21st Century U.S. Military Manuals: Railway Operating and Safety Rules Field Manual - FM 55-21 (Value-Added Professional Format Series)
U.S. Army, U.S. Military, Department of Defense
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RAILWAY OPERATING AND SAFETY RULES
FIELD MANUAL No. 55-21
HEADQUARTERS DEPARTMENT OF THE ARMY
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PREFACE
The US Army may be called on to operate railroads worldwide. This manual provides a standard code of operating rules for personnel engaged in the operation of military railways. The rules given in this publication are consistent with those of railroads throughout the United States and many foreign countries. Some rules have been modified to be adaptable to operating conditions peculiar to military railroads.
In order to work productively and safely, personnel must be knowledgeable of and obey the rules and special instructions of the military railroad. Commanders of railway units and installations or activities assigned and using railway equipment are responsible for selecting, training, and testing railway operating personnel in accordance with this manual and AR 611-201.
The proponent of this publication is HQ TRADOC. Submit changes for improving this publication on DA Form 2028 (Recommended Changes to Publications and Blank Forms) and forward it to Commandant, US Army Transportation School, ATTN: ATSP- TDL, Fort Eustis, VA 23604-5399.
Unless otherwise stated, whenever the masculine gender is used, both men and women are included.
CHAPTER 1
GENERAL RULES
Department of the Army railways include all railways constructed, maintained, or operated for Army use, whether by military personnel or by civilian personnel under military direction. Department of the Army railways are classified as military and utility railways. Personnel must be knowledgeable of the following terms to understand and comply with the railway operating and safety rules. These rules pertain to the safe operation of the Department of the Army railways and contain other general information for operators and other railway personnel.
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 permissive block (APB)— A designated section of track or tracks within which the movement of trains will be governed by block signals, which supersede the superiority of trains. The block signals may be controlled manually or automatically.
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 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 APB, ABS, ACS, CTC, or interlocking limits.
Cab Signal— A signal located in the engineer's compartment or cab indicating a condition affecting the movement of a train or engine. Cab and interlocking signals are used together and along with or in place of block signals.
Centralized traffic control (CTC)— A remotely controlled block signal system under which train movements are authorized by block signals whose indications supersede the superiority of trains.
Controlled siding— A siding within CTC or interlocking limits. Authorization for use of controlled siding is governed by signal indication or control operator.
Controlled signal— An absolute signal, whose aspect 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 one direction, specified by the rules.
Distant signal— A fixed signal outside of a block system, used to govern the approach to a block signal, interlocking signal, or switch point indicator. It will not convey information as to conditions affecting the use of the track between the distant signal and block signal, interlocking signal, or switch point indicator to 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 which the current of traffic is in a specified direction on one track, and in the opposite direction on the other.
Dual control switch— A power-operated switch, also equipped for hand operation.
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.
Extra train— A train not authorized by timetable schedule. Trains may be designated as extra or work extra.
Extra— For any extra train except work extra, the movement of which is authorized in a specified direction.
Work extra— For any extra train authorized by Form H train order, the movement of which maybe in either direction within specified limits.
Fixed signal— A signal of fixed location indicating a condition affecting the movement of a train.
Initial or originating station— The first station on each subdivision from which a train is authorized to occupy the main track.
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 between the outer opposing absolute signals of an interlocking.
Interlocking signals— The fixed signals of an interlocking, governing trains using interlocking limits.
Main track— 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— Any personnel 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.
Register station— A station at which a train register is located.
Regular train— A train authorized by a timetable schedule.
Restricted speed— A speed not exceeding 20 mph 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, and will allow looking out for broken rail.
Schedule— That part of a timetable which prescribes class, direction, number, and movement for a regular train.
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.
Superior train—A train having precedence over another train.
Switch point indicator— A light type indicator used in connection with facing point movement over certain switches to indicate proper fit of switch points.
Terminating station— The last station on each subdivision to which a train is authorized to occupy the main track.
Timetable— The authority for the movement of regular trains subject to the rules. It may contain classified schedules and includes special instructions.
Track bulletin— A notice containing information as to track conditions or other conditions necessary for the safe operation of trains or engines.
Track permit— A form used to authorize occupancy of main track where designated by special instructions.
