FM 55-21

RAILWAY OPERATING
AND
SAFETY RULES

JULY 1989

Approved for public release; distribution is unlimited.

HEADQUARTERS, DEPARTMENT OF THE ARMY

 *FM 55-21

FIELD MANUAL HEADQUARTERS

No. 55-21 DEPARTMENT OF THE ARMY
Washington, DC, 17 July 1989

RAILWAY OPERATING AND

SAFETY RULES

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 condi-
tions peculiar to military railroads.

DISTRIBUTION RESTRICTION: Approved for public

release; distribution is unlimited.

*This publication supersedes TM 55-200/TO 45-1-5,14 September

1973, and rescinds DA Forms 4094-R, 4095-R, 4096-R and 4097-R,
May 1973.

1
 In order to work productively and safely, personnel
must be knowledgeable of and obey the rules and
special instructions of the military railroad. Com-
manders 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.

2
 17 July 1989

Distribution Restriction: Approved for public release. Distribution is unlimited

 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 sec-
tion 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 con-
secutive blocks governed by block signals, cab signals

6
or both, actuated by a train, engine, or by certain con-
ditions 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 con-
vey 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 com-
partment 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 con-

trolled block signal system under which train
movements are authorized by block signals whose in-
dications supersede the superiority of trains.

Controlled siding— A siding within CTC or interlock-

ing limits. Authorization for use of controlled siding is
governed by signal indication or control operator.

7
 Controlled signal— An absolute signal, whose aspect
is controlled by a control operator.
Crossover— A track connection between two adja-
cent 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 con-
trol, used in train or yard service.
Extra train— A train not authorized by timetable
schedule. Trains may be designated as extra or work
extra.

8
 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 inter-
locking, 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

9
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 look-
ing 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 con-
veying 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.

10
 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 sub-

division 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 pro-
vided 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 authoriz-
ing movements of trains or engines or protecting per-
sonnel or machines on a main track within specified

11
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 posi-
tion 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.

12
 Authorized personnel must report any accidents;
personal injuries; defects in track, bridges or signals;
or any unusual conditions affecting the safe and effi-
cient 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 com-
mander, 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.

13
 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 cir-
cumstances. 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.

14
 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 con-
sidered 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

15
the train dispatcher’s signature. The usual abbrevia-
tions for names of the months, except May, June, and
July are also allowed.
Authorized Abbreviations for Use in Train Orders

ABR absolute block eng engine

register engr engineer
ABS Automatic Block frt freight
Signal System jet junction
ACS Automatic Cab max maximum
Signal System MW maintenance of way
AMTK Amtrak msgr messenger
APB absolute permis- reins minutes
sive block MP mile post
ATC automatic train mph miles per hour
control no number
ATS automatic train correct
OK
stop
opr operator
C&E conductor and
orig originating
engineer
psgr passenger
corn complete
subdiv subdivision
condr conductor superintendent
supt
CTC centralized traf-
TWC track warrant
fic control
control
dispr dispatcher
YM yardmaster
div division

16
 CHAPTER 2

OPERATING RULES

The rules in this chapter have been adapted for use

for Department of Defense (DOD) railways. They per-
tain to the use of time and timetables.

STANDARD TIME
Rule 1. Standard clocks. Standard clocks will be iden-
tified 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 unautho-
rized 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 stan-
dard clock is not available, designated personnel will

17
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 subdivi-
sion 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 instruc-
tions 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.

18
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 dis-
patchers 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.

19
 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 concern-
ing the type of operation may be shown by brackets in
station column of timetable.

20
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

21
instructions are given for each movement. When back-
ing 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

22
Figure 1. Hand and Flag Signals and their Indications — Rule 8

23
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

24
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

25
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 subdivi-

sions 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

26
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 prescrib-

ing 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 whre 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

27
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 con-
ditions. 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.

28
Figure 2. Required Whistle Signals — Rule 15

29
 Figure 2. Required Whistle Signals — Rule 15 (cont)

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

30
 Figure 3. Sound Signals and their Indications — Rule 16

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.

31
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 adj scent 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 move-
ment 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 adj scent 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

32
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.

33
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.

34
 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.

35
 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

36
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 per-
formed. 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 in-
dividual in charge of remote control switches must not
remove the locking devices unless he has been in-
formed 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 notifica-
tion 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.

37
 ● 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

38
after the blue signal has been removed from the con-
trolling 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 per-
son 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

39
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.

40
MOVEMENT OF TRAINS AND ENGINES

Rule 80. Communication Identification. When person-

nel 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.

41
 ● 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,

42
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. Iden-

tification 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.

43
 ● 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 superi-
ority of trains is superseded by signal indication, when
a train is superior to another train in the same direc-
tion 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

44
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 mov-
ing 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.

45
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 restric-
tion. 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

46
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 pro-
tected 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

47
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.

48
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 move-
ment and give signal from the crossing if it is safe to
proceed.

Rule 98 (A). Switches at Junctions. The normal posi-

tion for a junction switch will be for through move-
ment on the subdivision upon which the junction is an
intermediate station. Unless protected by block or
interlocking signals, a train approaching a junction
switch in a trailing point direction, which is normally
lined for its movement, must move at restricted speed
until leading wheels have passed the switch. Trains
must not foul the other main track until it is known
that there is no conflicting movement.

49
Rule 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.

Rule 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 which do not exceed the burning
time of the fusee.

When a train is moving on a main track at the

maximum authorized timetable speed 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, the
flagman must decide if lighted fusees should be
dropped. The grade, curvature of track, weather
conditions, sight distance, and relative speed of their
train to a following train must be considered when
deciding if lighted fusees must be dropped. These con-
ditions will govern the use of fusees by the flagman to
protect their train.

When a train stops on a main track, and flag protec-

tion against following trains on the same track is
required, the 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

50
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, he

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
on the fusee.

When required by rules, a flagman must protect the

front of the train in the same manner. 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 must ensure that
flag protection is provided for their train, when
required. When a train requires protection the engineer
must immediately sound whistle signal 15(h) or 15(i)
shown in Figure 2. 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 in the following circumstances:

51
 ● When the rear of train is protected by at least two

block signals or one block signal and one distant signal

within block system limits.
● When the rear of train is protected by an absolute

block.
● When the rear of train is within interlocking

limits.
● When train order or special instructions provide

that flag protection is not required.

● When prescribed by Rule 93 or Rule 94.
(2) Protection Entering Main Track. Protection
against a following train must be provided when
necessary outside block system limits, unless other-
wise relieved of flag protection, before a train fouls a
main track in moving out of a siding or other track.

(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 Special Instructions. Effective only

on subdivisions where authorized by special instruc-
tions, trains will not protect against following extras
unless instructed to do so by train order Form F
example (4). Protection must be provided to the rear.
when required, within the limits of a work extra.
A train dispatcher must not authorize a follow-
ing extra until trains affected have been instructed by

52
train order Form F, example (4) to protect rear as
prescribed by rule. A train must not permit a following
train to pass without train order authority. Trains may
pass or be passed by work extras without such
authority. When work extras are authorized, all trains
operating within the limits must be furnished a copy of
the work orders.
(5) Specific Flagging Instructions. When conditions
require that a flagman be sent with specific instruc-
tions 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. When a train crosses
over to, or obstructs another main track signaled 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 the train dispatcher that no movements against
the current of traffic have been, or will be authorized.
When the crew has received this advice they must
notify the 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

53
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 between the switch and the
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 the 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 train
order or track bulletin.
Rule 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. Torpedoes must be

54
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, a 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.
Rule 101. Precautions Due to 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 be prepared to stop
when approaching bridges, culverts, and other points
likely to be affected. If unable to proceed safely, move-
ment must be stopped and not resumed until safe to do
so. The train dispatcher must be advised of such condi-
tions by the first available means of communication.
Rule 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 a n y
dangerous defect, stop must be made at once, flag pro-
tection provided, and train dispatcher notified.
Rule 101(B). Water Above Rail. Trains and engines
must not be operated over track submerged in water

55
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.

Rule 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.

Rule 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:

If there is an adjacent track which may be

●

obstructed an immediate warning must be given by

radio, stating the exact location and status of train or
engine. At each end of the train or cars, a lighted fusee
must be immediately displayed on the adjacent track,
including tracks of other railroads, and flag protection
provided in both directions on that track as prescribed
by Rule 99, going at least 2 miles if flagging distance is
not known. The flagman may be recalled under the
following circumstances:
— When it is known that adjacent tracks are not
obstructed.
When control operator has provided protection
in CTC or interlocking limits.

56
 –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.
● Inspection must be made on each side 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 before proceeding. A
train on an adjacent track receiving radio notification
must proceed at restricted speed and stop short of any
obstruction or flagman unless advised that the track is
clear and it is safe to proceed.
Rule 103. Shoved, Kicked, or Dropped. When cars are
shoved, kicked, or dropped over road crossings at
grade, a crew member must be in position at 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 a warning is
provided by a watchman or gates known to be func-
tioning; or shoving cars and the forward end of the
leading car are equipped with brake valve or backup
hose and air whistle handled by a crew member.
Rule 103 (A). Automatic Crossing Devices. When a
movement has been delayed or has stopped within
3,000 feet of a road crossing equipped with automatic
crossing warning device, the crossing must not be
occupied by either a forward or a reverse movement
unless a crossing warning device has been operating
for 20 seconds to provide warning. If it is not known
that such a device has been operating for 20 seconds, a
crew member must be on the ground at the crossing to

57
warn traffic until the crossing is occupied. Crew
members must observe all automatic crossing warning
devices and report any that are not working properly
to train dispatcher or proper authority by first
available means of communication and give warning to
other movements, unless other means of warning
traffic has been provided.
Rule 103 (B). Protecting Adjacent Tracks. When a
train or cut of cars is parted to clear a road crossing not
protected by a watchman, or is standing near such
crossing, a crew member must be in position to warn
traffic against trains or engines approaching on
adjacent tracks, when practicable.
Rule 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.
Rule 103 (D). Actuating Signals Unnecessarily.
Automatic crossing signals must not be actuated
unnecessarily by open switch or by permitting equip-
ment to stand within controlling circuit. When this
cannot be avoided, if the signals are equipped for
manual operation, a crew member must manually
operate the signal for movement of traffic. A crew
member must restore signals to automatic operation
before crossing is occupied by a train or engine, or
before leaving the crossing.
Rule 103 (E). Handling Ahead of Engine. Except
switching movements or when otherwise necessary,
cars must not be shoved. When shoving cars, move-
ment must be made at restricted speed unless

58
movement is controlled by a brake valve on the leading
car. When so controlled, and train movement has been
authorized in that direction, movement may be made
not exceeding 40 mph.

Rule 103 (F). Blocking Public Crossings. A Public

crossing must not be blocked longer than 15 minutes
when it can be avoided.
Rule 103 (G). Switching Safely and Efficiently.
Personnel 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.
Rule 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 in-
jury or damage.
Rule 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.
Rule 103 (J). Shoving or Fouling. When cars or engines
are shoved and conditions require, a crew member
must be in a position where he is clearly seen 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 safe to do so. Unless
protection is provided, cars or engines must not be left
standing where they will foul equipment on adjacent

59
tracks or cause injury to personnel riding on side of car
or engine.
Rule 103 (K). Test Hand Brakes. Personnel 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, tests must be performed to
ensure that hand brakes are operative before they are
used.
Rule 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, enough 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 off
from cars left standing on a grade, slack must be
bunched and enough hand brakes must be set on the
descending end of the train or cars to secure the
detached portion. When the engine is recoupled to the
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, enough hand brakes must be applied to
prevent remaining cars from moving.
Rule 103 (M). Kicking or Dropping. Kicking or drop
ping of cars will be permitted only when such move-
ment can be made without danger to personnel, equip
ment, or contents of cars. Before dropping cars, crew
members involved must have a full understanding of
the movement to be made. The track must be suffi-
ciently clear and switches and hand brakes must be in

60
working order. The engine must run on straight track
when practicable. Cars must not be dropped over
spring switches or dual control switches.

