SECOND EDITION EFFECTIVE - October 29, 1989 The rules herein govern the operation of the railroads listed and must be complied with by all employees regardless of gender whose duties are in any way affected thereby. They supersede all previous rules and instructions inconsistent therewith. ADOPTED BY: ATCHISON, TOPEKA & SANTA FE RY. CO. BURLINGTON NORTHERN RAILWAY COMPANY CHICAGO AND NORTHWESTERN TRANSPORTATION COMPANY SOO LINE RAILROAD SOUTHERN PACIFIC TRANSPORTATION COMPANY ST. LOUIS SOUTHWESTERN RY. CO. UNION PACIFIC RAILROAD ARIZONA CENTRAL RAILROAD COMPANY CHICAGO CENTRAL AND PACIFIC RAILROAD COMPANY DAKOTA, MINNESOTA AND EASTERN RAILROAD CORPORATION DAVENPORT, ROCK ISLAND AND NORTHWESTERN RAILWAY COMPANY DULUTH, WINNIPEG AND PACIFIC RAILWAY EUREKA SOUTHERN RAILROAD COMPANY, INC. FOX RIVER VALLEY RAILROAD COMPANY GRAINBELT CORPORATION GREEN BAY AND WESTERN RAILROAD COMPANY INDIANA HI-RAIL CORPORATION IOWA INTERSTATE RAILROAD, LTD. KYLE RAILROAD COMPANY LAKE SUPERIOR & ISHPEMING RAILROAD COMPANY LEWIS AND CLARK RAILWAY COMPANY McCLOUD RIVER RAILROAD COMPANY MINNESOTA COMMERCIAL RAILROAD MINNESOTA VALLEY TRANSPORTATION COMPANY MONTANA RAIL LINK NAPA VALLEY RAILROAD COMPANY NORTHEAST ILLINOIS REGIONAL COMMUTER RAILROAD CORPORATION OTTER TAIL VALLEY RAILROAD COMPANY, INC. RAILTEX RAILROAD DIVISION RED RIVER VALLEY AND WESTERN RAILROAD ROCHESTER AND SOUTHERN RAILROAD, INC. SOUTH EAST KANSAS RAILROAD TULSA-SAPULPA UNION RAILWAY COMPANY WASHINGTON CENTRAL RAILROAD COMPANY, INC. WISCONSIN & CALUMET RAILROAD COMPANY, INC. WISCONSIN AND SOUTHERN RAILROAD WISCONSIN CENTRAL, LTD. WYOMING COLORADO RAILROAD COMPANY DEFINITIONS For the purpose of these rules, the following definitions apply. Absolute Block A length of track in which no train or engine is permitted to enter while it is occupied by another train or engine. Absolute Signal A block or interlocking signal designated by an "A" marker or the absence of a number plate. Automatic Block Signal System (ABS) A series of consecutive blocks governed by block signals, cab signals or both, actuated by a train, engine or by certain conditions affecting the use of a block. Automatic Cab Signal System (ACS) A system which provides for the automatic operation of the cab signals and cab warning whistle. Automatic Train Stop System (ATS) A system actuated by wayside inductors, so arranged that its operation will automatically result in the application of the brakes until the train has been brought to a stop. Block A length of track between consecutive block signals or from a block signal to the end of block system limits, governed by block signals, cab signals or both. Block Occupancy Indicator An indicator used to convey information regarding block occupancy. Block Signal A fixed signal at the entrance of a block to govern trains and engines entering and using that block. Block System A block or series of consecutive blocks within ABS, ACS, CTC or interlocking limits. Cab Signal A signal located in engineer's compartment or cab, indicating a condition affecting the movement of a train or engine and used in conjunction with interlocking signals and in conjunction with or in lieu of block signals. Centralized Traffic Control (CTC) A block signal system under which train movements are authorized by block signal indications. Control Point A location where absolute signals are controlled by a control operator. Control point may be designated by number. Controlled Siding A siding within CTC or interlocking limits, the authorization for use of which is governed by signal indication or control operator. Controlled Signal An absolute signal, the aspect of which, is controlled by a control operator. Crossover A track connection between two adjacent tracks. Current of Traffic The movement of trains on a main track, in one direction, specified by the rules. Direct Traffic Control (DTC) A DTC block or a series of DTC blocks wherein the movement of trains is authorized and governed directly by train dispatcher. Distant Signal A fixed signal outside of a block system used to govern the approach to a block or interlocking signal. It will not convey information as to conditions affecting the use of the track between the distant signal and block or interlocking signal which approach is governed. It will be identified by a "D" marker. Division A portion of the railroad designated by timetable. Double Track (DT) Two main tracks, on one of which the current of traffic is in a specified direction, and on the other in the opposite direction. Dual Control Switch A power-operated switch, also equipped for hand operation. DTC Block A specified length of main track which will be identified by name. The name and limits of a DTC block will be identified by wayside signs reading "Begin (name) Block" and "End (name) Block" and by mile post location in timetable. Electric Switch Lock An electrically controlled lock device affixed to a hand operated switch or derail to control its use. Engine A unit propelled by any form of energy, or a combination of such units operated from a single control, used in train or yard service. Fixed Signal A signal of permanent location indicating a condition affecting the movement of a train. Interlocking An arrangement of signal appliances so interconnected that their movements must succeed each other in proper sequence. It may be operated manually or automatically. Interlocking Limits The tracks bet outer opposing absolute signals of an interlocking. Interlocking Signals The fixed signal of an interlocking, governing trains using interlocking limits. Main Track (MT) A track extending through yards and between stations which must not be occupied without authority or protection. Multiple Main Tracks Two or more main tracks, the use of which is designated in the timetable. Overlap Sign A sign marking the limit of control of a block signal. Pilot An employee assigned to a train when the engineer or conductor is not acquainted with the rules or portion of railroad over which the train is to be moved. Restricted Speed A speed that will permit stopping within one half the range of vision; short of train, engine, railroad car, stop signal, derail or switch not properly lined, looking out for broken rail, not exceeding 20 MPH. Reverse Movement A movement opposite the direction authorized. Siding A track auxiliary to the main track for meeting or passing trains. The timetable will indicate stations at which sidings are located. Signal Aspect The appearance of a fixed signal conveying an indication as viewed from the direction of an approaching train; or the appearance of a cab signal conveying an indication as viewed by an observer in the cab. Signal Indication The information conveyed by the signal aspect. Single Track A main track upon which trains are operated in both directions. Spring Switch A switch equipped with a spring mechanism to restore the switch points to original position after having been trailed through. Station A place designated in the timetable station column by name. Subdivision A portion of a division designated by timetable. Switch Point Indicator A light type indicator used in connection with facing point movement over certain switches to indicate switch points fit properly. Timetable A publication containing instructions relating to the movement of trains, engines or equipment and other essential information. Track Bulletin A notice containing information as to track conditions or other conditions, necessary for the safe operation of trains or engines. It may also authorize movement against the current of traffic where Rule 251 is in effect. Track Side Warning Detector Wayside detectors which are provided at various locations as shown in the timetable which detect such conditions as overheated journals, dragging equipment, excess dimensions, shifted loads, high water or slides. Track Warrant Control (TWC) A method of authorizing movements of trains or engines or protecting men or machines on a main track within specified limits in territory designated by timetable. Train An engine or more than one engine coupled, with or without cars, displaying a marker and authorized to operate on a main track. Variable Switch A switch, designated by letter "V" or bowl painted yellow, when trailed through the switch points remain lined in the position to which forced. Yard A system of tracks, other than main tracks and sidings, used for making up trains, storing of cars and for other purposes. Yard Limits (YL) A portion of main track designated by yard limit signs and by timetables or track bulletin, which trains and engines may use as prescribed by Rule 93. GENERAL RULES A. Safety is of the first importance in the discharge of duty. Obedience to the rules is essential to safety and to remaining in service. The service demands the faithful, intelligent and courteous discharge of duty. B. Employees whose duties are prescribed by these rules must have a copy available for reference while on duty. Employees whose duties are affected by the timetable must have a current copy available for reference while on duty. Employees must be familiar with and obey all rules and instructions, and must attend required classes. If in doubt as to the meaning of any rule or instruction, employees must apply to their supervisor for an explanation. Rules may be issued, cancelled or modified by general order, or special instructions. C. Employees must pass the required examinations. D. Employees must cooperate and assist in carrying out the rules and instructions, and must promptly report to the proper officer any violation of the rules or instructions, any condition or practice which may imperil the safety of trains, passenger or employees, and any misconduct or negligence affecting the interest of the Company. E. Accidents, personal injuries, defects in track, bridges or signals, or any unusual condition which may affect the safe and efficient operation of the railroad, must be reported by the first means of communication. Written report must follow promptly when required. G. The use of alcoholic beverages, intoxicants, drugs, narcotics, marijuana or controlled substances by employees subject to duty when on duty or on Company property is prohibited. Employees must not report for duty, or be on Company property under the influence of or use while on duty or have in their possession while on Company property, any drug, alcoholic beverage, intoxicant, narcotic, marijuana, medication, or other substance, including those prescribed by a doctor, that will in any way adversely affect their alertness, coordination, reaction, response or safety. H. Employees reporting for duty must be clean and neat in appearance. They must be courteous and orderly while on duty. I. Employees must exercise care to prevent injury to themselves or others. They must be alert and attentive at all times when performing their duties and plan their work to avoid injury. J. Employees must be familiar and comply with the requirements of the federal hours of service laws, and those affected by such laws are expected to be in compliance, and are admonished to use their off duty time in such a manner as to fit them for safe, prompt and efficient performance of their duties. When communication is available, employees governed by such laws must notify the train dispatcher or another authority of the time the law requires them to be off duty early enough that they may be relieved, if necessary, before exceeding the hours of service. Employees must not exceed the hours of service laws without proper authority except, trains, engines or cars will not be left on the main track unprotected. Any employee who may be called to report for duty before legal off duty time has expired, must report the fact to the individual making such call, before accepting call for service. K. Employees must expect the movement of trains, engines, cars or other movable equipment at any time, on any track, in either direction. Employees must not stand on the track in front of an approaching engine, car or other moving equipment. Employees must inform themselves as to the location of structures or obstructions where clearances are close. L. Employees must conduct themselves in such a manner that their Company will not be subject to criticism or loss of good will. N. Employees whose duties require service on more than one division, terminal or on another railroad, are under the jurisdiction of the officers of the division, terminal or other railroad on which the service is being performed. When performing service on another railroad, unless otherwise instructed, employees will be governed by the safety rules and the air brake and train handling rules of the railroad by which they are employed and by the operating rules and timetable of the railroad upon which they are operating. O. Train and engine service employees must not occupy the roof of a freight car or caboose under any circumstances. Other employees whose duties require them to occupy the roof of a car or caboose may do so only when equipment is standing. P. EXPLANATION OF TERMS: Where the following terms appear, they will apply as follows: Control -to an employee assigned to operate a Operator CTC or interlocking control machine or authorized to grant track permits. Conductor -to conductors or yard engine foreman. Trainman -to conductors, assistant conductors, brakemen, yard engine foremen, switchmen and yard helpers. Enginemen -to engineers, firemen or hostlers. Train(s) -in connection with speed restrictions, flag protection, the observance of all signals and signal rules, also applies to engines. Flagman -to any employee providing flag protection. Foreman -to employee in charge of work. Cars -to railroad cars. Special -instructions contained in the Instructions timetable When there are multiple rules under the same number followed by a suffix letter, each of these is to be considered as a separate rule. While rules are subdivided for convenience, they apply equally to all, and must be observed wherever they relate in any way to the discharge of duties of an employee. Q. AUTHORIZED ABBREVIATIONS: Abbreviations must not be used in track warrants or track bulletins except the following which may be used: ABS Automatic Block Signal System ACS Automatic Cab Signal System AMTK Amtrak ATC Automatic Train Control ATS Automatic Train Stop C Center CONDR Conductor CP Control Point CTC Centralized Traffic Control DISPR Dispatcher DIV Division DT Double Track DTC Direct Traffic Control E East ENG Engine ENGR Engineer EWD Eastward FRT Freight JCT Junction MAX Maximum MW Maintenance of Way MP Mile Post MPH Miles Per Hour MT Main Track N North No Number NWD Northward OK Correct ORIG Originating PSGR Passenger S South SDG Siding SUBDIV Subdivision SUPT Superintendent SW Switch TRK Track TRN Train TWC Track Warrant Control W West WWD Westward XO Crossover YL Yard Limits YM Yardmaster Usual abbreviations for names of the months. STANDARD TIME 1. STANDARD CLOCKS: Standard clocks will be identified by a sign "Standard Clock". Standard clocks should indicate correct time and employee assigned that responsibility at each location must set clock, if necessary , to correct time. 2. TIME SERVICE REQUIREMENTS: While on duty, employees, except those employed in an office where a standard clock is located, must have and use a reliable watch capable of indicating time in hours, minutes and seconds continuously on the same display. Hours must be indicated in Arabic numerals. Continental time will be used where authorized. 3. TIME COMPARISON: Watch must be compared with a standard clock before commencing each days work. Where a standard clock is not available, correct time must be obtained from the train dispatcher or from an employee who has made time comparison. If watch varies more than 30 seconds, it must be set to correct time. Conductors must, when practicable, compare time with their engineer before starting each trip or days work. At the first opportunity, other members of the crew must compare time with the conductor or engineer. TIMETABLES 4. CHANGE OF TIMETABLE: Each timetable from the moment it takes effect, supersedes the preceding timetable. 4(A). NOTICE NEW TIMETABLE: Notice of new timetable must be issued by general order and posted at least 24 hours prior to effective time. Track bulletin must be issued not less than 24 hours prior to and continuing for 6 days after effective time. 4(B). SPECIAL INSTRUCTIONS: Special instructions supersede any rule or regulation with which they conflict. 4(C). GENERAL ORDERS, CIRCULARS, BULLETINS AND NOTICES: General orders will be numbered consecutively and will be issued and cancelled by authority and over the signature of the superintendent or other designated officer, and will contain only information or instructions relating to the rules or movement of trains or engines. They will supersede special instructions or any rule or regulation with which they conflict. Circulars, bulletins, notices and other information and instructions will be issued as required and will remain in effect until cancelled. General orders, bulletins, notices and circulars will be posted in books or on bulletin boards at stations designated in the timetable. Trainmen, enginemen and others whose duties require, must review them before commencing each days work or trip for the territory over which they will operate. 6. TIMETABLE CHARACTERS: Letters or symbols placed in timetable station column will indicate conditions or requirements prescribed by special instructions applicable to specific locations. Information concerning the type of operation may be indicated by brackets in station column of timetable. SIGNALS AND THEIR USE 7. PROPER SIGNAL APPLIANCES: Employees responsible for display of signals or whose duties may require them to give signals, must provide themselves with the proper appliances, keep them in good order and ready for immediate use. 7(A). VIGILANCE FOR SIGNALS: All employees must keep a vigilant lookout for signals, and act upon them strictly in accordance with the rules. The utmost care must be exercised by employees to avoid acting upon signals that are not understood, or that may be intended for other trains or engines. In case of doubt, understanding must be reached before movement is made. 7(B). GIVING SIGNALS: Employees giving signals must locate themselves so as to be plainly seen and give them so as to be clearly understood. 7(C). SIGNAL DISAPPEARANCE: When backing or shoving a train, engine or cars in response to hand signals, disappearance from view of the employee giving such signals or the light by which such signals are given, must be regarded as a stop signal, unless employee on leading car has control of air brakes. When train or engine movements are to be made in response to radio communication, such as in switching operations, or picking up or setting out cars, specific instructions must be given for each movement. When backing or shoving train, engine or cars, the distance of the movement must be specified and movement must be stopped within one half the specified distance unless additional instructions are received. Thereafter, failure to maintain radio contact with the employee directing the movement by radio must be regarded as a stop signal. 7(D). PRESCRIBED SIGNALS: Flags or lights of prescribed color must be used by day, and lights or reflectorized flags of prescribed color and type by night. Flags may be cloth, metal or other suitable material. Day signals must be displayed from sunrise to sunset. Night signals must be displayed from sunset to sunrise and when day signals cannot be plainly seen. 7(E). FLAGMAN'S SIGNALS: The following signals must be used by flagman: Day signals: Red flag, minimum of eight torpedoes and six red fusees. Night signals: White light, minimum of eight torpedoes and six red fusees. 8. HAND SIGNALS: The hand, or a flag, moved the same as the lanterns as illustrated gives the same indication. _________________________________________________________________ Manner of Using Indication _________________________________________________________________ (a) Swung at right angle to track STOP (b) Raised and lowered vertically. PROCEED (c) Swung slowly in a circle at right angle to track, when equipment is BACK standing. 9. HAND AND OTHER SIGNALS: Any object waved violently by any person on or near the track is a signal to stop. Other hand signals may be used for other purposed, providing they are understood by all crew members. When not involved in giving hand signals, employees must avoid making motions which might be construed as hand signal. Radio and other means of voice communication may be used instead of hand signals to convey information when the use of hand signals is not practicable. While radio is being used to control the movement of a train or engine, it must be understood by crew members exactly which moves will be made under radio control and during that time hand signals will not be given to the engineer nor acted upon with the exception of stop signals, when necessary to stop the movement. 10. TEMPORARY RESTRICTIONS: A yellow flag will be displayed, not less than 2 miles when practicable, in advance of each location where train movement is to be restricted by track bulletin, track warrant or general order due to track conditions, structures, men or equipment. Restriction specified by track bulletin, track warrant or general order must be complied with until rear of train has passed green flag or train has cleared limits of the restriction when green flag is not displayed. When yellow flag is displayed less than 2 miles in advance of restriction due to close proximity to a terminal, a junction or for other reasons, the train dispatcher must be informed of actual location of yellow flag. Such information must be included in track bulletin, track warrant or general order. When yellow flag is displayed and restriction is not specified by track bulletin, track warrant or general order, 2 miles beyond yellow flag: (1) Train must proceed prepared to stop short of flagman, red flag, men or equipment fouling track; (2) Speed must not exceed 10 MPH; and, (3) Speed may be resumed only after rear of train has passed: (a) a green flag; or, (b) a point 4 miles from the yellow flag and crew has ascertained from the train dispatcher that there is no track bulletin or track warrant restricting movement at that location. EXCEPTION: Contact with train dispatcher will not be required where Rule 10(D) is in effect. A green flag displayed will indicate the end of the restriction. When a series of locations requiring reduced speeds are so closely spaced that the green flags will overlap the yellow flags, a yellow flag will be placed in advance of each location. Only one green flag will be placed at the leaving end of the last location. On tracks where there is a current of traffic when yellow flag is to be placed in advance of a temporary speed restriction or track condition, yellow flag and green flag will be placed only for trains moving with the current of traffic. When protection is to be provided for men or equipment, this will not apply and flags must be placed in both directions on each track affected. 