Track side warning detector— Wayside detectors provided at various locations as shown in the timetable which detect such conditions as overheated journals, dragging equipment, excess dimensions, shifted loads, high water, and slides.
Track warrant control (TWC)— A method of authorizing movements of trains or engines or protecting personnel or machines on a main track within specified limits in territory designated by special instructions or general order.
Train— An engine(s) with or without cars, displaying a marker and authorized to operate on a main track.
Train register— A book or form used at designated stations to register time of arrival and departure of trains, and other information as maybe prescribed.
Variable switch— A switch, designated by letter "V" or bowl painted yellow that remains lined in the position to which it is forced when trailed through the switch points.
Yard— A system of tracks, other than main tracks and sidings, used for making up trains, storing cars, and for other purposes.
Yard limits— A portion of main track designated by yard limit signs and by timetable, train order Form T, or track bulletin, used by trains and engines as prescribed by Rule 93.
Yard engine— An engine assigned to yard service.
SAFETY RULES
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. Personnel must use care to prevent injury to themselves and to others. They must be alert and attentive at all times when performing their duties and plan their work to avoid injury.
Authorized personnel must report any accidents; personal injuries; defects in track, bridges or signals; or any unusual conditions affecting the safe and efficient operation of the railroad by the first means of communication. A written report must follow promptly when required.
OPERATING RULES
Personnel whose duties are prescribed by operating rules must have a copy available for reference while on duty. Personnel whose duties are affected by the timetable or special instructions must have a current copy immediately available for reference while on duty. Personnel must be familiar with and obey all rules and instructions. If they are in doubt as to the meaning of any rule or instruction, personnel must ask their supervisor for an explanation. They must attend required classes and pass the required examinations.
Rules may be issued, cancelled, or modified by general order, timetable, or special instructions. When authorized by the superintendent or battalion commander, general orders or special instructions may be cancelled, modified, or issued by train order Form Q or track bulletin.
Personnel must cooperate and assist in carrying out the rules and instructions, and must promptly report any violations to the proper officer. They must also report any condition or practice affecting the safety of trains, passengers or personnel, and any misconduct or negligence affecting the interest of the government.
Personnel must expect the movement of trains, engines, cars or other movable equipment at any time, on any track, in either direction. They must not stand on the track in front of an approaching engine, car, or other moving equipment. Personnel must know the location of and the standard minimum clearance of structures and obstructions.
Personnel 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, personnel 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.
Train and engine service personnel must not occupy the roof of a freight car or caboose under any circumstances. Other personnel whose duties require them to occupy the roof of a car or caboose may do so only when equipment is standing.
SPECIAL RULES
Rules with the prefix "S" apply to single track only. Personnel must be familiar with the following terms as they apply for special orders.
Car(s)— Railroad cars.
Conductor (or yard engine foreman)— Individual in complete charge of a train crew.
Control operator— Person assigned to operate a centralized traffic control (CTC) or interlocking control machine or authorized to grant track permits.
Engineman— Engineers, firemen, or hostlers.
Flagman— Any soldier providing flag protection.
Foreman— A soldier in charge of work.
Trainman— Conductors, brakemen, yard engine foremen, switchmen, and yard helpers.
Train(s)— Used in connection with speed restrictions, flag protection, the observance of all signals (except train order signals) and signal rules, also applies to engines.
Special instructions— Special instructions contained in the timetable or in pamphlet supplemental to the timetable.
When there are multiple rules under the same number followed by a suffix letter, each rule is considered as a separate rule. W bile rules are subdivided for convenience, they apply equally to all, and must be observed wherever they relate in any way to the discharge of personnel duties.
The following authorized abbreviations are used in train orders, track warrants, track bulletins, or clearances. Initials are authorized for use in place of the train dispatcher's signature. The usual abbreviations for names of the months, except May, June, and July are also allowed.
Authorized Abbreviations for Use in Train Orders
ABR absolute block register
ABS Automatic Block Signal System
ACS Automatic Cab Signal System
AMTK Amtrak
APB absolute permissive block
ATC automatic train control
ATS automatic train stop
C&E conductor and engineer
com complete
condr conductor
CTC centralized traffic control
dispr dispatcher
div division
eng engine
engr engineer
frt freight
jct junction
max maximum
MW maintenance of way
msgr messenger
reins minutes
MP mile post
mph miles per hour
no number
OK correct
opr operator
orig originating
psgr passenger
subdiv subdivision
supt superintendent
TWC track warrant control
YM yardmaster
CHAPTER 2
OPERATING RULES
The rules in this chapter have been adapted for use for Department of Defense (DOD) railways. They pertain to the use of time and timetables.
