. Signals indicate proceed.
However, this will not apply at a spring switch outside of interlocking limits, if the train dispatcher has advised the crew that the switch is spiked in the normal position.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 6.25 Movement Against the Current of Traffic Add:
Rule 9.17.1 (Signal Protection in ABS by Lining Switch)
6.26 Use of Multiple Main Tracks Multiple main tracks will be designated by name or number. When necessary, track use will be indicated in the special instructions.
Multiple main tracks are numbered as follows:
On east-west subdivisions, track numbers increase from north to south, and the northern most track is No. 1, and
On north-south subdivisions, track numbers increase from west to east, and the western most track is No. 1.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 6.26 Use of Multiple Main Tracks Multiple main tracks are numbered as follows:
On east-west subdivisions, track numbers increase from north to south, and the northern most track is No. 1, and On north-south subdivisions, track numbers increase from west to east, and the western most track is No. 1.
6.27 Movement at Restricted Speed
When a train or engine is required to move at restricted speed, movement must be made at a speed that allows stopping within half the range of vision short of:
Train Engine Railroad car Men or equipment fouling the track Stop signal or Derail or switch lined improperly
The crew must keep a lookout for broken rail and not exceed 20 MPH.
Comply with these requirements until the leading wheels reach a point where movement at restricted speed is no longer required.
6.28 Movement on Other than Main Track Except when moving on a main track or on a track where a block system is in effect, trains or engines must move at a speed that allows them to stop within half the range of vision short of:
Train Engine Railroad car Men or equipment fouling the track Stop signal or Derail or switch lined improperly
This rule is in effect on all industrial leads unless the subdivision page states otherwise.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 6.28 Movement on Other than Main Track This rule is in effect on all industrial leads unless the subdivision page states otherwise.
6.28.1 Sidings of Assigned Direction Do not use sidings of an assigned direction in the opposite direction unless authorized by the train dispatcher.
6.28.2 Stopping Clear in Siding When possible, a train entering a siding must not stop until the entire train is clear of the main track.
6.28.3 Cars or Equipment Left on Siding Avoid leaving cars or equipment on sidings unless authorized by the train dispatcher, except in an emergency. In this case, notify the train dispatcher immediately.
6.29 Inspecting Trains
6.29.1 Inspecting Passing Trains Employees must inspect passing trains. If they detect any of the following conditions, they must notify crew members on the passing train by any available means:
Overheated journals
Sticking brakes
Sliding wheels
Wheels not properly positioned on the rail
Dragging equipment
Insecure contents
Signs of smoke or fire
Headlight or marker improperly displayed
Any other dangerous condition
When possible, employees inspecting the passing train must advise crew members of the condition of their train.
When possible, a crew member on the engine of the train being inspected must notify a crew member on the rear of the train when the train is being inspected by other employees.
Ground Inspections
When a train is stopped and is met or passed by another train, crew members must inspect the passing train. The trainman’s inspection must be made from the ground if there is a safe ___location. If safe to do so, a trainman must cross the track and inspect the side of the passing train opposite the stopped train.
Trackside Warning Detectors and Inspections
Crew members must be aware of trackside warning detectors and signals from persons inspecting their train. Stop the train immediately for an inspection when any of the following conditions exist:
A crew member receives a stop signal. A trackside warning detector indicates a train defect.
or A crew member is notified of a dangerous condition.
Movement must not proceed until it is safe.
6.29.2 Train Inspections by Crew Members When a walking inspection of the train is required, and physical characteristics prevent a complete train inspection, inspect as much of the train as possible. The train may then be moved, but may not exceed 5 MPHh for the distance necessary to complete the inspection.
While their train is moving, crew members must inspect it frequently and look for indications of defects in the train, especially when rounding curves.
When inspecting their train, crew members must observe the train closely for any of the following:
Overheated journals Sticking brakes Sliding wheels Wheels not properly positioned on the rail Dragging equipment Insecure contents Signs of smoke or fire Any other dangerous condition
Crew members who discover defects while the train is moving must stop the train promptly and correct any defects, if possible. If the defective car must be set out, they must not attempt to move the car to the setout point unless it is safe to do so.
When a car is set out because of an overheated journal, any fire must be completely extinguished and precautions taken to prevent further ignition.
6.30 Receiving or Discharging Passengers
When a passenger train is receiving or discharging traffic, a train, engine, or piece of equipment must not pass between it and the station platform being used unless safeguards are provided.
Passenger Crew Responsibilities: When approaching a station to receive or discharge passengers, decide if the train is routing on the track nearest the station platform. If other trains could pass on an adjacent track between the passenger train and the station platform, call the train dispatcher. Find out that no trains or engines will use the adjacent track. If trains are approaching on the adjacent track, delay arrival until the other train or engine has stopped or is clear of the station platform.
Other Crews Responsibilities: Do not pass between a passenger train that receives or discharges traffic until all passengers and employees have cleared the track between the passenger train and the station platform. Then, pass only when preceded by an employee walking just ahead of the movement.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 6.30 Receiving or Discharging Passengers Add: Passenger Crew Responsibilities: When approaching a station to receive or discharge passengers, decide if the train is routing on the track nearest the station platform. If other trains could pass on an adjacent track between the passenger train and the station platform, call the train dispatcher. Find out that no trains or engines will use the adjacent track. If trains are approaching on the adjacent track, delay arrival until the other train or engine has stopped or is clear of the station platform.
Other Crews Responsibilities: Do not pass between a passenger train that receives or discharges traffic until all passengers and employees have cleared the track between the passenger train and the station platform. Then, pass only when preceded by an employee walking just ahead of the movement.
6.31 Maximum Authorized Speed Conductors and engineers are jointly responsible for knowing and not exceeding the maximum authorized speed for their train. Passenger speed is applicable only to trains consisting entirely of passenger equipment.
When possible, crew members must notify the train dispatcher promptly of any condition that will delay or prevent their train from making the usual speed.
6.32 Road Crossings
6.32.1 Cars Shoved, Kicked, or Dropped When cars are shoved, kicked, or dropped over road crossings at grade, a crew member must be on the ground at the crossing to warn traffic until the crossing is occupied. Make any movement over the crossing only on the crew members signal.
Such warning is not required when:
Crossing gates are in the fully lowered position.
or It is clearly seen that no traffic is approaching or stopped at the crossing.
6.32.1 Cars Shoved, Kicked, or Dropped When cars are shoved, kicked, or dropped over road crossings at grade, a crew member must be on the ground at the crossing to warn traffic until the crossing is occupied. Make any movement over the crossing only on the crew members signal.
Such warning is not required when:
Crossing gates are in the fully lowered position. or It is clearly seen that no traffic is approaching or stopped at the crossing.
6.32.2 Automatic Crossing Devices When within 3000 feet of a crossing equipped with automatic warning devices, do not increase speed by more than 5 MPH until the device has been operating long enough to provide warning and the crossing gates, if equipped, are fully lowered. Under any of the following conditions, a movement must not foul a crossing equipped with automatic warning devices until the device has been operating long enough to provide warning and the crossing gates, if equipped, are fully lowered:
• Movement has been delayed or stopped within 3,000 feet of the crossing.
• Movement is closely following another movement. or • Movement is on other than the main track or siding.
Employees must observe all automatic crossing warning devices and report any that are malfunctioning to the train dispatcher or proper authority by the first available means of communication. Notify all affected trains as soon as possible.
Report malfunctioning automatic crossing warning devices to the train dispatcher or to the Grade Crossing Safety Hot Line (800-848-8715) by the first available means of communication. If equipped, when the white power-on light on the exterior of the signal house is not lit, immediately notify the train dispatcher or the Grade Crossing Safety Hot Line.
On a prior SP territory track where a "STOP" sign is located next to a road crossing, movement must stop at "STOP" sign. Movement may proceed only after automatic crossing warning devices have been operating long enough to provide warning and crossing gates, if equipped, are fully lowered. If automatic crossing warning devices fail to operate, movement may enter the crossing only after a crew member is on the ground at the crossing to warn highway traffic.
In the application of Part A of this rule: A crossing having a broken gate(s) is to be considered as having working devices when the balance of the automatic warning devices are seen to be working. Movement may proceed over the crossing at 15 MPH without stopping.
A. Automatic Warning Devices Malfunctioning
Use the following table to properly complete movement over the crossing:
Movement When Automatic Warning Devices Are Malfunctioning
If . . .
Then . . .
Someone is not at the crossing to provide warning
Stop before occupying the crossing. After a crew member is on the ground at the crossing to warn highway traffic, proceed over the crossing on hand signals from that crew member,
or If devices are seen to be working or when relieved by the train dispatcher, proceed over the crossing at 15 MPH without stopping until the head end of the train completely occupies the crossing. Then proceed at normal speed.
The crew is notified that the crossing is protected by 1 equipped flagger who is unable to protect the crossing in all directions of approaching traffic
Proceed over the crossing at 15 MPH without stopping until the head end of the train completely occupies the crossing. Then proceed at normal speed.
The crew is notified that the crossing is protected by 1 or more equipped flaggers who are able to protect the crossing in all directions of approaching traffic
Proceed over the crossing at normal speed without stopping.
NOTE: An equipped flagger is a person other than a crew member who is equipped with an orange vest, orange shirt, or orange jacket. At night, the vest, shirt, or jacket must be fluorescent. The flagger must have a red flag or stop paddle at day, and white light at night.
B. Whistle for Crossing
When notified that automatic warning devices are malfunctioning, sound whistle signal 5.8.2(11) regardless of any prohibition.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 6.32.2 Automatic Crossing Devices Report malfunctioning automatic crossing warning devices to the train dispatcher or to the Grade Crossing Safety Hot Line (800-848-8715) by the first available means of communication. If equipped, when the white power-on light on the exterior of the signal house is not lit, immediately notify the train dispatcher or the Grade Crossing Safety Hot Line.
On a prior SP territory track where a "STOP" sign is located next to a road crossing, movement must stop at "STOP" sign. Movement may proceed only after automatic crossing warning devices have been operating long enough to provide warning and crossing gates, if equipped, are fully lowered. If automatic crossing warning devices fail to operate, movement may enter the crossing only after a crew member is on the ground at the crossing to warn highway traffic.
In the application of Part A of this rule: A crossing having a broken gate(s) is to be considered as having working devices when the balance of the automatic warning devices are seen to be working. Movement may proceed over the crossing at 15 MPH without stopping.
6.32.3 Protection of Adjacent Tracks If a train or cut of cars is parted to clear a road crossing or is standing near the crossing, when possible, an employee must be on the ground at the crossing to warn traffic against trains or engines approaching on adjacent tracks.
6.32.4 Clear of Crossings and Signal Circuits
Leave cars, engines, or equipment clear of road crossings and crossing signal circuits.
If possible, avoid leaving cars, engines, or equipment standing closer than 250 feet from the road crossing when there is an adjacent track.
Diagram A.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 6.32.4 Clear Of Crossings and Signal Circuits Referring to the second paragraph: In the State of Illinois, the distance is 500 feet, and in the State of Wisconsin, the distance is 330 feet.
6.32.5 Actuating Automatic Crossing Signals Unnecessarily Avoid actuating automatic crossing signals unnecessarily by leaving switches open or permitting equipment to stand within the controlling circuit. If this cannot be avoided and if the signals are equipped for manual operation, a crew member must manually operate the signal for movement of traffic. A crew member must restore signals to automatic operation before a train or engine occupies the crossing or before it leaves the crossing
6.32.6 Blocking Public Crossings If possible, a standing train or switching movement must avoid blocking a public crossing longer than 10 minutes.
7.0 SWITCHING
7.1 Switching Safely and Efficiently
While switching, employees must work safely and efficiently and avoid damage to contents of cars, equipment, structures, or other property.
Do not leave cars or engines standing where they will foul equipment on adjacent tracks or cause injury to employees riding on the side of a car or engine.
7.2 Communication Between Crews Switching To avoid injury or damage where engines may be working at both ends of a track or tracks, crews switching must have a clear understanding of movements to be made.
7.3 Additional Switching Precautions The following equipment must not be unnecessarily switched or couplings made so as to damage the equipment or load:
Passenger or outfit cars Intermodal or TOFC cars Cabooses Multi-level loads Cars containing livestock Open top loads subject to shifting
The following equipment must not be cut off in motion or struck by any car moving under its own momentum:
Passenger cars Outfit cars High-value loads Engines Loaded-depressed-center flat cars Cars loaded with modular housing units Articulated and solid drawbar-connected cars with more than two car bodies. However, when empty, these cars may be kicked but not humped. Scale test cars.
Roadway equipment. System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 7.3 Additional Switching Precautions Add to the list of equipment that must not be cut off in motion or struck by any car moving under its own momentum:
Articulated and solid drawbar-connected cars with more than two car bodies. However, when empty, these cars may be kicked but not humped. Scale test cars. Roadway equipment.
7.4 Precautions for Coupling or Moving Cars or Engines Before coupling to or moving cars or engines, verify that the cars or engines are properly secured and can be coupled and moved safely.
Make couplings at a speed of not more than 4 MPH. Stretch the slack to ensure that all couplings are made.
7.5 Testing Hand Brakes
Employees must know how to operate the type of brakes they are using. When hand brakes must control or prevent car movement, test the brakes to ensure that they are operating properly before using them.
7.6 Securing Cars or Engines Do not depend on air brakes to hold a train, engine, or cars in place when left unattended. Apply a sufficient number of hand brakes to prevent movement. If hand brakes are not adequate, block the wheels.
When the engine is coupled to a train or cars standing on a grade, do not release the hand brakes until the air brake system is fully charged.
When cars are moved from any track, apply enough hand brakes to prevent any remaining cars from moving.
7.7 Kicking or Dropping Cars Kicking or dropping cars is permitted only when it will not endanger employees, equipment, or contents of cars.
Before dropping cars, crew members must fully understand the intended movement. They must verify that the track is sufficiently clear and that switches and hand brakes are in working order. If possible, the engine must run on a straight track. Cars must not be dropped over spring switches or dual control switches.
7.8 Coupling or Moving Cars on Tracks Where Cars are Being Loaded or Unloaded
Before coupling to or moving cars on tracks where cars are being loaded or unloaded, crew members must be sure that all of the following have been removed or cleared:
Persons in, on, or about cars Platforms Boards Tank car couplings and connections Conveyors Loading or unloading spouts and similar appliances or connections Vehicles Other obstructions
In addition:
Be careful to avoid damage to freight of partly loaded cars. Do not handle cars that are improperly or unevenly loaded if load could shift or fall from the car, or if the car could derail or overturn. Return any car placed for loading or unloading to the ___location it was found if it has not been released for movement. Do not pull empty cars from an unloading facility until any major accumulation of debris is removed.
Ensure that plug-type and swinging doors on cars are closed or secured. However, crew members must not attempt to close those doors. System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 7.8 Coupling or Moving Cars on Tracks Where Cars are Being Loaded or Unloaded Revise the last bullet under heading "In Addition" to read:
Ensure that plug-type and swinging doors on cars are closed or secured. However, crew members must not attempt to close those doors.
7.9 Switching Passenger or Occupied Outfit Cars Before switching passenger equipment or occupied outfit cars:
Couple the air hoses. Fully charge the brake system. Use the automatic brake valve when switching.
When coupling passenger or outfit cars:
Stop the movement approximately 50 feet before the coupling is made.
Have an employee on the ground direct the coupling.
Ensure couplers are fully compressed and stretched to ensure that knuckles are locked before making:
- Air connections
- Steam connections
- Electrical connections
7.10 Movement Through Gates or Doorways
Before moving engines or cars or other equipment through gates, doorways, or similar openings, stop to ensure that the gates, doorways, or openings are completely open and secure. When overhead or side clearances are close, make sure movement is safe. Do not ride on the side of a car, engine or other equipment when moving through gates, doorways or similar openings.
General Order No. 27 December 17, 2001
Rule 7.10 (Movement Through Gates or Doorways)
ENTIRE rule revised to read:
Before moving engines, cars or other equipment through gates, doorways, or similar openings, stop to ensure that the gates, doorways, or openings are completely open and secure. When overhead or side clearances are close, make sure movement is safe. Do not ride on the side of a car, engine or other equipment when moving through gates, doorways or similar openings7.11 Charging Necessary Air Brakes
Do not handle cars without charging the air brake system, unless the cars can be handled safely and stopped within the required distance. If necessary, couple the air hoses and charge the brake systems on a sufficient number of cars to control movement.
7.12 Movements Into Spur Tracks When shoving cars into a spur track, control movement to prevent damage at the end of the track, and do the following:
Stop movement 150 feet from the end of the track. Apply hand brakes, when necessary, to control slack. Have a crew member precede any further movement when it can be done safely. Move only on the crew members signal7.13 Protection of Employees in Bowl Tracks During humping operations, before a train or yard crew member goes between engines or cars on a bowl track to couple air hoses or adjust coupling devices, or before an employee performs maintenance on a bowl track, protection must be provided against cars released from the hump into the track as follows:
The employee requesting protection must notify the employee controlling the switches that provide access from the hump to the track where the work will occur.
After being notified, the switch controller must line any remote control switch against movement to the affected bowl track and apply a locking or blocking device to the control for that switch.
The switch controller must then notify the employee that protection is provided. Protection will be maintained until the switch controller is advised that work is complete and protection is no longer required.
8.0 SWITCHES
8.1 Hand Operation of Switches Spring or dual control switches operated by hand are considered hand-operated switches, and all rules governing hand-operated switches apply to them, except that cars must not be dropped over the switches.
8.2 Position of Switches The employee handling the switch or derail is responsible for the position of the switch or derail in use. The employee must not allow movement to foul an adjacent track until the hand-operated switch or derail is properly lined.