10(A). DISPLAY OF RED FLAG: A red flag will be displayed at locations where trains must stop as required by track warrant, track bulletin or due to other conditions. Train must stop short of the red flag and not proceed unless authorized by foreman. If authority to proceed is received before stop is made, train may pass red flag without stopping. If track bulletin Form B is not in effect, after authority to proceed is received, unless instructions from foreman specifies a different speed or distance, a speed of 10 MPH must not be exceeded until rear of train has passed green flag or has reached a point 2 miles from the red flag. 10(B). BETWEEN RAILS: When a red flag is displayed between the rails of any track other than the main track or controlled siding, train must stop and not proceed until flag has been removed by an employee of the class that placed it. 10(C). FLAG LOCATION: Flags as prescribed by rules 10 and 10(A) will be displayed only on the track affected, except when yellow and red flags are used for protection without flagman, track bulletin, track warrant or general order, yellow flags and red flags where required, must be placed to protect all possible access to the restricted area. These flags, except as prescribed by Rule 10(B), must be displayed to the right of track as viewed from an approaching train unless otherwise specified by track bulletin, track warrant, timetable or general order, when practicable. Flags will not apply to the track on which a train is moving when displayed beyond the first rail of an adjacent track. 10(D). PROTECTION BY YELLOW FLAG: On subdivisions where maximum speed does not exceed 40 MPH and it is authorized by special timetable, speed may be restricted to 10 MPH and protection provided for men or equipment on main track without the use of track bulletins, general orders or flag protection for a distance of 2 miles by display of yellow flags as prescribed by Rule 10. This protection will extend from a point 2 miles from the yellow flag until rear of train has passed a green flag or has reached a point 4 miles from the yellow flag. 10(E). PERMANENT SPEED SIGNS: Permanent speed restriction signs, as prescribed in special timetables, will be placed in advance of the point where speed restrictions become effective. Figures on the face of these signs denote the highest speed permitted over the limits of the restriction. When two sets of figures are shown, the higher figure governs trains consisting entirely of passenger equipment and the lower figure governs all other trains. A permanent resume speed or a speed sign prescribing higher speed will be placed at the end of each restriction. The speed shown on each permanent speed restriction sign must be observed until the rear of the train has passed a permanent resume speed sign or a speed sign authorizing a higher speed. 11. UNATTENDED FUSEE: A train finding an unattended fusee burning on or near its track must stop before passing fusee if consistent with good train handling. A train moving at restricted speed must stop before passing fusee. After fusee burns out, or after waiting ten minutes if fusee is not visible, train must proceed at restricted speed for a distance of one mile from the point where fusee was displayed. Unattended burning fusee will not apply to track on which train is moving when displayed beyond the first rail of an adjacent track. Care must be used to avoid placing fusees where they may cause fires. 12. TORPEDOES: The explosion of one or more torpedo requires train to immediately reduce to restricted speed for distance of 2 miles from the point where exploded. When placing torpedoes, two must be placed on each rail not less than 150 feet apart. They must not be placed near station buildings, crossings or on other than main tracks or sidings. 14. ENGINE BELL: Except where the momentary stop and start is a continuous switching movement, engine bell must be rung when engine is about to be moved, while passing through tunnels and, except when shoving cars, while approaching crossings at grade. Ringing must be commenced sufficiently in advance to afford warning, but not less than one fourth mile before reaching crossing, if distance permits, and continuing until crossing is occupied. If distance does not permit, ringing of bell must be commenced sufficiently in advance of entering crossing to pr vide warning. Bell must be rung elsewhere when necessary as a warning signal. 15. REQUIRED WHISTLE SIGNALS: When visibility is impaired by weather conditions, the whistle must be sounded frequently. In the event of whistle failure, the bell must be rung continuously while moving. Radio may be used in place of whistle signals, except Rules 15(a), 15(1) and 15(n) to convey information. The required whistle signals prescribed below are illustrated by "o" for short sounds and "___" for longer sounds: __________________________________________________________________ SOUND INDICATION __________________________________________________________________ (a) Succession of To be used when an emergency exist, short sounds alarm for persons or livestock on the track. When this signal is heard by crews on other trains or engines, movement must be stopped until it has been determined it is safe to proceed. (b) ___ When standing: Air brakes are applied, pressure equalized. (c) ___ ___ Release brakes. Proceed. (e) O O Acknowledgment of any signal not otherwise provided for. (f) O O O When standing: Back. Acknowledgment of 8(c). (g) O O O O Call for signals. (h) ___ O O O Flagman protect rear of train. (i) O O O ___ Flagman protect front of train. (j) ___ ___ ___ ___ Flagman may return from west or south. (k) ___ ___ ___ ___ ___ Flagman may return from east or north. (l) ___ ___ O ___ Approaching public crossings at grade, to be commenced sufficiently in advance to afford warning, but not less than one fourth mile before reaching a crossing, if distance permits, and prolonged or repeated until crossing is occupied by engine. If distance does not permit, whistle signal must be commenced sufficiently in advance of entering crossing to provide warning. This signal must also be used to warn employees when view is restricted. EXCEPTION: This does not apply to engine when shoving cars. (m) O ___ Inspect brake system for leaks or sticking brakes. (n) ___ O When operating against the current of traffic approaching stations, junctions, railroad crossings at grade and obscure curves; or preceding the signals prescribed by 15(j) and 15(k). 17. HEADLIGHT DISPLAY: Except as provided in rule 17(B), the headlight must be displayed bright to the front of every train by day and by night. It must be extinguished when a train is stopped clear of the main track or is stopped on main track to meet a train within block system limits. 17(A). HEADLIGHT FAILURE: At night, if the headlight on a train fails, a white light must be used in its place and while moving, the bell rung continuously, the whistle sounded frequently and the train dispatcher notified at the first opportunity. 17(B). DIMMING HEADLIGHT: Headlights must be dimmed under the following conditions, except when approaching and passing over public crossings at grade: (1) At stations and yards where switching is being done; (2) When standing close behind another train; (3) Outside block system limits when stopped on main track awaiting the arrival of an approaching train; While standing on main track awaiting arrival of an approaching train that is to take siding; (4) Approaching and passing head end and rear end of train on adjacent track; or, (5) At other times to permit passing of signals or when the safety of employees so requires. 17(C). HEADLIGHT FRONT AND REAR: When moving, engines must display a headlight to the front and rear by day and night, except that it may be dimmed or extinguished on the end coupled to cars. The headlight must be dimmed on the end facing an approaching train or engine on an adjacent track. 18. OSCILLATING WHITE LIGHT: Oscillating white light on engines, when leading end is so equipped, must be operated both day and night when moving, except it may be extinguished when meeting trains, passing trains, or during switching operations providing movement does not involve public crossings at grade. The same requirements apply when leading end of engine or top of lead unit is equipped with an amber or white light that either revolves or flashes. 18(A). OSCILLATING OR FLASHING RED LIGHT: On engines equipped with a red oscillating or flashing red light, such light must be displayed by day or night when train is stopped suddenly under circumstances in which adjacent tracks may be fouled, when head end protection is required or a condition is known to exist which endangers movement. Such red light is a signal for an approaching train on the same or adjacent track to stop at once and proceed only after ascertaining that track is safe for passage of trains. Display of these lights does not modify the requirements or Rule 99 or Rule 102. The red light must be extinguished when the necessity for it no longer exists. 19. MARKERS: A marker of the prescribed type will be displayed on the trailing end of the rear car to indicate the rear of the train. 19(A). HIGHLY VISIBLE MARKER: A highly visible marker will be displayed at the rear of every train as follows: (1) From one hour before sunset to one hour after sunrise and when weather conditions restrict visibility to less than one half mile. NOTE: A marker equipped with a functioning photo- electric cell will automatically illuminate at the appropriate time. (2) 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. When a highly visible marker is required, it must be inspected by a qualified employee at the initial terminal and each crew change point to determine that it is functioning properly. Inspection will be made by observation or by telemetry display in the cab of the engine. The engineer must be informed of the results of the inspection. 19(B). ALTERNATIVE MARKERS: A reflector, a red flag or a light fixture will be displayed at the rear of the train as the marker when: (1) A highly visible marker is not required; (2) A defective car must be placed at the rear for movement to a repair point; (3) The rear portion of the train is disabled and cannot be moved and a highly visible marker cannot be displayed on the rear of portion to be moved; or, (4) The highly visible marker becomes inoperative en route. The train may be moved to the next forward location where the highly visible marker can be repaired or replaced. 24. ENGINE IDENTIFYING NUMBER: Trains will be identified by engine number and direction when applicable. When an engine of another company is used, it will be designated by the initials of the company preceding the engine number. 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 and will be the identifying number. When practicable, the number of the leading unit must be used. 25. SIGNS PROTECTING EQUIPMENT: When a sign reading "STOP -- TANK CAR CONNECTED", "STOP --MEN WORKING", "EMPLOYEES WORKING", "SERVICE CONNECTIONS" or similar warning signs are 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 so as to block or reduce the view of the sign. 26. BLUE SIGNAL PROTECTION OF WORKMEN: This rule prescribes the requirements that must be followed for the protection of railroad workman engaged in the inspection, testing, repair and servicing of rolling equipment whose activities require them to work on, under or between such equipment and subjects them to the danger of personal injury posed by movement of this equipment. As used in this rule, the following definition apply: Workmen Railroad employees assigned to inspect, test, repair, or service railroad rolling equipment, or their components, including brake systems. Train and yard crews are excluded, except when assigned to perform such work on railroad rolling equipment that is not part of the train or yard movement they are handling or will handle. NOTE: "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 visual observations made by an employee positioned on or alongside a caboose, engine or passenger car; or marker inspection made by repositioning the activation switch or covering the photoelectric cell when the rear of the train is on main track. The employee making this inspection must personally contact the employee at the controls of the engine and be assured that the train is and will remain secure against movement until the inspection has been completed. Group of Workmen Two or more workmen of the same or different crafts assigned to work together as a unit under a common authority and who are in communication with each other while the work is being done. Rolling Equipment Engines, railroad cars, and one or more engines coupled to one or more cars. Blue Signal A clearly distinguishable blue flag or blue light by day and a blue light at night. The blue light may be displayed either steady or flashing. When attached to the operating controls of an engine, it need not be lighted if the inside of the cab area of the engine is sufficiently lighted so as to make the blue signal clearly distinguishable. Effective Locking Device When used in relation to a manually operated switch or a derail, a lock used that can be locked or unlocked only by the craft or group of workmen applying the lock. Car Shop Repair Track Area One or more tracks, within an area in which the testing, servicing, repair, inspection or rebuilding of railroad rolling equipment is under the exclusive control of mechanical department personnel. Engine Servicing Track Area One or more tracks, within an area in which testing, servicing, repair, inspection or rebuilding of engines is under the exclusive control of mechanical department personnel. Switch Providing Direct Access A switch which if traversed by rolling equipment could permit that rolling equipment to couple to the equipment being protected. (1) A blue signal signifies that workmen are on, under, or between rolling equipment and that the equipment must not be coupled to or moved, except as provided in items (6) and (7) of this rule. Rolling equipment must not pass a blue signal, on a track protected by that signal. Other rolling equipment must not be placed on the same track so as to block or reduce the view of the blue signal, except on designated engine servicing area tracks, car shop repair area tracks or when a derail is used to divide a track into separate working areas. When a blue signal is displayed at the entrance to a track rolling equipment must not enter that track. Blue signals must be displayed by or for each craft or group of workmen who are to work on, under or between rolling equipment. They may be removed, or display discontinued, only by or at the request of the same craft or group who placed them or requested their use. 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. (2) When workmen are on, under or between rolling equipment, and such work subjects them to the danger of personal injury posed by any movement of such equipment, 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 MAIN TRACK - One of the three following methods of protection or a combination thereof must be provided. (a) Each manually operated switch providing direct access must be lined against movement to that track, secured by an effective locking device and blue signal must be placed at or near each such switch; facing point crossover switch must be lined against a crossover switch must be lined against a crossover movement and secured by an effective locking device. (b) A derail capable of restricting access to that portion of track where work will be performed must be locked in derailing position with an effective locking device, and: -positioned at least 150 feet from the rolling equipment to be protected; or, -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 5 MPH. A blue signal must be displayed at each derail. (c) Where remote control switches provide direct access, the person in charge of the workmen must notify the employee in charge of such switches of the work to be performed and be informed by the employee in charge of switches that switches involved have been lined against movement to that track and devices controlling the switches have been secured. The employee in charge of remote control switches must not remove the locking devices unless he has been informed by the person in charge of workmen that it is safe to do so. The employee in charge of remote control switches must maintain for 15 days a written record of each notification which must contain the following information: - Name and craft of the employee in charge requesting protection; - The number or other designation of the track involved; - Date and time person in charge of workmen notified that protection has been provided; and, - Date, time, name and craft of the Person in charge of workmen authorizing removal of the protection. (3) In addition to protection required in item number (2) of this rule, when workmen are on, under or between an engine or rolling equipment coupled to an engine, a blue signal must be attached to the controlling engine at a location where it is readily visible to the engineer or employee at the controls of that engine. (4) When emergency repair work is to be done on, under or between an engine or rolling equipment coupled to an engine, and a blue signal is not available, the engineer or employee at the controls of the engine must be notified and appropriate measures must be taken to protect the employee performing such work. (5) Blue signal protection must be provided for workmen when: (a) Replacing, repositioning or repairing a marker when rear of train is on any track; or (b) Inspecting a marker by repositioning the activation switch or covering the photoelectric cell when rear of train is on other than a main track. (6) An engine must not enter a designated engine servicing area track under the exclusive control of mechanical forces unless blue signal protection governing entry is removed. The engine must stop short of coupling to another engine. An engine must not leave designated engine servicing area track unless blue signal protection is removed from that engine and from the track in the direction of movement. Blue signal protection removed from track for the movement of such engines must be restored immediately after the engine has entered or has cleared the area. An engine protected by blue signals may be moved on a track within the designated engine servicing area when: (a) Operated by an authorized employee under the direction of the employee in charge of workmen; (b) After the blue signal has been removed from the controlling engine to be repositioned; (c) Workmen have been warned of the movement. (7) Rolling equipment protected by blue signals on car shop repair tracks may be repositioned with a car mover when: (a) Workmen have been warned of the movement, and; (b) Operated by an authorized employee under the direction of the employee in charge of the workmen. 27. IMPROPERLY DISPLAYED: A signal improperly displayed, the absence of a fixed signal at a place where a signal is usually shown or absence of a flag or sign where required, must be regarded as the most restrictive indication that can be given by that signal, except that when semaphore arm, if any, is plainly seen it will govern. Improperly displayed signals or absence of fixed signals, flags or signs must be promptly reported to train dispatcher. 29. ACKNOWLEDGE STOP SIGNAL: When a signal, except fixed signal, is given to stop a train, it must be acknowledge. When flagged, the engineer must obtain a thorough explanation from the flagman before proceeding. 34. OBSERVE AND CALL SIGNALS: Crew members in control compartment of engine must be alert for and communicate to each other in a clear and audible manner, the name or aspect of each signal affecting the movement of their train as soon as it becomes visible or audible. They must continue to observe signals and call any change of indication until passed. If prompt action is not taken to respect signal, other crew members must remind engineer and/or conductor of rule requirement, and if no response, or engineer is incapacitated, other crew members must take immediate action to ensure safety, using emergency brake valve to stop the train if necessary. MOVEMENT OF TRAINS AND ENGINES 80. REPEAT INSTRUCTIONS: Instructions or information received verbally relating to train or engine movements must be repeated by the employee receiving such instructions or information. 81. INITIATING MOVEMENT: A crew which has not received a track warrant must ascertain from the train dispatcher or yardmaster that there are no track bulletins that they must obtain before initiating movement on a main track. 81(A). MAIN TRACK AUTHORIZATION: Main tracks must not be occupied unless authorized by: (1) Rule 93, Yard Limits; (2) Rule 94, Restricted Limits; (3) Rule 251, Movement with the Current of Traffic; (4) Rule 252, Track Permit; (5) Verbal authority from control operator within CTC or interlocking limits; (6) A proceed indication of a controlled signal within CTC or interlocking limits; (7) Rule 400, Track Warrant Control; (8) Rule 464, Authorizing movement against the current of traffic; (9) Rule 400, Direct Traffic Control; or, (10) Timetable or General Order. EXCEPTION: When necessary to foul or occupy a main track without authority, protection must be provided in both directions as prescribed by Rule 99. 82. REVERSE MOVEMENTS: All reverse movements by a train must be made at restricted speed prepared to stop short of men or equipment. Permission from train dispatcher must be obtained before making reverse movement in DTC or non-signalled TWC territory. Reverse movement within the same block may be made in CTC, signaled TWC or Rule 251 territory without permission from train dispatcher or control operator. Within CTC, TWC or Rule 251 territory, a train having passed beyond the limits of a block must not back into that block without authority from the train dispatcher or control operator. 82(A). REVERSE MOVEMENTS AT INTERLOCKINGS: Within the limits of a manual interlocking, a reverse movement or a forward movement after making a reverse movement, must not be made unless authorized by control operator or interlocking signal indication. At an automatic interlocking, a reverse movement may be made providing the train continuously occupies at least one car length of interlocking limits. 86. INSTRUCTED TO CLEAR: Within block system limits, a train instructed by the train dispatcher to clear a following train, must clear such trains sufficiently in advance to avoid giving a restrictive signal indication to the following train. The location of the following train may be determined by radio or other means of communication. 