STANDARD TIME
Rule 1. Standard clocks. Standard clocks will be identified by a sign "Standard Clock." Standard clocks should indicate the correct time. If necessary, assigned personnel at each location must set clock to correct time.
Rule 2. Time Service Requirements. While on duty, personnel designated by the Army railroad must have and use a watch which conforms to the requirements of that railroad. Personnel must not have an unauthorized watch on their person. Instructions issued by the Army railroad will govern inspection of watches and other time service requirements. Continental time is used where authorized.
Rule 3. Time Comparison. Designated personnel will compare their watches with a standard clock before beginning each day's work. Watches that vary more than 30 seconds from the time on a standard clock, must be set to correct time. When required, personnel will record the time that watches are compared with a standard clock on the prescribed form. Where a standard clock is not available, designated personnel will obtain the correct time from the train dispatcher or from any personnel who made time comparison.
Conductors must, when practicable, compare time with their engineer before starting each trip or day's work. At the first opportunity, other members of the crew must compare time with the conductor or engineer.
TIMETABLES
Rule 4. Change of Timetable. From the moment it takes effect, each timetable supersedes the preceding timetable, and its schedules take effect on any subdivision at time of departure at the initial station on such subdivision. When a new timetable takes effect, any train authorized by the preceding timetable loses both right and schedule and afterwards can proceed only when authorized as an extra.
Schedules on each subdivision date from their initial station on such subdivision and will be assumed only from their initial station on such subdivision. Not more than one schedule of the same number and day shall be in effect on any subdivision.
Rule 4 (A). Notice New Timetable. Notice of new timetable, timetable supplement, or special instructions must be issued by general order and posted at least 24 hours before effective time. Train order Form Q or track bulletin must be issued not less than 24 hours before effective time and continue for 6 days after effective time to conductors, engineers, and yardmasters.
Rule 4 (B). Special Instructions. Special instructions supersede any rule or regulation with which they conflict.
Rule 4 (C). General Orders, Circulars, Bulletins, and Notices. General orders are numbered consecutively and are issued and cancelled by authority and over the signature of the officer in charge or other designated officer. General orders contain only information or instructions relating to the rules or movement of trains or engines. They supersede special instructions or any rule or regulation with which they conflict.
Circulars, bulletins, notices, and other information and instructions are issued as required and remain in effect until cancelled. General orders, bulletins, notices, and circulars are posted in books and on bulletin boards at stations designated in the timetable. Trainmen, enginemen, and others whose duties require, must review them before beginning each day's work or trip. Conductors, engineers, and train dispatchers record the highest number of general orders on the prescribed form. Conductors and engineers operating over more than one division must review the general orders and bulletins at the initial point on each subdivision, except where they have reviewed them for each division at the beginning of their trip or tour of duty.
Rule 5. Schedule Time. Where one time is shown in timetable schedule at a station, it is the leaving time. At a terminating station, it is the arriving time. Where two times are shown, they are arriving and leaving times.
Scheduled meeting or passing stations may be indicated by time shown in full-face type. The numbers of the schedules to be met or passed may be shown by smaller, adjacent figures.
Rule 5 (A). Where Time Applies. Unless otherwise specified by train order or special instructions, except where centralized traffic control (CTC) rules are in effect, scheduled leaving time and train order time applies on single track, at the clearance point of siding switch where an opposing train clears the main track. Where there is no siding, and on multiple main tracks, time applies at the station sign.
Rule 5 (B). Not Leave Before. A train must not leave a station in advance of its schedule leaving time.
Rule 5 (C). Receive or Discharge Traffic. Trains scheduled to receive or discharge traffic at a station must not leave the point where such traffic is received or discharged before the time shown in the schedule.
Rule 6. Letters Schedule Column. The letter "s" placed in schedule column indicates regular stop. The letter "f" indicates flag stop to receive or discharge traffic.
Rule 6 (A). Timetable Characters. Letters or symbols placed in timetable station column indicate conditions or requirements prescribed by special instruction applicable to specific locations. Information concerning the type of operation may be shown by brackets in station column of timetable.