Rule 103 (N). Hazardous Materials and High Value

Loads. Cars containing hazardous materials, as
designated in instructions for handling hazardous
materials, and cars designated as high value loads
must not be cut off while in motion; struck by any car
moving under its own momentum; or coupled to with
any more force than necessary to make coupling.
Rule 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. Persons in, on, or
about cars must vacate cars before they are switched.
Exercise care to avoid damage to lading of partially
loaded cars.
If cars are known to be improperly or unevenly
loaded to the extent that there is danger of the load
shifting or falling from car, car derailing, or
overturning they must not be handled. In loading or
unloading cars, employees must take precautions to
prevent the load from becoming unevenly distributed
to the extent that there is danger of the 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 original location
unless otherwise directed.

61
Rule 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 used 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 nor moved until
occupants have been notified and permission given by
the foreman or his representative.
Rule 103 (Q). Additional Switching Precaution. The
following equipment must not be unnecessarily
switched with nor couplings made in a manner that
may cause damage to equipment or load:
● Passenger or outfit cars.
● Intermodal or TOFC cars.
● Cabooses.
• Multi- level loads.
● Cars containing livestock.

● Open top loads subject to shifting.

Rule 103 (R). Movement Through Gates or Doorways.

Before engines or cars are moved through gates,
doorways, or similar openings, they must stop. Gates,
doorways, or openings must be completely open and

62
secured before engines or cars pass through them.
There must be enough overhead or side clearances to
allow safe passage.
Rule 103 (S). Necessary Brakes Charged. Cars must not
be handled without air brake system charged unless
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.
Rule 103 (T). Movements into Spur Tracks.
Movements into spur tracks must be controlled to pre-
vent damage at end of the spur. When shoving cars
into a spur track, movement must be stopped 150 feet
from the end of the spur and further movement must
be preceded by a crew member when it can be done
safely. Movement must be made only on his signal.
Rule 104. Hand Operation of Switches. When spring or
dual control switches are operated by hand, they are
considered hand operated switches. The rules
governing hand operated switches apply to them,
except that cars must not be dropped over them.
Rule 104 (A). Position of Switches. The person han-
dling the switch or derail is responsible for the position
of switches or derails being used. When practicable,
crew members on the engine ensure that switches and
derails near the engine are properly lined. Personnel
handling switches and derails ensure that they are
properly lined for the route to be used. The points must
t properly and the indication of target or lamp, if so
equipped, must correspond with the position of the
switch. When the operating lever is equipped with a
latch, personnel must not step on latch to release the

63
operating lever except when throwing the switch.
After locking a switch or derail, the lock must be
tested to know it is secured.

Rule 104 (B). Main Track Switches. The normal posi-

-
tion of a main track switch is for main track movement
and it must be left lined and locked in that position.
Exceptions in which it may be left open are-
• In CTC territory to hold track and time limits.
Ž When attended by a crew member or switch
tender.
• During switching operations when it is positively
known that no other train or engine will pass over the
switch.
• For another train or engine when attended by a
member of that crew.
Ž Within ABS limits, at meeting or passing points,
trains operating without a caboose may leave siding
switch, lined and locked for siding. Train using main
track must stop and crew members must 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.

Rule 104 (C). Crossover Switches and 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. The
normal position of crossover switches is lined for other
than crossover movement. They must be lined in the
normal position except when changed for immediate
movement through them.

64
Rule 104(D). Approaching Movements. Other tracks
must not be fouled nor 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.

Rule 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. 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, the switch
must be spiked and reported at once to the train
dispatcher or, when in the yard, to the yardmaster or
supervisor in charge.

Rule 104 (F). Clearing Main Track. A train or engine

leaving a main track must clear the main track before
stopping for the trainman who is attending the switch.
The switch must not be restored to normal position
until the train is entirely clear of the main track.

Rule 104 (G). Restoring to Normal Position. Personnel

alighting from moving equipment in order to restore
the main track switch to normal position must, when
practicable, get off on the opposite side of the
equipment from the switch stand.

65
Rule 104 (H). Lining Main Track Switch. After lining a
main track switch for a train to enter or leave the main
track, the person attending the switch must go to the
opposite side of the main track, when practicable, and
must not return to the switch stand until the
movement has been completed. When it is not
practicable to go to the opposite side of the main track,
personnel will stand 20 feet from the switch stand.

Rule 104 (I). Clear of Main Track. Except in switching

movements, when a train or engine is approaching or
passing on a main track, personnel must be 20 feet
from any main track switch. When a train or engine is
on a siding or other track to be met or passed, the
person who is to attend the switch must be 150 feet
from 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 used, that the switch points fit properly,
and that the switch lever is secured.

Rule 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. The switch must be
spiked unless a trackman or other competent employee
takes charge at once. If an engine or car partially run
through such a switch, the entire movement must be
continued. Reverse movement must not be made over
the damaged switch until it has been spiked or
repaired.

66
Rule 104(K). Scale Track Switches. Scale track
switches must be lined for dead rails, where provided,
when scales are not in use.

Rule 104 (L). Derails. Personnel in train, engine, and

yard service must know 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 with or without cars on the track
they protect. Those equipped with a lock must be
locked.

Rule 104 (M). Spring Switches. Spring switches are

identified by letters “S”, “SS,” special targets, signs,
or lights. Facing point movements over spring
switches will be protected by signals or indicators
where required. When signal governing movement
over a spring switch displays Stop or Stop and Proceed
indication, when indicator displays Stop and Inspect
Switch indication, or when switch is not protected by
signal or indicator, the train or engine making facing
point movement must stop. A crew member must test
the switch, unless the switch has been lined for
diverging route or the crew has been advised by train
order or track bulletin that the spring switch has been
spiked. The 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 the switch must be lined by hand
before making a reverse movement or taking slack.

67
 (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 the signal can be cleared by
operating key release. If the 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 the 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 fouling point. The
location of spring switches equipped with facing point
locks may be designated in the timetable or general
order.
(3) Original Position. When practicable, trainmen
should make sure that spring switch has returned to
original position after being trailed through.
(4) 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 the spring switch until it
has been lined by hand for the movement.
(5) Trailing Movement Facing Point Lock. When a
trailing movement is to be made over a spring switch
equipped with a facing point lock and the initial
movement of switch points is not to be actuated by the
engine, the switch must be lined by hand for the
movement and must not be returned to normal
position until movement has been completed.
(6) Spiking Spring Switch. If necessary to spike a
spring switch, it must be protected.

68
Rule 104 (N). Damaged or Defective Switch. If a switch
is damaged, a report must be made to the train
dispatcher or, in yards, to the yardmaster or
supervisor. The switch must be spiked unless a
trackman takes charge at once. If it cannot be made
safe, protection must be provided.
Rule 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.
Rule 104 (P). Protection in Bowl Tracks. Before a train
or yard crew member couples air hoses, adjusts
coupling devices, or performs maintenance on bowl
track during humping operations, protection against
cars being released from the hump into the track must
be provided as follows:
● An individual must notify the person controlling

the switches which provide access from the hump to

the track on which such work is to be performed.
● Upon such notification, any remotely controlled

switch must be lined against movement to the affected

bowl track and personnel must ensure that a locking or
blocking device, or reminder, is applied to the control
for that switch.
• The person 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 no longer required.
Rule 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 be prepared

69
to stop within one half the range of vision short of
train, engine, railroad car, stop signal, derail, or switch
not properly lined.

Rule 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 or
in an emergency under flag protection.

Rule 105 (B). Clear in Siding. When practicable, a train

entering a siding must not stop until the entire train is
in the clear.

Rule 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.

Rule 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. Under conditions not provided for by the
rules, they must take every precaution for protection.
(1) The general direction and government of a train
is vested in the conductor. When trains are combined,
if there is more than one conductor, the conductor with
the most seniority will be in charge and all persons
working on the train must obey his instructions.
Personnel 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. The engineer is equally responsible for the
safety and proper handling of the train.

70
 (2) Conductors and engineers must know that their
subordinates are familiar with their duties, know 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

train orders, track warrants, or track bulletins must
keep them in mind and assist in their observance. They
must immediately call the attention of the conductor
or engineer to any apparent failure to observe their
requirements, to clear the main track as required, or to
comply with rules and instructions. When the 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 an emergency requires, other crew members
must take immediate action to stop the train.

(5) The conductor must advise the engineer and

dispatcher of any restriction placed on equipment
being handled.

Rule 106 (A). Maximum Speed. Conductors and

engineers are jointly responsible for ensuring 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, personnel must promptly advise the train

71
dispatcher of any known condition that will delay or
prevent the train from making usual speed.

Rule 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.

Rule 108. Safe Course. In case of doubt or uncertainty,

the safe course must be taken.

Rule 109. Inspection Passing Trains. Personnel must

inspect passing trains for any dangerous conditions. If
any dangerous conditions are detected (such as
overheated journals, brakes sticking, wheel sliding,
dragging equipment, or insecure lading), they must
give stop signals to crew members on passing train
and, in addition, advise them of the condition by any
other available means. When practicable, the train
dispatcher must be notified at once if train does not
stop. If no defect is detected, they will give the proceed
signal. When practicable, the crew member on the
engine must advise the crew on the rear of the train by
radio when train is being inspected by other personnel
or track side warning detector.
Crew members must be on the lookout for track side
warning detectors and signals from persons inspecting
their train. If a stop signal is received, a track side
warning detector activated, or attention called to a
dangerous condition, the train must be stopped
immediately and inspected, and determined that it is
safe for movement before proceeding.
When a train stops to be met or passed by another
train, trainmen on the head end, and a fireman if

72
available, must inspect the passing train from the
ground. If it is safe to do so, a crew member must cross
the track and inspect the side opposite his train.

Rule 109 (A). Train Inspection. Crew members must

make walking or roll-by inspection of the train when
practicable. When the train stops en route, walking
inspection of the train must be made as time will
permit.
Crew members must frequently inspect their train
while moving and watch 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 the train
closely for overheated journals, sticking brakes,
sliding wheels, improperly positioned wheels on rail,
dragging equipment, insecure lading, signs of smoke or
fire, or any other dangerous condition. If defects are
discovered while the train is moving, it must be
stopped promptly. Any defect found must be corrected
if possible. When it is necessary to set out defective
car, no attempt will be made to move the car to the set
out point until making certain that it is safe to do so.
When a car is set out due to the hot box, all fire must
be completely extinguished, the box lid closed, and
precautions taken to prevent further ignition. When
cars are set out due to defects, the cars and their lading
must clear other tracks.

Rule 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.

73
Rule 109 (C). Trackside Detectors. Trackside warning
detectors do not relieve personnel 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.
Rule 151. Movement Double Track. On double track,
trains must keep to the right unless otherwise
instructed.
Rule 152. Movements Against the Current of Traffic.
Movements against the current of traffic must be
authorized by train order or track warrant except as
provided by Rules 93 and 94. Trains and engines
moving against the current of traffic must be prepared
to stop when approaching interlocking and facing
point spring switches, unless the track is clear,
switches are properly lined, and signals indicate
proceed. This will not apply at a spring switch outside
of interlocking limits if the crew has been advised by
the train dispatcher that the switch has been spiked in
normal position.
Rule 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.

74
 CHAPTER 3

TRAIN ORDERS

This chapter gives rules pertaining to movement by

train orders, the prescribed forms for train orders, and
their use.

MOVEMENT BY TRAIN ORDERS

Rule 201. Authority, Brevity, Accuracy. For move-
ments requiring their use, train orders will be issued by
authority and over the signature of the train dis-
patcher. Train orders contain only the information or
instructions essential to such movements. They must
be brief and clear, in prescribed form when applicable,
without erasure, alteration, or interlineation. Train
orders will be plainly written and figures must not be
surrounded by brackets, circles, or other characters.
Each train order must be given in the same words to all
personnel addressed.

Rule 202. Initials Under Last Word. The initials of the

train dispatcher will be placed directly under the last
word in the body of the order. Additions to train orders
must not be made after they have been completed.

Rule 203. Numbering Orders. Train orders, except

Form Q and those relating to track conditions, struc-
tures, and equipment must be numbered consecutively

75
from the beginning of each calendar date. Train orders
Form Q and those relating to track conditions, struc-
tures, and equipment must be numbered consecutively
regardless of date, under a separate series of numbers
designated by the chief train dispatcher. For example,
begin with 501 and continue through 599, then repeat.

Rule 204. Addresses. Train orders showing number,

date issued, and place copied must be addressed to
those who are to execute them. Those for a train must
be addressed to the conductor and engineer. A legible
copy must be furnished to each person addressed,
including each engineer and pilot.