89. STOPPING CLEAR: A train stopping where it may be met or passed must stop and remain not less than 400 feet from the signal or clearance point of facing point switch over which a train may pass, If length of train permits. 89(A). PRECAUTIONS MEETING OR PASSING: A train required to take siding must stop clear of the switch to be used unless switch is properly lined to leave the main track and must pull in when practicable. An extinguished headlight is not an indication that a train is clear of the main track. A train standing on main track to meet an opposing train must, if practicable, line the switch for opposing train to leave main track, but within ABS, the switch must not be lined until the opposing train has entered the block in advance. 90. CALLING ATTENTION TO RESTRICTION: When a train approaches a point where it is restricted by the limits of authority or in any manner by track warrant or track bulletin, the conductor must call attention of engineer to the restriction when practicable, after passing the last station, but not less than 2 miles from point of restriction. Should engineer fail to take action to comply with restriction, the conductor must stop train. 91. SPACING TRAINS SAME DIRECTION: Outside block system limits, a train must not follow another train which has passed or a train which as been overtaken until 10 minutes after the preceding train has departed. 93. YARD LIMIT RULE: Within yard limits, the main track may be used by trains or engines, not protecting against other trains or engines. Engines must give way to trains as soon as practicable upon their approach. Movements within yard limits must be made at restricted speed, unless the main track is known to be clear by a block signal displaying green as its aspect or part of its aspect. Movements against the current of traffic must not be made unless authorized and protected by track warrant, track bulletin, yardmaster or other authorized employee. Where yard limits are in effect in CTC territory trains and engines must not enter the main track at a hand-operated or spring switch or make reverse movement without authority from the control operator. Yard limits are in effect continuously unless otherwise specified by timetable or track bulletin. 94. RESTRICTED LIMITS: Between designated points specified by signs and in the timetable, train and engines may use main track not protecting against other trains or engines. All movement must be made at restricted speed. Movements against the current of traffic must not be made unless authorized and protected by track warrant, track bulletins, yardmaster or other authorized employee. 98. RAILROAD CROSSINGS, DRAWBRIDGES, END OF MULTIPLE MAIN TRACK: Unless protected by block or interlocking signals, trains and engines must approach railroad crossings at grade, drawbridges and end of multiple main track prepared to stop. Where protected by stop signs, stop must be made before any part of train or engine passes the stop sign and will not proceed until route is known to be clear or drawbridge is in position to permit movement. Where protected by gate, if gate is lined against the route to be use, trains and engines must stop and remain at least 50 feet from fouling track on conflicting route until the gate is changed to stop position on such route. Where required, gates must be restored to normal position after movement has been completed. Where required to stop before crossing a railroad crossing at grade and the view on the conflicting route is obscured, a crew member must precede the movement and give signal from crossing if safe to proceed. 98(A). SWITCHES AT JUNCTIONS: The normal position for a junction switch will be for through movement on the subdivision upon which the function is an intermediate station. 98(B). STOPPING CLEAR OF CROSSINGS AND JUNCTIONS: At a railroad crossing or junction, when practicable, a train or engine must not be stopped at a point where it will interfere with the movement of trains on the other track. 99. FLAGGING RULE: When a train is moving on a main track at less than one half the maximum authorized timetable speed for any train at that location, flag protection against following trains on the same track must be provided by a flagman dropping off single lighted fusees at intervals that will ensure full protection but do not exceed the burning time of the fusee. When a train is moving on a main track at or more than one half the maximum authorized timetable speed for any train at that location, under circumstances in which it may be overtaken by a following train, flagman will take into consideration the grade, curvature of track, weather conditions, sight distance and relative speed of their train to following train when deciding if lighted fusees must be dropped and will be governed accordingly in the use of fusees to protect their train. When a train stops on a main track, and flag protection against following trains on the same track is required flagman must immediately go back at least the distance prescribed by timetable or other instructions for that territory, place torpedoes and leave one lighted fusee. He may then return one half of the distance to his train, where he must remain until he has stopped a following train, or is recalled. When recalled and safety to the train will permit, flagman may return, leaving a lighted fusee. If recalled before reaching prescribed distance, he must place torpedoes and leave a lighted fusee. While returning, he must also place single lighted fusees at intervals that do not exceed the burning time of the fusee. When the train departs, a crew member must leave one lighted fusee and until the train resumes a speed not less than one half the maximum authorized timetable speed for any train at that location, he must drop off single lighted fusees at intervals that do not exceed the burning time of the fusee. When required by rules, a flagman must protect front of train against opposing movements by immediately going forward at least the distance prescribed by timetable for that territory, place torpedoes, display a lighted fusee and remain at that location until recalled. When a train is seen or heard approaching before the flagman has reached the prescribed distance, he must immediately place torpedoes and continue toward the approaching train, giving stop signals. A flagman must not permit other duties to interfere with the protection of the train. The conductor and engineer are responsible to see that flag protection is provided for their train, when required. When a train requires protection the engineer must immediately signal flagman to provide protection. Inability to hear these signals does not relieve crew members from protecting the train. (1) EXCEPTIONS TO PROTECTION TO REAR: Flag protection against following trains on the same track is not required when: (a) Within block system limits and rear of train is protected by a least two block signals or one block signal and one distant signal; (b) Rear of train is protected by an absolute block; (c) Rear of train is within DTC or interlocking limits; (d) Track warrant, general order or timetable provides that flag protection is not required; or, (e) Prescribed by Rule 93 or Rule 94. (2) PROTECTION ENTERING MAIN TRACK: In non-signalled territory, unless otherwise relieved of flag protection, before a train fouls a main track in moving out of a siding or other track, protection against a following train must be provided. (3) PROTECTION ON TRACK EQUIPMENT: Rail detectors and on track equipment other than engines or cars, must not be depended upon to actuate block signals, interlocking signals or highway crossing signals and must not be considered under the protection of such signals. Flag protection must be provided when required. (4) PROTECTION BY TIMETABLE: Effective only on subdivisions where authorized by timetable, trains will not protect against following trains unless instructed to do so by track warrant or track bulletin. Train dispatcher must not authorize a following train until trains affected have been instructed to protect to rear as prescribed by rule. A train must not permit a following train to pass unless authorized by the train dispatcher. (5) SPECIFIC FLAGGING INSTRUCTIONS: When conditions require that a flagman be sent with specific instructions affecting the movement of a train, such instructions must be in writing. When sent on a train, he must ride the engine and show flagging instructions to the engineer, who must let him off at the location from which protection is to be provided. (6) ACKNOWLEDGE WHEN FLAGGED: When flagged, the engineer must acknowledge stop signals promptly. Flagman must continue giving stop signals until such signals are acknowledged and acted upon. After stopping, the engineer must be informed of the reason for being flagged and be governed accordingly. (7) CROSSING OVER OR FOULING: Except where rule 93 or Rule 94 is in effect, when a train crosses over to, or obstructs another main track designated for movement in one direction, flag protection against movements against the current of traffic, as prescribed by rule, must be provided unless advice is received from train dispatcher that no movements against the current of traffic have been, or will be authorized. When crew has received this advice they must notify train dispatcher when their movement is clear of the other main track. (8) PROTECTION IN ABS BY LINING SWITCH: When a train or engine is within ABS limits and flag protection is required, such protection may be provided by lining and locking a main track switch against movement on the main track at or beyond the point where the train or engine being protected is going to stop movement or clear the main track. If the switch is located within a block other than the one occupied, movement under this protection must not be made until 5 minutes after the switch has been lined. It must be determined that there is no train or engine being protected or within or closely approaching the block where the switch is located. A flagman must position himself beyond the switch a sufficient distance to enable him to stop a movement approaching at restricted speed short of the train or engine being protected. He must remain in position to prevent the switch from being returned to normal position while the movement is being protected. (9) PROTECTION OF EQUIPMENT LEFT ON MAIN TRACK: Crew leaving equipment on main track will be relieved of providing flag protection for such equipment upon verbal authority of the train dispatcher. The train dispatcher must know that protection is provided. All crews which may use the main track at that point must be notified of the location of the equipment and must move at restricted speed approaching that location. Unless protection is provided by controlled signals, the location of the equipment must be given to crews which may use the main track at that point by track warrant or track bulletin. 100. LEAVING PORTION OF TRAIN: When an engine leaves part of its train on the main track, a sufficient number of hand brakes must be set to keep the detached portion from moving. A torpedo must be placed one fourth mile in advance of the detached portion to serve as a warning to returning crew members. Unless return movement is otherwise authorized, crew member must remain to provide protection against movements which may enter main track between detached portion and returning front portion. A detached portion of a train must not be moved or passed until front portion returns, except under full protection. 101. PRECAUTIONS ACCOUNT UNUSUAL CONDITIONS: Trains and engines must be protected against any known condition which may interfere with their safety. When conditions exist which may impair visibility or affect condition of track or structure, speed must be regulated to ensure safe passage and to ensure observance and compliance with signal indications. In case of unusually heavy rain, storm, or high water, trains and engines must approach bridges, culverts and other points likely to be affected, prepared to stop. If unable to proceed safely, movement must be stopped and not resumed until safe to do so. The train dispatcher must be advised of such conditions, by the first available means of communication. 101(A). PROTECTION AGAINST DEFECTS: If any defect or condition which might cause an accident is discovered in track, bridges or culverts, or if any member of a train or engine crew has reason to believe that their train or engine has passed over any dangerous defect, stop must be made at once, flag protection provided and train dispatcher notified. 101(B). WATER ABOVE RAIL: Trains and engines must not be operated over track submerged in water until track has been inspected and known to be safe. Engines must not be operated in excess of 5 MPH through water above top of rail or through water which exceeds a depth of 3 inches above top of rail unless authorized by mechanical supervisor. 101(C). HANDLED SAFELY: Crew members must be aware of speed of train or engine, grade conditions and indication of air gauge to determine that train or engine is being handled safely and under control. If necessary they must take immediate action to bring the train or engine under control. 102. EMERGENCY STOP OR SEVERE SLACK ACTION: When a train or engine is stopped by an emergency application of the brakes, or has had severe slack action incidental to stopping, the following action must be taken: (1) If there is an adjacent main track or controlled siding which may be obstructed, an immediate warning must be given by radio, stating the exact location and status of train. Flag protection must be provided in both directions on these tracks, going 2 miles on other railroads if flagging distance is not known. The flagman may be recalled: (a) When it is known that adjacent tracks are not obstructed; (b) When control operator has provided protection in CTC or interlocking limits; or, (c) Where there is a current of traffic, flagman protecting adjacent track for movements against the current of traffic may be recalled upon advice from the train dispatcher that no movement against the current of traffic has been, or will be, authorized. (2) Inspection must be made of all cars and units and it must be known that equipment and track are in safe condition and that all wheels are properly positioned on the rail and train is complete before proceeding. A train on an adjacent track receiving radio notification must approach location at restricted speed and stop short of any obstruction or flagman unless advised that the track is clear and it is safe to proceed. 103. SHOVED, KICKED OR DROPPED: When cars are shoved, kicked or dropped over road crossing at grade, a crew member must be in position on the ground at the crossing to warn traffic until it is occupied, and each movement over the crossing must be made only on his signal. Such warning is not required when: (1) Crossing gates are in fully lowered position; or (2) It can be seen by crew member riding leading car that no traffic is approaching crossing. 103(A). AUTOMATIC CROSSING DEVICES: When a movement has been delayed or has stopped within 3000 feet of a road crossing equipped with automatic crossing warning device, or is closely following a preceding movement, such crossing must not be occupied by either a forward or reverse movement unless crossing warning device has been operating for 20 seconds to provide warning. If it is not known such device has been operating for 20 seconds, a crew member must be on the ground at the crossing to warn traffic until crossing is occupied. Crew members must observe all automatic crossing warning devices and report to train dispatcher or proper authority by first available means of communication any that are not working properly and give warning to other movements unless other means of warning traffic has been provided. 103(B). PROTECTING ADJACENT TRACKS: When a train or cut of cars is parted to clear a road crossing not protected by watchman, or is standing near such crossing, a crew member, when practicable, must be in position on the ground to warn traffic against trains or engines approaching on adjacent tracks. 103(C). CLEAR OF CROSSING AND CIRCUIT: Cars or engines must be left clear of road crossings and crossing signal circuits. When it can be avoided, cars or engines must not be left standing nearer than 250 feet to road crossing. 103(D). ACTUATING SIGNALS UNNECESSARILY: Automatic crossing signals must not be actuate unnecessarily by open switch or permitting equipment to stand within controlling circuit. When this cannot be avoided, if the signals are equipped for manual operation, a crew member must manually operate signal for movement of traffic. A crew member must restore signals to automatic operation before crossing is occupied by a train or engine, or before leaving the crossing. 103(E). HANDLING AHEAD OF ENGINE: When handling cars ahead of engine on main track or controlled siding, movement must be made at restricted speed unless controlled by brake valve on the leading car. When so controlled, and movement has been authorized in the direction, movement must not exceed 25 MPH for freight trains and 40 MPH for passenger trains. 103(F). BLOCKING PUBLIC CROSSINGS: A public crossing must not be blocked longer than 5 minutes when it can be avoided. 103(G). SWITCHING SAFELY AND EFFICIENTLY: Employees performing switching must do so efficiently and in a manner which will avoid personal injury, damage to contents of cars, equipment, structures or other property. 103(H). UNDERSTANDING BETWEEN CREWS SWITCHING: Where engines may be working at both ends of a track or tracks, there must be an understanding of movements to be made to avoid injury or damage. 103(I). PRECAUTIONS COUPLING OR MOVING: Before coupling to or moving cars or engines, it must be known that they are properly secured and can be coupled and moved safely. Couplings must be made at a speed of not more than 4 MPH. Slack must be stretched to be sure that all couplings are made. 103(J). SHOVING OR FOULING: When cars or engines are shoved and conditions require, a crew member must take a conspicuous position on the leading car or in advance of the movement to provide protection. Cars must not be shoved to foul leads or adjacent tracks until it is known it is safe to do so. Unless protection is provided, cars or engines must not be left standing where they will foul equipment on adjacent tracks or cause injury to employees riding on side of car or engine. 103(K). TEST HAND BRAKES: Employees must know how to operate the type of brakes they are to use. When necessary to control or prevent movement of cars by hand brakes, test must be made to know that hand brakes are operative before they are depended upon. 103(L). SECURING CARS OR ENGINES: The air brakes must not be depended upon to hold a train, engine or cars in place when left unattended. When train, engine or cars are left standing, a sufficient number of hand brakes must be applied to prevent movement with air brakes released. If hand brakes are not adequate, wheels must be blocked. Before an engine is detached from a train or cut of cars that are to be left standing on a grade, slack must be bunched and a sufficient number of hand brakes must be set on the descending end of train or cars to secure the detached portion. When engine is recoupled to train or cars, the hand brakes must not be released until the air brake system is fully recharged. When cars are moved from any track and other cars are left standing, a sufficient number of hand brakes must be applied to prevent remaining cars from moving. 103(M). KICKING OR DROPPING: Kicking or dropping of cars will be permitted only when such movement can be made without danger to employees, equipment or contents of cars. Before dropping cars, crew members involved must have a full understanding of movement to be made. It must be known that track is sufficiently clear and that switches and hand brakes are in working order. Engine must run on straight track when practicable. Cars must not be dropped over spring switches or dual control switches. 103(N). HAZARDOUS MATERIALS AND HIGH VALUE LOADS: Cars containing hazardous material, when so designated in instructions for handling hazardous materials, car designated as high value loads and engines must not be: (1) Cut off while in motion; (2) Struck by any car moving under its own momentum; or, (3) Coupled to with any more force than necessary to make coupling. 103(O). CARS BEING LOADED OR UNLOADED: Before coupling to or moving cars on tracks where cars are being loaded or unloaded, platforms, boards, tank car couplings and connections, conveyors, loading or unloading spouts and similar appliances or connections, vehicles and other obstructions must be removed and clear; plug-type and swinging doors on cars must be closed and secured. It must be known that persons in, on or about cars have vacated cars before cars are switched. Care must be exercised to avoid damage to lading of partly loaded cars. Cars which are known to be improperly or unevenly loaded to the extent there is danger of load shifting or falling from car, car derailing or overturning, must not be handled. In loading or unloading cars, employees must take precautions to prevent the load becoming unevenly distributed to the extent there is danger of car overturning or derailing. Any car that has been placed for loading or unloading, which has not been released for movement, must be returned to location at which found, unless otherwise directed. 103(P). SWITCHING PASSENGER OR OCCUPIED CARS: Before switching passenger equipment or occupied outfit cars, air must be coupled and brake system charged. Automatic brake valve must be used in such switching. When coupling is made, couplers must be fully compressed and stretched to know that knuckles are locked before making air, steam and electrical connections. Utmost caution must be exercised to avoid rough handling. Passenger cars or similar equipment or occupied outfit cars must not be cut off while in motion and no car moving under its own momentum shall be allowed to strike them. When a sign reading "OCCUPIED OUTFIT CARS" is attached to switch, or to cars, cars must not be coupled to or moved until occupants have been notified and permission given by the foreman or his representative. 103(Q). ADDITIONAL SWITCHING PRECAUTION: The following equipment must not be unnecessarily switched with nor couplings made in such a manner as may cause damage to equipment or load: (1) Passenger or outfit cars; (2) Intermodal or TOFC cars; (3) Cabooses; (4) Multi-level loads; (5) Cars containing livestock; or, (6) Open top loads subject to shifting. 