Employees handling switches and derails must make sure: The switches and derails are properly lined for the intended route. The points fit properly and the target, if so equipped, corresponds with the switchs position. When the operating lever is equipped with a latch, they do not step on the latch to release the lever except when throwing the switch. After locking a switch or derail, they test the lock to ensure it is secured.
When possible, crew members on the engine must see that the switches and derails near the engine are properly lined.
Do not operate a switch that is tagged. If the switch is spiked, do not remove the spike unless authorized by the same craft or group that placed it.
8.3 Main Track Switches The normal position of a main track switch is for main track movement, and it must be lined and locked in that position. At points where double track begins, the normal position of a spring switch is for movement with the current of traffic.
However, the main track switch may be left open:
In CTC territory within track and time limits. When attended by a crew member or switch tender. During switching operations when it is certain that no other train or engine will pass over the switch. For another train or engine when the switch is attended by a member of that crew. Within ABS limits when instructed by the train dispatcher at:
- The entering switch of a siding in Rule 9.14 (Movement with the Current of Traffic) territory. - Either switch of a siding in Rule 16.1 (Authority to Enter DTC Limits) territory. Within TWC territory when authorized by track warrant. Track warrant protection must be provided for this condition. The switch must not be considered restored to normal position until the train dispatcher is notified by an employee at that ___location.
or Within ABS-TWC territory, ABS-DTC territory or Rule 9.14 territory(Movement with the Current of Traffic) at the entering switch of a siding after the following has been done: Communication has been established with the train to be met. An understanding has been reached that the train to be met will stop and restore the switch to the normal position and lock the switch. A crew member must not report clear of the limits until it is known the switch is lined and locked in the normal position.
On main track switches (if equipped), the target will be red if the switch is lined in other than its normal position.
General Order No. 27 December 17, 2001 Rule 8.3 (Main Track Switches) Add a seventh bullet to read:
Within ABS-TWC territory, ABS-DTC territory or Rule 9.14 territory (Movement with the Current of Traffic) at the entering switch of a siding after the following has been done: Communication has been established with the train to be met. An understanding has been reached that the train to be met will stop and restore the switch to the normal position and lock the switch. A crew member must not report clear of the limits until it is known the switch is lined and locked in the normal position. 8.4 Lining Main Track Switch When an employee lines the switch to let a train enter or leave the main track, the employee must then go to the opposite side of the main track and not return to the switch stand until movement is complete. If unable to go to the opposite side of the track, the employee must stand at least 20 feet from the switch stand.
8.4 Lining Main Track Switch When an employee lines the switch to let a train enter or leave the main track, the employee must then go to the opposite side of the main track and not return to the switch stand until movement is complete. If unable to go to the opposite side of the track, the employee must stand at least 20 feet from the switch stand.
8.5 Clearing Main Track Before Restoring Switch Do not return a main track switch to the normal position until movement is clear of the main track.
8.6 Restoring Switch to Normal Position An employee getting off moving equipment to return the main track switch to normal position must, when possible, get off the equipment on the opposite side from the switch stand.
8.7 Clear of Main Track Switches Except in switching movements, when a train or engine is approaching or passing on a main track, employees must not go nearer than 20 feet to any main track switch.
Diagram A.
When a train or engine that will be met or passed is on a siding or other track, the employee attending the switch must be in a safe ___location. The employee must not be nearer than 150 feet, if possible, from the switch when the train is closely approaching and passing.
Diagram B.
Inspecting Hand-Operated Switches in Non-Signaled Territory
In non-signaled territory, if the expected train is not closely approaching, a crew member will inspect facing point, hand-operated switches the train will pass over to determine that the:
Switches are lined for the intended route. Switch points fit properly. Switch lever is secured.
8.8 Switches Equipped with Locks, Hooks, or Latches When not in use, switches must be locked, hooked, or latched if so equipped. Before making movements in either direction over these switches, make sure the switch is latched or secured by placing the lock or hook in the hasp. However, when making train movements in facing point direction, lock the switches equipped with a lock.
Replace any missing or defective switch locks. If they cannot be replaced, report the condition at once to the train dispatcher, yardmaster, or supervisor in charge, and spike the switch if possible.
8.9 Movement over Spring Switches
Spring switches are identified by the letters S or SS, special targets, signs, and/or lights.
8.9.1 Testing Spring Switch A crewmember tests the switch by lining the switch over and back by hand and examining the switch points to see that they fit properly.
A train or engine making a facing point movement over a spring switch must stop, and a crewmember must test the switch when any of the following conditions exist:
1. A block signal governing movement over the switch indicates:
Stop Stop and Proceed
or Restricted Proceed
Diagram A.
2. A switch point indicator protecting the switch indicates Stop and Inspect Switch. or 3. The switch is not protected by a block signal or switch point indicator.
However, a crew member does not need to test the switch if it has been lined for the diverging route, or written instructions advise the crew that the spring switch has been spiked.
8.9.2 Trailing Through and Stopping on a Spring Switch A train or engine trailing through and stopping on a spring switch must control the slack. A crew member must line the switch by hand before the train or engine can change direction or take slack.
Diagram A.
8.9.3 Hand Operating a Spring Switch Before Making a Trailing Movement A. With Facing Point Lock
When a train is stopped by a signal governing trailing movement through a spring switch and the switch is equipped with a facing point lock, operate the switch by hand. Do not return the switch to normal position until after movement is complete.
Diagram A.
B. Without Facing Point Lock
Before a train makes a trailing movement through a spring switch not equipped with a facing point lock, and only hand operation can establish block signal protection, line the switch for the intended route. Return the switch to normal position after leading wheels have passed both insulated joints.
Diagram B.
8.9.4 During Snow or Ice Storms During snow storms, ice storms, or other conditions that may prevent a spring switch from functioning properly, avoid making a trailing movement through the spring switch until the switch has been lined by hand for the movement.
8.9.5 Spiking Spring Switch A spring switch that is spiked must be protected.
8.9.6 Approaching a Spring Switch in Non-Signaled Territory A train in non-signaled territory must approach the facing points of a spring switch prepared to stop until:
A switch point indicator shows that the switch is properly lined. or A distant signal displays clear.
8.10 Switch Point Indicator
Aspect
Indication
Green
Switch points fit properly in normal position.
Yellow
Switch points fit properly in reverse position.
Red or Dark
Stop and inspect switch.
8.11 Switches in Sidings The normal position of switches connecting any track, except the main track, to a siding is lined and locked or secured for movement on the siding.
Diagram A.
8.12 Crossover Switches
The normal position of crossover switches is for other than crossover movement. The switches must be left lined in normal position, except when they are in use for crossover movement.
Both switches of a crossover must be opened before a crossover movement starts, and movement must be complete before either switch is returned to normal position.
EXCEPTIONS: On non-signaled track, both switches of a crossover not connected to a main track or siding must be left lined either for normal movement or for movement through the crossover.
Dual control switches may be returned to power as prescribed by Rule 9.13 (When Instructed to Operate Dual Control Switches by Hand).
Diagram A.
8.13 Scale Track Switches When scales are not in use, line switches for dead rails where provided.
8.14 Conflicting Movements Approaching Switch When conflicting movement is closely approaching a switch, the track must not be fouled or the switch operated. Except at a spring switch, trains must not foul a main track or signaled track or pass beyond an insulated joint at the clearance point until the switch connected with the movement is properly lined.
Crossover switches must not be unlocked or lined for crossover movement when another movement is approaching or passing over either switch
8.15 Switches Run Through Do not run through switches, other than spring switches or variable switches. If a rigid type switch is run through, it is unsafe and must be protected by spiking the switch, unless a trackman or other competent employee takes charge.
An engine or car that partially runs through a switch must continue movement over the switch. The engine or car must not change direction over a damaged switch until it has been spiked or repaired.
8.16 Damaged or Defective Switches Report a switch that is damaged or defective to the train dispatcher, yardmaster, or supervisor in charge. Spike the switch unless the trackman or other competent employee takes charge. If the switch cannot be made safe, provide protection at once.
8.17 Avoid Sanding over Movable Parts When possible, avoid using sand over movable parts of an interlocking, retarders, spring switches, variable switches, or power-operated switches.
8.18 Variable Switches Trailing point movements may be made over a variable switch from either track, regardless of the position of the switch points.
When making a trailing point movement and the switch is not lined for such movement, make sure all wheels of the leading car or unit clear the switch points before changing direction.
During snow storms, ice storms, or other conditions that may prevent a variable switch from functioning properly, avoid making a trailing point movement through a variable switch until it has been lined by hand for movement.
8.19 Automatic Switches The ___location of automatic switches will be designated in the timetable. To operate an automatic switch to enter the siding, a crew member must do the following:
Stop the leading end of movement within 200 feet of the absolute signal that governs movement over the switch. Operate the push button on the signal mast.
After 40 seconds, the signal will display a restricting indication when the switch is lined for movement into the siding.
When the signal that governs movement over an automatic switch displays a Stop indication, the switch must be operated by hand before proceeding.
Operating an Automatic Switch by Hand
To operate an automatic switch by hand, the crew member must stop the train for the signal that governs movement over the switch and then do the following:
Unlock the switch lock. Place the selector lever in the HAND position. Operate the hand throw lever until the switch points move when the lever is moved. Line the switch for the intended route. Do not return the selector lever to the POWER position until at least one unit or car has passed over the switch.
After switch is placed in hand position, signal governing movement over the switch will display Stop indication and movements will be governed by hand signals.
When the switch is returned to the POWER position and movement over the switch is complete, the switch will automatically return to its normal position.
On Siding. A train operating on a siding must be stopped before it passes the overlap sign until it is authorized to proceed.
Entering Main Track. A train that is about to enter the main track and is authorized to proceed must move past the overlap sign. Further movement must not be made until the signal governing movement over the switch displays a proceed indication. If the signal does not display a proceed indication within 5 minutes, a crew member must operate the switch by hand as specified in Rule 9.17 (Entering Main Track at Hand-Operated or Spring Switch), waiting an additional 5 minutes, if necessary.
When automatic switches are operated by hand, all rules governing hand-operated switches apply, except cars must not be dropped over the switches.
8.20 Derail Location and Position Employees in train, engine, and yard service must know the ___location of all fixed derails. Train or engine moving on or entering tracks where fixed derails are located, must stop at least 100 feet from derail in derailing position. Movement must not continue until the derail is placed in the non-derailing position. However, the distance restriction will not apply in engine servicing areas.
Do not make a movement over a derail in derailing position.
Siding having hand-thrown derails will have derail locked in the non-derailing position, except when engines or cars are left unattended on siding. On auxiliary tracks other than sidings, except when derails are placed in non-derailing position to permit movement, make sure they are always in derailing position regardless of whether cars are on the track they are protecting. Lock all derails equipped with a lock.
9.0 BLOCK SYSTEM RULES
9.1 Signal Aspects and Indications Distant, block, and interlocking signal aspects and indications are shown in the special instructions.
Signal aspects are identified by the position of semaphore arms, color of lights, flashing of lights, position of lights, or any combination. Aspects may be qualified by marker plate, number plate, letter plate, or marker light.
Signals may display color light aspects or semaphore arms and color lights.
9.2 Location of Signals When viewed from the train, block and interlocking signals are generally to the right of the track. However, they may be located to the left or above the track. To display indications for two tracks, two bracketed signals may be located on a supporting mast. The signal to the right governs the track to the right, and the signal to the left governs the track to the left.
Diagram A.
9.3 What Signals Govern
Block signals, cab signals, or both govern the use of blocks. Interlocking signals govern the use of interlocking routes. Where a track is signaled beyond the interlocking limits in the direction of movement, the interlocking signal is also a block signal.
Diagram A.
All other rules, where required, remain in effect when complying with the indication of block and interlocking signals.
9.4 Improperly Displayed Signals or Absent Lights
Except as shown in block, cab, and interlocking signal aspects in the special instructions, if a light is absent or a white light is displayed where a colored or lunar light should be, regard a block or interlocking signal as displaying the most restrictive indication it can give. However, when the semaphore arm position is plainly seen, that aspect will govern.
9.5 Where Stop Must Be Made
When movement is being made beyond a block signal requiring a train to be prepared to stop at the next signal, the stop must be made before any part of a train passes the block signal requiring the train to stop.
If a train overruns any block signal that requires it to stop, the crew must:
Warn other trains at once by radio. Stop the train immediately. Report it to the train dispatcher.
Diagram A.
9.5.1 Changing Established Route
Except to avoid an accident, after a controlled signal has been cleared for a closely approaching train, the control operator must not change the signal before the approaching trains engineer has assured the control operator that he can comply with the signal change. Do not establish or authorize a conflicting route until communicating with the approaching trains crew and ensuring that the train has stopped clear of the conflicting route.
The control operator must not establish a conflicting route into an occupied block or interlocking limits, or authorize a conflicting movement, unless it is safe to do so.
The control operator must avoid operating the device controlling a switch, derail, movable point frog, or lock when any portion of a train is on or closely approaching the equipment.
9.5.2 Protection if Signal Appliance or Track Is Damaged
If a signal or signal appliance functions improperly or the track is damaged, signals that govern movements on affected routes must display a Stop indication. No movements on such routes may be permitted until track and signal appliances are examined and movement can occur safely.
9.5.3 Protection During Repairs
Within CTC limits or within manual interlocking limits (unless track bulletin Form B is in effect), when a switch, movable point frog, derail, or signal is under repair or is disconnected, or when the track is obstructed or removed from service, display Stop indications for all affected routes. In addition, block or mark any controls to prevent their operation.
Maintenance forces must contact the control operator before beginning repairs, disconnecting equipment, obstructing the track, or removing the track from service. Switches, movable point frogs, and derails must be spiked or secured in the required position if any movement over them occurs before repairs are complete.
9.5.4 Authority to Proceed
Except when a signal is used to provide protection within CTC limits or at manual interlockings, control operators must not give hand signals or verbally authorize movement beyond a Stop indication when a proceed indication can be displayed for the movement.
At manual interlockings, control operators must give hand signals so that crew members can understand the signals and know which train they are intended for.
9.5.5 Reporting Delays
When a controlled signal displays a proceed indication, notify the control operator immediately if movement cannot occur promptly.
9.5.6 Track Occupancy Indicator
Where track occupancy indicators are located, employees must observe the indication before fouling a circuit or changing the derail or a main track switch.
When an occupied indication is displayed, trains or equipment must not foul the main track unless movement is properly protected.
Track occupancy indications do not authorize movement or relieve employees from protecting movements as required by the rules. 9.7 Failure to Display Most Restrictive Indication When a block is occupied, or when a switch protected by a signal is changed from its normal position and that signal fails to display its most restrictive indication, regard the signal as displaying Stop. The train must stop immediately, and employees must warn others by radio of the exact ___location and status of the train. Contact the train dispatcher or control operator and do not move the train without permission.
9.8 Next Governing Signal
A train may comply with the next signals indication when its aspect can be clearly seen and the signal governs the track where movement is occurring or will be made. This does not apply when a rule or previous signal indication requires movement at restricted speed.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 9.8 Next Governing Signal This rule does not apply on UPRR. Comply with the signal indication until passing the next governing signal.
9.9 Train Delayed Within a Block If a train has entered a block on a proceed indication that does not require restricted speed, and the train stops or its speed is reduced below 10 MPH, the train must:
A. ABS
Proceed at restricted speed. The train must maintain this speed until the next signal is visible, that signal displays a proceed indication, and the track to that signal is clear. However under the following conditions, passenger trains may proceed prepared to stop at the next signal, not exceeding 40 MPH, until the next signal is visible and that signal displays a proceed indication:
After making a schedule stop of less than five minutes with no other delay.
or After stopping less than five minutes to line a switch at a meeting or passing point after leaving a siding or other track.
Proceed at restricted speed. The train must maintain this speed until the next signal is visible, that signal displays a proceed indication, and the track to that signal is clear.
Diagram A.
B. CTC or Manual Interlocking Limits
Proceed prepared to stop at the next signal until the next signal is visible and that signal displays a proceed indication. Passenger trains must not exceed 40 MPH and freight trains must not exceed 30 MPH until the next signal is visible and that signal displays a proceed indication.
Proceed prepared to stop at the next signal until the next signal is visible and that signal displays a proceed indication.
C. ACS
Operate according to cab signal indication.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 9.9 Train Delayed Within a Block Part A. ABS changed to read: Proceed at restricted speed. The train must maintain this speed until the next signal is visible, that signal displays a proceed indication, and the track to that signal is clear. However under the following conditions, passenger trains may proceed prepared to stop at the next signal, not exceeding 40 MPH, until the next signal is visible and that signal displays a proceed indication:
After making a schedule stop of less than five minutes with no other delay.
or After stopping less than five minutes to line a switch at a meeting or passing point after leaving a siding or other track.
Part B. CTC or Manual Interlocking Limits changed to read:
Proceed prepared to stop at the next signal until the next signal is visible and that signal displays a proceed indication. Passenger trains must not exceed 40 MPH and freight trains must not exceed 30 MPH until the next signal is visible and that signal displays a proceed indication.
9.9.1 Passing Approach to Automatic Interlocking A train must proceed prepared to stop at the interlocking signal when:
Moving below 25 MPH and passing a signal displaying an indication more favorable than Approach that governs the approach to an automatic interlocking.
or Speed is reduced to below 25 MPH after passing a signal displaying an indication more favorable than Approach that governs the approach to an automatic interlocking.
The train must continue to move prepared to stop at the interlocking signal until the train reaches a point approximately 1,000 feet from that signal. If the interlocking signal then indicates proceed, the train may resume speed.
9.10 Initiating Movement Between Signals When one of the following occurs, move at restricted speed until the leading wheels have passed the next governing signal or the end of the block system:
The train enters a block with no governing signal.
Diagram A.
The previous signal indication is unknown.
A change of direction is made within a block.
Diagram B.