SIGNALS AND THEIR USE
Rule 7. Proper Signal Appliances. Personnel that display signals or whose duties may require them to give signals, must have the proper appliances. They must keep their appliances in good order and ready for immediate use.
Rule 7 (A). Vigilance for Signals. Personnel must keep a vigilant lookout for signals and act on them strictly according to the rules. Personnel must use the utmost care to avoid acting on signals that are not understood, or that may be intended for other trains or engines. In case of doubt, personnel must reach an understanding before movement is made.
Rule 7 (B). Giving Signals. Personnel giving signals must be located in positions where they are plainly seen. Signals must be given in a way which can be clearly understood. When practicable, all hand signals must be given on the engineer's side of track; but they must be respected when received from either side.
Rule 7 (C). Signal Disappearance. When backing or shoving a train, engine, or cars in response to hand signals, personnel giving such signals, or the light by which such signals are given, must not disappear from view. The disappearance of personnel or lights from view must be regarded as a stop signal, unless the person on leading car has control of air brakes.
When train or engine movements are made in response to radio communication, such as in switching operations or picking up or setting out cars, specific instructions are given for each movement. When backing or shoving train, engine, or cars, the distance of the movement must be specified and movement stopped within one-half the specified distance unless more instructions are received. Failure to maintain radio contact with the personnel directing the movement by radio must be regarded as a stop signal.
Rule 7 (D). Prescribed Signals. Flags or lights of a prescribed color must be used by day, and lights or reflecting flags of a prescribed color and type by night. Flags may be cloth, metal, or other suitable material. Day signals are displayed from sunrise to sunset. Night signals are displayed from sunset to sunrise and at any time when day signals cannot be plainly seen.
Rule 7 (E). Flagman's Signals. The flagman must use day signals which consist of a red flag, minimum of eight torpedoes, and six red fusses; and night signals which consist of a white light, minimum of eight torpedoes, and six red fusees.
Rule 8. The hand and flag signals are given in the same manner as lantern signals (see Figure 1).
Rule 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 purposes, if they are understood by all crew member: When not involved in giving hand signals, personnel must avoid making motions which may be construed as a 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 possible. Crew members must understand exactly which moves will be made while radio is being used to control the movement of a train or engine. During that time, hand signals will not be given to the engineer nor acted upon with the exception of stop signals given when necessary to stop the movement.
Rule 10. Temporary Restrictions. When practicable, a yellow flag will be displayed not less than 2 miles in advance of each location where train movement is restricted by train order, track bulletin, or general order due to track conditions, structures, men, or equipment. Restriction specified by train order, track bulletin, or general order must be complied with until rear of train has passed the green flag or until the train has cleared the limits of the restriction when a green flag is not displayed.
When a yellow flag cannot be placed 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 train order, track bulletin, or general order.
When a yellow flag is displayed and restriction is not specified by train order, track bulletin, or general order, speed must be reduced. The train must be prepared to stop short of flagman, red flag, or men and equipment fouling track 2 miles beyond yellow flag and speed must not exceed 10 mph. After rear of train has passed a green flag or has reached a point 4 miles from the yellow flag, speed may be resumed where Rule 10 (D) is in effect. Where Rule 10(D) is NOT in effect, speed must not be increased until the train dispatcher ensures the crew that there is no train order or track bulletin restricting movements at that location.
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 a yellow flag is to be placed in advance of a temporary speed restriction or track condition, a yellow flag and a green flag will be placed only for trains moving with the current of traffic. When protection is to be provided for men and equipment, this will not apply and flags must be placed in both directions on each track affected.
Rule 10 (A). Display of Red Flag. A red flag will be displayed at locations where trains must stop as required by Form Y train order, track bulletin, or 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.
After authority to proceed is received, if Form Y train order or track bulletin is not in effect, train must not exceed 10 mph until rear has passed green flag or has reached a point 2 miles from the red flag. Foreman may authorize a different speed or distance if necessary.
Rule 10 (B). Between Rails. When a red flag is displayed between the rails of any track other than the main track, the train must stop and not proceed until the flag has been removed by a unit of the class that placed it.
Rule 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, train order, track bulletin, 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 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.