103(R). MOVEMENT THROUGH GATES OR DOORWAYS: Before engines or cars are moved through gates, doorways or similar openings, stop must be made and it must be ascertained that gates, doorways or openings are completely open and secured. When overhead or side clearances are close, it must be known that movement can be made safely. 103(S). NECESSARY BRAKES CHARGED: Cars must not be handled without air brake system charged unless it is known they can be handled safely and stopped within required distance. If necessary, sufficient number of cars must have air hoses coupled and brake systems charged to permit controlling movement. 103(T). MOVEMENTS INTO SPUR TRACKS: Movements into spur tracks must be controlled to prevent damage at end of spur. When shoving cars into a spur track, movement must be stopped 150 feet from end of spur and further movement must be preceded by a crew member when it can be safely done and movement made only on his signal. 104. HAND OPERATION OF SWITCHES: When spring or dual control switches are operated by hand, they are then hand operated switches and rules governing hand operated switches apply, except cars must no be dropped over them. 104(A). POSITION OF SWITCHES: The position of switches or derails being used is the responsibility of the employee handling the switch or derail. When practicable, crew members on engine must see that switches and derails near the engine are properly lined. Employees handling switches and derails must see they are properly lined for route to be used. It must be seen that the points fit properly and that indication of target or lamp, if so equipped, corresponds with position of switch. When operating lever is equipped with a latch, employees must not step on latch to release operating lever except when throwing switch. After locking a switch or derail, the lock must be tested to know it is secured. 104(B). MAIN TRACK SWITCHES: The normal position of a main track switch is for main track movement and it must be left lined and locked in that position except it may be left open: (1) In CTC territory within track and time limits; (2) When attended by a crew member or switch tender; (3) During switching operations and it is positively known that no other train or engine will pass over the switch; (4) For another train or engine when attended by a member of that crew; or, (5) Within ABS limits, at meeting or passing points, trains operating without caboose may leave siding switch used to enter siding lined and locked for siding and train using main track must stop and crew member line and lock the switch in normal position. On main track switches so equipped, the target will show red when lined in other than its normal position. 104(C). CROSSOVER SWITCHES: The normal position of crossover switches is lined for other than crossover movement. They must be lined in normal position except when changed for immediate movement through them. Both switches of a crossover must be opened before a crossover movement is started, and the movement must be completed before either switch is restored to normal position. EXCEPTION: Dual control switches may be returned to power as prescribed by Rule 315(A). 104(D). APPROACHING MOVEMENTS: Other tracks must not be fouled or switches operated when conflicting movement is closely approaching switch. Except at spring switches, trains must not foul a main track or signalled track or pass beyond insulated joints at clearance point until switches connected with the movement are properly lined. Crossover switches must not be unlocked or lined for crossover movement when there is another movement approaching or passing over either switch. 104(E). EQUIPPED WITH LOCKS, HOOKS: When not in use, switches equipped with locks must be locked, and switches equipped with hooks or latches must be hooked or latched. For movement in either direction over such switches, switch must be latched or secured by placing lock or hook in hasp, except that for train movement in facing point direction, switches equipped with a lock must be locked. If a switch lock is missing or defective, it must be replaced. If this cannot be done, switch must be spiked and report must be made at once to the train dispatcher or when in yard, to yardmaster or supervisor in charge. 104(F). CLEARING MAIN TRACK: A train or engine leaving a main track must clear the main track before stopping for the trainman attending the switch and the switch must not be restored to normal position until train is entirely clear of the main track. 104(G). RESTORING TO NORMAL POSITION: Employees alighting from moving equipment to restore main track switch to normal position must, when practicable, get off on opposite side of equipment from the switch stand. 104(H). LINING MAIN TRACK SWITCH: After lining a main track switch for a train to enter or leave the main track, the employee attending the switch must go to the opposite side of the main track, when practicable, and not return to the switch stand until the movement has been completed. When not practicable to go to the opposite side of main track, the employee will stand at least 20 feet from the switch stand. 104(I). CLEAR OF MAIN TRACK: 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. When a train or engine is on a siding or other track to be met or passed, the employee who is to attend the switch must not be located nearer than 150 feet to the switch to be used while the expected train is closely approaching. Outside block system limits, if the expected train is not closely approaching a crew member will inspect facing point switches over which the expected train will pass to determine if the switches are lined for the route to be use, that the switch points fit properly and that the switch lever is secured. 104(J). SWITCHES RUN THROUGH: Switches, other than spring switches or variable switches must not be run through. If a rigid type switch is run through, it is unsafe and must be protected. Switch must be spiked unless a trackman or other competent employee takes charge at once. If an engine or car partially runs through such a switch, the entire movement must be continued. Reverse movement must not be made over damaged switch until it has been spiked or repaired. 104(K). SCALE TRACK SWITCHES: Scale track switches must be lined for dead rails, where provided, when scales are not in use. 104(L). DERAILS: Employees in train, engine and yard service must keep in mind the location of all fixed derails. Controlled movements must not be made over derails in derailing position. Except when placed in non-derailing position to permit movement, derails must be in derailing position regardless of whether there are cars on the track they protect. Those equipped with a lock must be locked. 104(M). SPRING SWITCHES: Spring switches are identified by letters "S" or "SS", special targets, signs and/or lights. Facing point movements over spring switches will be protected by signals or indicators where required. When a signal governing movement over a spring switch displays Stop, Stop and Proceed or Restricted Proceed indication, when indicator displays Stop and Inspect Switch indication, or when switch is not protected by signal or indicator, train or engine making facing point movement must stop and crew member must test the switch, unless the switch has been lined for diverging route or crew has been advised by track warrant or track bulletin that spring switch has been spiked. Test must be made by lining the switch over and back by hand and examining the switch points to see that they fit properly. (1) TRAILING THROUGH AND STOPPING: A train or engine trailing through and stopping on a spring switch must control slack and switch must be lined by hand before making a reverse movement or taking slack. (2) STOPPED BY SIGNAL: When a train or engine is stopped by a signal governing trailing point movement through a spring switch and no conflicting movement is evident, the switch must be operated by hand for the route to be used unless signal can be cleared by operating key release. If switch equipped with a facing point lock is operated by hand, it must not be lined and locked in normal position until after movement has been completed. If switch is not equipped with a facing point lock, it may be lined and locked in normal position after the leading wheels have passed the signal. (3) SNOW, ICE STORMS: During snow storms, ice storms or other conditions that may prevent a spring switch from functioning properly, a trailing movement must not be made through spring switch until it has been lined by hand for the movement. (4) TRAILING MOVEMENT FACING POINT LOCK: When trailing movement is to be made through a spring switch equipped with a facing point lock and initial movement of switch points is not to be actuated by the engine, switch must be lined by hand for the movement and not returned to normal position until movement has been completed. The location of spring switches equipped with facing point locks may be designated in the timetable. (5) SPIKING SPRING SWITCH: If necessary to spike a spring switch, it must be protected. 104(N). DAMAGED OR DEFECTIVE SWITCH: If a switch is damaged, a report must be made to train dispatcher or, in yards, to yardmaster or supervisor. Switch must be spiked unless trackman takes charge at once. If it cannot be made safe, protection must be provided. 104(O). USE OF SAND: Manual sanding should not be used over movable parts of an interlocking, retarders, spring switches, variable switches or power operated switches when practicable to avoid it. 104(P). PROTECTION IN BOWL TRACKS: Within a hump yard, during humping operations, before a train or yard crew member places himself between engines or cars on a bowl track for the purpose of coupling air hoses or adjusting coupling devices, or an employee performs maintenance on such track, protection against cars being released from the hump into the track involved must be provided as follows: (1) An employee must notify the employee controlling switches which provide access from the hump to the track on which such work is to be performed; (2) Upon such notification, any remotely controlled switch must be lined against movement to the affected bowl track and employee must apply or have applied a locking or blocking device, or reminder, to the control for that switch; and, (3) The employee must then be notified that the required protection has been provided and such protection shall be maintained until he advises that work is completed and protection is not longer required. 104(Q). VARIABLE SWITCHES: Trailing movement may be made over switch from either track, regardless of position of switch points. When making a trailing movement and switch points are not lined for such movement, all wheels of leading car or unit must clear switch points before changing direction. During snow storms, ice storms or other conditions that may prevent a variable switch from functioning properly, a trailing movement must not be made through variable switch until it has been lined by hand for movement. 104(R). SWITCH POINT INDICATOR: Aspect Indication Green.....Switch points fit properly in normal position. Yellow....Switch points for properly in reverse position. Red or Dark......Stop and inspect switch points. 104(S). SWITCHES IN SIDINGS: The normal position of switches connecting any track, except main track, to a siding is lined and locked or secured for movement on the siding. 105. MOVEMENT OTHER THAN MAIN TRACK: Except on track where a block system is in effect, trains or engines using other than main track must move prepared to stop within one half the range of vision short of train, engine, railroad car, stop signal, derail or switch not properly lined. 105(A). SIDINGS OF ASSIGNED DIRECTION: Sidings of an assigned direction must not be used in a reverse direction unless authorized by the train dispatcher. 105(B). CLEAR IN SIDING: When practicable, a train entering a siding must not stop until entire train is in the clear. 105(C). CARS LEFT ON SIDING: Cars must not be left on sidings unless authorized by train dispatcher except in emergency, in which case the train dispatcher must be promptly notified. 106. RESPONSIBILITY OF TRAINMEN AND ENGINEMEN: The conductor and the engineer are responsible for the safety and protection of their train and the observance of the rules, and under conditions not provided for by the rules must take every precaution for protection. (1) The general direction and government of a train is vested in the conductor (if more than one conductor, when trains are combined, the conductor with the most seniority) and all persons employed on the train must obey his instructions, except they will not comply with any instructions which imperil the safety of the train or involve a violation of the rules. Should there be any doubt as to authority for proceeding, or safety, the conductor must consult the engineer who will be equally responsible for the safety and proper handling of the train. (2) Conductors and engineers must know their subordinates are familiar with their duties, ascertain the extent of their experience and knowledge of the rules, and instruct them when necessary, in the proper and safe performance of their work. (3) When the conductor is not present, trainmen must promptly obey the instructions of the engineer relating to rules, safety and protection of the train. (4) Other crew members, after carefully reading track warrants, and track bulletins must keep them in mind and assist in their observance, call attention of conductor or engineer immediately to any apparent failure to observe their requirements; to clear the main track as required, or to comply with rules and instructions. When safety of trains and observance of rules are involved, other crew members are responsible to the extent of their ability to prevent accident or violation of rules. When the conductor or engineer fails to take action to stop the train, and emergency requires, other crew members must take immediate action to stop the train. (5) Conductor must advise engineer and dispatcher of any restriction placed on equipment being handled. 106(A). MAXIMUM SPEED: Conductors and engineers are jointly responsible for ascertaining the maximum authorized speed for the operation of their train or engine and such speed must not be exceeded. Passenger speed is applicable only to trains consisting entirely of passenger equipment. When possible to do so, employees must promptly advise the train dispatcher of any known condition that will delay or prevent train from making usual speed. 107. RECEIVING OR DISCHARGING PASSENGERS: When a passenger train is receiving or discharging traffic, a train or engine must not pass between it and the station platform unless safeguards are provided. 108. SAFE COURSE: In case of doubt or uncertainty, the safe course must be taken. 109. INSPECTION PASSING TRAINS: Employees must inspect passing trains and if overheated journals, brakes sticking, wheel sliding, dragging equipment, insecure lading or any other dangerous conditions are detected, they must give stop signals to crew members on passing train and in addition advise them of condition by any other available means. When practicable, train dispatcher must be notified at once if train does not stop. If no defect is detected, they will give proceed signal. When practicable, crew member on the engine must advise crew on rear of train by radio when train is being inspected by other employees or track side warning detector. Crew members must be on lookout for track side warning detectors and signals received from persons inspecting their train. If stop signal is received, track side warning detector indicates failed equipment or their attention is called to a dangerous condition, train must be stopped immediately, inspection made and it must be known to be safe for movement before proceeding. When a train stops to be met or passed by another train, trainmen on head end, and fireman if available, must make inspection of passing train from the ground. If safe to do so, a crew member must cross track and make inspection on side opposite his train. 109(A). TRAIN INSPECTION: When practicable, walking and/or roll-by inspection of as much of train as is possible must be made. When train stops enroute, such walking inspection of train must be made as time will permit. Crew members must frequently inspect their train while moving, looking out for signals and indications of defects in track and train, especially on curves and approaching switches. When inspecting standing or moving train, crew members must observe train closely for overheated journals, sticking brakes, sliding wheels, wheels not properly positioned on rail, dragging equipment, insecure lading, signs of smoke or fire or any other dangerous condition. If defects are discovered while train is moving, stop must be made promptly. Any defect found must be corrected if possible. When necessary to set out defective car, no attempt will be made to move car to set out point until it has been ascertained it is safe to do so. When car is set out account hot box, all fire must be completely extinguished, box lid closed and precautions taken to prevent further ignition. When cars are set out account defects, the cars and their lading must clear other tracks. 109(B). INSPECTION OTHER MOVEMENTS: The requirements for the inspection of trains in Rule 109 and Rule 109(A) will also apply to other movements except when switching. 109(C). TRACKSIDE DETECTORS: Trackside warning detectors do not relieve employees from making inspections required by rules. When a wide load detector is actuated at a point where an adjacent track may be obstructed, crew must provide protection as prescribed by Rule 102. 151. MOVEMENT DOUBLE TRACK: On double track, trains must keep to the right unless otherwise provided. 152. MOVEMENTS 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 93, 94 or 252. Trains and engines moving against the current of traffic must approach block system and facing point spring switches prepared to stop, unless track is clear, switches are properly lined and signals indicate proceed. This will not apply at a spring switch outside of interlocking limits if crew has been advised by train dispatcher that the switch has been spiked in normal position. 153. MULTIPLE MAIN TRACKS: Where multiple main tracks are in service, each main track will be designated by name or number. When necessary the use of tracks will be indicated in the timetable. BLOCK SYSTEM RULES 227. SIGNAL ASPECTS AND INDICATIONS: Distant, block and interlocking signal aspects and indications are shown in the timetable. Signal aspects are shown by the position of semaphore arms, color of lights, flashing of lights, position of lights or any combination thereof. They may be qualified by marker plate, number plate, letter plate or marker light. Signals may display either color light aspects alone, or semaphores in addition to color lights. 251. MOVEMENT WITH THE CURRENT OF TRAFFIC: Within defined limits on designated tracks so specified in the timetable, trains will be authorized to run with the current of traffic on verbal or written authority from the train dispatcher; or, a proceed indication of a controlled signal. 252. TRACK PERMIT: When authorized by special instructions between specific points within territory where current of traffic has been established, a train, track car, machine or employee may occupy main track or tracks on authority of track permit issued by a designated control operator under the direction of the train dispatcher, and may move in either direction on such track or tracks within the limits during the effective time of track permit without flag protection. Track permit may only be issued when: (1) Limits are occupied by a train, track car, machine or employee to be granted the track permit; (2) Limits are occupied by a train, track car, machine or employee holding a track permit; or, (3) After definite understanding that all trains moving with current of traffic have passed the location where track will be fouled. The limits must be protected by controlled signals. The designated control operator must know each controlled signal used to protect the limits has been set to display Stop indication; marking or blocking devices have been applied to prevent displaying signals for movement into the limits; and, that any other control operator who controls signals used to protect the limits has received and acknowledged understanding and has provided protection. Track permits will be granted in the words "Track permit granted on ___(track)___ between __(point)__ and __(point)__ __(time)__ until __(time)__." If more than one track permit is in effect at any time within the same limits, all trains or employees involved must be notified and all movements must then be made at restricted speed and prepared to stop short of men or equipment fouling the track within these limits. Marking or blocking devices must not be removed, or movement into the limits permitted, until limits have been cleared or released to the control operator. Employee requesting track permit must repeat it and receive "OK" before it is acted upon. The control operators will make record of track permits on prescribed form. Track permit limits must be cleared and reported clear to control operator before time expires. If track permit is to be released before time expires, all equipment must be clear of limits and fact reported to designated control operator, except, if no other track permit has been granted within the same limits, train may release the permit and move with the current of traffic being governed by signal indications upon authority of designated control operator in words "Track permit granted ___(train)___ on ___[track(s)]___ between __(point)__ and __(point)__ released for movement with the current of traffic on __(track)____ at __(time)__." If additional time is required, authority must be obtained from the control operator before authorized time has expired. If not clear by time track permit expires or unable to contract control operator, authority is extended until control operator can be contacted. 300. LOCATION OF SIGNALS: Block and interlocking signals when viewed in direction of movement are located generally to the right of the track, but may be located to the left or above such track. Two signals may be bracketed and located on a supporting mast for displaying indications for two tracks. When viewed in the direction of movement, the signal to the right governs the track to the right, and the signal to the left governs the track to the left. 301. WHAT SIGNALS GOVERN: Block signals, cab signals or both, govern the use of blocks. Interlocking signals govern the use of the routes of an interlocking. Where a track is designated beyond the interlocking limits in the direction of movement, the interlocking signal is also a block signal. The indications of block and interlocking signals do not dispense with the use or observance of other signals and rules whenever or wherever they may be required. 