Exception
If a train is within ACS territory and a cab signal device is cut in and operative, the train may operate according to the cab signal indication after moving a distance equal to its own length or to the next governing signal.
9.11 Movement from Signal Requiring Restricted Speed
When a train passes a signal requiring movement at restricted speed, the train must move at restricted speed until its leading wheels have passed the next governing signal or the end of the block system.
9.12 Stop Indications
9.12.1 CTC Territory
At a signal displaying a Stop indication, if no conflicting movement is evident, the train will be governed as follows:
A crew member must immediately contact the control operator unless the train is:
- Within track and time limits Or - Entering track and time limits from any point other than either end of the track and time limits.
Before authorizing the train to proceed, the control operator must know that the route is properly lined and no conflicting movement is occupying or authorized to enter the track between that signal and the next absolute signal governing movement or the end of CTC where applicable.
When the train receives these instructions, After stopping, (train) at (___location) has authority to pass signal displaying Stop indication, specifying the route where applicable, the train must move at restricted speed.
Exception: Conflicting Movement. When the control operator has stopped a conflicting movement, he may then authorize another train to proceed in the same limits, advising both crews of movement to be made. If the stopped movement is later permitted to proceed, that train must move at restricted speed until its leading wheels have passed the next governing signal or the end of the block system.
A. Intermittent Track Occupancy
When a train dispatcher observes an intermittent track occupancy of unknown origin on the CTC control machine, that portion of track must be protected by placing the signals governing entrance to the affected limits to display Stop indication and blocking signal controls to prevent clearing of signals into the limits.
Until the track is inspected by Signal Department or MW employee, the first train movement into the affected area must be authorized to pass signal displaying Stop indication using the following wording: "AFTER STOPPING, (train) AT (___location) HAS AUTHORITY TO PASS SIGNAL DISPLAYING STOP INDICATION BEING GOVERNED BY RULE 9.12.1 PART A."
A train receiving this instruction must proceed at restricted speed from the signal displaying Stop indication until the head end of the train reaches the next controlled signal regardless of more favorable aspects displayed by any signals having number plates. Train may pass each consecutive signal displaying Stop and Proceed without stopping.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 9.12.1 CTC Territory ADD a new Part A to read: A. Intermittent Track Occupancy When a train dispatcher observes an intermittent track occupancy of unknown origin on the CTC control machine, that portion of track must be protected by placing the signals governing entrance to the affected limits to display Stop indication and blocking signal controls to prevent clearing of signals into the limits. Until the track is inspected by Signal Department or MW employee, the first train movement into the affected area must be authorized to pass signal displaying Stop indication using the following wording:
AFTER STOPPING, (train) AT (___location) HAS AUTHORITY TO PASS SIGNAL DISPLAYING STOP INDICATION BEING GOVERNED BY RULE 9.12.1 PART A."
A train receiving this instruction must proceed at restricted speed from the signal displaying Stop indication until the head end of the train reaches the next controlled signal regardless of more favorable aspects displayed by any signals having number plates. Train may pass each consecutive signal displaying Stop and Proceed without stopping.
9.12.2 Manual Interlockings At a signal displaying a Stop indication, if no conflicting movement is evident, the train will be governed as follows:
A crew member must immediately contact the control operator.
Before authorizing the train to proceed, the control operator must know that the route is properly lined and no conflicting movement is occupying or authorized to enter the track between that signal and the next absolute signal governing movement or the end of interlocking limits where applicable.
The control operator may authorize the train to proceed by using hand signals or the following words, "After stopping, (train) at (___location) has authority to pass signal displaying Stop indication," specifying the route where applicable. The train must move at restricted speed.
If the signal governs movement over a drawbridge, a crew member must verify that the bridge is in the proper position for the train to pass.
Before proceeding into or continuing in CTC territory, the manual interlocking control operator must be sure that the CTC control operator has given authority to proceed.
Exception Conflicting Movement. When the control operator has stopped a conflicting movement, he may then authorize another train to proceed, advising both crews of movements to be made. If the stopped movement is later permitted to proceed, that train must move at restricted speed until its leading wheels have passed the next governing signal or the end of the block system.
9.12.3 Automatic Interlockings At a signal displaying a Stop indication, the crew will be governed by instructions in the release box, special instructions, or other instructions.
If there is a conflicting movement, the train must not proceed until the movement has passed or stopped, and both crews agree on the next movement9.12.4 ABS Territory At a signal displaying a Stop indication outside interlocking limits, the train will be governed as follows:
A. Main Track On a main track, except where Rule 9.14 ( Movement with the Current of Traffic) is in effect, after stopping, a train authorized beyond the signal must comply with one of the following procedures:
1. Proceed at restricted speed, if authority beyond the signal is joint with other trains or employees. 2. Proceed at restricted speed to permit an engine, with or without cars, to couple to its train or to a standing cut of cars, if the track between the engine and cars is clear. 3. Proceed at restricted speed when a crew member has contacted the train dispatcher and obtained permission to pass the Stop indication. However, if the train dispatcher cannot be contacted, move 100 feet pass the signal, wait 5 minutes, then proceed at restricted speed.
B. Movement with the Current of Traffic On a main track where Rule 9.14 (Movement with the Current of Traffic) is in effect, after stopping, a crew member must contact the train dispatcher or control operator and obtain permission to pass the Stop indication, then proceed at restricted speed. However, if the signal governs movement to a single main track, comply with Rule 9.17 (Entering Main Track at Hand-Operated or Spring Switch), then proceed at restricted speed.
C. Siding or Other Track
If the signal governs movements from a siding or other track to the main track, comply with Rule 9.17 (Entering Main Track at Hand-Operated or Spring Switch), then proceed at restricted speed.
9.13 When Instructed to Operate Dual Control Switches by Hand If the control operator cannot line the dual control switch to the desired position, or the control machine does not indicate that the switch is lined and locked, the control operator must authorize movement past the Stop indication and instruct the employee to operate the switch by hand. Movement may then proceed to that switch.
Before passing over the switch, the train must stop and the employee must operate the switch by hand as outlined in Rule 9.13.1 (Hand Operation of Dual Control Switches). After at least one unit or car has passed over the switch points, the employee must return the switch to power unless otherwise instructed by the control operator.
9.13.1 Hand Operation of Dual Control Switches Except as provided by Rule 9.13 (When Instructed to Operate Dual Control Switch by Hand) before a dual control switch may be operated by hand, employee must obtain:
Track and time that includes the switch and Permission to operate the switch.
An employee must get permission from the control operator to operate a dual control switch by hand.
Operate the switch as follows:
Unlock the switch lock.
Place the selector lever in the HAND position or remove the hand crank from the holder.
Operate the hand throw lever until the switch points are seen to move when the lever is operated, even if the switch is lined for the intended route.
Line the switch for the intended route, or insert the crank on the shaft and turn the crank as far as it will turn until the switch is in the desired position. Remove the crank from the shaft, but do not return it to the crank holder.
Return the switch to power by restoring the selector lever to the POWER or MOTOR position and lock. Or, return the crank to the holder and secure it with the switch lock. Notify the control operator after power to the switch is restored.
When the selector lever is in the HAND position or the crank has been removed from the holder, signals governing movements over the switch will display Stop indication, and movements will be governed by hand signals. Notify the engineer, if possible, when the switch is in hand operation and when it has been restored to power operation. System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 9.13.1 Hand Operation of Dual Control Switches Change 1st Sentance To Read: Except as provided by Rule 9.13 (When Instructed to Operate Dual Control Switch by Hand) before a dual control switch may be operated by hand, employee must obtain:
Track and time that includes the switch
and Permission to operate the switch.
In the application of this rule, single-direction moves that require the switch to be operated by hand (see Rule 9.13) do not require track and time. Switching over a dual control switch in the Hand position does require track and time in addition to permission.
9.14 Movement with the Current of Traffic On tracks designated in the timetable, trains will run with the current of traffic, if the train dispatcher gives verbal authorization or a controlled signal indicates proceed.
9.14.1 Reporting Clear of a Track Having a Current of Traffic A train without a crew member on the rear and operating on a track having a current of traffic may report clear of the limits or report having passed a specific ___location only when it is known the train is complete. This must be determined by one of the following ways:
The rear of the train has a rear-end telemetry device, and air pressure on the head-end device indicates brake pipe continuity. An employee verifies the marker is on the rear of the train. A crew member can observe the rear car of the train on which the marker is placed. The train is stopped and an inspection verifies that the marker is on the rear car of the train. A trackside warning detector transmits an axle count for the train, and axle count duplicates the axle count transmitted by the previous trackside warning detector.
In addition, a train clearing in a siding or other track must comply with requirements outlined in Rule 8.3 (Main Track Switches) before reporting clear of the limits.
9.14.2 Controlled Block System (CBS) On tracks designated in the timetable, movements will run in the direction specified by verbal authority from the train dispatcher or a controlled signal indicating proceed. Before granting authority, the train dispatcher must know that conflicting movements are protected. A train must not enter or occupy any track in CBS limits unless:
A controlled signal indicates proceed.
or Verbal authority is granted. Movement may be made without waiting 5 minutes.
A movement must proceed only in the direction authorized unless authority is granted by Rule 9.15 (Track Permit). A movement that clears any track within CBS limits must not reenter that track without new authority unless the switch is left open and the movement reenters at that switch. In CBS limits, Rule 9.15 (Track Permits) is in effect.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 9.14.2 Controlled Block System (CBS) Add New Rule: On tracks designated in the timetable, movements will run in the direction specified by verbal authority from the train dispatcher or a controlled signal indicating proceed. Before granting authority, the train dispatcher must know that conflicting movements are protected. A train must not enter or occupy any track in CBS limits unless:
A controlled signal indicates proceed.
or Verbal authority is granted. Movement may be made without waiting 5 minutes.
A movement must proceed only in the direction authorized unless authority is granted by Rule 9.15 (Track Permit). A movement that clears any track within CBS limits must not reenter that track without new authority unless the switch is left open and the movement reenters at that switch. In CBS limits, Rule 9.15 (Track Permits) is in effect.
9.15 Track Permits On tracks designated in the timetable, a track permit will authorize a train, track car, machine, or employee to occupy the main track or tracks between specific points. The track permit must be issued by a designated control operator under the direction of the train dispatcher. Within these limits, movements may be made in either direction according to signal indication.
A train must obtain authority to pass a controlled signal displaying Stop indication to enter track permit limits. Within track permit limits a train, after stopping, may pass signal displaying stop indication at Restricted Speed without further authority, except when signal governs movement at an interlocking.
General Order No. 27 December 17, 2001
Rule 9.15 (Track Permits)
Change first paragraph, last sentence to read:
Within these limits, movements may be made in either direction according to signal indication.
Change second paragraph, last sentence to read;
Within track permit limits a train, after stopping, may pass signal displaying stop indication at restricted speed without further authority, except when signal governs movement at an interlocking.
9.15.1 Issuing Track Permits
The track permit may only be issued when:
Limits are clear. Limits are occupied by the train, track car, machine, or employee that will receive the track permit. Limits are occupied by a train, track car, machine, or employee holding a track permit.
or All trains moving on signal indication without a track permit have passed the ___location where the track will be fouled.
The track permit limits must be protected by controlled signals. The designated control operator must know the following before issuing a track permit:
Each controlled signal protecting the limits displays a Stop indication. Marking or blocking devices prevent displaying signals for movement into the limits. The designated control operator and each control operator who controls signals to protect the limits understand the limits, have provided protection, and have recorded the track permit on the prescribed form.
Track Permit Acknowledgment
Track permit authority must be recorded and repeated to the control operator. Acknowledgment must be received before being acted upon.
The control operator must maintain a record of the authority granted.
More than One Track Permit If more than one track permit is in effect at any time within the same limits, all affected trains or employees must be notified.
Trains must move at restricted speed within these limits.
9.15.2 Clearing Track Permits Marking or blocking devices must not be removed until the track permit has been released to the control operator. Other movements must not be authorized into the limits unless also granted a track permit.
Track permit limits must be cleared and reported clear to the control operator before time expires. If the track permit is released before time expires, all equipment must be clear of the limits and reported clear to the designated control operator. However, if no other track permit has been granted within the same limits, the train may request release of the track permit. Signal indications will then govern the train if the control operator verbally authorizes the release, specifying direction of movement if required.
The employee must request any additional time before the authorized time has expired. If the employee is not clear when the time expires or if the control operator cannot be contacted, authority is extended until the control operator is contacted.
9.16 Stop and Proceed Indication At a signal displaying a Stop and Proceed indication, the train will be governed as follows: 1. The train must stop, then proceed at restricted speed. or 2. The train may pass the signal at restricted speed without stopping to do any of the following:
a. Leave the main track when the switch is lined for movement and the track is clear from the signal to the clearance point.
Diagram A.
b. Continue on the main track when meeting or passing a train, and the main track is clear to the opposite end of the siding where a train is fouling the main track.
Diagram B.
c. Permit an engine, with or without cars, to couple to its train or to a standing cut of cars, if the track between the engine and cars is clear.
Diagram C.
d. Enter a switch that is less than 1,000 feet beyond the signal, and the employee in charge of the switch has granted permission for movement.
Diagram D.
e. Proceed from a Stop indication in CTC territory, when authorized by the control operator as prescribed in Rule 9.12.1 (CTC Territory). This will apply to each succeeding signal displaying a Stop and Proceed indication.
Diagram E.
or f. Move within track and time, work and time, work between, or track permit limits.
Diagram F.
9.17 Entering Main Track at Hand-Operated or Spring Switch Within CTC territory and manual interlocking limits, the control operator must authorize the train to enter the track at a hand-operated or spring switch where no governing signal exists. The control operator must verify that there are no conflicting movements before giving the authority.
In ABS territory, when authorized to enter the main track, a crew member or switch tender must open the switch and wait 5 minutes at the switch to establish block signal protection. If at the end of 5 minutes the employee does not hear or see movement approaching, the train may enter the main track.
A. When Hand Operation of a Spring Switch or 5 Minute Wait Is Not Required
Waiting 5 minutes or operating the spring switch by hand is not required [unless prescribed by Rule 8.9 (Movement over Spring Switches)] under any of the following conditions:
1. Switch is equipped with an electric lock.
2. Track occupancy indicator indicates track is clear.
3. Block signal governing movement to main track indicates proceed.
4. Block signals governing movements on the main track indicate that no train is approaching from either direction.
Diagram A.
5. Block to be entered is occupied by a train, engine, or car that is standing or moving away from the switch to be used.
Diagram B.
6. Main track between siding switches is occupied by a train that has been met or a standing train that will be passed.
Diagram C.
7. Train is entering a main track outside of yard limits for authorized movement against the current of traffic.
8. Rule 6.14 (Restricted Limits) is in effect, provided movement does not occur beyond restricted limits for 5 minutes after the main track circuit is fouled, unless a block signal displays a proceed indication.
9. Work and time authority is granted within DTC.
10. Track permit authorizes movement.
11. Track warrant outside yard limits authorizes WORK BETWEEN two specific points.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 9.17 Entering Main Track at Hand-Operated or Spring Switch At a crossover, apply the second paragraph as follows: Line the switch in the track the train is on, wait five minutes, then line the other switch of the crossover.
Part A. When Hand Operation of a Spring Switch or 5 Minute Wait Is Not Required
Condition (2) does not apply on UPRR.
9.17.1 Signal Protection in ABS by Lining Switch When a train or engine is within ABS limits and requires action as necessary to stop other trains, this may be provided by lining and locking a main track switch against movement at or beyond the point where the train or engine will stop movement or clear the main track.
If the switch is located within a block other than the one occupied, do not make movements until 5 minutes after the switch has been lined. Also, make sure no train or engine is between the switch and the train or engine being protected or is within or closely approaching the block where the switch is located.
Except where Rule 6.13 (Yard Limits) or Rule 6.14 (Restricted Limits) is in effect, at train must receive permission from the train dispatcher before crossing over to or obstructing another main track signaled for movement in one or both directions.
Train dispatcher must ensure that no other movements against the current of traffic have been or will be authorized. Crew members must notify the train dispatcher when their movement is clear of the other main track.
In addition, before crossing over or fouling a main track, trains must comply with the following:
(a) Do not move until five minutes after lining the switch,
(b) Locate the block signal that protects the switch against trains moving with the current of traffic. To move against the current of traffic past that signal, pull the leading engine or car 100 feet beyond the signal. Wait 10 minutes before moving any further against the current of traffic. Then proceed at restricted speed, and
(c) To move against the current of traffic beyond any further block signals, obtain track bulletin authority as explained in Rule 15.3 or track permit authority.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 9.17.1 Signal Protection in ABS by Lining Switch Add paragraph reading: In addition, before crossing over or fouling a main track, trains must comply with the following:
(a) Do not move until five minutes after lining the switch,
(b) Locate the block signal that protects the switch against trains moving with the current of traffic. To move against the current of traffic past that signal, pull the leading engine or car 100 feet beyond the signal. Wait 10 minutes before moving any further against the current of traffic. Then proceed at restricted speed, and (c) To move against the current of traffic beyond any further block signals, obtain track bulletin authority as explained in Rule 15.3 or track permit authority.
9.18 Electrically Locked Switches and Derails Special instructions or instructions posted near the switch will govern the operation of switches and derails equipped with electric locks.
To enter a main track within interlocking or CTC limits, employees must not open the case of door or unlock an electrically locked switch or derail without track and time or authority from the control operator.
Emergency Release If the electric lock includes an emergency release, do not break the seal on the release or operate the release without permission from the control operator or train dispatcher. However, when communication has failed, the seal may be broken and/or the release operated:
To permit a train to leave the main track.
Or To permit a train that has authority to enter the main track. Train must not enter the main track until 5 minutes after the seal is broken and/or the release operated.
Notify the control operator or train dispatcher when the seal has been broken and/or the emergency release operated.