Train orders for engines may be addressed to

“YARDMASTER,” to “C&E YARD ENGS” or to
“C&E ENG . ” Train orders addressed to
operators affecting the movement of trains must be
respected by conductors and engineers the same as if
addressed to them. Train orders delivered to the crew
of a train which will later change direction or identity
will be addressed using the identification of the train
at the point where the orders are received.

Rule 205. Designation of Trains. In train orders and

clearances, regular trains will be designated by number
as “NO 10,” adding engine number in train orders
when known. Extra trains, except work extras, will be
designated by engine number and direction as
“EXTRA 798 EAST.” Work extras will be designated
by engine number as “WORK EXTRA 798.”

When an engine of another company is used, it will

be designated by the initials or name of the Company

76
preceding the engine number. When two or more
extras are mentioned in the train orders, the word
“TWO” or “THREE,” depending on number, must be
used, such as “ENG 210 AND ENG 460 RUN AS
TWO EXTRAS” or “MEET THREE EXTRAS 798
AND 799 AND 800 NORTH.”

Rule 206. Signal to Copy. To transmit a train order, the

word “copy” followed by the number of copies and
direction must be given to each office addressed as
“Copy 5 North” or “Copy 7 West.”

At a station equipped with a train order signal, when

there are no train orders to be delivered, the train order
signal must display Clear, except at interlocking sta-
tions. Before an operator copies a train order, except at
a station where the train addressed originates and is
required to receive a clearance at that station, he must
immediately display the train order signal at Stop and
advise the train dispatcher “SD” (Stop displayed),
adding direction.

When a train order signal is displayed at Stop to

deliver train orders, the signal must not be changed to
Clear until such orders have been copied and delivered
or annulled. It may be changed to Clear upon instruc-
tions of the train dispatcher if no orders have been
transmitted.

At a station not equipped with a train order signal,

when the operator has been instructed to copy a train
order, if communications fail before instructions are
complete, all trains addressed, or all trains in that
direction must stop and not proceed until communica-
tion is reestablished.

77
Rule 206 (A). Train Order Signals at Interlocking
Stations. Except where the train order signal is
equipped with a flashing light, train order signals at
interlocking stations must be kept at Stop until the
route is lined and the interlocking signals cleared to
permit movement. At that time, the train order signal
will be changed to Clear if there are no train orders on
hand for delivery.

Rule 207. Transmitting and Repeating. When verbally

transmitting and repeating train orders and
clearances, numbers over ten must first be
pronounced, then each figure stated separately.
Numbers less than ten will be pronounced then spelled.
Station names and directions must be pronounced,
then spelled.

Rule 208. Writing Train Orders. Operators must not

write any part of a train order until it has been
transmitted by the train dispatcher. When train orders
are typewritten the letters must be capitalized.
Operators receiving train orders must make the
required number of copies during transmission, when
practicable. A copy of each train order must be kept in
the office file.

Rule 208 (A). Recopying Orders. Except as provided in

Rule 208(B), when the required number of copies of a
train order cannot be made during transmission,
operators must make additional copies from one
previously repeated. They must then repeat to the
train dispatcher from the new copies each time addi-
tional copies are written. Such copies must show the
original time and date they were made complete and

78
the name of the operator who recopied the order. The
operator’s name will not be entered until the order has
been repeated and “OK” received. A copy of each
writing of such orders must be kept, showing the time
and date the order was repeated, for example
“repeated (time and date).” The train dispatcher
must note the time and date of each repetition and sta-
tion from which the order was repeated in the train
order book.

Rule 208 (B). Duplication. Train orders may be dupli-

cated mechanically.

Rule 209. Transmitting Simultaneously. A train order

to be sent to two or more operators must be sent
simultaneously to as many of them as possible. When
not sent simultaneously to all, the train order must be
sent first for the train being restricted. When a train
order has been transmitted, operators must, unless
otherwise directed, repeat it at once from their copies
in the succession in which the operators were
addressed. Unless excused by the train dispatcher,
each operator receiving the train order must observe
whether the others repeat correctly, calling attention
to any discrepancy.
When a train order has been repeated correctly, the
train dispatcher will respond “complete” and give the
time and train dispatcher’s initials. The operator will
show “complete” in the space provided, the time, and
his last name. He must repeat the word “complete”
and the time to the train dispatcher and, unless other-
wise provided, deliver a copy to each person addressed.
“Complete” must not be given to a train order for
other trains until complete has been given and

79
acknowledgment received from the operator copying
the order for the train being restricted.
Rule 209 (A). Error in Transmitting. When an error is
made in transmitting a train order before it has been
made complete, all copies must be immediately
destroyed, the order marked “void” in the train order
book, and if reissued, given another number.
Rule 209 (B). Mechanical Transmission. At points
designated by special instructions, train orders and
clearances may be transmitted mechanically. When so
transmitted, repetition of train order and clearance will
not be required. Complete time on train order and OK
time on clearance will be given at the time transmitted
and the name of the train dispatcher will be shown
instead of an operator when not relayed through an
operator.
Train orders restricting 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
train order. Special instructions will prescribe how
train orders are to be delivered at these points.
Rule 210. Relaying. To relay a train order, the train
dispatcher must transmit it to the relaying operator.
The relaying operator must repeat the order to the
train dispatcher and then transmit it to destination.
The person receiving it at destination must, after
obtaining the signature of the conductor or engineer
when required, repeat the order to the relaying
operator. The relaying operator must underscore each
word and number as repeated on his office copy. The
relaying operator will then inform the train dispatcher
that the order has been copied and repeated correctly.

80
Complete will be given by the train dispatcher and
relayed to destination, and acknowledgement of com-
plete relayed to train dispatcher.

The relaying operator may transmit train orders and

clearances mechanically to authorized points, as
prescribed by Rule 209(B). In this case the orders and
clearances will be repeated by the relaying operator
before they are transmitted to destination.

Rule 211. Previous Date. When a train dispatcher must

transmit a train order of a previous date, he will inform
the person receiving the order of the original date
which should be placed in the proper space on train
order form. When complete time is given, the date the
order is completed will be transmitted by the train
dispatcher and the person receiving the order will write
or typewrite the current date with complete time.

Rule 212. Checking Correctness. Immediately upon

receipt of clearances and train orders, they must be
carefully checked for correctness by those addressed
and then by other crew members. They must be
properly addressed and order numbers on the clearance
must correspond with the orders received. All crew
members must comply with the requirements of train
orders and remind each other of their contents. Any
errors, omissions or misunderstanding of a train order
or clearance must be immediately corrected. Unless
authorized by the train dispatcher, operators may not
divulge information in train orders to be delivered and
train orders may not be acted upon by other than those
addressed, except as provided in Rule 204.

81
 When an error has been made in the date or address
of a clearance and it is not necessary to change the
train orders, the clearance may be corrected verbally
on the authority of the train dispatcher in the follow-
ing manner: “Clearance to C&E (train) at
(station) OK’d at (time) dated (date) s h o u l d
read (correct address or date) instead of (incorrect
address or date) .” These words must be repeated by
the conductor or engineer of train holding clearance
and notation of correction and time it was made should
be written on the margin of clearance without other-
wise altering the clearance. The conductor and
engineer must inform other crew members of the cor-
rection made. Record of correction must be made by
train dispatcher.

Rule 213. Train Orders in Effect. Train orders made

complete continue in effect until fulfilled, superseded,
annulled, or voided. Any part of an order specifying a
particular movement may be superseded or annulled.
A train order is fulfilled by complying with its
requirements.
Except as provided by Rule 214, orders held by or
issued for a train, or any part of an order relating to a
train become void when such train loses its authority
to operate as a train. This could happen when a regular
train loses its authority as provided by Rule 4 or
Rule 82, when its schedule is annulled, or when an
extra train’s authority is fulfilled or annulled.

Rule 214. Retaining Train Orders. Train orders Forms

K, Q, T, V, and orders relating to track conditions,
structures, or equipment, must be retained and com-
plied with on all trips made during the tour of duty on

82
which such orders were received, unless they are
annulled. Other train orders will be retained and
complied with when authorized by a train order
reading “RETAIN AND OBSERVE ORDER NO
, NO , AND NO .”

Rule 215. Relieved During Trip. When a conductor or

engineer, or both, is relieved before completion of a
trip, all train orders, clearances, and instructions held
by them must be delivered to the relieving conductor
or engineer. Such train orders, clearances, and instruc-
tions must be compared by the relieving conductor and
engineer before proceeding. If they cannot be
personally delivered to the relieving crew, the con-
ductor will leave them in an envelope at a location
designated by the train dispatcher. The envelope must
show the correct designation of the train, date, loca-
tion, and conductor’s signature.
If the train dispatcher annuls the train orders all
such train orders and clearances must be removed
from the engine and caboose by the crew being
relieved.
The train dispatcher must tell the relieving crew
where they will pick up train orders before they leave
their terminal. Train orders, instructions, and perti-
nent information must be compared by the relieving
conductor and engineer, and with the train dispatcher
where communication is available, before proceeding.

Rule 216. Issued at Point Restricted. Except at initial

stations, a train order must not be issued restricting a
train at the point where the order is to be delivered if it
can be avoided. When it cannot be avoided, the train

83
order must state: “ (train) GETS THIS ORDER
AT (station) . ” The train being restricted must be
stopped by the operator using flagman’s signals, if
necessary, short of the point where time applies at that
station, before the train dispatcher may OK the
clearance for the restricted train.
When time at that station in a wait order expires
before the arrival of the restricted train or before the
train being advanced to the meeting or waiting point
has arrived, cleared the main track, and train dis-
patcher is notified, the train dispatcher may OK the
clearance and the train order may be delivered without
stopping the train. A train advanced to a station where
opposing train receives the order must approach that
station at restricted speed expecting to find train
receiving the order on main track.
Rule 217. Delivery Near Point Restricted. When a
train order restricts a train at a point less than five
miles from the station at which delivery of the order is
to be made, the operator must be instructed to stop the
train before delivering the order, using flagman’s
signals, if necessary.
Rule 218. Delivery Orders. A train order to be
delivered to a train at a point other than a train order
office, or at a point where the office is closed must be
addressed to “C&E AT (or BETWEEN)
CARE OF ” and for-
warded and delivered by the person in whose care it is
addressed who is responsible for its delivery.
When delivery is to be made by the conductor or
engineer of another train, the numbers of such orders
must be shown on the clearance of the train making

84
delivery and both the conductor and engineer must be
supplied with copies. If necessary, the train must be
stopped to effect delivery. Clearance addressed in the
same manner as a train order must accompany the
order to be delivered. Such clearance does not
authorize the train to which the order is sent to pass a
train order signal displaying Stop at the station from
which clearance was sent. Train orders must not be
sent in this manner restricting a train unless combined
or delivered with the authority for that train to
operate.

Rule 219. Restricting Orders Requiring Signature.

Under the following conditions, a train order restrict-
ing a train must not be repeated until the operator has
obtained the signature of the conductor or engineer on
the train order. A train order must not be signed until
both the conductor and engineer understand that their
train will be restricted in the following conditions:
• When a train has received a clearance at that sta-
tion, or the train’s engine has passed a train order
signal displaying Clear.
Ž When annulling the authority of or restricting a
work extra.
Ž When necessary for a train dispatcher to know
that an order has been delivered to the conductor or
engineer and that they can comply with the restriction
before the order is completed to the other train.

If a clearance has been delivered at that station,

before “OK” is given for new clearance the numbered
clearance must be annulled by train order; or non-
numbered clearance must be returned to the operator

85
who must then mark all copies “Void (time) and
(date) ” and keep them on file. This must be
reported to and recorded by the train dispatcher.
Previously delivered train orders, addressed to the
train at that station, need not be returned to the
operator, but new clearance must show the numbers of
all train orders received at that station.

Rule 219 (A). Restricting Order to Crew Member.

When a train order restricting a train is to be issued to
a crew member, the order must not be transmitted
until the conductor or engineer has assured the train
dispatcher that both conductor and engineer under-
stand that their train is to be restricted and they can
comply with the restriction.