302. IMPROPERLY DISPLAYED SIGNALS OR ABSENCE OF LIGHTS: Except as shown in block signal, cab signal and interlocking signal aspects, the absence of a light, or a white light displayed where a colored or lunar light should be, on a block or interlocking signal must be regarded as the most restrictive indication that can be given by that signal except when the position of the semaphore arm is plainly seen, such aspect will govern. 303. WHERE STOP MUST BE MADE: Trains must stop before any part of engine or equipment being handled passes a signal that requires trains to stop. Within CTC territory or interlockings if a train overruns a Stop indication, warning to other trains must be given at once by radio,and flag protection must be provided immediately against possible conflicting movements. If a train overruns a signal that requires it to stop, train must stop and the fact must be reported to the train dispatcher. Overlaps may be indicated by overlap signs. A train holding main track at meeting point must not pass overlap sign location, nor open switch within the overlap, until opposing train has entered the block. A preceding train must clear the overlap as soon as practicable to avoid delay to a following train. 303(A). CHANGING ESTABLISHED ROUTE: After a controlled signal has been cleared for an approaching movement, it must not be changed before closely approaching train has passed it or has been stopped, except to avoid an accident. A conflicting route must not be established or a conflicting route authorized, until communication has been established with crew of approaching train, and it is known that such train has stopped clear of the conflicting route. No attempt shall be made to establish a conflicting route into an occupied block or interlocking limits, nor will a conflicting movement be authorized, unless it is known to be safe to do so. The device controlling a switch, derail, movable point frog, or lock must not be operated when any portion of a train is on or closely approaching such equipment. 303(B). PROTECTION IF DAMAGED: If a signal or signal appliance fails to function as intended, or if damage occurs to the track or signal appliances, signals governing movements on routes affected must be caused to display Stop indication. No movements on such routes may be permitted until track and signal appliances have been examined and it is known movement can be made safely. 303(C). PROTECTION WHILE REPAIRING: Within CTC or interlocking limits, when a track, switch, movable point frog, derail or signal is undergoing repairs, is disconnected or track is obstructed or removed from service, Stop indications must be displayed for all routes affected and controls involved blocked or marked in such a manner as to prevent their operation. Switches, movable point frogs and derails must be spiked or otherwise secured in the required position if any movement is permitted over them before repairs are completed. 303(D). AUTHORITY TO PROCEED: Within CTC limits or at interlockings, except when granting track and time limits, control operators must not give hand signals or verbal permission authorizing movement beyond a Stop signal when a proceed indication can be displayed for the movement. At interlockings, when control operator gives hand signals, they must be given from a location and in such a manner that there can be no misunderstanding on the part of the crew members as to the signals or the train for which they are intended.3 303(E). REPORTING DELAYS: When a proceed indication has been displayed on a controlled signal, if movement cannot be made promptly, control operator must be notified immediately. 303(F). BLOCK OCCUPANCY INDICATOR: Where block occupancy indicators are located employee must observe indication displayed before fouling circuit or changing derail or main track switch. When occupied indication is displayed, main track must not be fouled, unless the movement is properly protected. Indication displayed by a block occupancy indicator is not authority for a train or engine movement and does not relieve employees from protecting movements as required by the rules. 304. CHANGE OF INDICATION: If a signal indication permitting a train to proceed changes, before it is reached, to an indication which requires train to stop, stop must be made at once. Such occurrence must be reported to the train dispatcher. 305. DELAYED WITHIN A BLOCK: A train having entered a block on proceed indication, other than one requiring movement at restricted speed, and is stopped or speed is reduced below 10 MPH, must proceed at restricted speed until it can be seen that the next signal indicates proceed and track is clear to that signal. EXCEPTIONS: (1) Within CTC limits, train may proceed prepared to stop at next signal until it can be seen that next signal indicates proceed and track is clear to that signal. (2) Within ACS territory, train may operate in accordance with cab signal indication. 305(A). APPROACH TO AUTOMATIC INTERLOCKING: A train having passed a signal governing the approach to an automatic interlocking displaying a proceed indication and speed is below 25 MPH must proceed prepared to stop at the interlocking signal until it can be seen the interlocking signal indicates proceed. 306. CLEAR TRACK CIRCUITS: A train, engine or car left standing on sidings or other tracks must be clear of insulated joints at clearance points. 307. MOST RESTRICTIVE INDICATION: If a signal fails to display its most restrictive indication when a block is occupied or when a switch protected by that signal is changed from its normal position, the signal must be regarded as displaying its most restrictive indication. A flagman must be left to stop trains governed by such signal before passing it and inform the crew of the condition. Such protection must be provided until relieved by employee of signal department or by instructions from the train dispatcher. In all cases, train dispatcher must be notified by quickest means of communication. 308. CALL LIGHTS: When a call light is illuminated, any employee observing it, except those on moving trains, must communicate at once with control operator. 309. STANDING ON SANDED RAIL: An engine without cars, an engine with less than three cars, or cuts of four cars or less, must not be allowed to stand on sanded rail. 310. LINING CONTROLLED SIGNALS: Controlled signals must be displayed at their most restrictive indication except that signals must be cleared sufficiently in advance of a movement to avoid giving an unnecessary restrictive indication. Dual control switches which have been reversed must be restored to normal position as soon as practicable after a movement has been completed. 312. STOP INDICATION: When a train is stopped at a signal displaying Stop indication and no conflicting movement is evident, the following will govern: (1) IN CTC TERRITORY, unless train has been granted track and time limits on track governed by that signal, a crew member must immediately communicate with control operator. Upon instructions "__(train)__ at __(location)__ has permission to pass signal displaying Stop indication", specifying route where applicable, train may proceed at restricted speed. Before granting authority to proceed, the control operator must know the route is properly lined and there is no conflicting movement occupying, or authorized to enter, the track between that signal and the next absolute signal governing movement, or to the end of CTC where applicable. EXCEPTIONS: (a) When there is a conflicting movement, if such movement has been stopped and crew advised of move to be made, authority may be granted to proceed. If the movement which has been stopped is later permitted to proceed, movement must be made at restricted speed until reaching the next governing signal. (b) Where so equipped, emergency push button located in signal cabin at dual control switch locations will be used for the desired direction upon instructions from control operator. If proceed indication is received, train may proceed in accordance with signal indication. If unable to communicate with control operator, emergency push button may be used and if signal changes to proceed indication, train may proceed but must move at restricted speed, regardless of more favorable signal indication, keeping close lookout for men or track maintenance equipment on or afoul of track without flag protection until instructions are received from control operator to proceed in accordance with signal indications. (2) AT MANUAL INTERLOCKINGS, crew member must immediately communicate with control operator. If control operator knows there are no conflicting movements and route is properly lined, authority for train to proceed may be given by hand signal or verbally in words "__(train)_____ at ___(location)___ has permission to pass signal displaying stop indication". Train may then proceed at restricted speed. EXCEPTIONS: (a) When there is a conflicting movement, if such movement has been stopped and crew advised of move to be made, authority may be granted to proceed. (b) When manual interlocking is operated by a crew member, and signal cannot be cleared, train may proceed when it is known there are no conflicting movements, flagman has preceded the train, examined the track for defects, determined the route is properly lined and protection is afforded on conflicting routes. If signals or derails are not known to be in position to provide protection on conflicting routes, flag protection must be provided on such routes. If the signal governs movement over a drawbridge, a crew member must ascertain that bridge is in proper position for passage of trains. Before proceeding, if movement is to be made into or continued in CTC territory, crew member must know that permission to proceed has been granted by CTC control operator. (3) AT AUTOMATIC INTERLOCKINGS, be governed by instructions in the release box. If there is known to be a conflicting movement, train must not proceed until such movement has passed or has stopped and an understanding has been reached between the crews. (4) OUTSIDE CTC OR INTERLOCKING LIMITS, a train that is otherwise authorized to proceed may, after stopping, proceed at restricted speed. EXCEPTION: If the signal governs movement from siding or other track to main track, the provisions of Rule 317 must be complied with. 313. STOP AND PROCEED INDICATION: At a signal displaying Stop and Proceed indication, train will be governed as follows: (1) Stop, then proceed at restricted speed; OR, (2) Train may pass signal at restricted speed without stopping: (a) To leave main track when it is seen that switch is lined for movement and track is clear from signal to clearance point; (b) To continue on main track when meeting or passing a train and it is known that main track is clear to point at opposite end of siding where main track is fouled by train on siding. (c) To permit an engine, with or without cars, to couple to its train or a standing cut of cars when intervening track is seen to be clear; (d) To enter a switch which is not more than 1000 feet beyond signal and movement has received authorization from employee in charge of switch; (e) In CTC territory, when train is proceeding from Stop indication on authority of control operator as prescribed by Rule 312. (this will apply to each succeeding signal displaying Stop and Proceed indication); or, (f) When train is moving within track and time limits, work and time authority or track permit authority. 314. MOVEMENT FROM SIGNAL REQUIRING RESTRICTED SPEED: When a train passes a signal requiring movement at restricted speed, movement must be made at restricted speed until leading wheels have passed the next governing signal or the end of block system. 315. HAND OPERATION OF DUAL CONTROL SWITCHES: When authority has been obtained, or track and time limits secured from control operator in CTC territory, or when permission has been obtained from control operator in other territory, to operate a dual control switch by hand, switch may be operated as follows: (1) Unlock switch lock; (2) Place selector leave in HAND position or remove hand crank from holder; (3) Operate hand throw lever until switch points are seen to move with movement of lever; (4) Line the switch for the route to be used, or insert crank on shaft and turn until switch is in desired position and as far as crank will turn. Remove crank from shaft but do not return to crank holder; and, (5) To return switch to power, restore selector lever to POWER or MOTORposition and lock, or return crank to holder and secure with switch lock. After switch has been restored to power, control operator must be notified. With selector lever in HAND position or when crank has been removed from holder, signals governing movements over the switch will display Stop indication and will be superseded by hand signals. The engineer, if practicable, must be notified when switch has been placed in hand operation and when it has been restored to power operation. 315(A). DUAL CONTROL SWITCHES AND DERAILS: Before proceeding from a Stop indication over a dual control switch or derail, crew member must precede the movement and examine the first dual control switch or derail, see that it is properly lined and that selector lever or hand crank, if so equipped, is in proper position, and remain at switch or derail until leading wheels have passed the signal governing movement over the switch or derail. Remaining dual control switches or derails, if any, must then be examined by crew member on the ground before movement is made over the switch or derail. If control operator is unable to line dual control switch or derail to desired position, or indication of control machine does not show that switch or derail is lined and locked, before authorizing train to proceed, the control operator must instruct crew member to operate it by hand for the movement. After at least one unit or car has passed over the switch points or derail, it must be returned to power unless otherwise instructed by control operator. 317. ENTERING MAIN TRACK AT HAND OPERATED OR SPRING SWITCH: Within CTC territory, manual interlocking limits or territory where Rule 252 is authorized, train may enter the main track at hand operated or spring switch where there is no governing signal only on authority of control operator. Control operator must ascertain that there are no conflicting movements before granting such authority. In other territory within block system limits, crew member or switch tender must open switch and wait 5 minutes at the switch to establish block signal protection. After expiration of 5 minutes and if no movement is seen or heard approaching, train may enter main track. The 5 minute wait is not required: (1) Where switch is equipped with an electric lock; (2) Where block occupancy indicator indicates block clear; (3) When block signal governing movement to main track displays a proceed indication; (4) When signals governing movement on main track indicate no train is approaching from either direction; (5) Where block to be entered is occupied by a train, engine or car, either standing or moving away from the switch to be used; (6) When main track between siding switches is occupied by a train which has been met or a standing train to be passed; (7) Outside yard limits when entering a main track for authorized movement against the current of traffic; (8) Where Rule 94 is in effect, provided movement is not made beyond Rule 94 limits for 5 minutes after main track circuit is fouled unless authorized by a proceed indication of a controlled signal. (9) Within DTC when granted work and time authority; (10) To enter a main track where track permit authorizing movement has been granted; or, (11) Outside yard limits when authorized by track warrant to "WORK BETWEEN" two specific points. 318. INITIATING MOVEMENT BETWEEN SIGNALS: Movement must be made at restricted speed until leading wheels have passed the next governing signal or end of block system when: (1) Entering a block where there is no governing signal; (2) Indication of previous signal is not known; or, (3) A change of direction is made within a block. EXCEPTION: Within ACS territory and it is known cab signal device is cut in and operative, train may operate in accordance with cab signal indication after moving a distance equal to its own length. 319. ELECTRICALLY LOCKED SWITCHES AND DERAILS: Operation of switches and derails equipped with electric locks may be governed by general order, timetable or instructions posted near the switch. To enter a main track within interlocking or CTC limits, employees must not open door of case or unlock an electrically locked switch or derail without track and time limits or authority of the control operator. When so equipped, seal on emergency release on an electric lock must not be broken, or emergency release operated, without authority from the control operator or train dispatcher, except seal may be broken or release operated when communication has failed: (1) to permit a train to leave the main track; or, (2) To permit a train to enter the main track after waiting 5 minutes, if it has been authorized to do so. When seal has been broken or emergency release operated on an electric lock, the control operator or train dispatcher must be notified. 321. SUSPENSION OF BLOCK SYSTEM: The block system, or sections of it, may be suspended by track bulletin when authorized. The block system or sections of it, must not be suspended 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 suspending 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 first been transmitted to, or delivered to, all trains within the limits. When the block system, or sections of it, is suspended, the following will govern within the limits of suspension: (1) Rules that apply to non-signalled territory; (2) Track bulletin must be issued prescribing speed restrictions that will ensure safety, but not to exceed 59 MPH for passenger trains and 49 MPH for other trains; and, (3) Block and interlocking signals will be disregarded whether extinguished or illuminated, except: (a) Where signals govern movements over railroad crossings at grade or drawbridges; or, (b) Where signals are connected with track side warning detectors. Trains must approach signals excepted by 3(a) and (b) above and each end of limits suspended prepared to stop. Trains leaving the limits and moving into block system territory, must move at restricted speed until reaching the first signal in service beyond the limits. Signals governing movement over railroad crossings at grade and drawbridges must be regarded as displaying Stop indication, regardless of aspect displayed, unless track bulletin specifies that signals are in service. If crew has not been informed that signals governing movement over railroad crossings at grade are in service, flag protection in each direction on conflicting routes must be provided before proceeding over crossing. Crew must not rely on operation of time release or key controller as adequate protection while moving over crossing unless otherwise instructed. (4) On multiple main tracks, track bulletin must designate the track or tracks upon which the block system is suspended and a track bulletin issued to each train specifying track to be used; (5) Where automatic crossing warning devices have been affected, action to be taken at these locations must be specified by track bulletin; (6) Dual control switches on main track must be lined and locked for main track movement switches equipped with selector levers lock in HAND position, other dual control switches spiked and all concerned notified. Until so informed by train dispatcher, trains must stop and inspect dual control switches, foul circuit and be sure properly lined before passing over. Track bulletin must be issued specifying the position in which dual control switches at the end of double track or end of multiple main tracks are to be left lined. If a conductor or engine foreman is notified concerning the position of dual control switches, those switches must be left in that position after having been used; (7) Spring switches that are to be removed from service must be spiked and all concerned notified. Trains must approach facing point spring switches, left in service, prepared to stop, and it must be known the switch is properly lined before proceeding over switch; and, (8) When the block system has been restored to normal operation, all trains within the affected territory must first be so notified by track bulletin before authorizing a train to enter the limits and be governed by operative block system. 322. NEXT GOVERNING SIGNAL: Except when movement at restricted speed is required by rule or by indication of previous signal, the indication of the next signal in advance may be complied with when the aspect can be clearly seen and it is known such aspect governs the track on which the movement is being made or is to be made. 323. LEAVING EQUIPMENT IN INTERLOCKINGS: Engines or cars must not be detached and left standing entirely between the opposing interlocking signals governing movements at a railroad crossing at grade. RULES APPLICABLE ONLY IN CTC 350. MOVEMENTS AUTHORIZED BY SIGNAL INDICATION: Within defined limits on designated tracks, so specified in the timetable train movements will be authorized by block signal indications. The movement of trains will be supervised by the train dispatcher, who will issue necessary instructions. 350(A). AUTHORITY TO ENTER CTC: A train must not enter any track where CTC is in effect unless there is a governing signal displaying a proceed indication or authority has been obtained from the control operator. Authority may be granted to enter such track without track and time limits in the words "Authority to enter __(track)__ at ___(location)___ granted ___(train)___ for movement in ___(direction)___." After entering the track, train is authorized to move only in the direction specified. 