9.19 Leaving Equipment in Signal System Engines, cars, or equipment must not be detached and left standing entirely between the opposing interlocking signals that govern movements at a railroad crossing at grade.
Diagram A.
Do not depend upon track equipment, other than engines or cars to actuate block signals, interlocking signals, or highway crossing signals or to be under the protection of such signals.
9.20 Clear Track Circuits A train, engine, car, or equipment left standing on sidings or other tracks must be clear of insulated joints at clearance points.
9.21 Overlap Circuits Overlaps may be identified by overlap signs. A train on the main track at a meeting point must not pass an overlap sign ___location or open a switch within the overlap until the opposing train has entered the block.
Diagram A.
A preceding train must clear the overlap as soon as possible to avoid delaying a following train.
9.22 Standing on Sanded Rail Do not allow an engine with less than three cars, or cuts of four cars or less, to stand on a sanded rail.
9.23 Suspension of Block System When authorized, a track bulletin may suspend the block system or sections of it.
Do not suspend the block system or sections of it until all trains and control operators in the affected territory have been notified by track bulletin specifying the limits of the suspension.
Track bulletins issued to suspend the block system must not be delivered to trains entering the affected territory until the affected limits are clear of trains, or until the track bulletin has been transmitted or delivered to all trains within the limits.
9.23.1 Guidelines While Block System Is Suspended When the block system or sections of it are suspended, the following guidelines govern:
Employees must follow rules that apply to non-signaled territory. Trains must receive a track bulletin prescribing speed restrictions that do not exceed 59 MPH for passenger trains or 49 MPH for other trains. Trains will disregard extinguished or illuminated block and interlocking signals except where:
- Signals govern movements over railroad crossings at grade or drawbridges. Or - Signals are connected with trackside warning detectors.
Trains must approach the block and interlocking signals excepted above and each end of the suspended limits prepared to stop. Trains that leave the limits and move into block system territory must move at restricted speed until they reach the first signal in service beyond the limits. Signals that govern movement over railroad crossings at grade and drawbridges must be regarded as displaying a Stop indication, regardless of the aspect displayed, unless the track bulletin specifies that the signals are in service.
If the crew does not know that signals governing movement over railroad crossings at grade are in service, the crew must provide flag protection in each direction on conflicting routes before proceeding over the crossing. Crew members must not rely on time release or key controller operation as adequate protection while moving over the crossing, unless they are instructed otherwise.
On multiple main tracks, a track bulletin will designate the track or tracks the block system is suspended on. A track bulletin that specifies the track to be used will be issued to each train. Where automatic crossing warning devices have been affected, action to be taken will be stated in the track bulletin. Dual control switches on the main track will be lined and locked for main track movement. Switches equipped with selector levers will be locked in the HAND position. All other dual control switches will be spiked. All concerned will be notified. Until informed by the train dispatcher, trains must stop and inspect dual control switches, foul the circuit, and make sure the switch is properly lined before passing over it.
A track bulletin must be issued that specifies which position dual control switches at the end of double track or multiple main tracks are to be left lined.
If a crew member receives notification from the train dispatcher of the position of dual control switches, leave those switches in that position after use.
Spring switches that will be removed from service must be spiked and those concerned notified.
If spring switches are left in service, trains making facing point movements must be prepared to stop, unless it is known that the switch is properly lined.
When the block system has been returned to normal operation, a track bulletin must notify all trains within the affected territory before any train can enter the limits and be governed by the block system.
9.24 Call Lights When a call light is on, any employee who sees it, unless the employee is on a moving train, must contact the control operator immediately.
10.0 RULES APPLICABLE ONLY IN CENTRALIZED TRAFFIC CONTROL (CTC)
10.1 Authority to Enter CTC Limits CTC limits are designated in the timetable. Sidings within CTC limits are controlled sidings and are governed by CTC rules. A train must not enter or occupy any track where CTC is in effect unless:
A controlled signal displays a proceed indication.
Or Verbal authority is granted as follows:
- The control operator authorizes movement past a Stop indication under Rule 9.12.1 (CTC Territory). - The control operator authorizes the train to enter tracks between block signals by stating, (Train) at (___location) has authority to enter (track) and proceed (direction). After entering the track, the train is authorized to move only in the direction specified. Or - The control operator grants track and time under Rule 10.3 (Track and Time).
Signal Governing Movement Over a Hand-Operated Switch
If a signal governs movement over a hand-operated switch that is not electrically locked, the control operator must authorize the train to enter the main track or controlled siding before the switch is opened. After the switch is opened, if the signal does not display a proceed indication, a crew member must wait 5 minutes at the switch. After the 5 minute wait if the signal does not display a proceed indication, move the train at restricted speed and notify the control operator.
However, if the block to be entered is occupied by its own standing train or when the hand-operated switch remains open, the movement may, after stopping, pass an absolute signal displaying a Stop indication without waiting 5 minutes and without contacting the control operator.
Diagram A.
General Order No. 27 December 17, 2001 Rule 10.1 (Authority to Enter CTC Limits): CHANGE two paragraphs under heading "Signal Governing Movement Over a Hand-Operated Switch" to read: If a signal governs movement over a hand-operated switch that is not electrically locked, the control operator must authorize the train to enter the main track or controlled siding before the switch is opened. After the switch is opened, if the signal does not display a proceed indication, a crew member must wait 5 minutes at the switch. After the 5 minute wait if the signal does not display a proceed indication, move the train at restricted speed and notify the control operator.
However, if the block to be entered is occupied by its own standing train or when the hand-operated switch remains open, the movement may, after stopping, pass an absolute signal displaying a Stop indication without waiting 5 minutes and without contacting the control operator.
10.2 Clearing Through Hand-Operated Switches Where CTC is in effect, a train must not clear in any track at a hand-operated switch not equipped with an electric switch lock, except under one of the following conditions:
Where the maximum authorized speed does not exceed 20 mph on the main track or a controlled siding equipped with an intermediate signal.
Diagram A.
Where the maximum authorized speed does not exceed 30 mph on a controlled siding not equipped with an intermediate signal.
Diagram B.
Where a signal governs movement to a track where CTC is in effect.
Diagram C.
When the hand-operated switch is kept open.
Diagram D.
10.3 Track and Time The control operator may authorize a train to occupy a track or tracks within specified limits for a certain time period . Authority must include track designation, track limits, and time limit. The train may use the track in either direction within the specified limits according to signal indication, until the limits are verbally released.
Limits designated by a switch extend only to the signal governing movement over the switch unless otherwise designated.
Diagram A.
Track and time does not authorize trains to occupy the track(s) within interlocking limits.
A. Passing Signal Displaying Stop or Stop and Proceed Indication
Except at interlockings, trains granted track and time:
1. After stopping at a signal displaying a Stop indication, must be granted verbal authority to enter the limits at either end. Verbal authority is not required after stopping within the limits or when entering the limits at any other ___location. Train must move at Restricted Speed.
2. Must observe the requirements for inspection of spring switches.
3. May pass a signal within the limits displaying Stop and Proceed indication without stopping.
B. Additional Time
Trains must release track and time before the time granted expires. If the train requires additional time, a crew member must obtain authority from the control operator before time expires. If the crew member cannot contact the control operator and time limits expire, authority is extended until the control operator is contacted.
C. Track and Time Release Within the Limits
If no other employee has received track and time within the same limits, a train may release track and time to move in a specified direction. Signal indications will then govern the train, if the control operator verbally authorizes the release specifying direction of movement.
Employees releasing track and time must state:
Their name or other identification.
The track and time limits being released, including number, if applicable.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 10.3 Track and Time In the application of the second paragraph: When the track and time permit includes "Switch Yes," the limits include that switch and the track between the absolute signals governing movement over the switch.
In the application of the boxed sentence: Track and time limits are sometimes issued across an interlocking. For example, track and time limits may be issued between CP I and CP 10, with an interlocking at CP 5. The track and time permit provides authority to be on the main track in CTC on both sides of the interlocking; however, it does not provide authority to occupy the interlocking limits. Therefore, if the signal governing movement at the interlocking indicates Stop, comply with Rule 9.12.2 or 9.12.3, as appropriate. This authority is required in addition to the track and time granted.
General Order No. 27 December 17, 2001 Rule 10.3 Track And Time Change First Paragraph, Last Sentence To Read: The train may use the track in either direction within the specified limits according to signal indication until the limits are verbally released. Add to part a, step 1 a last sentence to read: Train must move at restricted speed.
10.3.1 Protection of Limits Before granting track and time, the control operator must apply blocking or marking devices to the control machine to prevent movement into the limits. The control operator may only grant track and time:
1. If the limits are clear.
2. If the limits are occupied by a train with track and time or that will receive track and time.
3. For an engine to switch a train standing within the limits. Crew members on the engine must provide protection against possible movement of the standing train, if necessary.
OR
4. After all trains moving within the limits that do not have track and time have passed the ___location where the track will be occupied, and the employee has been notified that authority is granted behind such trains.
Blocking or marking devices must not be removed until track and time has been released to the control operator. Other movements must not be authorized into the limits unless also granted track and time.
10.3.2 Protection of Machines, Track Cars, or Employees Machines, track cars, or employees will receive track and time in the same manner as trains.
Machines, track cars, or employees must be clear of the limits before the employee granted track and time releases the authority10.3.3 Joint Track and Time Before track and time is granted where limits will be jointly occupied, the control operator must issue joint track and time to all trains, machines, track cars or employees within the same limits or that will enter the limits. Trains must move at restricted speed within joint track and time limits.
10.3.4 Track and Time Acknowledgment
Track and time authority must be recorded and repeated to the control operator. Acknowledgment must be received before being acted upon.
The control operator must maintain a record of the authority granted. 11.0 RULES APPLICABLE IN ACS, ATC AND ATS TERRITORIES
11.1 Establishing Absolute Block Absolute block may be established in advance of a train. The train dispatcher can establish it verbally or by issuing a track bulletin addressed only to the train affected by stating, "Absolute block is established in advance of your train between ________________ and ________________."
11.2 Signal Indications with Absolute Block
When absolute block is established in advance of a train, the train must not pass a signal indicating Stop, Stop and Proceed, or Restricting unless verbally authorized by the train dispatcher. However, the train may leave the main track through a switch that is immediately after a signal indicating Stop and Proceed or Restricting.
Diagram A.
Diagram B.
When absolute block is established in advance of a train, the train dispatcher must not authorize the train to pass a signal indicating Stop, Stop and Proceed, or Restricting until the block governed by that signal is clear of trains.
Diagram C.
If authorized to pass the signal, the train must proceed at restricted speed until it reaches the next governing signal.
Diagram D.
11.3 Broken or Missing Seals
Do not break the seal on the cutout cock or cut out ACS or ATS devices unless they do not operate properly. Report ACS or ATS failures, interruptions, and removal of or missing seals to the train dispatcher immediately.
12.0 RULES APPLICABLE ONLY IN AUTOMATIC TRAIN STOP SYSTEM (ATS) TERRITORY
12.1 Required Equipment Except as provided in Rule 12.2 (ATS Device Cut Out, Not Equipped, or Not Working), an engine controlling the air brakes of a passenger train within ATS limits must be equipped with an operative ATS device.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 12.1 Required Equipment Delete the word "passenger".
12.1.1 ATS Seals and Keys
When operating in ATS territory, the ATS must be sealed or locked.
12.2 ATS Device Cut Out, Not Equipped, or Not Working Within ATS limits, if the ATS device on an engine controlling the trains air brakes fails or is cut out enroute, or if the engine on a train being detoured is not equipped with a working ATS device, the following will apply:
12.3 Unusual Conditions 12.3.1 ATS Penalty Brake Application 12.3.2 ATS Inoperative 12.3.3 Damaged Inductor
The train dispatcher must be notified promptly by radio or telephone. The train may proceed according to signal indication, but it cannot exceed 40 mph until an absolute block is established in advance of the train. If an absolute block is established in advance of the train as provided in Rule 11.1 (Establishing Absolute Block), the train may proceed according to signal indication, but it cannot exceed 79 MPH.
12.3.1 ATS Penalty Brake Application When two successive ATS penalty brake applications have occurred while passing over inductors at signals displaying Proceed, engineer must acknowledge at each succeeding inductor thereafter, regardless of signal indications and report to the train dispatcher.
12.3.2 ATS Inoperative The ATS system is considered inoperative when:
Acknowleging at subsequent inductors at signals when required by Rule 12.3.1 (ATS Penalty Brake Applications), or at two successive inert inductors, does not prevent penalty stops.
The acknowledgment alarm fails to sound or light fails to illuminate when acknowledgment is required at an inductor at a wayside signal indication other than Proceed.
Brakes do not apply upon failure to acknowledge a signal indicating other than Proceed.
OR Absence of, or damage to, an ATS receiver is noted.
12.3.3 Damaged Inductor
Employees noting the absence of or damage to a wayside inductor in approach to a signal must notify the train dispatcher. The train dispatcher must immediately call the signal maintainer who must cause the signal to display its most restrictive indication until inductor is replaced or repaired.
13.0 RULES APPLICABLE ONLY IN AUTOMATIC CAB SIGNAL SYSTEM (ACS) TERRITORY
13.1 General Information
13.1.1 Observance of Signals
The Automatic Cab Signal (ACS) system is used in addition to block signals to govern the use of blocks. However, employees must continue to observe rules that govern the use of block signals as well as other rules, except as outlined in Rules 13.2.1 (Restrictive to More Favorable) and 13.2.2 (Favorable to More Restrictive).
13.1.2 Conforming with Block Signals
The cab signal and block signal systems are interconnected so that the cab signal agrees with the block signal indication within 8 seconds after the engine passes the block signal that governs entrance into a block.
Diagram A.
Exception
The ACS system is to be considered inoperative through turnouts and crossovers. Block signal indications and speeds specified in the special instructions for each turnout govern movements through turnouts and crossovers.
13.1.3 Does Not Indicate Conditions Ahead Cab signals will not indicate conditions ahead when the engine is:
Moving against the current of traffic.
Shoving cars.
or Moving backward and not equipped for backward operation.
13.1.4 Cab Signals Cut In and Out The cab signal on the lead unit must be cut in before entering and while operating within ACS territory and placed in partial cutout after leaving ACS territory.
Diagram A.
The cab signal must be placed in partial cutout on all trailing units in ACS territory.
Diagram B.
Before taking charge of an engine in or approaching ACS territory, the engineer must know that the cab signal devices are cut in and operative and that the ACS cutout is properly sealed. If the device was cutout or seal is missing upon taking charge of a locomotive, the ACS equipment must be re-tested. If device was previously tested and fails to function properly upon entering, or while operating in ACS territory, the train dispatcher must be notified and the train must be operated under an absolute block. If the device was not tested previously, the engineer must make a departure test prior to entering ACS territory.
Before taking charge of an engine in or approaching ACS territory, the engineer must know that the cab signal devices are cut in and operative. The engineer must make a departure test if necessary.
Do not cut out cab signal devices while the train is in ACS territory, unless authorized to do so.
General Order No. 27 December 17, 2001
Rule 13.1.4 (Cab Signals Cut In And Out) Change Last Paragraph To Read: Before taking charge of an engine in or approaching ACS territory, the engineer must know that the cab signal devices are cut in and operative and that the ACS cutout is properly sealed. If the device was cutout or seal is missing upon taking charge of a locomotive, the ACS equipment must be re-tested. If device was previously tested and fails to function properly upon entering, or while operating in ACS territory, the train dispatcher must be notified and the train must be operated under an absolute block. If the device was not tested previously, the engineer must make a departure test prior to entering ACS territory.
13.1.5 Departure Test A cab signal departure test must be made on departure of the Locomotive from its initial terminal. The certification of the Departure test shall be recorded on the proper form and posted in the Locomotive cab, with a copy left at the test ___location for filing in the office of the supervisor having jurisdiction. If it is impractical to leave a copy of the certification and test results at that ___location, then the results must be transmitted before entering equipped territory to either the train dispatcher or one other designated individual at each ___location, who shall keep a written record of the test results and the name of the person performing the test. These records shall be retained for 92 days.
The departure test must determine that: 1. The ACS device is operative and cutout handle is sealed. 2. The cab signal apparatus reflects all aspects according to the code rates. 3. Acknowledgment of all more restrictive aspects will silence the audible indicator and forestall a penalty brake application. 4. Not acknowledging the restrictive indication will initiate a full service penalty brake application within eight (8) seconds.
General Order No. 27 December 17, 2001 Add New Rule 13.1.5 To Read:
13.1.5 Departure Test A cab signal departure test must be made on departure of the Locomotive from its initial terminal. The certification of the Departure test shall be recorded on the proper form and posted in the Locomotive cab, with a copy left at the test ___location for filing in the office of the supervisor having jurisdiction. If it is impractical to leave a copy of the certification and test results at that ___location, then the results must be transmitted before entering equipped territory to either the train dispatcher or one other designated individual at each ___location, who shall keep a written record of the test results and the name of the person performing the test. These records shall be retained for 92 days.
The departure test must determine that: 1. The ACS device is operative and cutout handle is sealed. 2. The cab signal apparatus reflects all aspects according to the code rates. 3. Acknowledgment of all more restrictive aspects will silence the audible indicator and forestall a penalty brake application. 4. Not acknowledging the restrictive indication will initiate a full service penalty brake application within eight (8) seconds. 13.2 Normal Operation 13.2.1 Restrictive to More Favorable 13.2.2 Favorable to More Restrictive 13.2.3 Elimination of Audible Indicator
13.2.1 Restrictive to More Favorable When a cab signal changes from an indication other than Restricting to a more favorable indication, the engineer may immediately comply with the indication received.
When a cab signal changes from a Restricting to a more favorable indication, where a block or interlocking signal is not located, train speed must not increase until the train moves a distance equal to its length or reaches the next governing block signal, whichever occurs first.