Rule 220. Additional Orders Non-Restricting. After a

clearance is delivered, if orders are issued for a train
which do not restrict it, the train dispatcher may
authorize additional clearance without requiring the
operator to secure the original clearance. Additional
clearance must show numbers of all orders delivered to
the train at that station.

Rule 221. Clearance Requirements. Except when clear-

ances are transmitted mechanically, they must be
filled out in manifold by the operator shown without
erasure or alteration. They must include the date, sta-
tion, address, total number of orders (if none, show
“NO”) and the number of each train order, if any,
addressed to that train. Train order numbers must be
listed on the clearance in the following sequence in
numerical order:
• Slow or cautionary orders.

86
 ● Movement orders of previous date.
● Movement orders of current date.
The operator must then transmit address and order
numbers from clearance to the train dispatcher, who
must make record and check correctness. If correct,
the train dispatcher will give OK, time, and his initials,
which the operator will enter on the Clearance with the
operator’s last name. Clearance must not be issued
without authority from the train dispatcher. A copy of
each clearance must be kept for office file.

Rule 222. Train Order Signals. Aspects of train order

signals are shown by the position of semaphore arms,
position of targets, colors of lights, or a combination
thereof as shown in Rules 224, 225, and 226 (see
Figure 4). Where a semaphore type signal is used, the
governing arm is displayed to the right of the mast as
viewed from an approaching train. The indication
displayed on a train order signal in a given direction
governs all trains moving in that direction on any
track. Light in a color light type train order signal will
be displayed continuously. When any part of a train
passes a train order signal in Stop position, the train
must not leave the station without receiving a
clearance. One exception is when a train order signal is
in the Stop position or light is absent on color light
type train order signal and an operator is not on duty,
a train may proceed without clearance upon advice
from the train dispatcher that there are no train orders
for the train at that station.

Rule 222 (A). Special Precautions, Restricting

Orders. To deliver a train order restricting a train at a

87
point where a train cannot otherwise be required to
secure a clearance, the train dispatcher must, if prac-
ticable, notify and receive acknowledgment of notifica-
tion from the conductor and engineer that they are to
receive a restricting train order at that point and must
not leave without a clearance. A controlled signal,
when available, must be used to ensure that the train
does not pass the point without receiving a clearance.
If delivery of a train order cannot be ensured as
prescribed by one or both of these means, an operator
must be instructed to stop the train using the
flagman’s signals.

Rule 223. Call-on Indication. To enable the train

dispatcher to advance a train beyond a train order
office at a station where it is restricted for an opposing
or following train, the necessary train order must first
be issued. A Form N train order must then be issued to
the operator, which will authorize him to give one of
the call-on signals shown in Figure 4 if the time
specified in the order has not expired:

Ž When the approaching train has passed the last

station before reaching the office to which the Form N
train order was issued, verbal authority may be given
as follows: “I have a Form N train order to advance
(train) on main track at (station holding Form N
train order) until (time) .” If the train cannot
arrive at the point where the train orders are to be
delivered by the time specified, the train must not
accept call-on authority.

• At stations equipped with a two-position type

train order signal, operate the train order signal from

88
red to green several times, then immediately restore
signal to display Stop indication.
• At stations equipped with a three-position type
train order signal, display call-on indication and return
signal to display red aspect upon acknowledgment
from engineer.
• Illuminate letter-type indicators where provided.
When authorized by an operator, this will indicate to
an approaching train that orders are to be delivered
which will authorize movement to the next station or
beyond, against and ahead of all superior trains. The
engineer must promptly acknowledge call-on signal
orally or by sounding whistle signal 15(c) (refer to
Figure 3) and proceed on main track to receive orders.
If the train is stopped after the engineer has
acknowledged the call-on indication and clearances and
orders have not been received, flag protection must be
provided when required.

Figure 4. Train Order Signals

89
 Figure 4. Train Order Signals (cont)
PRESCRIBED FORMS OF TRAIN ORDERS
Forms with a prefix “S” are for single track and
those with a prefix “D” are for tracks where a current
of traffic is established. The following explanation of
train order forms applies only to the train order
examples shown.
Ž ANNA and HOPE are the initial and terminator
stations of the subdivision.
• ANNA to HOPE is westward (or southward).

• HOPE to ANNA is eastward (or northward).

90
 • Eastward or northward regular trains are even-
numbered.
Ž Westward or southward regular trains are odd-
numbered.
Ž First class trains are numbered 1 through 10.
Ž Second class trains are numbered 240 through
360.
In all examples used, eastward or northward regular
trains are superior to opposing trains of the same class.

Rule 223 (D). Only authorized abbreviations are used

in writing authorizations in CT 401, train orders,
clearance forms, and other forms authorized by the
Transportation Department. These abbreviations are
as follows:
• Initials for signature of the superintendent.
● The standard abbreviations for the names of the

months.
• BC: Burro Crane.
• BDA : blocking device applied.
•BDR: blocking device removed.
Ž C&E: conductor and engineer or motorman.
Ž Cdr: conductor.
• Com: complete.
Ž CP: controlled point.
• CS: controlled siding.
• DC: detector car.
• Ds: train dispatcher.

91
• Eng: diesel-electric, MU electric or electric
locomotive.
• Engr: engineer
• Frm: MW or signal foreman.
Ž HRC: highway railcar.
• Int: interlocking.
• Jct: junction.
Ž MP: mile post.
• MPH: miles per hour.
Ž MW: maintenance of way.
Ž No: number.
• OK: correct.
• Opr: operator.
• Psg: passenger.
• RDC: rail diesel car.
• Sec: secondary track.
• TC: track car.
• TCD: track car driver.
• TV: trail-van.
• Xra: extra.
Rule 225. Upon arrival of the train at a meeting or
passing point at an unattended station, if the other
train is not in sight, the conductor or engineer must
find out from the train dispatcher or operator if there
are any orders.
Rule 226. A train order station must not be closed until
permission is obtained from the train dispatcher.

92
Signals, when provided, must then be arranged to
indicate “no train orders. ”
EXAMPLES OF TRAIN ORDER FORMS
A train order authorizes the movement of trains not
provided for in timetables. The following section
shows examples of train orders and explanations per-
taining to their use. Train orders maybe written using
DA Form 4092-R (Train Order). Before leaving a train
order station, a train must first receive a clearance
form. DA Form 4091-R (Clearance Form “A”) is used
in conjunction with DA Form 4092-R. The clearance
form provides the conductor and engineer with a list of
all train orders that apply to their train. A completed
sample and instructions for each form are included in
the appendix. Both forms are reproducible. Refer to
FM 55-20 for additional information.
Establishing Meeting Points
For Opposing Trains

(1) NO 2 ENG AMTK 500 MEET NO 1 ENG AMTK 505

AT DORA
NO 1 TAKE SIDING
(2) EXTRA 210 EAST MEET THREE EXTRAS 231 AND
270 AND 825 WEST AT BESS
EXTRA 210 EAST TAKE SIDING
(3) NO 9 ENG 1400 MEET NO 244 ENG 3700 AT BESS
AND MEET EXTRA 3300 EAST AT FAYE
NO 9 TAKE SIDING AT BESS
EXTRA 3300 EAST TAKE SIDING AT FAYE
(4) EXTRA 9151 EAST MEET EXTRA 7500 WEST AT
STOCK TRACK GLEN

93
 EXTRA 7500 WEST TAKE STOCK TRACK
Trains receiving these orders will run with respect to
each other to the designated point and meet in the
manner prescribed by the rules.
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. The words
“take siding” (or take track) will apply to any
designated track where trains are instructed to meet.
Form S-A train order must not be used to establish a
meeting point between a work extra and another train.
It also must not be issued to establish a meeting point
at the beginning of CTC or APB territory, interlocking
limits that include more than one station, at the end of
multiple main tracks, or at initial or terminating
stations.
Item (4) will be used to establish a meeting point on a
designated track other than a siding.

Directing a Train to Pass or

Run Ahead of Another Train

(1) NO 1 ENG 8300 PASS NO 7 ENG 4605 AT EDEN

NO 7 TAKE SIDING
(2) EXTRA 594 EAST PASS NO 8 ENG 2830 AT CLOY
NO 8 TAKE SIDING
The trains will run to the designated point and then
arrange for the following train to pass promptly. The
train order must state which train is to take siding.
When an inferior train receives a train order to pass a

94
superior train, authority is conferred to run ahead of
the train passed from the designated points.

(3) EXTRA 9151 EAST RUN AHEAD OF NO 6 ENG 374

HOPE TO ANNA
(4) NO 243 ENG 8488 RUN AHEAD OF NO 3 ENG 475
ANNA TO HOPE
The first named train is authorized to run ahead of
the second named train between the points designated.
Under examples (2), (3), and (4), if a train is delayed
after receiving authority to run ahead of a superior
train, first named train may allow second named train
to pass and the train order will then be considered
fulfilled.

Giving Right
Over An Opposing Train
The following examples give the first named train
superiority between the points named. Neither train is
restricted by the order except between the points
named unless the order states otherwise.
(1) NO 1 ENG 500 HAS RIGHT OVER NO 2 ENG 550
BESS TO DORA
(2) NO 355 ENG 9500 HAS RIGHT OVER NO 242 ENG
8488 DORA TO HOPE
(3) NO 243 ENG 9150 HAS RIGHT OVER NO 242 ENG
9100 ANNA TO HOPE
(4) NO 353 ENG 5300 HAS RIGHT OVER NO 242 ENG
7607 ANNA TO DORA AND HOLD MAIN TRACK
AT DORA AGAINST NO 242

95
 (5) EXTRA 8445 WEST HAS RIGHT OVER NO 2 ENG
500 ANNA TO DORA

If trains meet at either of the designated stations,

the first named train must take siding, unless order
otherwise prescribes, as shown in item (4). Item (4)
authorizes No 353 to hold main track at Dora against
No 242 and if the trains meet at Dora No 242 must
take siding.

The inferior train may proceed between the points

named if it is able to clear the time of the superior train
as required by Rule S-87.

Before opposing extras are authorized, unless a

meeting point has been established, one extra must be
made superior to the opposing extra by Form S-C train
order over the entire territory where both extras are
authorized. An exception is when not practicable to
establish superiority over the entire territory where
both extras are authorized, the extra made superior
must be instructed to hold the main track or take
siding and not leave the point where superiority ends
unless the opposing extra has arrived.

(6) EXTRA 8964 EAST HAS RIGHT OVER EXTRA

9302 WEST HOPE TO ANNA

In item (6) both trains are to be authorized as extra

between Anna and Hope. Extra 9302 West must not
leave Anna until Extra 8964 East has arrived Anna,
unless authorized to do so by train order.

96
 (7) EXTRA 7607 WEST HAS RIGHT OVER EXTRA
6681 EAST ANNA TO DORA AND WAIT AT
ANNA UNTIL 1401
BESS 1420
CLOY 1445
FOR EXTRA 6681 EAST

In item (7) both extras will be authorized between

Anna and Dora and either extra (but not both) may be
authorized west of Dora. The extra whose authority
originates or terminates at Dora has no authority to
occupy the main track at Dora.
Extra 7607 West must not pass the designated
waiting points before the times given unless
Extra 6681 East has arrived. Extra 6681 East must
clear the times specified at the designated waiting
points as required by Rule S-87.
If the words “FOR EXTRA 6681 EAST” are
omitted, Extra 7607 West must not pass the points
named until the time given.

(8) EXTRA 8982 WEST HAS RIGHT OVER EXTRA

5017 EAST ANNA TO FAYE TAKE SIDING (or
HOLD MAIN TRACK) AND NOT LEAVE FAYE
UNLESS EXTRA 5017 EAST HAS ARRIVED

In item (8) both extras will be authorized between

Anna and Hope and it is not practicable to establish
superiority over the entire territory.
This example must instruct Extra 8982 West not to
leave Faye and enter territory where no superiority has
been established unless Extra 5017 East has arrived at
Faye. It must also instruct the extra made superior to

97
take siding or hold main track at Faye as both trains
are authorized at and beyond Faye.

(9) EXTRA 8982 WEST HAS RIGHT OVER EXTRA

5017 EAST ANNA TO CLOY AND WILL NOT
LEAVE GLEN UNLESS EXTRA 5017 EAST HAS
ARRIVED

Item (9) will be used when Cloy is the beginning of

current of traffic operation or territory where signal
indication supersedes the superiority of trains. If both
extras are authorized beyond such territory, the order
must instruct Extra 8982 West not to leave that ter-
ritory unless Extra 5017 East has arrived.