Rule 10 (D). Protection by Yellow Flag. On subdivisions where maximum speed does not exceed 35 mph, and where authorized by special instructions, speed may be restricted to 10 mph for a distance of up to 2 miles without train orders, track bulletins, or general orders. Protection for men or equipment on main track must be provided by displaying yellow flags as prescribed by Rule 10. This protection will extend from a point 2 miles from the yellow flag until the rear of the train has passed a green flag or has reached a point 4 miles from the yellow flag.
Rule 10 (E). Permanent Speed Signs. Permanent speed restriction signs, as prescribed in special instructions, 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 at 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.
Rule 11. Unattended Fusee. A train finding an unattended fusee burning on or near its track must stop until fusee burns out. The train must then proceed at restricted speed for a distance of one mile from point where fusee was displayed. Care must be used to avoid placing fusees where they may cause fires.
Rule 12. Torpedoes. The explosion of one or more torpedoes requires a train to immediately reduce to restricted speed for a distance of 2 miles from the explosion point. When placing torpedoes, be sure that they are placed on the rail not less than 150 feet apart. They must not be placed near station buildings, crossings, or on anything other than main tracks or sidings. When there is a possibility that they may be covered by snow, a duplicate set will be placed on the opposite rail to explode simultaneously.
Rule 14. Engine Bell. Except where the momentary stop and start is a continuous switching movement, the engine bell must be rung when the engine is about to be moved, while passing through tunnels, and, except when shoving cars, while approaching crossings at grade. Ringing must begin sufficiently in advance of entering crossing to provide warning. If distance permits, warning must be given not less than one-fourth mile before reaching crossing and continue until crossing is occupied. Ring bell elsewhere when necessary as a warning signal.
Rule 15. Required Whistle Signals. Sound whistle frequently when visibility is impaired by weather conditions. In the event of whistle failure, ring the bell continuously while moving.
Figure 2 shows the required whistle signals for short and long sounds. Short sounds are indicated as "o" and long sounds as " —."
Rule 16. Communicating Signals. Each car of a passenger train must be connected with the engine by a communicating signal appliance unless radio communication between conductor and engineer is provided. The radio may be used in place of communicating signals to convey information.
Should both systems become inoperative, hand signals must be used. The signals prescribed in Figure 3 are illustrated by "o" for short sounds, and "-" for long sounds.
Rule 17. Headlight Display. Except as provided in Rule 16(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 has stopped clear of the main track to meet a train or is standing to meet a train at the end of multiple main tracks or at a junction.
Rule 17(A). Headlight Failure. At night, if the headlight on a train fails, a white light must be used in its place. If train is moving, the bell must be rung continuously, the whistle sounded frequently, and the train dispatcher notified at the first opportunity.
Rule 17(B). Dimming Headlight. Headlights must be dimmed under the following conditions, except when approaching and passing over public crossings at grade:
• At stations and yards where switching is being done.
• When standing close behind another train.
• While standing on main track awaiting arrival of an approaching train that is to take siding.
• When approaching and passing head end and rear end of train on adjacent track.
• When the safety of employees so requires or to permit passing of signals.
Rule 17 (C). Headlight Front and Rear. When moving, engines must display a headlight to the front and rear by day and night. 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.
Rule 18. Oscillating White Light. When leading end is equipped with oscillating white light on engines, it must be operated both day and night when moving. 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.
Rule 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 when 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 of Rule 99 or Rule 102. The red light must be extinguished when no longer required.
Rule 19. Markers. A prescribed marker will be displayed at the rear of every train to indicate the rear of the train. From one hour before sunset to one hour after sunrise, when weather conditions restrict visibility to less than one half-mile and at times prescribed by special instructions, the marker must be illuminated either steady or flashing. Markers will be white or in the red-orange-amber color range. When an engine is operating as a train without cars, or at the rear of a train, the trailing headlight illuminated on dim may be used as a marker. Flags may be used during daylight one hour after sunrise to one hour before sunset.
A train may proceed without a marker to the next forward location where the marking device can be repaired or replaced if—
• The marker becomes inoperative en route.
• A defective car is placed at the rear for movement to a car repair point.
• The rear portion of the train is disabled and the prescribed marker cannot be displayed on rear car of portion to be moved.
The marker must be inspected at each crew change point to ensure that it is properly displayed. When a crew leaves a portion of their train, they must not handle a caboose as the rear of the head portion which would indicate that the train is complete.