Diagram A.
13.2.2 Favorable to More Restrictive
When a cab signal changes to a more restrictive indication, the engineer must comply promptly with the indication received.
Acknowledging Restrictive Indication
When a cab signal changes to a more restrictive indication, the engineer must acknowledge the change with the acknowledging device. On engines not equipped with the Coded Cab Signal-Safety Control (CCS-SC) System, another member of the crew must immediately find out from the engineer why the warning whistle sounded longer than 6 seconds. When conditions require, the crew member must stop the train immediately.
Diagram A.
On engines equipped with CCS-SC, the engineer must acknowledge the change within 6 seconds of receiving it to avoid a penalty brake application.
Diagram B.
Penalty Brake Application Occurs
On engines equipped with CCS-SC, if the engineer does not acknowledge the more restrictive indication, a full service penalty brake application will occur automatically within 6 to 8 seconds. When this occurs, the engineer must do the following:
Place the automatic brake valve handle in suppression position and leave it there until the train stops.
Place the throttle in idle position.
Acknowledge the signal change with the acknowledging device.
After the train has stopped and the P.C. light goes out, place the automatic brake valve handle in release position.
13.2.3 Elimination of Audible Indicator To keep the audible indicator from sounding while the train is stopped in a cab signal test loop, place the reverser handle in either the neutral or reverse position. This will change the cab signal to its most restrictive aspect. After acknowledging the signal change, no more signal changes will be received.
Diagram A.
Place the reverser handle in the forward position to automatically restore the equipment to normal operation.
Diagram B.
Since the reverser handle in trailing units is in neutral position, the audible indicator is automatically silenced on trailing units.
13.3 Unusual Conditions
13.3.1 Cab Signal and Block Signal Do Not Agree
If the cab signal does not display the proper ACS aspect shown in the Block and Interlocking Signal Rules, the engineer must follow the most restrictive block or cab signal indication. The engineer must promptly notify the train dispatcher of the ___location, signal number, and track where the signals did not agree.
13.3.2 Inoperative Cab Signal Device
The ACS system is to be considered inoperative when:
The audible indicator does not sound when the cab signal changes to a more restrictive indication. The audible indicator continues to sound when the cab signal change is acknowledged. The cab signal does not conform at two consecutive block or interlocking signal locations.
or Any part of the cab signal device is damaged.
Known in Advance When it is known in advance that the ACS system is inoperative in a specific area, crew members will be notified with a track bulletin.
13.3.3 Movement with an Inoperative Cab Signal Device
When it is determined the cab signal device is inoperative, the train may proceed according to block signal indications. However, the train must not exceed 40 MPH until it reaches a point where a crew member can report the defect to the train dispatcher.
Diagram A.
The train dispatcher will:
Instruct the crew to cut out the cab signal device. Establish an absolute block in advance of the train.
When the cab signal device has been cut out, the train must:
Proceed according to block signal indications, but it cannot exceed 79 MPH and must go slower if rules or conditions require. Comply with Rule 11.2 (Signal Indications with Absolute Block).
Diagram B.
14.0 RULES APPLICABLE ONLY WITHIN TRACK WARRANT CONTROL (TWC) LIMITS
UNION PACIFIC RAILROAD
TRACK WARRANT
NO. ___ DATE: __/__/____
TO:_________ ____ _________ AT:___________________
1.[ ] TRACK WARRANT NO. ____ OF__/__/__ IS VOID.
2.[ ] PROCEED FROM ____________________ TO ___________________ ON __________ TRACK ON ___________________ SUBDIVISION.
3.[ ] PROCEED FROM ____________________ TO ___________________ ON __________ TRACK ON ___________________ SUBDIVISION.
4.[ ] WORK BETWEEN ____________________ AND ___________________ ON __________ TRACK ON ___________________ SUBDIVISION.
5.[ ] NOT IN EFFECT UNTIL ____
6.[ ] THIS AUTHORITY EXPIRES AT ____
7.[ ] NOT IN EFFECT UNTIL AFTER ARRIVAL OF _______________ AT ____________________
AND AFTER THE ARRIVAL OF _______________ AT ____________________
AND AFTER THE ARRIVAL OF _______________ AT ____________________
8.[ ] HOLD MAIN TRACK AT LAST NAMED POINT.
9.[ ] DO NOT FOUL LIMITS AHEAD OF _______________
OR AHEAD OF _______________
OR AHEAD OF _______________
10.[ ] CLEAR MAIN TRACK AT LAST NAMED POINT.
11.[ ] BETWEEN _____________ AND ______________ MAKE ALL MOVEMENTS AT
RESTRICTED SPEED. LIMITS OCCUPIED BY TRAIN OR ENGINE.
12.[ ] BETWEEN _____________ AND ______________ MAKE ALL MOVEMENTS AT
RESTRICTED SPEED. LIMITS OCCUPIED BY MEN OR EQUIPMENT.
13.[ ] DO NOT EXCEED __ MPH BETWEEN ___________________ AND ___________________
14.[ ] DO NOT EXCEED __ MPH BETWEEN ___________________ AND ___________________
16.[ ] TRACK BULLETINS IN EFFECT: _____, _____, _____, _____, _____, _____,
_____, _____, _____, _____, _____, _____, _____, _____, _____, _____.
17.[ ] OTHER SPECIFIC INSTRUCTIONS: ____________________________________________
________________________________________________________________________________
18.[ ] JOINT WITH _______________ BETWEEN _______________ AND _______________
_______________ BETWEEN _______________ AND _______________
_______________ BETWEEN _______________ AND _______________
This Warrant Has _____ Boxes Marked: _____, ____, _____, _____, _____, _____, _____, _____, _____, _____, _____.
OK ____ DISPATCHER ___ RELAYED TO _______________ COPIED BY ____________________
Limits Reported clear at ________________________ By ___________________________
Diagram A.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 14.0 Rules Applicable Only Within Track Warrant Control (TWC) Limits Diagram A. Add: 18. [ ] Joint With: (identification) BETWEEN (___location) AND (___location) (identification) BETWEEN (___location) AND (___location) (identification) BETWEEN (___location) AND (___location)
14.1 Authority to Enter TWC Limits Where designated by the timetable, a track warrant will authorize main track use under the direction of the train dispatcher or as prescribed by Rule 6.13 (Yard Limits) or 6.14 (Restricted Limits). Track warrant instructions must be followed where yard limits or restricted limits are in effect.
14.2 Designated Limits Track warrant limits must be designated by specifying track, where required, and exact points such as switches, mile posts, or identifiable points. However, station names may be used as follows.
A. First Named Point When a station name designates the first named point, authority extends from and includes the last siding switch. Authority extends from the station sign if no siding exists.
B. Last Named Point When a station name designates the last named point, authority extends to and includes the first siding switch. Authority extends to the station sign if no siding exists.
Diagram A.
1. At the last named point, authority extends to but does not include the last siding switch when the track warrant states, Hold main track at last named point.
Diagram B.
14.3 Operating with Track Warrants
A track warrant authorizes a train or engine to occupy the main track within designated limits. However, the train or engine must not foul a switch at either end of the limits where an opposing train may use the same switch to clear the main track.
Diagram A.
The train or engine must move as follows:
1. Proceed from one point to another in the direction the track warrant specifies. When a crew member informs the train dispatcher that the entire train has passed a specific point, track warrant authority is considered void up to that point.
or
2. If authorized to WORK BETWEEN two specific points, the train or engine may move in either direction between those points.
14.3.1 Leaving the Main Track
A train authorized to proceed in one direction must inform the train dispatcher when it leaves the main track before reaching the last named point, unless a crew member is left to prevent a following movement from passing.
14.4 Occupying Same Track Warrant Limits
A track warrant must not be issued to a train within the same or overlapping limits with another train unless:
1. In signaled territory, all trains are authorized to proceed in the same direction.
2. In non-signaled territory, all trains are authorized to proceed in the same direction and are instructed to move at restricted speed.
3. Two or more trains are authorized to "WORK BETWEEN" two specific points at restricted speed within the overlapping limits. If trains are listed on track warrant Line 18, the crew of another train or men or equipment entering the limits must not enter the limits:
Until contacting all trains listed on Line 18 and reaching an understanding of moves to be made, or Until receiving advice from the train dispatcher that the train has reported clear of the limits.
or
4. Trains are authorized to proceed through the limits of another train authorized to "WORK BETWEEN" two specific points, and track warrants have instructed all trains to move at restricted speed within the overlapping limits. Flag protection is not required within these limits. If trains are listed on track warrant Line 18, the crew of another train or men or equipment entering the limits must not enter the limits:
Until contacting all trains listed on Line 18 and reaching an understanding of moves to be made, or Until receiving advice from the train dispatcher that the train has reported clear of the limits.
Where track warrant authority includes yard limits or restricted limits, the terms of Rule 6.13 (Yard Limits) or Rule 6.14 (Restricted Limits) apply, but track warrant instructions must be followed.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 14.4 Occupying Same Track Warrant Limits Add to parts 3 and 4: If trains are listed on track warrant Line 18, the crew of another train or men or equipment entering the limits must not enter the limits:
Until contacting all trains listed on Line 18 and reaching an understanding of moves to be made, or Until receiving advice from the train dispatcher that the train has reported clear of the limits.
14.5 Protecting Men or Equipment Men or equipment may receive a track warrant in the same manner as trains to occupy or perform maintenance on the main track without other protection.
A track warrant must not be issued to protect men or equipment within the same or overlapping limits with a train unless:
1. All trains are authorized to proceed in one direction only, and the track warrant specifies that men or equipment do not foul limits ahead of these trains. or 2. All trains authorized are notified of the men or equipment and have been instructed to move at restricted speed. Also, a track warrant must inform the employee in charge of men or equipment about the trains. If the track is not safe for trains to move at restricted speed, the employee must protect the track with red flags according to Rule 5.4.7 (Display of Red Flag or Red Light). If men or equipment are listed on track warrant Line 18, the crew of the train or other men or equipment entering the limits must not enter the limits:
Until contacting all foremen listed on Line 18 and reaching an understanding of moves to be made, or Until receiving advice from the train dispatcher that the men and equipment have reported clear of the limits.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 14.5 Protecting Men or Equipment Add to part 2: If men or equipment are listed on track warrant Line 18, the crew of the train or other men or equipment entering the limits must not enter the limits:
Until contacting all foremen listed on Line 18 and reaching an understanding of moves to be made, or Until receiving advice from the train dispatcher that the men and equipment have reported clear of the limits.
14.6 Movement Against the Current of Traffic When a track warrant authorizes a train to move against the current of traffic, the train must use only the track designated within the specified limits. This train must not allow a train following on the same track to pass, unless the train dispatcher instructs it to pass.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 14.6 Movement Against the Current of Traffic This rule is not used on UPRR tracks. See Rule 15.3 (Authorizing Movement Against the Current of Traffic).
14.7 Reporting Clear of Limits A train without a crew member on the rear and operating in non-signaled or double track territory may report clear of the limits or report having passed a specific ___location only when it is known the train is complete. This must be determined by one of the following ways:
1. The rear of the train has a rear-end telemetry device, and air pressure on the head-end device indicates brake pipe continuity.
2. An employee verifies the marker is on the rear of the train.
3. A crew member can observe the rear car of the train on which the marker is placed.
4. The train is stopped, and an inspection verifies that the marker is on the rear car of the train.
5. A trackside warning detector transmits an axle count for the train, and the axle count duplicates the axle count transmitted by the previous trackside warning detector.
In addition, a train clearing in a siding or other track must comply with requirements outlined in Rule 8.3 (Main Track Switches) before reporting clear of the limits.
14.8 Track Warrant Requests
An employee who requests a track warrant must inform the train dispatcher what movements will be made and, when necessary, which tracks will be used and how much time is required.
14.9 Copying Track Warrants
The conductor and the engineer must each have a copy of the track warrant issued to their train, and each crew member must read and understand it.
A. Transmitting Track Warrants
1. The train dispatcher will transmit the track warrant, immediately followed by a summary of the total number of boxes and individual box numbers included by stating, "This track warrant has (total number) boxes marked: (individual box numbers)." 2. An employee will enter all of the information transmitted by the train dispatcher, except the summary. As the summary is transmitted, the employee will check the total number of boxes and individual box numbers copied to ensure all items are included. 3. The employee will repeat the information to the train dispatcher, immediately followed by a summary of the total number of boxes and individual box numbers included by stating, "This track warrant has (total number) boxes marked: (individual box numbers)." 4. The train dispatcher will check the repeat and, if all information including the summary is correct, will say OK and give the time and his/her initials. 5. The employee will enter the OK time and the train dispatcher’s initials on the track warrant and repeat them to the train dispatcher.
A. Transmitting Track Warrants 1. An employee will enter all of the information and instructions on the track warrant. 2. The employee will repeat the information to the train dispatcher. 3. The train dispatcher will check it and, if correct, will say “OK” and give the time and his initials. 4. The employee will enter the “OK” time and the train dispatcher’s initials on the track warrant and repeat them to the train dispatcher.
B. In Effect 1. The track warrant is not in effect until the OK time is shown on it. 2. If the track warrant restricts movement or previously granted authority, it cannot be considered in effect by the train dispatcher until acknowledgment of the OK has been received.
Employees may relay track warrants.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 14.9 Copying Track Warrants Change Part A. to read: A. Transmitting Track Warrants 1. The train dispatcher will transmit the track warrant, immediately followed by a summary of the total number of boxes and individual box numbers included by stating, "This track warrant has (total number) boxes marked: (individual box numbers)." 2. An employee will enter all of the information transmitted by the train dispatcher, except the summary. As the summary is transmitted, the employee will check the total number of boxes and individual box numbers copied to ensure all items are included. 3. The employee will repeat the information to the train dispatcher, immediately followed by a summary of the total number of boxes and individual box numbers included by stating, "This track warrant has (total number) boxes marked: (individual box numbers)." 4. The train dispatcher will check the repeat and, if all information including the summary is correct, will say OK and give the time and his/her initials. 5. The employee will enter the OK time and the train dispatcher’s initials on the track warrant and repeat them to the train dispatcher. 14.9.1 Duplicating Track Warrants Employees who reproduce track warrants with a duplicating machine do not need to repeat them to the train dispatcher.
Duplicated track warrants must not be delivered or used until they are checked and verified as:
Legible Duplicated in their entirey.
14.10 Track Warrant in Effect A track warrant is in effect until a crew member reports the train has cleared the limits, or the track warrant is made void. The crew member must inform the train dispatcher when the train has cleared the limits.
Time Limit Shown
If the track warrant shows a time limit, the train must clear the limits by the time specified, unless another track warrant is obtained. If the crew members cannot contact the train dispatcher and time limits expire, authority is extended until the train dispatcher can be contacted.
14.11 Changing Track Warrants Employees must not add to or alter the track warrant in any manner, except as specified by Rule 15.1.1 (Changing Address of Track Warrants or Track Bulletins).
When the limits or instructions of a track warrant must be changed, a new track warrant must be issued showing, Track Warrant NO. ___________ is void and the number of the track warrant being changed. When a track warrant of a previous date is voided, the date must be included. The previous track warrant will no longer be in effect.
14.12 Voiding Track Warrants A crew member must write "VOID" across each copy of the track warrant when the train has reported clear of the limits or the track warrant has been made void.
14.13 Mechanical Transmission of Track Warrants Repetition is not required when track warrants are transmitted mechanically. The OK time will be given when the track warrant is issued. The space for the name of the copying employee may be left blank.
Track warrants that restrict the authority or movement of a train must not be transmitted mechanically, unless the train being restricted will not leave the point without receiving the track warrant.
15.0 TRACK BULLETIN RULES
(Suggested Form)
Track Bulletin Form A
No. _________ On _______________________ SUBDIV. ______________________________
To ____________________ At ___________________________________________________
Between points shown in lines 1 through 10 below, do not exceed speed given:
(Use last two columns when displayed less than distance prescribed by Rule 5.4.2 to indicate ___location and direction.)
Line Void
Line
No.
Limits:
MP to MP
Between
Station & Station
Speed
MPH
Track(s)
Flags
at MP
For
Direction
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. Other Conditions _______________________________________________________
_____________________________________________________________________ OK ________ Copied by __________________ Dispatcher _____________________ Relayed to ____________________________________________________________
Diagram A.
(Suggested Form)
Track Bulletin Form B
No. _________ On _______________________ SUBDIV. ______________________________
To ____________________ At ___________________________________________________
On (Date) __________________ Be governed by Rules 15.2 and 15.2.1 within the following limits:
Line Void
Line
No.
Limits:
MP to MP
Between
Station & Station
From
Until
Foreman
or Gang No.
Stop
1
2. 3. 4. 5. 6. 7 8. 9. 10. OK ________ Copied by __________________ Dispatcher _____________________
Relayed to ____________________________________________________________
Diagram B.
15.1 Track Bulletins Track bulletins must not be changed unless specified by Rules 15.1.1 (Changing Address of Track Warrants or Track Bulletins) and 15.13 (Voiding Track Bulletins). The train dispatcher will issue track bulletins as required. Track bulletins will contain information on all conditions that affect safe train or engine movement. Forms other than track bulletin Forms A and B may be used when necessary.
Receipt and Comparison of Track Bulletins
The conductor and engineer must receive a track warrant at their initial station unless otherwise instructed by the train dispatcher. All track bulletins that affect their trains movement must be listed on the track warrant, unless the track warrant shows NONE or NO. The conductor and engineer must have copies of all track bulletins listed, and each crew member must read and understand them.