(10) EXTRA 6574 EAST HAS RIGHT OVER EXTRA

9237 WEST FAYE TO CLOY

In item (10) both extras will be authorized between

Faye and Cloy. Either extra (but not both) may be
authorized west of Faye. Either extra (but not both)
may be authorized east of Cloy. The extra whose
authority originates or terminates at Faye or Cloy has
no authority to occupy the main track at Faye or Cloy.

Giving Right Over Train

in Same Direction

These examples establish the first named train as

being superior, by right, over a train moving in the
same direction between the points named.
(1) NO 243 ENG 9950 HAS RIGHT OVER NO 9 ENG
6500 (or EXTRA 3301 WEST) ANNA TO HOPE
 N O 9 (or Extra 3301 West) must clear the time
of No 243 between Anna and Hope as required by
Rule 86.
(2) EXTRA 4030 EAST HAS RIGHT OVER EXTRA
7128 EAST HOPE TO ANNA
If no train order waiting time is provided,
Extra 7128 East must not occupy the main track
ahead of Extra 4030 East between Hope and Anna.
(3) EXTRA 3301 WEST HAS RIGHT OVER EXTRA
9150 WEST (or NO 243) ANNA TO HOPE AND
WAIT AT ANNA UNTIL 1405
BESS 1420
CLOY 1435
DORA 1450
Extra 3301 West must not pass the designated
waiting points before the times given. Extra 9150
West (or No 243) must clear Extra 3301 West between
Anna and Hope as required by Rule 86.

Time Orders

(1) NO 5 ENG 2900 WAIT AT

ANNA UNTIL 2045
CLOY 2115
EDEN 2135
Number 5 must not pass the designated points
before the times given. This order makes the time of
No 5 at Anna and Bess 2045, at Cloy and Dora 2115,
and at Eden and any point between Eden and Hope
where the schedule of No 5 is earlier, 2135.

99
 Inferior Trains must clear these later times the same
as previously required to clear the schedule time.

Time Orders

(1) NO 247 ENG 8350 (or EXTRA 2405 WEST) WAIT

AT BESS UNTIL 1510
CLOY 1520
DORA 1535
FOR EXTRA 985 EAST

The example giving time on Extra 2405 West must

be used only after superiority has been established.

Number 247 (or Extra 2405 West) must not pass the
designated points before the time given unless
Extra 985 East has arrived. Extra 985 East must clear
the times given as required by Rule S-87.

Time given at Dora on Extra 2405 West may also be

used by Extra 985 East at any point between Dora and
Hope.

Time given at Dora on No 247 may be used by

Extra 985 East at any point between Dora and Hope
where the schedule time of No 247 is earlier than 1535.

Forms E and S-E must not be combined in the same

train order.

100
 Relief of Flag Protection

(1) WESTWARD TRAINS (or WESTWARD EXTRAS)

EXCEPT NO 247 (or EXTRA 9150 WEST)
BETWEEN ANNA AND HOPE WAIT AT ANNA
UNTIL 1030
This order relieves the excepted train from pro-
tecting against the following trains instructed to wait,
between the stations named, until the time specified.
(2) WESTWARD EXTRAS BETWEEN ANNA AND
HOPE WAIT AT
ANNA UNTIL 1030
DORA 1210
A regular train receiving this order will not be
required to protect against following extras between
the stations named until the times specified.
Items (1) and (2) must not be issued where there is a
preceding train between the designated points.
(3) EASTWARD EXTRAS EXCEPT TWO EXTRAS
4082 AND 6680 EAST BETWEEN HOPE AND
ANNA WAIT AT HOPE UNTIL 1630
With this order, protection is not required against
eastward extras between the points named until the
time specified, except each of the excepted trains must
protect to the rear unless it is known the other is ahead
or the order is modified as follows:
(a) EXTRA 6680 EAST WAIT AT
HOPE UNTIL 1210
FAYE 1330
DORA 1430

101
When so modified, Extra 4082 East is relieved from
protecting against Extra 6680 East until times
specified.
This example may also be modified by adding:
(b) EXTRA 4082 EAST HAS LEFT HOPE (or
EXTRA 4082 EAST HAS PASSED DORA)
Example (3) may be used only on subdivisions where
authorized by special instructions.

On subdivisions where the use of example (3) is

authorized, trains must not leave the main track unless
a crew member is left at the main track. He must iden-
tify his train to any train passing in the same direction.
Examples (1), (2), and (3) must not be issued to
include any part of the limits of a work extra and must
not be used to protect an opposing train movement.
Reverse movements made under this protection must
be made at restricted speed.

Train dispatchers must not permit movement of a

following extra within the limits of the order until
expiration of time or times stated in such order.
(4) NO 278 (or EXTRA 600 EAST) PROTECTS
AGAINST (train) BETWEEN HOPE AND ANNA
Example (4) must be used where Rule 99 (4) is
authorized and it is desired to have a train protect
against a following extra.
This example may be modified by adding:
AFTER 1430

102
When time is shown, both trains must receive copy of
order, and last named train will not leave Hope before
time specified.

Authorizing Extras

(1) ENG 6400 RUN EXTRA ANNA TO HOPE

(2) ENG 9261 RUN EXTRA ANNA TO DORA AND
RETURN TO ANNA
(3) ENG 240 RUN EXTRA HOPE TO EDEN AND
RETURN TO GLEN
(4) ENG 7607 RUN EXTRA CLOY TO EDEN THEN
RUN EXTRA EDEN TO ANNA

With examples (2), (3), and (4) the extra must go to

the second named station before running to the last
named station. The second named station is the initial
station for the return trip and clearance will not be re-
quired if the station is not a train order office or if a
train order signal displays Proceed in both directions.
This form of order does not relieve the train from pro-
viding protection to the rear, while moving in either
direction, where required by rule.

Example (4) must be used when the train is to return

to a point beyond the first named station.
(5) AFTER 1410 (date) ENG 9150 RUN EXTRA
ANNA TO HOPE

Extra 9150 West must not leave Anna before the

time stated.

103
 (6) AFTER EXTRA 8488 WEST ARRIVES DORA ENG
9052 RUN EXTRA DORA TO ANNA

Extra 9052 East must not leave Dora until

Extra 8488 West has arrived.

(7) ENG AMTK 500 RUN EXTRA ANNA TO HOPE

WITH RIGHT OVER ALL TRAINS AND WAIT AT
ANNA UNTIL 0915
BESS 0925
CLOY 0940
DORA 0950
FAYE 1010
GLEN 1020
Example (7) may be varied by specifying the par-
ticular trains over which the extra shall or shall not
have right. Trains over which the extra is given right
must clear the train order time of such extra as
required by Rules 86 and S-87.

The extra authorized by example (7) must move

within yard limits and through the limits of a work
extra the same as required of any other extra; and both
trains must be given example (4) of Form H train
order, if the work extra holds a train order relieving it
from protecting against extras.

(8) ENG 9100 RUN EXTRA ANNA TO HOPE AND

MUST NOT LEAVE EDEN UNTIL EXTRA 8410
EAST HAS ARRIVED

This example may only be used when Eden is the

terminating station for Extra 8410 East and when it is
not practicable to establish superiority or meeting
point by use of other forms of train orders.

104
 (9) ENG 2552 RUN EXTRA ANNA TO FAYE
THIS ORDER IS ANNULLED AT 1910
An extra so authorized must be clear of the main
track at the time specified or protected in both direc-
tions as prescribed by Rule 99. The words “THIS
ORDER IS ANNULLED AT 1910” may be used to
modify any of the above examples except example (7).
These examples authorize the extra to occupy the
main track only from the point where its time applies
at the initial station to the point where time applies for
an opposing train at the terminating station.

Work Extras

(1) ENG 292 WORKS EXTRA (ON TRACK(S))

0645 UNTIL 1845 BETWEEN CLOY AND EDEN

Work extras have no specified direction. The time of

regular trains must be cleared as prescribed by Rules
86, 86(B), or S-87. Work extras will be governed by
train orders with respect to other work extras within
their working limits. When more than one main track
is included in the limits the order must specify upon
which track or tracks the work extra is authorized.

On tracks where current of traffic has been

established, a work extra must protect against extras
moving with the current of traffic as prescribed by
Rule 99 and on other main tracks, a work extra must
protect against extras in both directions as prescribed

105
by Rule 99, unless relieved as indicated in the follow-
ing examples:
Example (1) may be modified by adding:
(a) NOT PROTECTING AGAINST EASTWARD
EXTRAS

Protection against eastward extras is not required.

(b) NOT PROTECTING AGAINST EXTRAS

Protection against extras is not required.

Examples (a) and (b) may be further modified by
adding:
UNTIL 1230 PM

Protection against the extras shown in the modifica-

tion is not required until the time specified.
(c) NOT PROTECTING AGAINST EXTRAS
EXCEPT PROTECTS AGAINST EXTRA
2835 WEST AFTER 1510

The work extra must provide flag protection against

Extra 2835 West at 1510. Flag protection against
other extras is not required.
To relieve work extras from protecting against
specific extras, the following example may be used:
(2) EASTWARD EXTRAS EXCEPT TWO EXTRAS
2910 AND 2839 EAST WAIT AT
EDEN UNTIL 1610 FOR WORK EXTRA 292
EXTRA 2910 EAST WAIT AT
EDEN UNTIL 1310
DORA 1330 FOR WORK EXTRA 292

106
 EXTRA 2839 EAST WAIT AT
EDEN UNTIL 1410
DORA 1430 FOR WORK EXTRA 292

The eastward extras named must not leave the

designated points until the specified times, unless the
work extra has arrived and has been identified as
prescribed by Rule 83(A).

Protection against the eastward extras named is not

required east of the points named until the times
specified in the order.
(3) ON FEB 17 ENG 292 WORKS EXTRA 0645 UNTIL
1545 BETWEEN DORA AND EDEN

This form must be used to authorize a work extra in

advance and may specify more than one date.

When two or more work extras are authorized within

the same limits, or when the limits of a work extra
include any part of the limits of another work extra,
each work extra must be given a copy of all orders
authorizing work extras within such limits, and must
be supplemented by adding (d) or (e).

(d) LOOKING OUT FOR EACH OTHER

When the train order states “LOOKING OUT FOR
EACH OTHER ” each work extra, while within ter-
ritory where their limits overlap, must move at
restricted speed. The work extras will not be required
to provide flag protection against each other and when
practicable the conductors and engineers of each work
extra must have a thorough understanding of the

107
movements to be made within their overlapping limits.
(e) WORK EXTRA 292 PROTECTS AGAINST
WORK EXTRA 393 BETWEEN BESS AND
EDEN
A work extra so instructed must protect against the
work extra specified between the designated points, as
prescribed by Rule 99. The second named work extra is
not required to protect against the first named work
extra.
On single track when extras are run through the
limits of a work extra, they must be given a copy of the
order authorizing the work extra when this can be
done. When it is not practicable to give a copy of the
order to an extra within, or closely approaching the
limits, example (1) must be modified by adding:
(f) CLEARS EXTRA 201 WEST
The work extra must not enter, or foul, the limits
ahead of the extra named in the order. When a work
extra has been instructed by train order not to protect
against extras and it is later desired to have it clear the
track for, or protect after a certain time against
designated extras, a train order may be given in the
following form:
(4) WORK EXTRA 292 CLEARS (or PROTECTS
AGAINST) EXTRA 76 EAST BETWEEN DORA
AND EDEN AFTER 1410
Work Extra 292 must clear (or protect against)
Extra 76 East after 1410.
Extra 76 East must not enter the limits before 1410
unless authorized by train dispatcher to enter under

108
flag protection. After 1410 Extra 76 East can run,
expecting to find the work extra clear of the main
track, or protecting as the order requires.
To enable a work extra to work upon the time of a
regular train, the following form will be used:
(5) WORK EXTRA 292 PROTECTS AGAINST NO 10
ENG 1402 (or ________ CLASS TRAINS) BETWEEN
DORA AND EDEN

The work extra may work upon the time of the train
or trains mentioned and must provide protection
against such train or trains. The regular train or trains
must receive a copy of the order and will run expecting
to find the work extra protecting.
(6) WORK EXTRA 292 HAS RIGHT OVER ALL
TRAINS (ON _______ TRACK(S)) BETWEEN
DORA AND EDEN 1545 UNTIL 1745

This example gives the work extra right to the track

or tracks mentioned between the designated points
within the times specified. Other trains must not enter
the limits. between the times specified unless
authorized by the train dispatcher to enter under flag
protection.
Form H train orders authorizing work extras confer
no authority for the work extra to occupy the main
track(s) beyond the point where time applies for trains
entering the limits.
Should the work order instruct a work extra not to
protect against extras, such extras must not enter the
limits unless authorized by the train dispatcher to
enter the limits under flag protection. If the order

109
indicates that the work extra is protecting against
other trains, they will run expecting to find the work
extra protecting as prescribed by Rule 99.
The limits or time of a work extra must not be
extended but the original order must be annulled and
another issued. The limits should be as short as possi-
ble. Work extras must give way to all trains as
promptly as possible.