350(B). CLEARING THROUGH HAND OPERATED SWITCHES: A train must not clear any track where CTC is in effect at a hand operated switch which is not equipped with an electric lock except: (1) Where maximum authorized speed on main track or a controlled siding equipped with intermediate signal does not exceed 20 MPH; (2) Where maximum authorized speed on a controlled siding not equipped with intermediate signal does not exceed 30 MPH; (3) Where a signal is provided to govern movement to a track where CTC is in effect; or, (4) When such switch is kept open. 351. TRACK AND TIME LIMITS: Train may occupy a track or tracks within specified limits for time periods authorized by control operator in words "Track and time limits granted on ___(track)___ between ___(point)___ and ___(point)___ ___(time)___ until ___(time)___." Track may be used in either direction within limits specified, until the limits have been cleared or released, without flag protection, but all movements must be made at restricted speed. When the limits are designated by a switch, such limits extend only to the signal governing movement over the switch. Except at interlockings, train granted track and time limits, after stopping, may pass a signal displaying Stop indication to enter the limits, or within the limits, without further authority and may pass signal within the limits displaying Stop and Proceed indication without stopping. Requirement for inspection of spring switches and dual control switches must be observed. Track and time limits do not authorize occupancy of main track within interlocking limits. Track and time limits must be cleared and released before expiration of time granted. If additional time is required, authority must be obtained from control operator before authorized time limit has expired. When unable to contact control operator and track and time limits have expired, authority is extended until control operator can be contacted or train clears such limits by signal indication. If no other employee has been granted track and time within the same limits, track and time may be released by a train while within the limits to move in a specified direction and will then be governed by signal indications upon verbal authority of control operator in words, "Track and time limits granted ___(train)___ on ___(track)___ between ___(point)___ and ___(point)___ released for movement ___(direction)___ at ___(time)___." Control operator must be notified when trains are clear of the limits, except when control operator authorizes, by signal indication, a train to leave the limits. Limits will be considered released when train has passed such signal and is clear of the limits. 351(A). PROTECTION OF LIMITS: Before granting track and time limits, control operator must apply block or marking devices to the control machine to prevent movement into the limits. Track and time limits must not granted unless control operator knows that limits are not occupied by a train not granted track and time limits, except track and time limits may be granted: (1) For an engine to switch a train which is standing within the limits. Crew on engine must provide protection against possible movement of such train if necessary; or, (2) After all trains moving within the limits which have not been granted track and time limits have passed the location where track is to be occupied and employee notified that authority is granted behind such trains. Blocking or marking devices must not be removed until limits have been released to the control operator. Other movements must not be authorized into the limits unless also granted track and time limits. 351(B). PROTECTING MACHINES, TRACK CARS OR EMPLOYEES: Track and time limits may be granted for machines, track cars or employees in the same manner as to trains. The employee granted track and time limits must notify control operator when machines, track cars or employees are clear of the limits, or if the limits were granted to protect maintenance work that such work is completed and track is safe for the passage of trains. 351(C). JOINT TRACK AND TIME LIMITS: Before track and time limits are granted for machines, track cars or employees in the same limits with a train, each foreman and a crew member of each train must be notified of this fact. When so notified, it is further required that all movements must be prepared to stop short of equipment fouling the track within the limits. When track and time limits are granted to protect maintenance or repair work, trains or other employees must not be granted track and time limits within the same limits unless an understanding has been reached with such trains or other employees and the foreman in charge of the work as to conditions and movement to be made. 351(D). ENGINEER NOTIFICATION: When a train is granted track and time limits, no movement may be made until engineer has received and understands the track and time limits granted. 351(E). RECORD TRACK AND TIME LIMITS: Employee requesting track and time limits will state his mane, occupation, location and train or other identification and will repeat back the authority granted. If correct, the control operator will respond "OK." Control operator must maintain written record of authority granted including time track was released or cleared. RULES APPLICABLE ONLY IN ACS TERRITORY 366. OBSERVANCE OF SIGNALS: Automatic Cab Signal system supplements automatic block signals in governing the use of blocks, but does not dispense with the observance of rules governing the use of automatic block or other signals and rules, except as prescribed by Rule 371. 367. MUST BE CUT IN: Cab signal, on engines so equipped, must be cut in before entering and place in partial cut-out after leaving Automatic Cab Signal territory. Cab signal will be cut in on lead unit only, and placed in partial cut out on all trailing units. The engineer must know, before taking charge of an equipped engine in cab signal territory or entering such territory, that the cab signal devices are cut in and operative, making departure test if necessary. Cab signal devices must not be cut out while in cab signal territory without authority. When it is known in advance that automatic cab signal system will be inoperative in a specified territory, cab signal indications must be disregarded and trains will be furnished track bulletin. Cab signals will not indicate conditions ahead when the engine is: (1) Moving against the current of traffic; (2) Pushing cars; or, (3) Not equipped for backward movements and running backward. 368. BROKEN OR MISSING SEALS: The seal on cutout cock must not be broken, or ACS devices cut out, unless they fail to operated properly. ACS failures, interruptions, the removal of or missing seals must be reported to the train dispatcher promptly. 369. CONFORMING WITH BLOCK SIGNALS: The cab signal system is interconnected with the block signal system so that the cab signal must conform with the block signal indication within 8 seconds after the engine passes block signals governing entrance into the block in the direction for which the track and engine are equipped. ACS is to be considered inoperative through turnouts and crossovers. Movements through turnouts and crossovers are governed by block signal indication and the speed specified in timetable for each type of turnout. If the cab signal does not display the ACS aspect shown in the Block and interlocking Signal Rules, the engineer must be governed by the most restrictive indication displayed by either the block signal or the cab signal. The engineer must notify the train dispatcher by quickest means of communication available, giving location, signal number and track on which nonconformity occurred. 370. ACKNOWLEDGE RESTRICTIVE INDICATION: When cab signal indication changes to a more restrictive indication, the engineer must acknowledge the change with acknowledging device. On engines equipped with Coded Cab Signal-Safety Control System, if such change is not acknowledged within 6 seconds of its reception, a full service penalty brake application will occur and cause the P.C. switch to trip, reducing diesel engine speed to idle. On units not equipped with CCS-SC, another member of crew in cab must go to the engineer immediately and ascertain reason for warning whistle sounding longer than 6 seconds, and when conditions require must take immediate action to stop train. When a full service penalty brake application has been initiated as the result of a cab signal change not being acknowledged within 6 seconds, the automatic brake valve handle must be placed in suppression position and left in that position until train stops. The train must come to a complete stop before attempting to release brakes and reset the P.C. switch. With the automatic brake valve handle in suppression position, close throttle to idle position, acknowledge the signal change with the acknowledging device, and after P.C. light is extinguished place automatic brake valve handle in running position. The restrictive signal indication must be acknowledged before the brakes can be released. To eliminate sounding of the audible indicator while stopped in a coded cab signal test loop, the reverser handle may be placed in neutral or reverse position. This will change the cab aspect to display its most restrictive aspect. After acknowledging this change, no more signal changes will be received. Since the reverser handle in trailing units is in neutral position, the audible indicator will be automatically disabled. Placing the reverser handle in the forward position will automatically restore the equipment to normal operation. When entering cab signal territory with the acknowledging handle in partial cut-out position, a signal change must be acknowledged within 6 seconds. 371. COMPLIANCE WITH SIGNALS: When a cab signal changes from a restrictive indication to a more favorable indication, at a point other than a block or interlocking signal location, speed must not be increased until train has move a distance equal to its length or to the next governing signal, whichever is less. When a cab signal changes to a more restrictive indication, the engineer must take immediate action to comply with the indication displayed. 372. DEVICE INOPERATIVE: The cab signal device will be considered inoperative when: (1) The audible indicator fails to sound when the cab signals change to a more restrictive indication; (2) The audible indicator continues to sound although the cab signal change was acknowledged; (3) The cab signal fails to conform at two block or interlocking signal locations in succession; or, (4) Damage or fault occurs to any part of the cab signal devices. 372(A). MOVEMENT -- DEVICE INOPERATIVE: When a cab signal device becomes inoperative, train may proceed in accordance with block signal indications but not exceeding 40 MPH to the next available point of communication where report must be made to train dispatcher, who will instruct as to cutting out cab signal devices and further movement of train. When cab signal devices have been cut out, train may proceed in accordance with block signal indications but not exceeding 79 MPH and as much slower as rules or conditions require. RULES APPLICABLE ONLY IN ATS TERRITORY 380. REQUIRED EQUIPMENT: Except as provided in Rule 302, the engine from which the air brakes of a passenger train are controlled, operating within ATS limits, must be equipped with an operative ATS device. 381. BROKEN OR MISSING SEALS: The seal on cutout cock must not be broken, or ATS devices cut out, unless they fail to operate properly. ATS failures, interruptions, the removal of or missing seals must be reported to the train dispatcher promptly. 382. CUT OUT OR NOT EQUIPPED: Within ATS limits, if the ATS device on an engine controlling the air brakes on a train fails, is cut out enroute, or if the engine on a train that is being detoured is not equipped with an operative ATS device, the following will govern: (1) The train dispatcher must be notified as promptly as practicable by radio or telephone; (2) Train may proceed according to signal indication, but speed of 40 MPH must not be exceeded until absolute block is established in advance of the train; and, (3) If absolute block is established in advance of the train, it may proceed according to signal indication, but not exceeding 79 MPH. 383. ESTABLISHING ABSOLUTE BLOCK: Absolute block may be established in advance of a train verbally by the train dispatcher or by track bulletin which will be addressed only to the train in advance of which absolute block is being established in words "Absolute block is established in advance of your train between ________________ and ________________." 384. SIGNAL INDICATIONS WITHIN ABSOLUTE BLOCK: When absolute block is established in advance of a train, such train must not pass a signal indicating Stop, Stop and Proceed, or Restricting , unless verbally authorized to do so by the train dispatcher, except to leave the main track through a switch immediately beyond a signal indicating Stop and Proceed or Restricting. When absolute block is established in advance of a train, the train dispatcher must not authorize such train to pass a signal indication Stop, Stop and Proceed, or Restricting, until it is known that the block governed by that signal is clear of trains. If authorized to pass such signal, train must proceed at restricted speed to the next governing signal. RULES APPLICABLE ONLY WITHIN TWC LIMITS 400. AUTHORITY: Where designated by timetable, use of the main track will be authorized by issuance of track warrant, under the direction and over the initials of the train dispatcher, or under the provisions of Rule 93 or 94. Where yard limits or restricted limits are in effect, the instructions in track warrants must be complied with. 401. DESIGNATED LIMITS: The limits of a track warrant must be designated by specifying track, where required, and exact points such as switches, mile posts or identifiable points, except station names may be used. When a station name is used to designate the first named point, the authority will extend from and including the last siding switch, or from the station sign if no siding. When a station name is used to designate the last named point, the authority will extend to and including the first siding switch or to the station sign if no siding. At the last named point, authority will extend to but not including the last siding switch when track warrant specifies "hold main track at last named point". 402. REQUESTING: Employee requesting track warrant must advise the train dispatcher of the movements to be made and, when applicable, tracks to be used and time required. 403. COPYING: The conductor and the engineer must have a copy of the track warrant addressed to their train or engine showing date, location, name of employee who copied it and any specific instructions issued. All information and instructions must be entered on track warrant form provided and repeated to the train dispatcher who will check and, if correct, will give "OK", the time and his initials. The OK time and initials will be entered on the track warrant and repeated to the train dispatcher. The track warrant must not be considered in effect until OK time is shown on it. If the track warrant restricts movement or authority previously granted, it must not be considered in effect by the train dispatcher until acknowledgment of the OK has been received. Track warrants may be relayed by employees, who must make record on track warrant form. 405. MECHANICAL TRANSMISSION: Track warrants may be transmitted mechanically. When so transmitted, repetition will not be required. OK time will be given at the time issued and space provided for name of copying employee may be left blank. Track warrants restricting the authority or movement of a train must not be sent in this manner unless it is known that the train being restricted will not leave the point without receiving the track warrant. 406. SPECIFIC INSTRUCTIONS: Track warrants, once in effect, will include specific instructions which must be complied with by those addressed. Each track warrant once in effect must not be added to or altered in any manner. 407. CHANGING TRACK WARRANT: When a track warrant is in effect and it is desired to change the limits or instructions, a new track warrant must be issued with the desired instructions and include the words "Track Warrant No. ___________ is void" giving 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 mentioned will no longer be in effect. 408. OPERATING WITH TRACK WARRANT: Track warrant authorizes the train or engine addressed to occupy the main track within designated limits but must not foul a switch at either end of the limits which may be used by an opposing train to clear the main track. Movement must be made as follows: (1) When authorized to proceed from one point to another, movement is authorized in the direction specified. When a crew member reports to the train dispatcher that train has passed a specific point within the authorized limits, track warrant authority is to be considered void up to that point; or, (2) When authorized to "WORK BETWEEN" two specific points, movement may be made in either direction between those points without flag protection. 409. OCCUPYING SAME LIMITS: Not more than one train may be permitted to occupy the same or overlapping limits of a track warrant at the same time except when: (1) All trains within the limits have been authorized to move in the same direction and required to provide flag protection to the rear as prescribed by Rule 99. The last train may be relieved of providing flag protection when instructed not to foul limits ahead of any preceding train within the limits. A train required to provide flag protection to the rear must report clear of limits if main track is cleared before reaching second named point unless a flagman is left to prevent a following train from passing; or, (2) Two or more trains authorized to "WORK BETWEEN" two specific points have been instructed by track warrant to move at restricted speed within the overlapping limits; or, (3) Trains are moving through the limits of a train authorized to "WORK BETWEEN" two specific points and all trains have been instructed by track warrant to move at restricted speed within the overlapping limits. Flag protection is not required within these limits. Where track warrant authority includes yard limits, the provisions of Rule 93 apply, but instructions in track warrants must be complied with. 410. IN EFFECT: A track warrant, once in effect, is in effect until crew member has reported clear of the limits, or it has been made void. Crew member must report to the train dispatcher when they have cleared the limits. If a time limit is shown on the track warrant, train or engine must be clear of the limits by the time specified, unless another track warrant has been obtained. When unable to contract train dispatcher and time limits have expired, authority is extended until train dispatcher can be contacted. 411. MARKING VOID: The word VOID must be written by crew member across each copy of the track warrant when train has been reported clear of the limits or track warrant has been made void. 412. PROTECTING MEN OR MACHINES: A track warrant may be issued in the same manner as to trains to permit men or machines to occupy or perform maintenance on main track without other protection. A track warrant must not be issued to protect men or machines within the same or overlapping limits with a train unless: (1) All trains or engines authorized to occupy the same or overlapping limits have been authorized to move in one direction only and track warrant specifies that it is granted behind such trains ; or, (2) Trains authorized to occupy the same or overlapping limits have been notified of the authority granted men or machines and have been instructed to make all movements at restricted speed and to stop short of men or machines on or fouling track and employee in charge of maintenance is so notified by track warrant, if track is not safe for movement at restricted speed, employee in charge must protect such track by placing red flags per Rule 10(A). 413. MOVEMENT AGAINST THE CURRENT OF TRAFFIC: When a track warrant authorizes movement against the current of traffic, the train must use only the track designated within the limits specified. Such train must not allow a following train on the same track to pass unless authorized by train dispatcher. TRACK BULLETIN RULES 450. TRACK BULLETINS: Track bulletins will be issued by the train dispatcher as required, containing information as to all conditions affecting the safe movement of trains or engines in addition to Track Bulletin Forms A and B, other forms may be used as necessary. Conductor and engineer of a train must receive a track warrant at their initial station unless otherwise instructed by the train dispatcher. All track bulletins which affect their movement must be listed on the track warrant, if no track bulletins, show "none" or "no". The conductor and engineer must have copies of all track bulletins listed. Each crew member must read and understand them. 451. TRANSMITTING TRACK BULLETINS: When a track bulletin has been transmitted verbally, employees copying it must repeat it at once from their copy. When the track bulletin has been repeated correctly, the train dispatcher will respond "OK" and give the time and his initials. The employee will show in the space provided, the OK time, his last name, and the train dispatcher's initials, and repeat "OK" and the time to the train dispatcher. Track bulletins may be relayed by employees who must make record on track bulletin form. 452. RETAINING TRACK BULLETINS: Track bulletins must be retained and complied with on all trips made during the tour of duty on which they were received. 453. RELIEVED DURING TRIP: When a conductor or engineer, or both, is relieved before completion of a trip, all track warrants, track bulletins and instructions held by them must be delivered to the relieving conductor or engineer. If they cannot be personally delivered to the relieving crew, conductor will leave them in an envelope at location designated by the train dispatcher and show on the envelope the correct designation of the train, date, location and conductor's signature. Track warrants, track bulletins, instructions and pertinent information must be compared by the relieving conductor and engineer and with the train dispatcher before proceeding. 454. RESTRICTION TO CREW MEMBER: When a track warrant or track bulletin restricting a train or engine at or near the point where the restriction applies, is to be issued to a crew member, it must not be transmitted until the conductor or engineer has assured the train dispatcher that both the conductor and engineer understand their train is to be restricted and they can comply with the restriction. 455. PROTECTION BY TRACK BULLETIN: During the time and within the limits stated in track bulletin Form B, trains and engines must move at restricted speed and stop short of men or machines fouling track or a red flag placed to the right of the track unless verbally instructed otherwise as prescribed below or entire train has passed a green flag or has cleared the limits. The engineer must attempt to contact employee in charge by radio sufficiently in advance to avoid delay, advising his location and specifying track. In granting verbal authority, the following words will be used: "Foreman __(name)___ (of Gang No.