Rule 24. Engine Identifying Number. On trains, the engine number must be illuminated on engines equipped with number lights. 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 possible, the number of the leading unit must be used.
Rule 25. Signs Protecting Equipment. When a sign reading "STOP — TANK CAR CONNECTED," "STOP MEN WORKING," "PERSONNEL 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 which would block or reduce the view of the sign.
Rule 26. Blue Signal Protection of Workmen. The following terms and definitions apply when used in Rule 26:
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 that the blue signal is clearly distinguishable.
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.
Effective locking device — A lock that can be locked or unlocked only by the craft or group of workmen applying the lock when used in relation to a manually operated switch or a derail.
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.
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.
Switch providing direct access— A switch which, if traversed by rolling equipment, could permit that rolling equipment to couple to the equipment being protected.
Workmen — Railroad personnel 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 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 personnel positioned inside or alongside a caboose, engine, or passenger car.
(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 (5) and (6) 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 in such a way 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. Signals may be removed or discontinued only 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. On a main track a blue signal must be displayed at each end of the rolling equipment. On any track other than main track, one of the following methods of protection or a combination thereof must be provided:
• Each manually operated switch, including trailing point crossover switch, providing direct access must be lined against movement to that track, secured by an effective locking device, and a blue signal must be placed at or near each switch. The facing point crossover switch must be Iined against a crossover movement and secured by an effective locking device.
• A derail which can restrict access to that portion of track where work will be performed must be locked in derailing position with an effective locking device. It must be positioned 150 feet from the rolling equipment to be protected, or positioned 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 or where remote control switches provide direct access. The person in charge of the workmen must notify the person in charge of the switches of the work to be performed. The person in charge of such switches will then inform the workmen that the switches involved have been lined against movement to that track and devices controlling the switches have been secured. The individual 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 individual in charge of remote control switches must keep a written record of each notification for 15 days. This record must contain the-
• Name and craft of the person in charge requesting the protection.
• Number or other designation of the track involved.
• Date and time person in charge of workmen notified that protection has been provided.
• Date, time, name, and craft of the person in charge of workmen authorizing removal of the protection.
(3) Also, 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 person 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 person at the controls of the engine must be notified and appropriate measures must be taken to protect the person performing such work.
(5) 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 under the exclusive control of mechanical forces when operated by an authorized person under the direction of the person in charge of workmen. This may be done after the blue signal has been removed from the controlling engine to be repositioned and the workmen have been warned of the movement.
(6) Rolling equipment protected by blue signals on car shop repair tracks under the exclusive control of car department forces may be repositioned with a car mover. Workmen must be warned of the movement. The car mover must be operated by an authorized person under the direction of the person in charge of the workmen.
Rule 27. Improperly Displayed. A signal improperly displayed, the absence of a fixed signal where a signal is usually shown, or the absence of a flag or sign where required is regarded as the most restrictive signal indication given, except when semaphore arm is displayed. When semaphore is displayed, it will govern. Improperly displayed signals or absence of fixed signals, flags, or signs must be promptly reported to train dispatcher.
Rule 28. White Flag. A white flag or a white light must be used to stop a train to receive traffic only at the flag stations indicated on its schedule or in special instruct ions.
Rule 29. Acknowledge Stop Signal. When a signal, except fixed signal, is given to stop a train it must be acknowledged. When flagged, the engineer must obtain a thorough explanation from the flagman before proceeding.
Rule 34. Observe and Call Signals. Crew members in the control compartment of the 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 the signal, other crew members must remind the engineer or conductor of the rule requirement. If there is no response, or the engineer is incapacitated, other crew members must take immediate action to ensure safety. Crew members may use emergency brake valve to stop the train if necessary.
SUPERIORITY OF TRAINS
Rule 70. Right, Class, Direction. A regular train is superior to another regular train on single track by right, class, or direction. On multiple main tracks a regular train is superior by right or class. An extra train is made superior to another train only by train order. Extra trains have no superiority by class or direction. Right is conferred by train order; class and direction by timetable. Right is superior to class and direction.
Rule S-71. Class and Direction. First class trains are superior to second class trains and extras. Second class trains are superior to opposing extras. Regular trains in the direction specified in the timetable are superior to trains of the same class in the opposite direction.