At the initial station, when outbound crew members receive track warrants and track bulletins from inbound crew members, the conductor and engineer must compare the track warrants and track bulletins with each other and with the train dispatcher before proceeding.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 15.1 Track Bulletins When applying the second paragraph of this rule to track warrants that list track bulletins only, be governed as follows: Employees who receive a track warrant listing track bulletins (or "None" on Line 16) must contact the train dispatcher if:
Incorrect/incomplete limits are listed on the "From" or "To" locations of the address
or The "OK" time is more than 4 hours old. 15.1.1 Changing Address of Track Warrants or Track Bulletins If the address must be changed on a track warrant used to deliver track bulletins only or a track bulletin that does not grant authority according to Rule 15.3 (Authorizing Movement Against the Current of Traffic), the train dispatcher may change the train symbol, engine number, direction, or date verbally.
15.2 Protection by Track Bulletin Form B Display yellow-red flags as specified in Rule 5.4.3 (Display of Yellow-Red Flag).
A crew member must attempt to contact the employee in charge of a track bulletin Form B by radio, to avoid delay before entering the limits, giving the train's ___location and track being used.
While trains are within the limits during the time stated in track bulletin Form B, they must move at restricted speed until leading wheels have cleared the limits unless instructed otherwise by employee in charge as stated in item A (Verbal Permission).
A. Verbal Permission When granting verbal permission, begin the communication using the following words:
“Foreman (name and/or Gang NO.__ ) using track bulletin NO. _____ (and/or line NO. _____) between MP _______ and MP ________ (specify subdivision when necessary).”
1. To permit a train to pass a red flag without stopping, add the following:
“(Train) may pass red flag (or red light) located at MP ________ without stopping (specifying track when necessary).”
Unless otherwise restricted, the train may pass the red flag (or red light) at restricted speed without stopping.
2. To permit a train to proceed at other than restricted speed, add the following:
“(Train) may proceed through the limits at ______ MPH (or at maximum authorized speed) (specifying track when necessary).”
Unless otherwise restricted, the train may move at speed specified.
"(Train) may proceed at ______ MPH between MP ____ and MP ____ and then proceed at ____ MPH (or maximum authorized speed) (specifying track when necessary) until entire train has passed through the limits."
Unless otherwise restricted, the train may proceed through the limits at the speeds specified. Not more than two speeds may be authorized. The second speed authorized must not be less than the first speed.
3. To require the train to move at restricted speed, but less than 20 mph, add the following:
“(Train) must proceed at restricted speed but not exceeding _____ MPH (specifying distance and track when necessary)."
The above will apply when movement is to be made at restricted speed, but less than 20 MPH. Unless otherwise restricted, the train must proceed at restricted speed and not exceed the speed specified.
B. Repeat Instructions
A crew member must repeat the above instructions, and the employee giving the instructions must acknowledge them before they can be followed.
Once instructions are received from employee in charge, if the track route changes from previous instructions received, contact employee in charge to determine that original instructions received are valid on new track route before proceeding on the new route.
C. Stop Column
When “STOP” is written in the Stop column, the train must not enter the limits unless instructed by the employee in charge. A red flag or red light may be displayed at the beginning of the limits. A train within the limits at the time the track bulletin Form B takes effect, must not make further movement until instructed by employee in charge.
D. Entering Within Limits
Before entering the track governed by the track bulletin Form B from any ___location other than at the beginning of the Form B limits, obtain permission from the employee in charge.
General Order No. 27 December 17, 2001
Rule 15.2 (Protection By Track Bulletin Form B)
DELETE Last Sentence of Part A.2. reading:
The second speed authorized must not be less than the first speed. 15.2.1 Protection for On-Track Equipment
Track bulletin Form B may be used to protect on-track equipment, such as rail detector cars, without using yellow-red flags. Identify protected equipment in the track bulletin.
While trains, engines, and protected equipment are in track bulletin limits, they will otherwise be governed by Rule 15.2 (Protection by Track Bulletin Form B). The same track bulletin must not protect other gangs and equipment.
15.2.2 Protection for Non-Railroad Employees
Railroad employees who observe work being performed within the boundaries of railroad right-of-way without notification as outlined below should report this information to the train dispatcher for further action.
A. Protection Using Form B Track Bulletin Without Flags
Note: This portion of the rule does not apply in the state of California. In areas other than California, such as elevated tracks in Chicago, use of Rule 15.2.2 A. will continue to be an option.
Track Bulletin Form B may be used for protection of non-railroad employees, such as contractors, without the use of flags as specified in Rule 5.4 3 (Display of Yellow-Red Flags) under the following conditions:
A qualified railroad employee will be assigned to communicate with trains and perform other Form B requirements. Work performed by the non-railroad employees may be foul of the track, but must not be performed on-track.
B. Other Forms of Protection
Depending on the work to be performed and the distance from the track, the following applies. When non-railroad employees are working:
Within 10 feet of the track, protection will be afforded by use of Form B track bulletin with display of flags, track and time, track permit, track warrant, work and time, or other means of protection. Between 10 feet and 25 feet of the track, trains will be notified by issuance of a Form C track bulletin. In addition, a watchman will be provided whose duty will be to ensure non-railroad employees remain clear of the track. The Form C track bulletin will read: "Non-railroad contractors, under the direction of a watchman, are working at least 10 feet from the track at the following ___location: (locations identified at milepost or between mileposts)."
Beyond 25 feet of the track, trains will be notified by issuance of a Form C track bulletin, reading: "Non-railroad contractors are working at least 25 feet from the track at the following ___location: (locations identified at milepost or between mileposts)." System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 15.2.2 Protection for Non-Railroad Employees Add New Rule: Railroad employees who observe work being performed within the boundaries of railroad right-of-way without notification as outlined below should report this information to the train dispatcher for further action.
A. Protection Using Form B Track Bulletin Without Flags Note: This portion of the rule does not apply in the state of California. In areas other than California, such as elevated tracks in Chicago, use of Rule 15.2.2 A. will continue to be an option.
Track Bulletin Form B may be used for protection of non-railroad employees, such as contractors, without the use of flags as specified in Rule 5.4 3 (Display of Yellow-Red Flags) under the following conditions:
A qualified railroad employee will be assigned to communicate with trains and perform other Form B requirements. Work performed by the non-railroad employees may be foul of the track, but must not be performed on-track.
B. Other Forms of Protection Depending on the work to be performed and the distance from the track, the following applies. When non-railroad employees are working:
Within 10 feet of the track, protection will be afforded by use of Form B track bulletin with display of flags, track and time, track permit, track warrant, work and time, or other means of protection. Between 10 feet and 25 feet of the track, trains will be notified by issuance of a Form C track bulletin. In addition, a watchman will be provided whose duty will be to ensure non-railroad employees remain clear of the track. The Form C track bulletin will read: "Non-railroad contractors, under the direction of a watchman, are working at least 10 feet from the track at the following ___location: (locations identified at milepost or between mileposts)." Beyond 25 feet of the track, trains will be notified by issuance of a Form C track bulletin, reading: "Non-railroad contractors are working at least 25 feet from the track at the following ___location: (locations identified at milepost or between mileposts)."
15.3 Authorizing Movement Against the Current of Traffic Where Rule 9.14 (Movement with the Current of Traffic) is in effect, a track bulletin may authorize movement against the current of traffic as follows:
1. (Train) will use _____ track against the current of traffic (point) to (point).
The train must use only the track specified between these points. Opposing trains must not leave the last point until the train arrives. The train dispatcher must not authorize a following train to move against the current of traffic until the previous train has cleared the last point.
The example may be modified as follows:
a. After (opposing train) arrives at (point) (train) will use _____ track against the current of traffic (point) to (point).
The train that will move against the current of traffic must not leave the first point until the opposing train arrives.
Trains directly affected in both directions must receive this track bulletin and must not:
Clear the main track. Allow a following train to pass.
or Pass a preceding train, unless authorized by the train dispatcher.
2. (Time) until (time) (date) all trains use ____ track between (point) and (point). All trains must stop before fouling _____ track between these points unless directed to proceed by employee in charge of switches or by train dispatcher.
This bulletin may also contain information on public crossing protection, switches spiked, intermediate flagman, and so forth.
Following Movement. A train may not follow another train against the current of traffic until the previous train has cleared the limits, passed a designated ___location, or passed a flagman located at the next intermediate point. Flag protection is not required against following trains.
Flagman Provided. When flagmen are provided, the example will be modified by adding:
a. Intermediate flagman located at (point). Trains moving against the current of traffic must stop short of flagman unless directed to proceed.
Extending Time. Time may be extended by issuing another track bulletin as follows:
b. Track bulletin NO. __ is extended until (time).
This bulletin will be used when one or more tracks will be removed from service, and all trains in both directions must use the remaining track as directed by the train dispatcher or an employee in charge of switches at each end of the designated limits.
The train dispatcher will authorize movements between the designated points and issue the track bulletin and necessary instructions to the employee in charge of switches. This employee may verbally direct movement or use hand signals. Also, the train dispatcher may use a controlled signal indication to authorize movement.
All affected trains must receive a copy of the track bulletin.
15.4 Protection when Tracks Removed from Service
Before a track is removed from service it must be protected.
A track bulletin may protect tracks removed from service by designating the track and naming the points at each end of the track. Trains must not use this track, unless the track bulletin states the name or title of an employee who may authorize use, and this person directs all movement.
When required, the train dispatcher must advise crews of alternate routes and switch positions.
15.5 Protection When Tracks Blocked With Equipment Notify the train dispatcher when main tracks, sidings, or other tracks that are normally clear are blocked with equipment and cannot be cleared.
When the main track is blocked, provide protection as specified by Rule 6.20 (Equipment Left on Main Track).
15.6 Change of a Rule, General Order, or Special Instruction When authorized by the designated manager, a track bulletin may be used to issue, change, or cancel rules, general orders, or special instructions.
General orders or special instructions cancelled by track bulletins must not be reinstated. The track bulletin must remain in effect until the general order that contains the change is posted.
15.7 Copying Track Bulletins The conductor and the engineer must each have a copy of the track bulletins issued to their train, and each crew member must read and understand them. The copy must show the date, ___location, and name of the employee who copied it. The following must occur when track bulletins are transmitted verbally:
An employee will enter all of the information on the track bulletin. The employee will repeat the information to the train dispatcher. The train dispatcher will check it and, if correct, will say OK and give the time and his initials. The employee will enter the OK time and the train dispatchers initials on the track bulletin and repeat them to the train dispatcher.
Employees may relay track bulletins.
15.8 Duplicating Track Bulletins Employees who reproduce track bulletins with a duplicating machine do not need to repeat them to the train dispatcher.
Duplicated track bulletins must not be delivered or used until they are checked and verified as:
Legible. Duplicated in their entirety.
15.9 Mechanical Transmission of Track Bulletins Repetition is not required when track bulletins are transmitted mechanically. The OK time will be given when the track bulletin is issued. The space for the name of the copying employee may be left blank.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 15.9 Mechanical Transmission of Track Bulletins To ensure accuracy of UPRR mechanically-transmitted track bulletins, all numbers written in the body of track bulletins are reprinted on the line directly below. The reprinted numbers are bracketed. Crews should make sure all numbers reprinted identically. Also, make sure all lines of the track bulletin printed. Do this by verifying:
The sequential order of line numbers printed on the extreme left of the bulletin, Each numbered line contains information (however, lines containing bracketed numbers mentioned above do not have line numbers), and The numbered line with the train dispatcher's initials directly follows the last numbered line of information.
15.10 Retaining Track Bulletins Employees must keep and comply with track bulletins on all trips during the tour of duty when track bulletins were received.
When directed by the train dispatcher, track bulletins may be retained for use during the next tour of duty. Before initiating movement on the main track on the next tour of duty, a crew member must verify from the train dispatcher that no additional track bulletins are needed.
15.11 Restriction to Crew Members The train dispatcher will not transmit a restricting track warrant or track bulletin to a train near a point where the restriction applies, until the engineer or conductor confirms that they can comply with it.
15.12 Relief of Engineer or Conductor During Trip When a conductor, engineer, or both are relieved before a trip is finished, they must deliver all track warrants, track bulletins, and instructions to the relieving conductor or engineer.
If they cannot personally deliver the track warrants or track bulletins to the relieving crew, the conductor will leave them at a ___location designated by the train dispatcher.
If track warrants and track bulletins have not been received, the relieving crew must attempt to contract the train dispatcher before departing from their originating terminal.
The relieving crew must attempt to contact the train dispatcher before departing from their originating terminal. This will help the crew obtain any necessary track warrants and track bulletins from mechanical printers instead of having to fill them out by hand when they arrive at the train.
Comparison of Information
The relieving conductor and engineer must compare track warrants, track bulletins, instructions, and pertinent information with each other and with the train dispatcher before proceeding.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 15.12 Relief of Engineer or Conductor During Trip Add: The relieving crew must attempt to contact the train dispatcher before departing from their originating terminal. This will help the crew obtain any necessary track warrants and track bulletins from mechanical printers instead of having to fill them out by hand when they arrive at the train.
15.13 Voiding Track Bulletins To void a numbered line on a track bulletin, a part of a track bulletin, or an entire track bulletin, the train dispatcher may do one of the following:
A. Voiding Track Bulletins Verbally
Void the track bulletin by verbally using one of the following examples:
1. Line (number) of track bulletin NO. reading (quote the line to be voided) is void.
An employee must repeat this information to the train dispatcher. If the information is correct, the employee must write VOID in the margin to the left of the line made void.
2. That part of track bulletin NO. reading (quote the part to be voided) is void.
An employee must repeat this information to the train dispatcher. If the information is correct, the employee must draw a line through the portion made void.
3. Track bulletin NO. is void.
An employee must repeat this information to the train dispatcher. If the information is correct, the employee must write VOID across each copy of the track bulletin being voided.
B. Issue Track Bulletin or a Track Warrant to Void a Track Bulletin
Issue a track bulletin or use the line designated OTHER SPECIFIC INSTRUCTIONS on a track warrant using one of the following examples:
1. Line (number) of track bulletin NO. __ is void.
The employee will keep a copy of the track warrant or track bulletin that made it void and will write VOID in the margin to the left of the line made void.
2. That part of track bulletin NO. __ reading (quote the part to be voided) is void.
The employee will keep a copy of the track warrant or track bulletin that made it void and will draw a line through the portion made void.
3. Track bulletin NO. ___ is void.
The employee will keep a copy of the track warrant or track bulletin that made it void and will write VOID across each copy of the track bulletin being voided.
The track bulletin or the part of the track bulletin indicated will no longer be in effect.
15.14 Delivering Track Bulletins Employees who copy track bulletins for delivery must deliver copies to all those addressed, unless the track bulletin is voided or transferred to a relieving employee. When employees have delivered copies to all addressed, they must keep a copy on file.
16.0 RULES APPLICABLE ONLY IN DIRECT TRAFFIC CONTROL (DTC) LIMITS
16.1 Authority to Enter DTC Limits
The timetable will designate DTC limits. A train may enter DTC block limits only after receiving verbal authority from the train dispatcher. DTC territory will not include territory where Rule 6.13 (Yard Limits) is in effect.
16.2 DTC Block Authority The train dispatcher will issue DTC block authority to a crew member on the head end of the train when possible. An employee operating the controls of a moving train may not copy DTC block authority.
A. Recorded in Writing
The employee who receives or releases DTC block authority must record it in writing and include the following:
1. Name of each DTC block where authority is issued.
2. Time each DTC block authority is issued or the time that work and time expires.
3. Train identity when DTC block authority is issued behind a train or is to be effective after the arrival of a train.
4. Time each DTC block is released.
5. When a DTC block authority is voided, the word "VOID" written in the space provided for release time.
Each DTC block record must be kept until the block is released, and the engineer and conductor each must have a copy available.
DTC block authority must not be transferred to a relieving crew, unless authorized to do so by the train dispatcher.
When verbal authority is received from the train dispatcher to leave equipment in a DTC block, the train dispatcher may instruct a crew member to void the DTC block authority.
Employees cannot act upon DTC block authority until the train dispatcher says, "(Train), that is correct." OK time and initials will be used in place of "That Is Correct."
B. Multiple Authorities
Not more than one DTC authority may be issued in the same DTC block except:
1. In ABS territory, as provided by Rule 16.3 (Movement in a Specified Direction), authority may be issued to more than one train in the same direction.
2. As provided by Rule 16.4 (Work and Time).
3. When directional authority will not take effect until after the arrival of an opposing train. The words "after the arrival of (Train)" must be included in the issuance of the authority.
4. Directional authority may be granted after an opposing train with directional authority has passed the ___location where movement will enter the DTC block.
General Order No. 27 December 17, 2001 Rules 16.2, 16.3, 16.4, 16.5, 16.7 and 16.9 OK time and initials will be used in place of "That Is Correct." 16.3 Movement in a Specified Direction Issue Format
One or Two Blocks. The train dispatcher will issue authority and an employee will acknowledge it using the following sample format:
Train Dispatcher: “RR 7241 East with Engineer Jones, you are authorized to proceed eastward in one block, Anna.”
Crew Member: “RR 7241 East with Engineer Jones, I am authorized to proceed eastward in one block, Anna.”
Train Dispatcher: “RR 7241 East, that is correct.”
OK time and initials will be used in place of "That Is Correct."
More than Two Blocks. The train dispatcher will issue authority in more than two blocks using the following sample format:
Train Dispatcher: “RR 7241 East with Engineer Jones, you are authorized to proceed eastward in three blocks, Anna through Cloy.”
General Order No. 25 October 26, 2001 Rules 16.2, 16.3, 16.4, 16.5, 16.7 and 16.9 OK time and initials will be used in place of "That Is Correct."