___) using track bulletin No. _____ line No. _____ between MP _______ and MP ________ on ________ Subdivision". (1) To authorize train to pass a red flag, or enter limits, without stopping, the following will be added: "___(train)___ may pass red flag, located at MP ________ (or enter limits) without stopping". Train or engine may pass red flag, or enter limits, without stopping, continuing to move at restricted speed and must stop short of men or equipment fouling track. (2) To authorize a train to proceed at a speed other than restricted speed, the following will be added: "___(train)___ may proceed through the limits at ______ MPH (or at "maximum authorized speed.") Train may proceed through the limits at the prescribed speed unless otherwise restricted. (3) To require train to move at restricted speed, but less than 20 MPH the following will be added: "___(train)___ proceed at restricted speed but not exceeding _____ MPH (adding if necessary "until reaching MP _____".) Train must not exceed the prescribed speed and must be prepared to stop short of men or equipment fouling the track or a red flag to the right of the track. These instructions must be repeated by the engineer and "OK" received from employee giving them before they are acted upon. When the word STOP is written in the Stop column, train must not enter the limits until verbal authority is received from employee in charge as prescribed by Item (1). Yellow flags must be displayed as prescribed by Rule 10. 455(A). PROTECTION FOR ON-TRACK MACHINES: Track bulletin Form B may be used to protect on-track machines such as rail detector cars without the use of yellow and green flags as prescribed by Rule 10 and Rule 455. Such machines must be identified in the track bulletin. During the time and within the limits stated, trains, engines and the machine named will otherwise by governed by Rule 455. Other gangs and machines must not be protected by the same track bulletin. 456. EXCESSIVE DIMENSION EQUIPMENT: When excessive dimension equipment is handled, the train dispatcher must issue necessary instructions to arrange a point for meeting or passing trains where there is sufficient clearance and any additional precautions which may be required. Crew handling such equipment must ascertain that it will clear nearby objects including equipment on adjacent tracks, and if unable to reach a point where clearances are sufficient, must see that protection is provided against movements on adjacent tracks. Crews affected must be issued a track bulletin advising them of such equipment and the train or engine which is handling it and they will be responsible for knowing that proper precautions are taken before passing or meeting the equipment. 457. TRACKS BLOCKED WITH EQUIPMENT: When main tracks, sidings or other tracks, which are normally clear for movement, are to be blocked with equipment, which cannot be placed in the clear, the train dispatcher must be notified. When the main track is blocked, protection must be provided as prescribed by Rule 99(9). 458. TRACKS REMOVED FROM SERVICE: Protection must be provided when a track is to be removed from service. The protection may be provided by track bulletin designating the track and giving the exact points between which it is removed from service. Such track must not be used unless the track bulletin gives the name or title of person who may authorize its use. When so indicated, movement must be made only under the direction of the person authorizing use of the track. When required, train dispatcher must advise crews alternate routes to be used and position of switches. 459. CHANGE OF GENERAL ORDER OF SPECIAL INSTRUCTIONS: When authorized by the superintendent or other designated officer, general orders or special instructions may be issued, change or cancelled by track bulletin. Any requirement necessary to ensure safety, which is removed as a result of changing or cancelling general orders or special instructions must be reinstated by track bulletin. General orders or special instructions which are cancelled in this manner must not be reinstated and track bulletin must be delivered to all employees affected until the cancellation is issued by general order and the general order is posted. 460. DELIVERING TRACK BULLETINS: Employees who receive track bulletins for delivery to others must deliver copies to all who are addressed unless the track bulletin is voided or transferred to a relieving employee. When copies have been delivered to all addressed, a copy will be retained on file. 461. ADDITIONAL COPIES OF TRACK BULLETINS: If it becomes necessary to make additional copies of track bulletins, except when duplicated as prescribed by Rule 462, the additional copies must be repeated to the train dispatcher and known to be correct before delivered. The train dispatcher will make record of date, time, place, and name of employee who recopied and repeated the track bulletin. 462. DUPLICATING TRACK BULLETINS: Repetition of track bulletins to train dispatcher will not be required when they are reproduced by duplicating machine. When so duplicated, they must not be delivered or acted upon until they are checked and known to be clear, legible and duplicated in their entirety. 463. 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: (1) May do so verbally using one of the following examples: (a) LINE (number) OF TRACK BULLETIN NO.__ of (date) READING (quote line to be made void) IS VOID. This information must be repeated to the train dispatcher and if correct the word VOID will be written in the margin to the left of the line made void. (b) THAT PART OF TRACK BULLETIN NO.____OF (date) READING (quote part to be made void) IS VOID. This information must be repeated to the train dispatcher and if correct a line will be drawn through that portion made void. (c) TRACK BULLETIN NO._____ OF (date) IS VOID. This information must be repeated to the train dispatcher and if correct the word VOID will be written across each copy of the track bulletin being voided. (2) May issue a track bulletin or use the line designated "OTHER SPECIFIC INSTRUCTIONS" on a track warrant using one of the following examples: (a) LINE (number) OF TRACK BULLETIN NO. __ OF (date) IS VOID. The word VOID will be written in the margin to the left of the line indicated and a copy of the track bulletin or track warrant which made it void retained. (b) THAT PART OF TRACK BULLETIN NO. __ OF (date) READING (quote part to be made void) IS VOID. A line will be drawn through the portion made void and a copy of the track bulletin or track warrant which made it void retained. (c) TRACK BULLETIN NO. ___ OF (date) IS VOID. The word VOID will be written across each copy of the track bulletin made void and a copy of the track bulletin or track warrant which made it void retained. The track bulletin or part of track bulletin indicated will no longer be in effect. 464. AUTHORIZING MOVEMENT AGAINST THE CURRENT OF TRAFFIC: Within territory where Rule 251 is in effect, authority to move against the current of traffic may be granted by track bulletin as follows: (1) __(train)__ WILL USE ___ TRACK AGAINST THE CURRENT OF TRAFFIC __(point)___ TO __(point)__. The designated train must use only the track specified between the points names. Opposing trains must not leave the point last name until the designated train arrives. A following train must not be authorized against the current of traffic until the preceding train has cleared the point last named. Flag protection against a following train on the same track is not required. Example (1) may be modified as follows: (a) AFTER (train) ARRIVES AT (point) (train) WILL USE _____ TRACK AGAINST THE CURRENT OF TRAFFIC (point) TO (point). The train to be moved against the current of traffic must not leave the first named point until the arrival of the first named train. Trains directly affected in both directions must be issued this track bulletin and such trains must not clear the main track, allow a following train to pass nor 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 AUTHORIZED TO PROCEED BY EMPLOYEE IN CHARGE OF SWITCHES OR BY TRAIN DISPATCHER. This bulletin may be supplemented with information regarding public crossing protection, switches spiked, intermediate flagman and other information. No following movement against the current of traffic will be permitted until a preceding movement has cleared the limits or has passed flagman located at next intermediate point. Flag protection against following trains is not required. When flagmen are provided, example (2) will be modified by adding: (a) INTERMEDIATE FLAGMAN LOCATED AT (point). TRAINS MOVING AGAINST THE CURRENT OF TRAFFIC MUST STOP SHORT OF FLAGMAN UNLESS AUTHORIZED TO PROCEED. Example (2) may be extended by issuing another track bulletin as follows: (b) TRACK BULLETIN NO. __ IS EXTENDED UNTIL (time). This bulletin is to be used when one or more tracks are to be removed from service and all trains in both directions are to use the remaining track under direction of the train dispatcher or an employee in charge of switches at each end of the designated limits. Movements between the designated points will be directed by the train dispatcher, who will issue the track bulletin and necessary instructions to the employee in charge of switches. Movement on main track between the designated points may be authorized by the employee in charge of switches verbally or by hand signal, or by the train dispatcher with controlled signal indication. All affected trains must be issued a track bulletin example (2) and, when applicable example (2)(a) or (2)(b). RULES APPLICABLE ONLY IN DTC LIMITS 480. DESIGNATED DTC LIMITS: DTC limits will be designated in the timetable. Within these limits train movements will be authorized by verbal authority from the train dispatcher. DTC territory will not include territory where Rule 93 is in effect. 481. DTC BLOCK AUTHORITY: Before DTC block authority is granted, the train dispatcher must determine the name of the engineer on train or operator in charge of on track equipment that is to receive and use authority. Train dispatcher will issue DTC block authority to crew member on head end of train when radio communication is distinct. DTC block authority may not be received by an employee operating the controls on an engine of a moving train. When DTC block authority is received or released, it must be recorded in writing. The record must indicate: (1) The name of each DTC block for which authority received. (2) The time authority for each DTC block was issued or the time work and time authority expires. (3) The identity of the train when DTC block authority is granted behind another train. (4) The time each DTC block is released. The record for each block must be retained until that block as been released. 482. ENTER LIMITS: A train may enter the limits of a DTC block only after receiving authority from the train dispatcher. Authority will be issued and acknowledged using the following sample format: TRAIN DISPATCHER: "7241 East with Engineer Jones at 8:10 AM, you are authorized to proceed in one block, Anna." ENGINEER JONES: "7241 East with Engineer Jones at 8:10 AM, I am authorized to proceed in one block, Anna." TRAIN DISPATCHER: "7241 East, that is correct." When the authority in more than two blocks is given, it will be issued using the following sample format: TRAIN DISPATCHER: "7241 East with Engineer Jones at 8:10 AM, you are authorized to proceed three blocks, Anna through Cloy." DTC block authority may not be acted upon until the words "(Train), That is correct" are received from the train dispatcher. Both conductor and engineer of train are responsible for knowing authority has been received before entering a DTC block. After authority is received, a train may occupy block named and move in direction specified. In ABS territory opposing trains must not be authorized within the same DTC block. In Non-ABS territory no more than one train may be authorized within the same DTC block. EXCEPTIONS: (1) As provided for in Rule 486. (2) Authority may be granted after a definite understanding that train which has entered the block under authority of Rule 482 has passed the location where opposing movement will enter the DTC block. 483. RELEASING DTC BLOCK AUTHORITY: Unless the train dispatcher specifies otherwise, when a train clears a DTC block, crew member will immediately report "released" to train dispatcher. Train must not reenter the block after reporting "released" until authority is again received from the train dispatcher. A DTC block will be reported released and acknowledged released using the following sample format: CONDUCTOR BROWN: "7241 East with Engineer Jones at 8:45 AM, I am releasing one block Anna." TRAIN DISPATCHER: "7241 East with Engineer Jones at 8:45 AM, you are releasing one block Anna." CONDUCTOR BROWN: "That is correct, out." When releasing more than two blocks, they will be released using the following sample format: CONDUCTOR BROWN: "7241 East, with Engineer Jones, at 8:45 AM, I am releasing three blocks, Anna through Cloy." A DTC block is not to be considered released until the words "that is correct" are received from the crew member of train releasing the block. A train operating in non-ABS territory without a crew member on the rear of the train may report DTC block clear only when it is known train is intact. This must be determined by one of the following ways: (1) Rear of the train is equipped with an operative rear end telemetry device and air pressure shown on head end device indicates brake pipe continuity; (2) Advised by an employee that marker is displayed on rear of train; (3) Length of train will permit crew member to look back and observe that car equipped with marker is the rear car of the train; or, (4) Train is stopped and inspection made to verify that car equipped with marker is the rear car of the train. 484. WITHDRAWING DTC BLOCK AUTHORITY: When it is necessary to withdraw previously granted DTC block authority, the train dispatcher must advise engineer of train. If block or blocks are unoccupied, the block(s) will be reported released using the format in Rule 483. 485. COMMUNICATION FAILURE: In the event of communication failure, the authority to enter and/or report clear of a DTC block may be relayed through a third party. The authority must first be transmitted to the relaying party who must then repeat it back to the train dispatcher. If correct, the train dispatcher will give the response "(Train ID), That Is correct" and authorize the relaying party to transmit the DTC block authority to a crew member. The crew member receiving the block authority must repeat it back to the relaying party and if correct, the response "(Train ID), That Is Correct" will be given. The relaying party must then advise the train dispatcher that the block authority has been correctly relayed to destination. 486. WORK AND TIME AUTHORITY: A train or operator in charge of on track equipment is authorized to occupy the limits of a DTC block(s) after receiving work and time authority from the train dispatcher. Work and time authority may be granted: (1) To a train within ABS territory if block is clear of trains or after a definite understanding that train(s) which have entered the block under authority of Rule 482 have passed the location where the track will be fouled. (2) To a train in Non-ABS territory, if block is clear, (3) To operator in charge of on track equipment in ABS and Non-ABS territory, if block is clear of train or after a definite understanding that train which has entered the block under authority of Rule 482 has passed the location where the track will be fouled. (4) To more than one train and/or operator of on track equipment within the same DTC block in ABS and Non-ABS territory. Train dispatcher must first advise operator of on track equipment and/or engineer of train involved that block is to be jointly occupied. A train or on track equipment granted work and time authority may occupy block(s) named and move in either direction. When train(s) is advised that block(s) is to be jointly occupied movement must be made at restricted speed, prepared to stop short of men and equipment fouling the track within the limits. A train or operator in charge of on track equipment granted work and time authority within a block occupied by a train having authority under Rule 482 must not pass that train. Work and time authority will be issued and acknowledged using the following format: TRAIN DISPATCHER: "7241 East, with Engineer Jones, I am granting you work and time in one block: Anna, until 10:10 AM. ENGINEER JONES: "7241 East, with Engineer Jones, I am granted work and time in one block, Anna, until 10:10 AM. TRAIN DISPATCHER: "7241 East, That is correct out." When the authority in more than two blocks is given, it will be issued using the following sample format: TRAIN DISPATCHER: "7241 East with Engineer Jones, I am granting you work and time in 3 blocks, Anna through Cloy, until 10:10 AM. Unless granted an extension of time, train and/or on track equipment must be clear and report block "Released" before expiration of time limit. Until work and time authority in a DTC block(s) is released, train must not be authorized under Rule 482 to enter that block. 487. REVERSE MOVEMENT: Reverse movement within a DTC block may only be made when authorized by train dispatcher or by Rule 486. Train dispatcher may authorize a reverse movement provided: (1) Rule 482 authority has not been granted to any following trains within that block; or if block is occupied by a following train after being assured following train stopped and will remain stopped until movement is completed, and, (2) Work and time authority has not been granted to a train or operator in charge of on track equipment within that block. Reverse movement authorized by the train dispatcher must be made at restricted speed. RAILROAD RADIO RULES 500. REQUIREMENTS: The following rules and requirements cover use of railroad radio systems and govern employee using such systems. 501. INTERNAL ADJUSTMENTS: All employees, except those specifically authorized by the Federal Communications Commission (FCC) or those holding a current Certified Technicians Certificate, are prohibited from making any internal adjustments to a railroad radio. Employees so authorized must carry their FCC operator license, Certified Technicians Certificate or verification card when on duty. 502. PROHIBITED TRANSMISSIONS: No employee shall knowingly transmit any false emergency communication, any unnecessary, irrelevant or unidentified communication, nor utter any obscene, indecent, or profane language via radio. No employee shall divulge or publish the existence, contents, purport, effect or meaning of any communications (emergency communications excluded) except to the person for who the communication is intended or to another employee of the railroad whose duties may require knowledge of the communication. The above applies either to communications received direct or to any that may by intercepted. 503. EMERGENCY CALLS: Any emergency call will be preceded by the word "Emergency" stated three times. Such call shall be used only to cover initial reports of derailments, collisions, storms, washouts, fires, obstructions to track, or other matters which would cause serious delay to traffic, damage to property, injury to employees or the traveling public, and shall contain as complete information thereon as possible. All employees shall give absolute priority to communication from a station in distress, and except in answering or aiding that station shall refrain from sending any communication until there is assurance that not interference will result. 504. INSPECTIONS: Any employee shall permit inspection of the radio equipment in his charge and all FCC documents pertaining thereto, by a duly accredited representative of the FCC at any reasonable time. 505. LOCATIONS: The location of radio base and wayside stations, time such stations are attended, and assigned channels, will be designated by timetable or other instructions. 506. TRANSMITTING: Before transmitting, any employee operating a radio must listen a sufficient interval to be sure the channel is not already in use, give required identification, and listen for acknowledgment from the employee for whom the transmission is intended and must not proceed with transmission until such acknowledgment is secured. 507. IDENTIFICATION: Employees transmitting or acknowledging a radio communication must begin with the required identification, and must include the following in the order listed below: (1) Base or wayside stations; (a) Name or initials of the railroad. (b) Name and location or other unique designation of office or station. (2) Mobile units; (a) Name or initials of the railroad. (b) Train name (number), engine number, or words that identify the precise mobile unit. If an exchange of communication continues without substantial interruption, identification must be repeated each 15 minutes. After positive identification has been made in connection with switching, classification and similar operations wholly within a yard, fixed and mobile units may use short identification after the initial transmission and acknowledgment. 508. ACKNOWLEDGMENT: An employee receiving a radio call must not delay acknowledgment unless it would interfere with duties relating to safety. 509. REPETITION: An employee who receives a transmission must repeat it to the transmitting party except when the communication: (1) Relates to switching operations; (2) Is a recorded message from an automatic alarm device; or, (3) Is general in nature and does not contain any information, instruction or advice which could affect the safety of a railroad operation. 510. OVER: To indicate to the receiving employee the transmission is ended and that a response is expected, the transmitting employee must say the word "over". 511. OUT: To indicate to the receiving employee the exchange of transmissions is complete and that no response is expected, the transmitting employee must state his identification followed by the word "out". 512. MONITORING: When base and wayside stations or mobile units are manned, the radio must be turned on to the appropriate channel with volume adjusted to receive communications, and all transmissions directed to a manned station or mobile unit must be acknowledged. 513. MISUSE: Radio communication must not be used to avoid compliance with any rule. 514. NOT UNDERSTOOD OR COMPLETED: Any radio communication which is not understood or completed in accordance with these rules must not be acted upon and must be treated as though not sent. EXCEPTION: If any information is received which would affect the safety of employees, the public, or damage to property; the safe course must be taken, and, if necessary, movement stopped until an understanding has been reached. 515. TESTING: Radio used in train operation, outside yard limits, must be tested at the point where the train is originally made up. 516. OPERATIVE RADIO: Engineers and conductors must test the radios at least once during each tour of duty to ensure the radios are working. 517. TEST TRANSMISSION: Radio tests must consist of an exchange of voice transmissions with another radio and the quality and readability of its transmission must be ascertained. 