Holding Order

(1) HOLD NO 2 ENG AMTK 500

(2) HOLD ALL (or EASTWARD) TRAINS
When a train has been so held, it must not proceed
until the order is annulled or an order is given in the
following form:
NO 2 MAY GO
These orders will be addressed to the operator.
Form J will be used only when necessary to hold
trains in situations not provided for by other forms of
orders. Form J must not be used as a restricting order
to advance trains against other trains.

Annulling a Schedule

(1) NO 1 DUE TO LEAVE ANNA FEB 29 IS

ANNULLED ANNA TO HOPE

110
 (2) NO 1 DUE TO LEAVE ANNA FEB 29 IS
ANNULLED EDEN TO HOPE
(3) NO 1 DUE TO LEAVE ANNA FEB 29 HAS
ARRIVED EDEN AND IS ANNULLED EDEN TO
HOPE
The schedule annulled becomes void between the
points designated and cannot be restored.
Example (3) will not be issued until No 1 has actually
arrived at Eden.
Form K must not be combined with other forms of
train orders.

Annulling an Order
or a Numbered Clearance

(1) ORDER (CLEARANCE) NO 201 IS ANNULLED

If an order or numbered clearance which is to be
annulled has not been delivered to a train, the annul-
ling order will be addressed to the operator. The
operator will destroy all copies of the order or
numbered clearance that has been annulled except his
own, and will write the following on his copy:
ANNULLED BY ORDER NO .
An order or numbered clearance which has been
annulled must not be reissued under its original
number.
When train orders or numbered clearances are
annulled on any date other than date of issue, the date,

111
as well as the number of the order or numbered
clearance annulled, must be included in the order.

Annulling Part of an Order

(1) THAT PART OF ORDER NO 202 READING AND

MEET EXTRA 3300 EAST AT FAYE
EXTRA 3300 EAST TAKE SIDING AT FAYE IS
ANNULLED
(2) THAT PART OF ORDER NO 203 READING
ANNA 2045
CLOY 2115 IS ANNULLED
Form M will be used only when that part of the order
which is not annulled is clear in its wording. If there is
any possibility of misunderstanding, the entire order
should be annulled and a new order issued.

Call-on Order

(1) ADVANCE EXTRA 798 EAST ON MAIN TRACK

UNTIL 1101
This form of order addressed to an operator will be
used when it is desired to advance an approaching
train on a main track as prescribed by Rule 223.
The train dispatcher will specify a time to safely
allow an approaching train to move on main track to a
train order signal. If the train has not acknowledged
call-on indication before the specified time, the

112
operator will then restore signal to display Stop and
notify train dispatcher.

Fixed Meeting or Passing Points

For a Train Handling Equipment
of Excessive Width

(1) EXTRA 201 WEST MEET NO 242 (or PASS NO

241 ) AT GLEN WITH CENTER SIDING BETWEEN
TRAINS
(2) EXTRA 201 WEST MEET EXTRA 6911 EAST (or
PASS EXTRA 6911 WEST) AT DORA
EXTRA 201 WEST TAKE SIDING AT DORA SO
WILL HAVE WESTWARD MAIN TRACK BE-
TWEEN TRAINS

(3) EXTRA 201 WEST MEET EXTRA 6911 EAST (or

PASS EXTRA 6911 WEST) BETWEEN MP 107
AND MP 108 WHERE TRACK CENTERS PROVIDE
SAFE CLEARANCE

(4) EASTWARD TRAINS MUST NOT MEET EXTRA

8300 WEST BETWEEN THE FOLLOWING MILE
POST LOCATIONS
MP 106.6 AND MP 110.6 BETWEEN BESS AND
CLOY
MP 120.2 AND MP 120.7 BETWEEN EDEN AND
FAYE
EXTRA 8300 WEST HANDLING LOAD OF
EXCESS WIDTH WAIT AT
CLOY UNTIL 1430
FAYE 1510

113
 (5) EXTRA 8300 WEST HANDLING LOAD OF
EXCESS WIDTH MUST NOT MEET THREE
EXTRAS 6500 OR 8809 OR 9506 EAST BETWEEN
THE FOLLOWING MILE POST LOCATIONS
MP 212.6 AND MP 210.5 BETWEEN EDEN AND _
DORA
MP 204.5 AND MP 202 BETWEEN DORA AND
CLOY
MP 199.2 AND MP 197.8 BETWEEN CLOY AND
BESS
EXTRA 6500 EAST WAIT AT
DORA UNTIL 1210
CLOY 1230
BESS 1245
EXTRA 8809 EAST WAIT AT
DORA UNTIL 1445
CLOY 1505
BESS 1520
EXTRA 9506 EAST WAIT AT DORA UNTIL 2001

These examples may be used to establish the

meeting or passing points at locations that will pro-
vide sufficient clearance for train handling equipment
of excessive width.

With examples (4) and (5), if trains are unable to

avoid meeting within the indicated locations protec-
tion must be provided against movements on adjacent
tracks and necessary action taken to ensure safe
passage.

114
 Superseding an Order
or Part of an Order

This order will be given by adding to prescribed

forms the words INSTEAD OF .
(1) NO 2 ENG AMTK 500 MEET NO 1 ENG AMTK 505
AT CLOY INSTEAD OF DORA
NO 1 TAKE SIDING AT CLOY
(2) NO 1 HAS ENG 9902 INSTEAD OF ENG AMTK 505
(3) ORDER NO 204 SHOULD READ EXTRA 6601
EAST INSTEAD OF EXTRA 6610 EAST
An order which has been superseded must not be
reissued under its original number.
A meeting point must not be changed by use of
Form P train order more than once. If further changes
are necessary, the previous order must be annulled.
When a train is directed by train order to take siding
for another train and the meeting or passing point is
changed by a superseding order, the superseding order
must specify which train will take siding.
Train orders issued under Forms S-A, B, S-C, and D
may be superseded. Other forms must not be
superseded, except as specified herein.

Change of General Orders,

Special Instructions or Timetable

(1) DIVISION (or SYSTEM) TIMETABLE (or

SPECIAL INSTRUCTIONS) NO 1 TAKES EFFECT
AT 0001 APRIL 28, 1985

115
 Trains and engines must not occupy the main track
after the effective time and date of new timetable or
special instructions unless the crews have secured
copies of the new timetable or special instructions.

The following examples must be used when cancel-

ling or changing general orders or special instructions
by train order.

(2) GENERAL ORDER NO (or SPECIAL

INSTRUCTIONS ITEM ) IS CANCELLED

(3) GENERAL ORDER NO (or SPECIAL

INSTRUCTIONS ITEM ) WILL NOT
APPLY TO (train)

(4) GENERAL ORDER NO (or SPECIAL

INSTRUCTIONS ITEM ) IS CHANGED
TO READ

(5) GENERAL ORDER NO IS IN EFFECT AS

FOLLOWS

Any requirement to ensure safety which is removed

as a result of changing or canceling a general order or
special instruction must be reinstated by train order.

General orders or special instructions which are

cancelled or changed in this manner must not be
reinstated. Train order must be delivered to all person-
nel affected until such cancellation or change is issue
by a general order and the general order is posted.

116
 Providing for Movement Against
the Current of Traffic

(1) NO 1 ENG AMTK 6918 HAS RIGHT OVER

OPPOSING TRAINS ON TRACK CLOY
TO DORA
(2) EXTRA 600 EAST HAS RIGHT OVER OPPOSING
TRAINS ON TRACK GLEN TO FAYE

The designated train must use the track specified

between the points named and has right over opposing
trains on that track between those points. Opposing
trains must not leave the point last named until the
designated train arrives.
All trains between the points named moving with
the current of traffic in the same direction as the
designated train must receive a copy of the order when
practicable and may then proceed on their schedules or
rights.
Examples (1) and (2) may be modified as follows:
AFTER NO 4 ENG AMTK 508 ARRIVES AT EAST
CROSSOVER CLOY NO 3 ENG AMTK 510 HAS
RIGHT OVER OPPOSING TRAINS ON
TRACK EAST CROSSOVER CLOY TO DORA

The train to be moved against the current of traffic

must not leave the first named point until the arrival of
he first named train.
If there is a center siding or more than one crossover
at a station, the train order must specify the points
between which the authority extends.

117
 In addition to Examples (1) or (2), the following
example will be used when it is necessary to move a
train against the current of traffic within the limits of a
work extra.

(3) WORK EXTRA 292 CLEARS NO 1 (or EXTRA 393-

WEST) ON TRACK BETWEEN CLOY
AND DORA AFTER 1410
NO 1 (or EXTRA 393 WEST) MOVING AGAINST
THE CURRENT OF TRAFFIC CLOY TO DORA

Number 1 (or Extra 393 West) must not leave Cloy

before 1410. Work Extra 292 must be clear of specified
track at 1410.
A train must not be moved against the current of
traffic. The track on which it is to run must be cleared
of opposing trains between the points named in the
order. Work extras authorized between the points
named in the order must have a copy of train order
examples (1) or (2) and example (3).

Use of a Portion of Double Track

as Single Track

(1) 0801 UNTIL 1701 MAY 15 ALL TRAINS MUST

USE TRACK BETWEEN WEST
CROSSOVER AT FAYE AND EAST CROSSOVER
AT GLEN
ALL TRAINS MUST STOP BEFORE FOULING
TRACK BETWEEN THESE POINTS
UNLESS AUTHORIZED TO PROCEED BY
PERSON IN CHARGE OF SWITCHES

118
 This order is to be used when one or more main
tracks are to be removed from service and all trains in
both directions are to use the remaining track with a
person in charge of switches at each end of designated
territory.
Movements between the designated points will be
directed by the train dispatcher who will issue
necessary instructions to the person in charge of the
switches.
The person in charge of switches may authorize
movement on the main track between the designated
points by signal indication, verbally, or by proceed
signal given with yellow flag or yellow light.

(2) TRACK WILL BE USED AS SINGLE

TRACK BETWEEN FAYE AND GLEN

All trains must use the track named between the

points designated and will be governed by rules for
single track.
For trains moving against the current of traffic,
Rule 91 applies and flag protection must be given
when required.

Establishing Temporary
Yard Limits

(1) 0601 UNTIL 1601 (date or dates) RULE 93 IN

EFFECT BETWEEN (points specified)
Trains and engines will be governed by Rule 93
between the points and during the time specified.

119
 Suspending Block System
Signals or Detectors

(1) BLOCK SYSTEM IS SUSPENDED (ON

T R A C K ) B E T W E E N (point) A N D (point)
AND IS GOVERNED BY RULE 321
MAXIMUM AUTHORIZED SPEED PASSENGER
TRAINS MPH AND OTHER TRAINS
MPH
This form is used only when authorized by the
superintendent when it becomes necessary to removes
block system, or a section of it, from service.
The train order must specify the exact locations
between which the block system is suspended such as
west switch of siding Cloy or MP 210.
This order may be modified by adding:
(a) INTERLOCKING SIGNALS AT
REMAIN IN SERVICE
(b) (Direction) T R A I N S MUST USE
TRACK
(c) AUTOMATIC CROSSING SIGNALS AT
OUT OF SERVICE
(d) SWITCH AT LINED FOR
TRACK
(e) SPRING SWITCH AT SPIKED
FOR TRACK
(2) SIGNALS(S) TEMPORARILY REMOVED
FROM SERVICE AND BLOCK EXTENDED
SIGNAL TO SIGNAL

120
 (3) (Name of detector) L O C A T E D AT (MP)
REMOVED FROM SERVICE
Example (3) will be used to remove track side warn-
ing detectors from service. Crews receiving this order
will disregard specified detector. The order may be
modified to require train to stop and make inspection.
To authorize the automatic cab signal (ACS) devices
to be cut out on the engine on a specified territory, the
following form will be used:
(4) 0801 UNTIL 1601 APRIL 4 CAB SIGNALS WILL BE
INOPERATIVE BETWEEN ANNA AND HOPE
A train receiving this order will be governed by
Rules 367 and 372(A).