Rule 71(A). Multiple Main Tracks. On multiple main tracks, first class trains are superior to second class trains and extras in the same direction.
MOVEMENT OF TRAINS AND ENGINES
Rule 80. Communication Identification. When personnel initiate communication by telephone or radio, they must give name, location and, when applicable, train or engine number.
Rule 80 (A). Repeat Instructions. Instructions or information received verbally relating to train or engine movements must be repeated by the person receiving such instructions or information.
Rule 81. Initiating Movement. A crew which has not received a clearance or track warrant must be ensured by the train dispatcher that there are no train orders or track bulletins that they must obtain before initiating movement on a main track.
Rule 81 (A). Main Track Authorization. Main tracks must not be occupied unless authorized by one of the following:
• Timetable schedule.
• Rule 93.
• Rule 94.
• Rule 97.
• Rule 97(A).
• Rule 97(B).
• Rule S-227.
• Rule S-250.
• Rule 252.
• Verbal authority from train dispatcher within absolute permissive block (APB) limits, or from control operator within CTC or interlocking limits.
• A proceed indication of a controlled block or interlocking signal within CTC or interlocking limits.
• Rules 400 through 413.
An exception to Rule 81(A) is that when it is necessary to foul or occupy a main track without authority, protection must be provided in both directions as prescribed by Rule 99.
Rule 82. Schedules in Effect. Timetable schedules are in effect for 12 hours after their time at each station unless they are fulfilled, annulled by train order, or abolished by general order for the life of the timetable.
Regular trains more than 12 hours behind either their schedule arriving or leaving time at any station lose both schedule and train order authority. After losing both schedule and train order, regular trains can proceed only when authorized as an extra.
Rule 82 (A). Clearance Initial Station. Except within track warrant control (TWC) territory, a train must not leave its initial station on any subdivision without a clearance, unless authorized by train order, verbal instructions from train dispatcher, or special instructions or general order.
Rule 83. Train Register Requirements. Stations at which train registers are located will be designated in the timetable. At such stations, unless otherwise specified by special instructions or train order, the conductor or engineer of all trains except work extras, will enter all required information in the train register. When authorized by special instructions or train order, trains may register by ticket when operator is on duty, unless it is necessary to check the register.
The conductor may verbally authorize the operator to enter only the time of departure on the train register. When registering by ticket the operator will enter all information in the train register and report the train to the train dispatcher from the train register.
Rule 83 (A). Check on Superior Trains. Except where superiority of trains is superseded by signal indication or a train has authority to proceed ahead of or against overdue superior trains, a train must not proceed until it has been assured in one of the following ways that all superior trains due have arrived or left:
• Checking timetable and train register.
• Use of timetable and train order Form V.
• Use of timetable and register check on prescribed form, filled out by the conductor or engineer, which must be shown to other crew members.
• Proper identification, either visual or by direct communication between the two crews involved. Identification of a work extra by a restricted train must include confirmation by the work extra's conductor that all of their train has arrived. When a work extra is identified, it must not occupy the main track ahead of the train to which identification was given unless a further understanding has been reached between the two crews involved.
• Verbal information from train dispatcher. This information may be relayed, using the words "Train dispatcher advises (train) (has arrived) (has passed) (station) ."
Rule 83(B). Check on Extras. The train register must not be used by a restricted train as evidence of the arrival or departure of an extra train unless authorized by train order Form W.
Rule 83(C). Delayed Departure. When a train cannot depart at the time registered, the conductor or the engineer must provide protection to ensure that affected trains in the same direction are not allowed to depart without being informed of the delay.
Rule 85. Leaving Main Track. Except where superiority of trains is superseded by signal indication, when a train is superior to another train in the same direction and leaves the main track it must not permit the inferior train to pass without train order authority.
Rule 86. Clearing Same Direction. In automatic block signal system (ABS) territory, an inferior train must be clear of a superior train in the same direction sufficiently in advance to avoid giving a restrictive signal indication to the following superior train. The location of the superior train may be determined by radio or other means of communication. Outside of block system limits, an inferior train must be clear of a superior train at the time the superior train is due to leave the next station in the rear where time is shown.
Rule 86 (A). Instructed to Clear. Within block system limits, a train instructed by the train dispatcher to clear a following train must clear such train enough 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.
Rule 86 (B). Work Extra Against Current of Traffic.