16.4 Work and Time A. Issue Requirements 1. Work and time authority may be issued to an employee in charge of on-track equipment in non-signaled territory and within ABS when:
The DTC block is clear; The DTC block is occupied by a train and/or employee in charge of on-track equipment that has already been issued work and time. Before joint work and time may be issued, the train dispatcher must first notify the engineer of train or employee in charge of on-track equipment affected that the DTC block will be jointly occupied;
Or All trains issued Rule 16.3 (Movement in a Specified Direction) have passed the ___location where the track will be occupied, and the employee receiving the block authority is notified that work and time is granted behind such trains.
2. Work and time authority may be issued to a train in non-signaled territory when:
The DTC block is clear; The DTC block is occupied by a train and/or employee in charge of on-track equipment that has already been issued work and time. Before joint work and time may be issued, the train dispatcher must first notify the engineer of train or employee in charge of on-track equipment affected that the DTC block will be jointly occupied; All trains issued Rule 16.3 (Movement in a Specified Direction) have passed the ___location where the track will be occupied, and the crew member receiving the block authority must be:
-- issued joint work and time; and -- notified that joint work and time is granted behind such trains. Or Authority will not take effect until after the arrival of train(s) issued Rule 16.3 (Movement in a Specified Direction) authority. When block authority is issued, it must:
-- be issued as joint work and time; and -- include the words “after the arrival of train(s).”
3. Work and time authority may be issued to a train in ABS territory when:
The DTC block is clear; The DTC block is occupied by a train and/or employee in charge of on-track equipment that has already been issued work and time. Before joint work and time may be issued, the train dispatcher must first notify the engineer of train or employee in charge of on-track equipment affected that the DTC block will be jointly occupied; All trains issued Rule 16.3 (Movement in a Specified Direction) have passed the ___location where the track will be occupied, and the crew member receiving the block authority is notified that work and time is granted behind such train(s).
or Authority will not take effect until after the arrival of train(s) issued Rule 16.3.1 (Movement in a Specified Direction) authority. When block authority is issued, it must include the words “after the arrival of train(s).”
A train or on-track equipment issued work and time may occupy the designated DTC block and move in either direction.
Train movements must be made at restricted speed within joint work and time.
A train or employee in charge of on-track equipment granted work and time behind a train must not pass train(s) specified. Trains granted work and time “after the arrival of train(s)” must not pass train(s) specified.
B. Issue Format
One or Two Blocks. The train dispatcher will issue work and time and an employee will acknowledge it using the following sample format:
Train Dispatcher: “RR 7241 East with Engineer Jones, I am granting you work and time in one block, Anna, until 10:10 AM.”
Crew Member: “RR 7241 East with Engineer Jones, I am granted work and time in one block, Anna, until 10:10 AM.”
Train Dispatcher: “RR 7241 East, that is correct.”
OK time and initials will be used in place of "That Is Correct."
More than Two Blocks. The train dispatcher will issue work and time in more than two blocks and an employee will acknowledge it using the following sample format:
Train Dispatcher: “RR 7241 East with Engineer Jones, I am granting you work and time in three blocks, Anna through Cloy, until 10:10 AM.”
Crew Member: “RR 7241 East with Engineer Jones, I am granted work and time in three blocks, Anna through Cloy, until 10:10 AM.”
Unless the train and/or employee in charge of on-track equipment receives a time extension, they must clear the block and report “Released” before the time limit expires. The train dispatcher may issue an unspecified time limit by using the words “until called.”
A train dispatcher must not authorize a train to enter a DTC block under Rule 16.3 (Movement in a Specified Direction) until work and time in that block is released.
C. Additional Time
Trains or the employee in charge of on-track equipment must release work and time before the time granted expires. If the train or employee in charge requires additional time, the authority must be obtained from the train dispatcher before time expires. If a train crew member or employee in charge is unable to contact the train dispatcher, and the time limit expires, authority is extended until the train dispatcher is contacted.
General Order No. 27 December 27, 2001 Rules 16.2, 16.3, 16.4, 16.5, 16.7 and 16.9 OK time and initials will be used in place of "That Is Correct."
Rule 16.4.b IIssue Format)
DELETE the word "East" from the sample formats.
16.5 Change Authority When it becomes necessary to change the type of authority previously granted to a train, new authority will be granted in the prescribed manner. After the "(TRAIN ID), That Is Correct" OK time response is received from the train dispatcher, authority previously granted in each DTC block in which authority was changed becomes void.
General Order No. 27 December 27, 2001
Rules 16.2, 16.3, 16.4, 16.5, 16.7 and 16.9
OK time and initials will be used in place of "That Is Correct."
16.7 Releasing DTC Block Authority Unless the train dispatcher specifies otherwise, when a train with directional authority clears a DTC block, an employee will immediately release it to the train dispatcher. The train must not re-enter the DTC block it has been released from.
Before a DTC block is released, engineer and conductor must communicate with each other and confirm that their train is clear of DTC block(s) to be released.
A. Release Format
One or Two Blocks. An employee will release a DTC block, and the train dispatcher will acknowledge it using the following sample format:
Crew Member: "RR 7241 East, with Engineer Jones, I am releasing one block Anna."
Train Dispatcher: "RR 7241 East, with Engineer Jones, you are releasing one block Anna."
Crew Member: "Train dispatcher, that is correct."
More Than Two Blocks. An employee will release more than two blocks using the following sample format:
Crew Member: "RR 7241 East, with Engineer Jones, I am releasing three blocks, Anna through Cloy."
A DTC block is not released until the employee releasing the block reports, "Train dispatcher, That Is Correct".
B. Operating in Non-Signaled or Double Track Territory
In non-signaled or double track territory, a train without a crew member on the rear of the train may release a DTC block only when the complete train is clear of the limits, which is determined by one of the following:
1. The rear of the train has an operating rear-end telemetry device, and the air pressure on the head-end device indicates brake pipe continuity.
2. An employee verifies that a marker is on the rear of the train.
3. A crew member can observe the rear car of the train on which the marker has been placed.
4. A trackside warning detector transmits an axle count for the train, and the axle count duplicates the axle count transmitted by the previous trackside warning detector.
In addition, a train clearing in a siding or other track must comply with requirements outlined in Rule 8.3 (Main Track Switches) before reporting clear of the limits.
General Order No. 27 December 27, 2001 Rules 16.2, 16.3, 16.4, 16.5, 16.7 and 16.9 OK time and initials will be used in place of "That Is Correct." 16.8 Withdrawing DTC Block Authority The train dispatcher must notify the engineer before withdrawing previously issued DTC block authority. If a train is not occupying the block or blocks, an employee will release them using the format in Rule 16.7 (Releasing DTC Block Authority).
16.9 Communication Failure
If communication fails, a third party may relay the authority to enter and/or release a DTC block as follows:
The train dispatcher must transmit the block authority to the third party. The third party must repeat it back to the train dispatcher. If correct, the train dispatcher will respond, “(Third Party Identification), That Is Correct for relay” which authorizes the third party to transmit the DTC block authority to a crew member. The crew member receiving the block authority must repeat it back to the third party. If correct, the third party will respond, (Train ID), That Is Correct and inform the train dispatcher that block authority has been relayed correctly.
General Order No. 27 December 27, 2001
Rules 16.2, 16.3, 16.4, 16.5, 16.7 and 16.9
OK time and initials will be used in place of "That Is Correct."
17.0 RULES APPLICABLE ONLY IN AUTOMATIC TRAIN CONTROL (ATC) TERRITORY
17.1 Automatic Train Control Territory
ATC territory is specified in special instructions. An engine must not be operated in ATC territory if it is not equipped with an operable ATC system unless otherwise authorized by special instructions or the train dispatcher.
17.2 Taking Charge
When taking charge of an engine equipped with ATC in ATC territory or entering such territory, engineers must know that:
1. The ATC system is cut in and sealed or locked on engines equipped.
2. The following devices are sealed (on engines equipped) with a mechanical seal:
Speed indicator case Speed indicator cables High speed whistle cutout cock.
17.3 Cut In and Cut Out Requirements The ATC system, in part or in its entirety, must not be cut out in ATC territory unless:
Authorized by the train dispatcher.
Or It has failed.
The train dispatcher may authorize a crew member to cut out the ATC system when:
It has failed.
Or Required for movements against the current of traffic at speeds above restricted speed.
A. Cutting in ATC
To cut in ATC:
1. Turn on the ATC system.
2. Acknowledge when the acknowledging horn sounds.
3. Cut in the ATC actuator and seal or lock on engines equipped.
B. Cutting Out ATC
To cut out ATC:
1. Break the seal or unlock and cut out the ATC actuator on engines equipped.
2. Turn off the power to the ATC system.
If ATC is cut out due to failure enroute, at the next stop the engineer must cut in the ATC to determine if it is again operable.
17.4 Departure Test Requirements A departure test is required:
Before entering ATC Territory .
Or, When the ATC is cut in after being cut out enroute within ATC territory.
A. Energized Test Loop
While the engine is standing on energized test loop:
The cab signal should display a Clear aspect. When the test loop is de-energized or when the engine is moved off of the test loop, the aspect will change to a Restricting and the acknowledging horn will sound. Do not acknowledge the horn and do not move the brake valve handle. A penalty brake application should occur within 8 seconds. Recover the air When the horn sounds again, acknowledge to prevent brake application.
Note: To recover the air after an ATC penalty brake application, acknowledge the horn or alarm and move the brake valve handle to SUPPRESSION until the PCS light has gone out. The brakes may then be released.
Receivers on Both Ends: When an engine has ATC receivers on both ends and is standing on energized track, the cab signal should display a Clear aspect.
Place the reverser in Reverse position. The aspect will change to Restricting and the acknowledging horn will sound. Do not acknowledge the horn and do not move the brake valve handle. A penalty brake application should occur within 8 seconds. Recover the air. When the horn sounds again, acknowledge to prevent brake application.
Cab Cars: When a cab car is on energized track, the cab signal should display a Clear aspect
Hold down the test button and a penalty brake application should occur within 8 seconds. Recover the air. After the brakes have released hold down the test button a second time. When the horn sounds, acknowledge to prevent brake application.
B. De-energized Track
When engine is standing on de-energized track:
Release the brakes, but do not acknowledge the acknowledging horn. A penalty brake application should occur within 8 seconds. Recover the air When the horn sounds again, acknowledge to prevent brake application.
In the Chicago passenger terminal, M19 A, or West Chicago Yard when the test was performed on de-energized track as described above, after the brakes release move over the test loop, and acknowledge the horn when moving off of the test loop to prevent brake application.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 17.4 Departure Test Requirements 1. Energized Test Loop: Add: Receivers on Both Ends: When an engine has ATC receivers on both ends and is standing on energized track, the cab signal should display a Clear aspect.
Place the reverser in Reverse position. The aspect will change to Restricting and the acknowledging horn will sound. Do not acknowledge the horn and do not move the brake valve handle. A penalty brake application should occur within 8 seconds. Recover the air. When the horn sounds again, acknowledge to prevent brake application.
Cab Cars: When a cab car is on energized track, the cab signal should display a Clear aspect
Hold down the test button and a penalty brake application should occur within 8 seconds. Recover the air. After the brakes have released hold down the test button a second time. When the horn sounds, acknowledge to prevent brake application.
2. De-energized Track
Add:
In the Chicago passenger terminal, M19 A, or West Chicago Yard when the test was performed on de-energized track as described above, after the brakes release move over the test loop, and acknowledge the horn when moving off of the test loop to prevent brake application.
17.4.1 Departure Test Procedure A. Departure Test Procedure for locomotives equipped with solid-state Union Switch & Signal ATC/CCS equipment
1. With the locomotive standing on dead track, fully apply the independent brake and release the automatic brake. Then perform the following actions:
Place the generator field switch in the ON position. Turn on the signal circuit breaker. Place the reverser in Forward.
2. Place CNW Cut-Out switch in cut-in position. 3. Place CNW Cutout cock in cut-in position and seal. 4. After opening the departure test box, put the test switch in the ON position. As the ATC system begins internal testing, Clear and Restricted aspects are turned off, and the motion light flashes. 5. After the internal test is complete (approximately 10 seconds), a Clear aspect is illuminated and acknowledge alarm is activated. Press and release the acknowledge button: Clear aspect is then turned off. The Restricted aspect is illuminated and acknowledge alarm is activated.
Press and release the acknowledge button. Restricted aspect is then turned off.
6. The system then drives the speedometer to: Locate the Union Pacific overspeed setting and repeats this process four times. Tests the CNW Restricted overspeed setting of 23 MPH. The Restricted aspect is illuminated and acknowledge alarm is activated.
Press and release the acknowledge button. The system then drives the speedometer to the CNW high speed setting: The Clear aspect is illuminated and acknowledge alarm is activated.
Press and release acknowledge button. Clear aspect is turned off and speedometer is returned to 0 MPH.
7. Fully release independent brake: The acknowledge alarm is activated (do not acknowledge) A penalty brake application should occur within 8 seconds. Recover the air.
8. The successful completion of the departure test will result in: The overspeed alarm beeping continuously, and all signal lights flashing.
Place the Departure Test Switch to OFF position. 9. If the locomotive is to be operated in non-ATC territory prior to entering ATC territory, push the Arm button after completing the departure test (see Item 8). 10. If departure test is unsuccessful, repeat the test. If the test is again unsuccessful, perform an ATC departure test as prescribed by Rule 17.4.1 or 17.4.2.
B. Departure Test Procedure on MICROCAB System: 1. Turn on the DEPT TEST SWITCH.
The MOTION indicator is illuminated throughout Departure Test. The overspeed alarm activates intermittently for 1 second, then goes silent to indicate the start of the test. The system waits for 6 seconds before proceeding to the next step. The overspeed alarm activates intermittently for 1 second , then is silent to indicate the end of the delay. Within 5 seconds the Clear aspect is illuminated.
When the acknowledge alarm is activated, the acknowledge switch must be pressed and released within 6 seconds to avoid a penalty brake application. 2. Within 5 seconds the Clear aspect is extinguished and the Restricted aspect illuminated. When the acknowledge alarm is activated press and release the acknowledge switch. The Restricted aspect is then extinguished. Failure to respond within 6 seconds results in a penalty brake application. The overspeed alarm is activated intermittently for 1 second, then is silent to indicate the completion of carrier tests.
3. The system then drives the speedometer to the high speed setting. Visually confirm that the expected speed (+3, -1 MPH) is displayed by the speedometer. The acknowledge alarm is activated continuously.
Press and release the acknowledge switch. 4. The system then drives the speedometer to the restricted overspeed of 23 MPH. Visually confirm that the speedometer displays the expected speed (+1 MPH). The acknowledge alarm sounds continuously.
Press and release the acknowledge switch. The system stops driving the speedometer and it returns to 0 MPH. The overspeed alarm sounds for approximately 1 second. When the alarm is silent, the test is confirmed.
5. The system waits indefinitely for the operator to press and release the acknowledge switch. Upon releasing the switch the overspeed alarm is activated intermittently for 1 second, then silenced to indicate the start of a penalty delay. In about 6 seconds, the system initiates a penalty brake application. The acknowledge alarm sounds continuously. Recover the air.
6. The intermittent sound of the overspeed alarm prior to the DEPT TEST SWITCH being turned off indicates that the Departure Test has been successfully made. Turn off the DEPT TEST SWITCH. A Restricted aspect is illuminated. The acknowledge and over speed alarms are silent.
If the locomotive is to be operated in non-ATC territory prior to entering ATC territory, push the Arm button after completing the departure test.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 17.4.1 Departure Test Procedure Add new rule: A. Departure Test Procedure for locomotives equipped with solid-state Union Switch & Signal ATC/CCS equipment 1. With the locomotive standing on dead track, fully apply the independent brake and release the automatic brake. Then perform the following actions:
Place the generator field switch in the ON position. Turn on the signal circuit breaker. Place the reverser in Forward.
2. Place CNW Cut-Out switch in cut-in position. 3. Place CNW Cutout cock in cut-in position and seal. 4. After opening the departure test box, put the test switch in the ON position. As the ATC system begins internal testing, Clear and Restricted aspects are turned off, and the motion light flashes. 5. After the internal test is complete (approximately 10 seconds), a Clear aspect is illuminated and acknowledge alarm is activated. Press and release the acknowledge button: Clear aspect is then turned off. The Restricted aspect is illuminated and acknowledge alarm is activated.
Press and release the acknowledge button. Restricted aspect is then turned off.
6. The system then drives the speedometer to: Locate the Union Pacific overspeed setting and repeats this process four times. Tests the CNW Restricted overspeed setting of 23 MPH. The Restricted aspect is illuminated and acknowledge alarm is activated.
Press and release the acknowledge button. The system then drives the speedometer to the CNW high speed setting: The Clear aspect is illuminated and acknowledge alarm is activated.
Press and release acknowledge button. Clear aspect is turned off and speedometer is returned to 0 MPH.
7. Fully release independent brake: The acknowledge alarm is activated (do not acknowledge) A penalty brake application should occur within 8 seconds. Recover the air.
8. The successful completion of the departure test will result in: The overspeed alarm beeping continuously, and all signal lights flashing.
Place the Departure Test Switch to OFF position. 9. If the locomotive is to be operated in non-ATC territory prior to entering ATC territory, push the Arm button after completing the departure test (see Item 8). 10. If departure test is unsuccessful, repeat the test. If the test is again unsuccessful, perform an ATC departure test as prescribed by Rule 17.4.1 or 17.4.2.
B. Departure Test Procedure on MICROCAB System: 1. Turn on the DEPT TEST SWITCH.
The MOTION indicator is illuminated throughout Departure Test. The overspeed alarm activates intermittently for 1 second, then goes silent to indicate the start of the test. The system waits for 6 seconds before proceeding to the next step. The overspeed alarm activates intermittently for 1 second , then is silent to indicate the end of the delay. Within 5 seconds the Clear aspect is illuminated.