Check of Trains

These examples must be used to give a train the

information requited by Rule 83(A).
(1) AT (REGULAR) ( CLASS)
TRAINS DUE CLOY (HAVE PASSED) (HAVE
ARRIVED) (HAVE LEFT)
Example (1) may be modified by adding:
EXCEPT NO
(2) NO 1 AND NO 2 (HAVE PASSED) (HAVE
ARRIVED) (HAVE LEFT) GLEN
(3) EXTRA 99 EAST (HAS ARRIVED) (HAS LEFT)
ANNA ON ORDER NO _______

121
 Change in Clearance
or Register Requirements

(1) WILL NOT (REGISTER) (REQUIRE A

CLEARANCE) AT CLOY

(2) WILL REGISTER AT CLOY BY

REGISTER TICKET

(3) MUST SECURE CLEARANCE AT CLOY

(4 EXTRA 371 WEST REGISTER AT CLOY ON

ORDER NO OF (date)

(5 EXTRA 380 EAST (or NO 2) MAY CHECK

REGISTER AT CLOY AGAINST EXTRA 371 WEST
ON ORDER NO _ OF ( d a t e )

Examples (1) and (2) must be used to modify register

or clearance requirements.

Example (3) is used to require a train to secure

clearance at the station named.

Examples (4) and (5) must be used to permit a train

to accept the train register as evidence of the arrival or
departure of an extra train as prescribed by Rule 83(B).

When Example (4) is used, the number and date of

the specified order must be recorded on the train
register with other information required.

122
 Slow or Cautionary Orders

(1) DO NOT EXCEED

10 MPH OVER BRIDGE 1360 MP 136
25 MPH BETWEEN MP 245 AND MP 247
Where necessary, the stations between which the
restriction is located will be included in the train order.
(2) DO NOT EXCEED MPH (ON
TRACK) BETWEEN AND
(3) (PSGR) (FRT) TRAINS MUST NOT EXCEED
MPH BETWEEN MP AND
MP
(4) TRACK (BETWEEN AND
) (or AT ) MUST NOT BE USED
BY TRAINS OR ENGINES EXCEPT UNDER THE
DIRECTION OF FOREMAN (name)

This example is used to exclude a track or portion of

a track from use by trains or engines except when
authorized by the foreman.
Examples (l), (2), (3), and (4) may be modified by
adding:
(a) 0801 UNTIL 1601
(b) YELLOW FLAG FOR (EASTWARD)
(WESTWARD) TRAINS LOCATED
(or YELLOW FLAGS NOT
DISPLAYED)
(5) 0901 UNTIL 1301 BETWEEN BESS AND GLEN
TRAINS MUST NOT EXCEED 10 MPH AND BE

123
 PREPARED TO STOP SHORT OF MEN TRACK
CARS OR MACHINES FOULING MAIN TRACK

(6) 0810 UNTIL 1010 BETWEEN ANNA AND CLOY

1010 UNTIL 1210 BETWEEN CLOY AND EDEN
1210 UNTIL 1510 BETWEEN EDEN AND HOPE
TRAINS MUST NOT EXCEED 10 MPH AND BE
PREPARED TO STOP SHORT OF MEN TRACK
CARS OR MACHINES FOULING MAIN TRACK

With examples (5) and (6), between the times

specified, trains must approach the designated limits
expecting to find men, track cars, or machines fouling
the main track without flag protection and without use
of yellow and green flags displayed. Trains must pro-
ceed through limits prepared to stop short of men,
track car, or machines fouling the main track.

(7) (25) CARS ON SIDING BESS SOUTH

SWITCH HOUSE TRACK CLOY MUST NOT BE
USED

Protecting Men and Equipment

(1) ON (date) ON SUBDIV RULES APPLICABLE

TO TRAIN ORDER FORM Y EXAMPLE (1) WILL
GOVERN WITHIN THE FOLLOWING LIMITS

124
 During the time and within the limits stated in train
order Form Y, example (1), trains and engines must
move at restricted speed and stop short of men and
machines fouling the track or a red flag placed to the
right of the track. This example should be followed
unless verbally instructed otherwise as prescribed
below or unless the entire train has passed a green flag
or has cleared the limits.
The engineer must attempt to contact the person 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 TRAIN ORDER NO LINE NO
BETWEEN MP AND MP ON
SUBDIVISION.”
(a) To authorize a train or engine 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. ”

125
 A train or engine may pass a red flag or enter limits
without stopping, continuing to move at restricted
speed stopping short of men or equipment fouling
track.

(b) To authorize a train or engine to proceed at a

speed greater 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.

(c) TO require a train or engine to move at a speed

less than restricted speed, the following will be added:
“ (train) PROCEED AT RESTRICTED SPEED BUT
NOT EXCEEDING _________ MPH” (ADDING IF
NECESSARY “UNTIL REACHING MP _____ _ ,,)
A 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 the person giving them before
they are acted upon.
When the word STOP is written in the Stop column,
train or engine must not enter the limits until verbal
authority is received from the person in charge a,
prescribed by example (a) above.
Yellow flags must be displayed as prescribed by
Rule 10.

126
 (2) RAIL DETECTOR 9171 (or OTHER ON-TRACK
MACHINE) IN CHARGE OF (occupation)
(name) ON TRACK BETWEEN (station
or point) A N D (station or point) (CLEARS
EXTRA 900 WEST OTHER) TRAINS MUST
APPROACH AND PROCEED AT RESTRICTED
SPEED WITHIN THE FOLLOWING LIMITS UNTIL
(title and name) HAS REPORTED THE LIMITS
C L E A R (time) U N T I L (time) B E T W E E N
(station or point) AND (station or point)
A N D ( t i m e ) U N T I L ( t i m e ) BETWEEN
(station or point) AND (station or point)

The machine named may occupy the specified track

and move in either direction at restricted speed, within
the specified limits, between times given, without flag
protection and without the use of temporary signs
prescribed by Rule 10. If the machine fails to clear the
main track by the time required, it must be protected
by the flagman as prescribed by the rules.

A line-up of trains expected to enter the working

limits must be issued to the person in charge of the
machine and the machine must give way to all trains
promptly.

Trains must approach the limits specified at

restricted speed. If the employee in charge has not
reported the limits clear or the machine named has not
been passed, movement through the limits must be
made at restricted speed between the times given.
Employees must be prepared to find the machine foul-
ing the main track without flag protection and without

127
the use of temporary signs prescribed by Rule 10. If
the machine has been reported clear to a train, or has
been passed by a train, the machine must not foul the
main track ahead of such train unless flag protection is
provided.
In ABS territory, if specified limits include yard
limits, trains must move at restricted speed within
yard limits regardless of signal indication while within
limits of this order unless they have been notified that
the machine is clear or the machine has been passed.

S-227. Absolute Block Register Territory. On subdivi-

sions or portions thereof, designated by timetable as
absolute block register territory, extra trains may be
operated without train order authority, subject to the
following:

A train register labeled “Absolute Block Register

(name or number) Subdivision” will apply only to a
train operating on the designated subdivision.

Before leaving the initial station of the designated

territory, the conductor must register the train in the
usual manner in the register, adding “Rule S-227” and
the date. Upon returning to the initial station, the con-
ductor must register the train in the usual manner on
the same line on the opposite page of the register,
adding “Rule S-227” and the date. If there is no con-
ductor, the engineer will register the required informa-
tion. Until a train registered out of the initial station of
a territory designated as absolute block register ter-
ritory has registered the return of the train to the
initial station, no other train may enter the designated
territory except as authorized by train order.

128
 Flag protection is not required in either direction and
Rule 82(A) will not apply in absolute block register
territory.
If it is necessary to authorize a second train into
absolute block register territory, the train dispatcher
may authorize a second train into the designated
territory by issuing a train order to both trains in the
following words:
EXTRA (direction) BETWEEN MP
AND MP ______ MUST REMAIN AT
LOCATION
ENG MAY REGISTER AND ENTER ABR
TERRITORY TO REACH EXTRA
(direction)
The second named train may enter designated ter-
ritory and approach location of the first named train,
and must be prepared to stop. Upon the arrival of the
second named train at the location of the first named
train, the train order is fulfilled and further movement
must be made as one train. The conductor of the
second named train must register both trains out of
the designated territory. Except as affected by
Rule S-227, all other operating rules remain in effect.

129
 CHAPTER 4

SIGNAL ASPECTS

Signal aspects are shown by the position of

semaphore arms, the color, flashing, and position of
lights or any combination thereof. They may be
qualified by marker plate, number plate, letter plate, or
marker light. The signal aspects illustrated by the
figures shown in these rules, show both color light and
semaphore aspects. Signals may display either color
light aspects alone, or semaphores in addition to color
lights.

DISTANT SIGNALS
Rule 228. Green.
Name — Distant Signal Clear.
Indication — Proceed.

If a train or engine is delayed between distant signal

clear and block signal, interlocking signal or switch
point indicator, it must then proceed and be prepared
to stop short of next signal or switch point indicator.

Rule 229. Yellow.

Name —Distant Signal Approach.
Indication— Approach next signal pre-
pared to stop short of next signal or
switch point indicator.

130
 The maximum speed in interlocking limits for which
“DISTANT SIGNAL APPROACH” is displayed at a
distant signal, is 20 mph.

Rule 230. Clear. The train may proceed. Aspect of color

light is green.

Rule 236. Approach. The train proceeds prepared to

stop at next signal. Trains must not exceed 40 mph.
Aspect of color light is yellow, yellow over red, yellow
over double red, or yellow over dark.

Rule 240. Restricting. Proceed at restricted speed.

Aspect of color light is flashing red or red over flashing
red.

Rule 241. Stop and Proceed. Stop, then proceed at

restricted speed. Aspect of color light is single red,
double red, or red over dark. Signal staff must have
number plate on staff.

Rule 242. Stop. The train must stop. Aspect of color

light is single red, double red, triple red, or red over
dark.

131
 CHAPTER 5

BLOCK SIGNALS

This chapter covers track permits within ABS

territory, movement and protection of trains on main
track, rules governing the block system, and rules
within centralized traffic control limits.

TRACK PERMITS WITHIN ABS

TERRITORY
Rule S-250. Track Permit. When authorized by special
instructions, between specified points, a train may oc-
cupy a main track on the authority of a track permit
issued by designated personnel under the direction of
the train dispatcher. Trains may move in either direc-
tion without flag protection during the effective time
and within the limits of the track permit.
A track permit may be issued only when it is known
that the limits are clear. Limits may be entered only on
proceed indication of controlled signal or upon verbal
authority of the person granting the permit, If a train
enters limits on a signal other than a proceed indica-
tion of block or interlocking signal, signals protecting
the limits must display Stop indication for at least
5 minutes before occupying the limits.
Signals are arranged to show that limits are pro-
tected by Stop indication of blocks or interlocking
signals while the limits are occupied. No other move-
ment is permitted into the limits. Track permit limits

132
must be continuously occupied or main track switch
left open. Personnel requesting track permit must
repeat it and receive “OK” before it is acted upon.

Personnel granting track permit must record it on

the prescribed form. Not more than one track permit
may be in effect at any time within the same limits. A
train must be clear of the limits before the time expires
or flag protection must be provided in each direction.

MOVEMENT OF TRAINS
WITH THE CURRENT OF
TRAFFIC ON A MAIN TRACK
Rule 251. Movements Governed. Within defined limits
on designated tracks specified in the timetable, or by
special instructions, trains will run with the current of
traffic goverened by block signals without regard to
timetable superiority. The train dispatcher will issue
verbal and message instructions.