518. MALFUNCTIONING RADIO: A malfunctioning radio must not be used and each crew member of the train and the train dispatcher or other designated employee must be notified by any alternate means of communication available as soon as practicable. 519. FIXED SIGNAL INFORMATION: Radio must not be used to give information to a train or engine crew about the name, position, aspect or indication displayed by a fixed signal, except between members of the same crew or when necessary to provide warning in an emergency. 520. LIEU OF HAND SIGNALS: When radio is being used in lieu of hand signals, both the direction and distance to be traveled must be given. Movement must be stopped in one half the distance specified unless additional instructions are received. 521. TRANSMITTING TRACK WARRANTS AND TRACK BULLETINS: When track warrants and track bulletins are transmitted by radio, they must be transmitted in accordance with applicable operating rules, and the following: (1) The train dispatcher shall state his intention to transmit a track warrant or track bulletin. (2) The employee who is to copy shall advise when he is prepared to copy. Track warrants and track bulletins may not be copied by an employee operating the controls of a moving engine. They must not be transmitted to the crew of a moving train dispatcher that safe operation of the train may be impaired. (3) Track warrants and track bulletins shall be copied in writing by the receiving employee in the format prescribed in the operating rules. 523. BLASTING OPERATIONS: Radio transmitters must not be operated when located less than 250 from blasting operations. 524. NOTICE OF VIOLATION: The railroad company is required to answer an official notice of violation of the terms of the Communications Act of 1934, as amended, within ten days from receipt of notice and employee receiving inquiry concerning any violation shall answer such inquiry within 24 hours after receipt of notice. 525. ASSIGNED FREQUENCIES: Radio transmitters authorized by the railroad company and operating on frequencies assigned to the railroad by the FCC must be used in railroad service. The use of other transmitters is prohibited. The use of railroad frequencies other than those assigned a particular territory is prohibited. 526. CLARITY: If necessary for clarity, a phonetic alphabet shall be used to pronounce any letter used as an initial, except initial letters of railroads. OTHER GENERAL RULES 600. TO WHOM EMPLOYEES REPORT: Employees whose duties are prescribed by these rules will report to and comply with instructions from the superintendent, and such others as may have the proper jurisdiction. They will comply with instructions issued by officers of the various branches of service when applicable to their duties. 601. GAMES, READING: Employees must not, while on duty, play games or read magazines, newspapers or other literature not concerned with their duties, or use radios, tape recorders or players or television sets other than those provided by the company. 602. SLEEPING: Employees must not sleep while on duty. Employees who are in a reclined position with eyes closed will be considered in violation of this rule. 603. WEAPONS: Employees are prohibited from having firearms or other deadly weapons, including knives with a blade in excess of three inches, in their possession while on duty or on company property except those authorized to have them in the performance of their duties or those given special permission by the superintendent. 604. DUTY-REPORTING OR ABSENCE: Employees must report for duty at the designated time and place. They must devote themselves exclusively to the Company's service while on duty. They must not absent themselves from duty, exchange duties, or substitute others in their place without proper authority. 605. SUBJECT TO CALL: Employees subject to call must advise where they can be reached and must not absent themselves from their usual calling place without notice to those required to call them. 606. UNAUTHORIZED EMPLOYMENT: Employees must not engage in other business or occupation without proper authority. 607. CONDUCT: Employees must not be: (1) Careless of the safety of themselves or others; (2) Negligent; (3) Insubordinate; (4) Dishonest; (5) Immoral; or, (6) Quarrelsome. 608. ALTERCATION: Employees must not enter into altercations, play practical jokes, scuffle or wrestle while on duty or on company property. 609. CARE OF PROPERTY: Employees are responsible for the proper care and use of railroad property entrusted to them. Upon demand by proper authority, they must return such property. Employees issued switch keys are responsible that such keys be used only by them in the proper performance of their duties. Employees must not appropriate railroad property for their personal use. 610. NOT PERMITTED ON EQUIPMENT: Unauthorized persons must not be permitted to be on trains, engines or cars. 611. ALTERING EQUIPMENT: Employees are prohibited from altering, nullifying, changing design of, or in any manner restricting or interfering with the normal intended function of any device or equipment on locomotives, cars or other railroad property without proper authority except in case of emergency, in which case report must be made to proper officer. 612. CLEAN PREMISES: Railroad premises must be kept in a clean, orderly and safe condition. Railroad buildings, facilities or equipment must not be marred or defaced. Only such information as is authorized by the proper officer or required by law may be posted in or upon railroad property. 613. 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. Property of the railroad must not be sold or in any way disposed of without proper authority. All articles of value found on railroad property must be cared for and promptly reported to proper authority. 614. GRATUITIES: employees must not discriminate between patrons of the railroad. The acceptance of gratuities or rewards from patrons, suppliers or contractors of the railroad is prohibited. 615. DIVULGING INFORMATION: Employees who are charged with the making up or handling of correspondence, reports, books, bills of lading, waybills, tickets or statistics of the railroad, and employees who are entrusted with the care and custody thereof, must under no circumstances permit unauthorized person access thereto, nor verbally or otherwise divulge any of the information contained therein. 616. HAZARDOUS MATERIALS: Employees whose duties are in any way involved in the handling of hazardous materials must have a copy of instructions or regulations for handling hazardous materials, be conversant with and comply with such instructions or regulations. 617. FIRE: Every precaution must be taken to prevent loss and damage by fire. The presence of fire on or near the right of way must be reported promptly to the train dispatcher unless such fires are being controlled. If there is danger of fire spreading to a bridge or other structure, trains must be stopped and members of the crew must assist in extinguishing fire. It is important that cause of fire be ascertained in each case and promptly reported. The conductor must notify the engineer and the train dispatcher promptly of fires which may have been started by their train. 618. DEFECTIVE EQUIPMENT: employees must observe the condition of equipment and tools which they use in performing their duties and if found defective must not use them until they are put in safe condition. Defects must be reported to the proper authority. 619. AVOIDING DELAYS: Trains and engines must be operated expeditiously, consistent with safety and observance of the rules. Unnecessary delays must be avoided. When practicable, train or engine crews desiring to stop train to eat must notify the train dispatcher at least one hour and thirty minutes in advance so that the stop for a meal will not unnecessarily interfere with or delay other trains. 620. RIDING ENGINE: When practicable, crew members on head end of freight trains must ride in control compartment of the engine but not more than six people may ride in the control compartment. When the conductor is riding the head end, he will ride in the control compartment. 621. FURNISHING INFORMATION: Employees must not withhold information, or fail to give all the facts, regarding irregularities, accidents, personal injuries or rule violations to those authorized to receive such information. 622. SAFETY RULES: Employees must have a copy, be conversant with and comply with safety rules issued in separate book or other form. 623. AIR BRAKES-TRAIN HANDLING: Employees whose duties are in any way affected by the operation of air brakes must have a copy of rules and instructions for the operation of air brakes and train handling and must be conversant with and obey such rules and instructions. 624. INSTRUCTIONS FOR TRAIN DISPATCHERS AND CONTROL OPERATORS: Train dispatchers have supervision over the movement of trains, and employees connected therewith, on their assigned territory. Train dispatchers and control operators must have a copy of rules and instructions for train dispatchers and control operators. They must be conversant with and obey such rules and instructions. 625. DUTIES OF FREIGHT CONDUCTORS: Freight conductors are responsible for the freight carried by trains in their charge and its delivery with any accompanying documents to its destination or terminals. They must keep required records. 626. REPAIRS TO FOREIGN CARS: Where repairs are made to foreign cars, a report on prescribed form must be made. 627. OVERHEATED WHEELS: When overheated wheels are found on a train, it must be stopped and held a minimum of ten minutes to allow the heat to equalize through the wheel. 628. INSPECTION OF FREIGHT CARS: Each car placed in train, where personnel are not on duty for the primary purpose of inspecting freight cars, may be moved after receiving safety inspection as follows: (1) A freight car with any defect that makes it unsafe for movement shall be corrected or set out of train. (2) Cars must be checked for: leaning or listing to side; sagging; improperly positioned on truck; anything hanging or dragging from car or extending from side; insecurely attached doors; broken or missing safety appliance; lading leaking from placarded hazardous material car; insecure coupling device; overheated wheel or journal; broken or cracked wheel; brake that fails to release or any apparent hazard likely to cause an accident. (3) Open top loads, including trailers and containers on flat cars, must be safely loaded. (4) Where width or height appears close to clearance lines, it must be known that the movement has been cleared with the proper authority. (5) Freight car with three bad order tags indicating that the car is safe to move may be handled to nearest car repair point. Conductor will remove one bad order tag from the side having two tags so that he will have written information relative to the restrictions, informing other crew members of such restrictions. 627(A). OVERHEATED WHEELS: When overheated wheels are found on a train, it must be stopped and held a minimum of ten minutes to allow the heat to equalize through the wheel. 628. FLAT SPOTS: Equipment with a wheel having flat spot in excess of two and one half inches in length; or adjoining flat spots, each of which is two inches in length, must not be moved in excess of 10 MPH. If such equipment is in a train, it must be set out at the first available point. 629. DUMP DOORS: Dump doors on cars must be closed after load is dumped. If necessary to move cars short distances with dump doors open, it must be known that doors and chains clear tracks and crossings. 630. EXCESSIVE DIMENSION LOADS: Excessive dimension loads should be placed on or near head end of trains. Instructions will be issued when excessive dimension loads are to be handled in train where clearance of structures is extremely close. Train must stop before passing such structures and movement made only on hand signals or verbal communication. If an excessive dimension load is in a train where the clearance at any structure or equipment on adjacent track is questionable and no instructions have been issued regarding handling such car, conductor will immediately notify the train dispatcher and take necessary action to ensure safety of movement. 631. OPEN TOP LOADS: Open top cars and open top TOFC loaded with poles, rail, limber, pipe or other commodities having any of the lading extending above the car or trailer ends that is liable to shift and protrude beyond the car ends, must not be place in trains next to: (1) Occupied outfit cars; (2) Passenger cars; or (3) Engine, caboose and shipments of automotive vehicles and machinery that are not fully enclosed when train's make-up and length permit. 632. SHIPMENTS SUSCEPTIBLE TO DAMAGE: Shipments with a painted or finished surface that are 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 such commodities as coal, sand, gravel, lime, soda ash, etc., subject to wind, vapor or fume action on adjacent cars, except when: (1) Loaded in cars that fully enclose the shipments; or, (2) Shipment is otherwise fully protected by being covered. Open top cars loaded with sand, gravel, lime, soda ash, etc., subject to wind, vapor or fume action, in other than solid trains must not be placed immediately ahead of occupied caboose. 633. ENGINE OPERATION: The engineer is responsible for the safe and efficient operation of the engine in his charge and all persons employed thereon must obey his instructions with regard to operation of the engine. An engineer trainee or other qualified employee may handle the engine under the close supervision of the engineer. Engineer must determine if any cars or units in the train require special handling by checking with the conductor. 634. ENGINES COUPLED TO EQUIPMENT: Engines coupled to equipment which includes occupied passenger cars must not be left without an authorized employee in charge. 635. ENGINES DETOURED: When trains are detoured over another railroad, the engineer that is an employee of the railroad's train being detoured will operate the engine, unless otherwise instructed by an officer of the railroad over which detour movement is being made. The pilot will keep him informed as to speed restrictions, signals, sidings and other physical characteristics of the road necessary for safe operation. 636. SEPARATING UNITS: Units of engines must not be separated until it is known that all cables, air hose, steam connections, and other connections have been disconnected. 637. ACCURACY OF SPEED INDICATORS: Engineers must verify accuracy of speed indicators not less than twice during each trip. First check must be made at first opportunity after engineer takes charge of engine. When it is found that speed indicator is not accurate to within three miles per hour plus or minus at speeds of 10 to 30 miles per hour and to within five miles per hour plus or minus at speeds above 30 miles per hour, report must be made to train dispatcher at first opportunity, indicating variance. 638. STOPPED IN TUNNELS: When an engine is stopped in a tunnel under conditions preventing prompt movement, diesel engines and steam generators must be shut down promptly, air brakes must be fully applied and in addition, hand brakes must be applied throughout the train to prevent movement should air brakes leak off. Local conditions must be carefully considered, as there may be situations where the exhaust gases are being carried away from the train by air currents, or where proximity to tunnel opening would make it unnecessary to shut down these engines. Safety of passengers and members of the crew must be the first consideration. 639. GASES AND EXHAUST IN TUNNELS: Dangerous gases present in exhausts from various types of engines, steam generators, or engines of the Waukesha or similar type may cause incapacities or fatalities if in sufficient concentration as might result when a train is stopped in a tunnel. Exhaust from such engines must not be located in close proximity of fresh air intake of passenger cars and care must be exercised at all times to see that there is sufficient ventilation where such engines are operated. In the event a passenger train, regardless of the type of power being used, is stopped in a tunnel, cars within the tunnel must have air circulating systems including air conditioning systems, ice machines and engine generators shut off, fresh air intake shutters closed, and blower fans shut off. The same action must be taken when a passenger train is stopped in snow of sufficient depth to prevent dissipation of exhaust gases. Certain gases are not readily detected by odors and this action must be taken immediately and time not wasted in determining when train my be started. Take safe course and act at once. Train dispatcher should be notified immediately so that proper arrangements can be made for protection of persons and equipment. 640. REPORTING ENGINE DEFECTS: Engineer will report any defect of the engine on form provided for that purpose, and notify relieving engineer, when practicable. 641. AGENTS: Station agents are under the direction of the superintendent and trainmaster, but will obey all instructions issued by officers of the Company relating to matters in which their respective departments may be concerned. They will exercise general supervision over all persons employed at their respective stations. They are responsible for efficient and economical operation of the station, and for keeping the premises neat and clean. They have jurisdiction over the buildings and other property of the Company at their station. Any information of possible action by any governmental body, corporation or individual, coming to their notice which may in any way affect the Company must be reported promptly to the superintendent. 642. OPERATORS: Operators are under the direction of the train dispatcher insofar as their duties are concerned in the handling of track warrants, track bulletins, lineups, the movement of trains and any other instructions issued by the train dispatcher. 650. YARDMASTERS: The general direction and government of a yard is under the direction of the yardmaster where one is employed. At such locations, employees in yard, train and engine service must comply with instructions from the yardmaster. Where no yardmaster is employed, such employees will be governed by instructions of agents or other designated employee in doing work at stations. The yardmaster is responsible for and shall have direct supervision over the work of yard crews, clerks and all other employees working in the yard and must see that they carry out their work in a safe, efficient and economical manner, in accordance with the rules, regulations and instructions of the Company. Yardmasters are charged with the prompt and regular movement of cars, also giving special attention to the proper make-up of trains and to their prompt movement into and out of the yard. PERSONAL INJURIES AND ACCIDENTS 800. CARE FOR INJURED: When passengers or employees are injured, everything possible must be done for their proper care. 801. DECEASED: In case of death on a train, the body should be left at first station where services of an undertaker are available unless otherwise directed by civil authorities. In case of death on Company property, or when a corpse is found on Company property, the body must receive proper care and, when necessary, be moved to a proper place to provide a clear passage for trains, after exact position in which it was found and surrounding conditions have been carefully noted, and must be left in charge of an employee or other responsible person until coroner or undertaker arrives. In all cases, the proper public officer must be notified promptly and a report must be made to the superintendent. 803. WITNESSES: In case of personal injury, loss of life, or damage to property in which a train is involved, the conductor must immediately secure the names, addresses and occupations of all persons involved, including all persons at the scene when the accident occurred and those arriving soon thereafter, regardless of whether these persons admit knowing anything about the accident. license numbers of automobiles nearby must be obtained. This information, obtained with assistance of other employees when necessary, should be included in reports covering such occurrences. Where signaling devices are provided, or crossing watchmen or flagmen are on duty, a special effort should be made to determine who, among the witnesses, can testify whether the signaling devices were functioning properly or if the crossing watchman of flagman was properly performing his duty. Names of witnesses who can testify relative to bell and whistle signals must be obtained when possible to do so. 804. EQUIPMENT INVOLVED: If an accident causes personal injury or death, all tools, machinery and other equipment involved, including premises where such accident occurred, must be promptly inspected by foreman or other person in charge of work or by other competent inspectors. A report of such inspection, stating the conditions found and names of persons making the inspection, must be promptly forwarded to supervising officer of person making the inspection. If requested by the general claims department, such equipment must be marked for identification and placed in custody of responsible officer or employee. 805. MECHANICAL INSPECTION: When engines, or cars or other rolling stock are involved in an accident resulting in personal injury or death, an inspection of the equipment must be made before such equipment leaves the place of accident. A further inspection must be made at first terminal by competent employee of the mechanical department. Report of the result of such inspection must be promptly forwarded to superintendent. 806. REPORTING: All cases of personal injury, while on duty, or on company property must be promptly reported to proper officer on prescribed form. Personal injury occurring while off duty that will in any way impair the performance of the duties of an employee must be reported to the proper authority as soon as possible and prescribed written form completed upon return to service. 807. STATEMENTS: Except when authorized by proper authority: (1) Information concerning accidents or personal injuries occurring to person who are not employees, must not be given to anyone except authorized representative of the Company or an officer of the law. (2) Information contained in the fact incident to the injury or death of an employee must not be furnished to anyone except a person in interest, such as the injured employee, or an immediate relative of the injured or deceased employee, or to an officer of the law; and, (3) Information contained in the files or in other privileged or confidential reports of the Company concerning accidents or personal injuries must not be divulged, except to an authorized representative of the Company.