On tracks where current of traffic has been established, a work extra must not move against the current of traffic against extras unless protected by train order or a flagman. A work extra moving against the current of traffic must clear the main track not less than 5 minutes before the timetable schedule leaving time or train order waiting time of regular trains moving with the current of traffic on the same track.
Rule S-87. Clearing Opposing Trains. An inferior train must clear the main track not less than 5 minutes before the timetable schedule leaving time or train order waiting time of an opposing superior train.
Rule 87 (A). Protection When Failed to Clear. A train failing to clear the main track by the time required must be protected as prescribed by Rule 99 at that time.
Rule S-88. Take Siding Meeting Point. At meeting points established by Form S-A train order, the train order must specify which train will take siding, except where movements at each end of siding are governed by controlled signals.
Rule 88 (A). Movement Extra Trains. Except in CTC, APB and TWC territory, or within interlocking limits, extra trains will be governed by train orders with respect to opposing extra trains.
Rule 89. Stopping Clear. A train stopping where it may be met or passed must stop and remain not less than 400 feet from the clearance point of facing point switch over which a train may pass, if length of train permits.
Rule 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. If necessary to back in or back out, the movement must be protected by a flagman unless authority for occupancy and protection on main track is otherwise provided. At meeting points, the train holding main track must stop as required by Rule 89, unless the train to be met is clear of the main track and switch is properly lined. 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. Within ABS, the switch must not be lined until the opposing train has entered the block in advance.
Rule 90. Calling Attention to Restriction. When a train approaches a point where it is to wait, meet, or be passed by another train or is restricted in any manner by train order, track warrant or track bulletin, the conductor must call the attention of the engineer to the restriction when practicable, after passing the last station, but not less than 2 miles from point of restriction. On passenger trains, if radio communication is not available, conductor must sound signal 16(h) after passing the last station, but not less than 2 miles from point of restriction, and engineer must answer by whistle signal 15(o). Should engineer fail to comply with restriction, the conductor must stop train.
Rule 91. Spacing Trains Same Direction. Outside block system limits, a train must not follow another train which has passed or a train which has been overtaken until 10 minutes after the preceding train has departed.
Rule 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. Inferior trains and engines must clear the main track at the time a first class train is due to leave the nearest station in the direction of its approach where time is shown. Trains must clear other trains which are superior as prescribed by Rules 86 and S-87.
In ABS territory, information issued by the train dispatcher, either verbally or by message, maybe used to determine when delayed first class trains are due to leave the nearest station where time is shown.
Movements within yard limits must be made at restricted speed, unless the main track is known to be clear by a clear, approach limited, advance approach or diverging clear signal. Movements against the current of traffic must not be made unless authorized and protected by train order, track warrant, yardmaster, or other authorized personnel.
Rule 94. No Superiority of Trains. Between designated points specified in the timetable, trains and engines may use main tracks in either direction not protecting against other trains or engines. All movements must be made at restricted speed. Within these limits, trains and engines are not required to clear superior trains, but must give way to them as soon as practicable upon their approach.
Rule 97. Authorizing Extras. Extras will be authorized in one of the following ways:
• Train order.
• Numbered clearance as prescribed by Rule 97(A).
• Block signals or verbal authority from control operator where CTC or interlocking rules are in effect.
• Verbal authority from the train dispatcher within APB limits to run with the current of traffic where Rule 251 is in effect.
• Special instructions or general order.
• Rule S-227, where absolute block register is in effect.
• As prescribed by Rules 400 through 413, where TWC is in effect.
Rule 97 (A). Numbered Clearance. The train dispatcher may authorize an extra to move in one direction by a numbered clearance which must show, following the address, the station to which the extra is authorized to run, indicating route if necessary. Such authority may be annulled by train order. The numbered clearance does not authorize the extra to occupy the main track at the originating or terminating station.
Rule 97 (B). Authorizing Work Extra. Work extras must be authorized by train order.
Rule 98. Railroad Crossings, Drawbridges, End of Multiple Main Track. Unless protected by block or interlocking signals, trains and engines must be prepared to stop as they approach railroad crossings at grade, drawbridges, and end of multiple main track. Where protected by stop signs, they must stop before any part of the train or engine passes the stop sign and they 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 used, trains and engines must stop and remain 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 the crossing if it is safe to proceed.