When the acknowledge alarm is activated, the acknowledge switch must be pressed and released within 6 seconds to avoid a penalty brake application. 2. Within 5 seconds the Clear aspect is extinguished and the Restricted aspect illuminated. When the acknowledge alarm is activated press and release the acknowledge switch. The Restricted aspect is then extinguished. Failure to respond within 6 seconds results in a penalty brake application. The overspeed alarm is activated intermittently for 1 second, then is silent to indicate the completion of carrier tests.
3. The system then drives the speedometer to the high speed setting. Visually confirm that the expected speed (+3, -1 MPH) is displayed by the speedometer. The acknowledge alarm is activated continuously.
Press and release the acknowledge switch. 4. The system then drives the speedometer to the restricted overspeed of 23 MPH. Visually confirm that the speedometer displays the expected speed (+1 MPH). The acknowledge alarm sounds continuously.
Press and release the acknowledge switch. The system stops driving the speedometer and it returns to 0 MPH. The overspeed alarm sounds for approximately 1 second. When the alarm is silent, the test is confirmed.
5. The system waits indefinitely for the operator to press and release the acknowledge switch. Upon releasing the switch the overspeed alarm is activated intermittently for 1 second, then silenced to indicate the start of a penalty delay. In about 6 seconds, the system initiates a penalty brake application. The acknowledge alarm sounds continuously. Recover the air.
6. The intermittent sound of the overspeed alarm prior to the DEPT TEST SWITCH being turned off indicates that the Departure Test has been successfully made. Turn off the DEPT TEST SWITCH. A Restricted aspect is illuminated. The acknowledge and over speed alarms are silent.
If the locomotive is to be operated in non-ATC territory prior to entering ATC territory, push the Arm button after completing the departure test.
17.4.2 ATC Automatic Cut-in Circuit
A departure test entering ATC territory is not required for engines equipped with the automatic ATC cut-in circuit when the following conditions are met:
The ATC actuator is cut in and sealed. The motion light is illuminated enroute to ATC territory at speeds of 6 MPH or more.
At ATC Automatic Cut-in Test Locations:
The cab signal will display a Clear aspect when passing a "B" sign (Beginning ATC test section).
- The speed whistle will sound for 3 or 4 seconds. The cab signal will change to a Restricting aspect when the "E" (End ATC test section) is passed.
- When train speed exceeds 40 MPH the high speed whistle will sound until a Clear aspect is displayed. - When train speed is below 40 MPH the horn will sound and must be acknowledged.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 17.4.2 ATC Automatic Cut-in Circuit Add new Rule:
A departure test entering ATC territory is not required for engines equipped with the automatic ATC cut-in circuit when the following conditions are met:
The ATC actuator is cut in and sealed. The motion light is illuminated enroute to ATC territory at speeds of 6 MPH or more.
At ATC Automatic Cut-in Test Locations:
The cab signal will display a Clear aspect when passing a "B" sign (Beginning ATC test section).
- The speed whistle will sound for 3 or 4 seconds. The cab signal will change to a Restricting aspect when the "E" (End ATC test section) is passed.
- When train speed exceeds 40 MPH the high speed whistle will sound until a Clear aspect is displayed. - When train speed is below 40 MPH the horn will sound and must be acknowledged.
17.4.3 Departure Test Reporting
Records of ATC and ATS tests:
Must be retained for 92 days A form showing certain information regarding these tests must be placed in the engine cab, currently Form 25203 or 20013.
1. When Maintenance Operations employees perform the test: One part of the form must be retained at the test ___location for 92 days. The other must be placed in the inspection holder in the engine cab.
2. At points where engineers are required to perform ATC or ATS departure tests, engineers must complete the form, place it in the inspection holder of the engine, and notify the train dispatcher. Crew members are not to remove this form unless specifically instructed to do so. However, engineers in Chicago Commuter Operations will notify Commuter Control, Lake Street or M19A personnel instead of the train dispatcher. The form "Record of ATC/ATS Departure Test" must be filled out by the personnel at Commuter Control, Lake Street and M19A and retained for 92 days. 3. The train dispatcher, unless instructed otherwise, must record the date, time, ___location, engine number and name of the engineer on the train sheet. System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 17.4.3 Departure Test Reporting Add new Rule:
Records of ATC and ATS tests:
Must be retained for 92 days A form showing certain information regarding these tests must be placed in the engine cab, currently Form 25203 or 20013.
1. When Maintenance Operations employees perform the test: One part of the form must be retained at the test ___location for 92 days. The other must be placed in the inspection holder in the engine cab.
2. At points where engineers are required to perform ATC or ATS departure tests, engineers must complete the form, place it in the inspection holder of the engine, and notify the train dispatcher. Crew members are not to remove this form unless specifically instructed to do so. However, engineers in Chicago Commuter Operations will notify Commuter Control, Lake Street or M19A personnel instead of the train dispatcher. The form "Record of ATC/ATS Departure Test" must be filled out by the personnel at Commuter Control, Lake Street and M19A and retained for 92 days. 3. The train dispatcher, unless instructed otherwise, must record the date, time, ___location, engine number and name of the engineer on the train sheet. 17.5 High Speed Setting When a cab signal displays a Clear aspect and the train speed exceeds the high-speed setting, a high-speed whistle will sound continuously. This will require a SUPPRESSION brake application within 6 seconds to prevent a penalty brake application.
17.5.1 Over 40 MPH
The high speed whistle will sound when the speed is more than 40 MPH when the cab signal changes to a Restricting aspect.
Move the brake valve handle to SUPPRESSION within 6 seconds to prevent a penalty brake application. When speed is reduced to less than 40 MPH, the high speed whistle will stop and the acknowledging horn will sound. Acknowledge this horn. If the cab signal continues to display Restricting, speed must immediately be reduced to restricted speed.
If restricted speed is not reached within 70 seconds after the acknowledging horn was acknowledged, a penalty brake application will occur unless the brake valve handle is in SUPPRESSION.
17.5.2 Under 40 MPH The acknowledging horn will sound if the cab signal changes from Clear to Restricting when the speed is under 40 MPH.
Acknowledge the horn within 6 seconds to prevent a penalty brake application. If the cab signal continues to display Restricting, train speed must immediately be reduced to restricted speed.
If restricted speed is not reached within 70 seconds after the acknowledging horn was acknowledged, a penalty brake application will occur unless the brake valve handle is in SUPPRESSION.
17.5.3 Restricting Aspect
While the cab signal continuously displays a Restricting aspect, the acknowledging horn will sound approximately every 90 seconds to alert the crew members of the restriction. When the speed is approaching the restricting over speed setting, the low speed whistle will sound intermittently to alert crew members that speed must be reduced.
17.6 Conforming with Block Signals
Cab signal indications do not supersede the indication displayed on block and interlocking signals. However, when:
The cab signal changes from Restricting to Clear where a block or interlocking signal is not located, speed may be increased after the train moves a distance equal to its length.
Or Initiating movement, speed may be increased at once.
Note: When the cab signal cycles from Clear to Restricting and immediately back to Clear, the train may continue at normal speed.
17.6.1 Approaching Diverging Route When the cab signal changes from Restricting to Clear after the engine passes a signal displaying an Approach or a more restricting indication and the next signal can display an indication for a diverging route, the train must approach the next signal at the speed prescribed for the most restrictive route at that ___location. However, if the signal is seen to display an indication for a more favorable route, the speed for that route governs.
17.7 ATC Failure/Cut-out Enroute
When any part of the ATC system is cut-out enroute:
1. Before an absolute block is established in advance of the train:
If cab signals are operative or movement will be entirely in a continuous block signal territory, proceed not exceeding 40 MPH.
Or If cab signals are not operative and movement is outside continuous block signal territory, proceed at restricted speed.
2. After an absolute block is established in advance of a train:
Passenger trains: proceed not exceeding 59 MPH Freight trains: proceed not exceeding 49 MPH.
3. Before an absolute block in advance of movement is established in ATC territory the train dispatcher must determine if:
The cab signals are operative The absolute block in advance of movement will be entirely in territory with continuous fixed block signals.
A. If the cab signals are operative or the absolute block in advance of movement will be entirely in continuous block signal territory, the train dispatcher may establish an absolute block in advance of movement as provided by Rule 11.1 (Establishing an Absolute Block). Rule 11.2 (Signal Indications with Absolute Block) applies. If the cab signal changes to Restricting the train must stop.
B. If the cab signals are inoperative and any part of the absolute block in advance of movement will be outside continuous block signal territory, the train dispatcher must not establish an absolute block in advance of movement until it is determined that no trains or engines:
Occupy the limits ahead of the train being given the absolute block in advance of movement. Will occupy the limits ahead of the train being given the absolute block in advance of movement.
C. Rule 9.15 (Track Permit) or Rule 10.3 (Track and Time) establishes an absolute block when not issued joint.
Continuous block signal territory is designated on the subdivision page where ATC is in effect.
System Special Instructions Effective 0001 Sunday April 2 2000
SSI Item 10-A. 17.7 ATC Failure/Cut-out Enroute Add: Continuous block signal territory is designated on the subdivision page where ATC is in effect.
17.7.1 Speed Indicator in ATC
An inoperative or inaccurate speed indicator, as prescribed by Rule 1.39 (Accuracy of Speed Indicator) is considered an ATC failure. Rule 17.7 (ATC Failure/Cut Out Enroute ) applies.
17.7.2 ATC Motion Light
If the motion light is not on when the speed is 6 MPH or above, proceed in accordance with the cab signal indication but not to exceed 40 MPH. Rule 17.7 (ATC Failure/Cut Out Enroute) applies.
17.8 Improper Display
If a cab signal displays Clear when it should display Restricting due to an open switch, occupied block, or other condition, the train must:
Stop and warn other trains by radio of exact ___location and status of train. Contact the train dispatcher and be governed by his instructions. If the train dispatcher gives permission to proceed, the train must proceed at restricted speed until the train dispatcher establishes an absolute block in advance of movement.
19.GL GENERAL CODE OF OPERATING RULES GLOSSARY
Abbreviations
Use only the following abbreviations:
ABS Automatic Block Signal System ACS Automatic Cab Signal System AMTK Amtrak ATC Automatic Train Control ATS Automatic Train Stop AUTH Authority BRN Branch BRT Block Register Territory C Center C & E Conductor and Engineer COFC Container on Flat Car CONDR Conductor CP Control Point CTC Centralized Traffic Control DCS Dual Control Switch DISPR Dispatcher DIST District DIV Division DT Double Track DTC Direct Traffic Control E East ENG Engine ENGR Engineer ESS East Siding Switch EWD Eastward FRT Freight HER Head End Restriction IM Intermodal JCT Junction MAX Maximum MMT Multiple Main Track MP Mile Post MPH Miles Per Hour MT Main Track MW Maintenance of Way N North NO Number NSS North Siding Switch NWD Northward OK Correct OOS Out of Service OPR Operator ORIG Originating PSGR Passenger RC Radio Channel RECD Received RE Region S South SDG Siding SSS South Siding Switch SUB Subdivision SUBDIV Subdivision SUPT Superintendent SW Switch SWD Southward TOFC Trailer on Flat Car TRK Track TRN Train TWC Track Warrant Control W West WSS West Siding Switch WWD Westward XO Crossover YD Yard YL Yard Limits YM Yardmaster Use the normal abbreviations for names of months.
ABS
See Automatic Block Signal System.
Absolute Block A length of track that no train is permitted to enter while the track is occupied by another train. Absolute Signal A block or interlocking signal without a number plate, or designated by an A marker. ACS See Automatic Cab Signal System. Articulated Permanently connected multiple unit cars that share a common truck.
ATC actuator An ATC brake applying apparatus. ATS See Automatic Train Stop System.
Automatic Block Signal System (ABS) A series of consecutive blocks governed by block signals, cab signals, or both. The signals are activated by a train or by certain conditions that affect the block use.
Automatic Cab Signal System (ACS) A system that allows cab signals and the cab warning whistle to operate automatically. Automatic Train Control (ATC) A system to enforce compliance with cab and wayside signal indications. If the train exceeds a predetermined speed for a given signal indication and speed is not reduced at a sufficient rate, brakes are automatically applied. Automatic Train Stop System (ATS) A system activated by wayside inductors positioned to apply the brakes automatically until the train stops.
Block A length of track:
Between consecutive block signals Between a block signal and the end of block system limits or In ATC limits, the use of which is governed by cab signals and/or block signals.
Block Register Territory (BRT) A method of operation in non-signaled territory where trains, men, and equipment are authorized to occupy the main track in limits designated by the timetable.
Block Signal A fixed signal at the entrance of a block that governs trains entering and using that block.
Block System A block or series of consecutive blocks within ABS, ACS, CTC, or interlocking limits.
BRT See Block Register Territory.
Cab Signal A signal in the engineer's compartment or cab that indicates a condition affecting train movement. Cab signals are used with interlocking or block signals or without block signals. Cars Railroad cars. Centralized Traffic Control (CTC) A block system that uses block signal indications to authorize train movements.
Conductor Employee in charge of train or yard movement.
Control Operator Employee assigned to operate a CTC or interlocking control machine or authorized to grant track permits.
Control Point The ___location of absolute signals controlled by a control operator.
Controlled Siding A siding within CTC or interlocking limits where a signal indication authorizes the siding's use.
Controlled Signal An absolute signal controlled by a control operator.
Crossings at Grade Crossings that intersect at the same level.
Crossover A track connection between two adjacent tracks.
CTC See Centralized Traffic Control.
Current of Traffic The movement of trains in one direction on a main track, as specified by the rules.
Direct Traffic Control (DTC) A DTC block or a series of DTC blocks where the train dispatcher authorizes track occupancy.
Distant Signal
A fixed signal outside a block system that governs the approach to a block signal, interlocking signal, or switch point indicator. A distant signal does not indicate conditions that affect track use between the distant signal and block or interlocking signals or between the distant signal and switch point indicator. A distant signal is identified by a D.
Double Track Two main tracks where the current of traffic on one track is in a specified direction and in the opposite direction on the other.
Dual Control Switch A power-operated switch, moveable point frog, or derail that can also be operated by hand.
DTC See Direct Traffic Control.
DTC Block A length of main track specified by name. DTC block name and limits are identified by wayside signs reading, Begin (name) Block and End (name) Block and by mile post ___location in the timetable.
Electric Switch Lock An electrically controlled lock that restricts the use of a hand-operated switch or derail.
Engine A unit propelled by any form of energy or more than one of these units operated from a single control. Engines are used in train or yard service. Rules that apply to engines also apply to cab control cars.
Engineer Also includes student engineers, firemen, and hostlers.
Equipment Railroad equipment.
Fixed Signal A signal that is fixed to a ___location permanently and that indicates a condition affecting train movement.
Flagman Any employee providing flag protection as outlined in Rule 6.19 (Flag Protection) and for other purposes as outlined in the rules.
Foreman Employee in charge of work.
Interlocking Signal appliances that are interconnected so that each of their movements follows the other in a proper sequence. Interlockings may be operated manually or automatically.
Interlocking Limits The tracks between outer opposing absolute signals of an interlocking.
Interlocking Signals The fixed signals of an interlocking that govern trains using interlocking limits.
Main Track
A track extending through yards and between stations that must not be occupied without authority or protection.
Men Railroad employees.
Multiple Main Tracks Two or more main tracks that are used according to the timetable.
Pilot An employee assigned to a train to assist an engineer or conductor who is unfamiliar with the rules or the portion of railroad the train will operate on.
Proceed Indication Any block signal indication that allows a train to proceed without stopping.
Radio As used in these rules it also applies to wireless communication devices when used in railroad operations.
Reverse Movement A movement opposite the authorized direction.
Siding A track connected to the main track and used for meeting or passing trains. Location of sidings are shown in the timetable.
Signal Aspect The appearance of a fixed or cab signal.
Signal Indication The action required by the signal aspect.
Single Track A main track where trains are operated in both directions.
Special Instructions Instructions contained in the timetable or other publication.
Spring Switch A switch with a spring mechanism that returns the switch points to the original position after they are trailed through.
Station A place designated by name in the timetable station column.
Switch Point Indicator A light type indicator used during movement over certain switches to show that switch points fit properly.
Timetable A publication with instructions on train, engine, or equipment movement. It also contains other essential information.
Track Bulletin A notice of conditions affecting train movement. It may also authorize movement against the current of traffic where Rule 9.14 (Movement with the Current of Traffic) is in effect.
Track Occupancy Indicator
An indicator that tells whether a length of track is occupied or not.
Trackside Warning Detector A device that indicates conditions such as overheated journals, dragging equipment, excess dimensions, shifted loads, high water, or slides.
Track Warrant Control (TWC) A method to authorize train movements or protect men or machines on a main track within specified limits in a territory designated by the timetable.
Train One or more engines coupled, with or without cars, displaying a marker, and authorized to operate on a main track. A term that when used in connection with speed restrictions, flag protection, and the observance of all signals and signal rules also applies to engines.
Train Coordination Working limits established by a roadway worker through the use of a train's authority on a main track or other track where specific authority is required from a control operator or train dispatcher.
Trainmen Conductors, assistant conductors, brakemen, yard engine foremen, switchmen, and yard helpers.
TWC See Track Warrant Control.
Variable Switch A switch identified by a V or a bowl painted yellow. When trailed through, the switch points remain lined in the position they were forced.
Yard A system of tracks, other than main tracks and sidings, used for making up trains, storing cars, and other purposes.
Yard Limits A portion of main track designated by yard limit signs and timetable special instructions or a track bulletin.
External links
- RCL - General Code of Operating Rules
- GCOR Rules; revised up to December 22, 2006
- General Code of Operating Rules, Fifth Edition. 2005 General Code of Operating Rules Committee (modified by BNSF Railway Company)
- GCOR Rules Third Edition April 10, 1994
- U S Department of Transportation - Compliance with Railroad Operating Rules and Corporate Culture Influences, October 1999
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