PROTECTION ON MAIN TRACKS

WHERE CURRENT OF TRAFFIC
HAS BEEN ESTABLISHED
Rule 252. Track Permit. When authorized by special in-
structions between specific points within territory
where the current of traffic has been established, a
train, track car, machine, or personnel may occupy a
main track or tracks on authority of track permit. The
track permit is issued by a designated control operator
under the directon of the train dispatcher. The train,
track car, machine, or personnel may then move in
either direction on such tracks within the limits during

133
the effective time of the track permit without train
order authority or flag protection.

A track permit is issued only when the limits are

clear or occupied by train, track car, machine, or per-
sonnel granted track permit and where the limits can
be protected by controlled signals. The designated
control operator must ensure that each of the signals
used to protect the limits has been set to display Stop
indicators; that marking or blocking devices have been
applied to prevent displaying signals for movement
into the limits; and that any other control operator
who controls the signals used to protect the limits has
acknowledged understanding of the protection order.

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.
The person requesting a track permit must repeat it
and receive “OK” before it is acted upon. The control
operators will record the track permits on the pre-
scribed form.

Track permit limits must be cleared and reported

clear to the control operator before time expires. If the
track permit is to be released before the time expires,
all equipment must be clear of limits and that fact
reported to the designated control operator. If no other
track permit has been granted within the same limits,
the train may release the permit and move with the
current of traffic. The train is governed by signal in-
dications upon authority of the designated control

134
operator in the following manner: “Track permit
granted (train) o n (track(s)) between (point)
and (point) released for movement with the current
of traffic on (track) at (time).”
If track permit limits are not clear by the time per-
mit expires, no movement may be made against the
current of traffic without a train order authority or
flag protection. Train movement with the current of
traffic must be made at restricted speed unless it is
known that there is no other track permit in effect in
the same limits. If more than one track permit is in
effect at any time within the same limits or overlap-
ping limits, all trains or personnel involved must be
notified and movements must then be made at
restricted speed.

ABSOLUTE PERMISSIVE BLOCK

Rule 255. Governed by Block Signals. Within defined
limits designated in the timetable or by special instruc-
tions as absolute permissive block (APB), train
movements will be governed by block signals whose in-
dications will supersede the superiority of trains for
both opposing and following movements on the same
track.

BLOCK SYSTEM RULES

Rule 300. Location of Signals. Block and interlocking
signals, when viewed in the direction of movement, are
indicated generally to the right of the track, but may be
indicated 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

135
governs the track to the right, and the signal to the left
governs the track to the left.
Rule 301. What Signals Govern. Block signals, cab
signals or both, govern the use of blocks, but unless
otherwise specified do not supersede the superiority
trains.
Interlocking signals govern the use of the routes of
an interlocking, and as to movements within interlock-
ing limits, their indications supersede the superiority
of trains. Where a track is signaled beyond the in-
terlocking limits in the direction of movement, the in-
terlocking 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.

Rule 302. Improperly Displayed Signals or Absence of

Lights. Except as shown in block signal, cab signal,
and interlocking signal indications, the absence of a
light, or the presence of a white light displayed where a
colored or lunar light should be, on a block or interlock-
ing signal must be regarded as the most restrictive in-
dication that can be given by that signal. Except when
the position of the semaphore arm is plainly seen, such
indication will govern.
Rule 303. Where Stop Must Be Made. Trains must
stop before any part of the engine or equipment being
handled passes a signal that requires trains to stop.
Within CTC territory or interlocking if a train over
runs a Stop indication, warning must be given to other
trains at once by radio, and flag protection must be
provided immediately against possible conflicting
movements. If a train overruns a signal that requires it

136
to stop, the train must stop and the fact must be
reported to the train dispatcher.
Overlaps may be indicated by overlap signs. A train
holding the main track at a meeting point must not
pass the overlap sign location, nor open the switch
within the overlap, until the opposing train has entered
the block. A preceding train must clear the overlap as
soon as practicable to avoid delay to a following train.

Rule 303(A). Changing Established Route. After a con-

trolled signal has been cleared for an approaching
movement, it must not be changed before a closely
approaching train has passed it or has been stopped, ex-
cept to avoid an accident. A conflicting route must not
be established, nor should a conflicting movement be
authorized, until communication has been established
with the crew of an approaching train, and it is known
that such train has stopped clear of the conflicting
route. No attempt shall be made to establish a con-
flicting 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 con-
trolling 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.
Rule 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
display Stop indication. No movements on such routes
may be permitted until track and signal appliances
have been examined and it is determined that move-
ment can be made safely.

137
Rule 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 the track is obstructed or removed
from service, Stop indicators must be displayed for all
routes affected. Controls involved must be blocked or
marked in a manner 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.

Rule 303(D). Authority to Proceed. Within CTC limits

or at interlocking, 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 interlocking, when a control operator gives hand
signals, they must be given with a yellow flag or yellow
light 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.

Ruled 303(E). Reporting Delays. When a proceed in-

dication has been displayed on a controlled signal, if
movement cannot be made promptly, the control
operator must be notified immediately.

Rule 303(F). Block Occupancy Indicator. Where block

occupancy indicators are located individuals must
observe the indication displayed before fouling circuit

138
or changing derail or main track switch. When an oc-
cupied indication is displayed, the main track must not
be fouled, unless the movement is properly protected.
An indication displayed by a block occupancy in-
dicator is not authority for a train or engine movement
and does not relieve individual from protecting
movements as required by the rules.

Rule 304. Change of Indication. If a signal indication

permitting a train to proceed changes to a stop indica-
tion before the train reaches the signal, the train must
stop immediately. Such an occurrence must be
reported to the train dispatcher.

Rule 305. Delayed Within a Block. If a train passes a

distant signal displaying Clear or enters a block on a
proceed indication, other than one requiring movement
at restricted speed, and stops or reduces speed below
10 mph, it must proceed at restricted speed until the
next signal indicates proceed and the track is clear to
that signal.
One exception to this rule is that within CTC limits,
a train may proceed at a speed not exceeding 40 mph
and must be prepared to stop at the next signal until it
can be seen that the next signal indicates proceed and
the track is clear to that signal.

Rule 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.

Rule 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

139
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 con-
dition. Such protection must be provided until relieved
by signal department personnel or by instructions
from the train dispatcher. In all cases, the train dis-
patcher must be notified by the quickest means of
communication.

Rule 308. Call Lights. When a call light is illuminated,

any personnel observing it, except those on moving
trains, must communicate at once with the control
operator.

Rule 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.

Rule 310. Lining Controlled Signals. Controlled signals

must be displayed at their most restrictive indication.
Signals must be cleared sufficiently in advance of a
movement to avoid giving an unnecessary restrictive
indication. Remote control switches which have been
reversed must be restored to normal position as soon
as practicable after a movement has been completed.

Rule 312. Stop Indication. The following procedures

apply when a train is stopped at a signal displaying a
Stop indication and no conflicting movement
evident:
(1) In CTC territory, unless a train has been granted
track and time limits on track goverened by that

140
signal, a crew member must immediately communicate
with the control operator. Upon instructions
“ (train) at (location) has permission to pass
signal displaying Stop indication, ” specifying route
where applicable, the train may proceed at restricted
speed. Before granting authority to proceed, the
control operator must ensure 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 ap-
plicable. However, the following exceptions do apply:

• When there is a conflicting movement, if such

movement has been stopped and the crew has been ad-
vised of the 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.

• Where so equipped, the emergency push button

located in the signal cabin at dual control switch loca-
tions will be used for the desired direction upon receipt
of instructions from control operator. If a proceed in-
dication is received, the train may proceed according to
signal indication.

• If unable to communicate with control operator,

the emergency push button may be used and if the
signal changes to proceed indication, the train may
proceed at restricted speed, regardless of more
favorable signal indication. The train must keep a close
lookout for men or track maintenance equipment on or

141
afoul of the track without flag protection until instruc-
tions are received from the control operator to proceed
in accordance with signal indications.

(2) At manual interlocking, if no conflicting move-

ment is evident, the crew member must immediately
communicate with the control operator. Upon receipt
of a proceed signal given with yellow flag or yellow
light or verbal authority from control operator in
words ‘‘ (train) a t (location) has permission to
pass signal displaying Stop indication, ” the train may
proceed at restricted speed. Before granting authority
to proceed, the crew member must know that there are
no conflicting movements, that the route is properly
lined, and that if movement is to be made into CTC ter-
ritory, permission must first be obtained from CTC
control operator.

Where authorized by special instructions, if unable

to communicate with control operator, a train may pro-
ceed after occupying the track within interlocking
limits, but clear of any conflicting route; after waiting
the time specified in special instructions; and after a
crew member has preceded movement and determined
that route is properly lined.

When no control operator is on duty and interlocking

cannot be operated by a crew member, the train may
proceed after a flagman has preceded the train, ex-
amined the track for defects, determined that the route
is properly lined and that protection is given on
conflicting routes. If signals or derails are not in posi-
tion to provide protection on conflicting routes, flag
protection must be provided on such routes.

142
 In addition, if the signal governs movement over a
drawbridge, a crew member must make sure that the
bridge is in proper position for the passage of trains.
Movement out of interlocking limits into territory
where track permits are authorized must not be made
except as prescribed by Item (5) of this rule.

(3) At automatic interlocking movement will be

governed by the instructions in release box. If there is
a conflicting movement, the train must not proceed
until such movement has passed or has stopped and an
understanding has been reached between the crews.

(4) Within ABS limits, except where superiority of

trains is superseded by signal indication or track per-
mits are authorized, a train that is otherwise autho-
rized to proceed, may proceed at restricted speed after
stopping. However, if the signal governs movement
from siding or other track to main track, if the block is
occupied by a standing train, if the engine or cars and
the switch to be used are within same block, or if
Rule 94 is in effect, the main track switch must be
opened. After waiting five minutes, the train may pass
signal to enter the main track. Personnel attending the
switch must remain at the switch during the 5-minute
period.

(5) Where track permits are authorized or within

APB limits, a crew member must immediately contact
the train dispatcher. Upon instructions ‘‘ (train) a t
(location) has permission to pass signal displaying
Stop indication, ” the train may proceed at restricted
speed. Such instructions may be issued only when

143
there is no track permit in effect and there is no
conflicting movement. If unable to secure authority
from the train dispatcher, the train must not proceed
until such authority is received or the signal displays a
proceed indication.

Rule 313. Stop and Proceed Indication. At a signal

displaying a Stop and Proceed indication the train will
stop, then proceed at restricted speed; or the train may
pass the signal at restricted speed without stopping
for the following reasons:

• To leave main track when it is seen that the switch

is lined for movement and the track is clear from signal
to clearance point.

• To continue on main track when meeting or pass-

ing a train and it is known that the main track is clear
to point at opposite end of siding where main track is
fouled by train on siding.

• 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.

• To enter a switch which is not more than 1,000

feet beyond signal and the movement has received
authorization from the employee in charge of the
switch.

• In CTC territory, when a train is proceeding from

the Stop indication on the authority of the control
operator as prescribed by Rule 312. (This will apply to
each succeeding signal displaying Stop and Proceed
indication.)

144
 • When a train is moving within track and time
limits.

Rule 314. Movement from Signal Requiring Restricted

Speed. When a train passes a signal requiring move-
ment at restricted speed, movement must be made at
restricted speed to the next governing signal or to the
end of block system.

Rule 315. Hand Operation of Dual Control Switches.

When authority has been obtained, or track and time
limits have been secured from the control operator in
CTC territory, or when permission has been obtained
from the control operator in other territory to operate a
dual control switch by hand, the switch may be
operated as follows:

• Unlock switch lock.

• Place the selector lever in HAND position or

remove the hand crank from holder.

• Operate the hand throw lever until the switch

points are seen to move with movement of lever.

• Line the switch for the route to be used, or insert

crank on shaft and turn until the switch is in desired
position and turned as far as possible. Remove crank
from shaft but do not return to crank holder.

• To return the switch to power, restore selector

lever to POWER or MOTOR position and lock, or
return crank to holder and secure it with the switch
lock. After the switch has been restored to power, the
control operator must be notified.

145
 When the selector lever is in hand position or when
the crank has been removed from the holder, signals
governing movements over the switch will display
Stop indication and will be superseded by hand
signals. If possible, the engineer must be notified when
the switch has been placed in hand operation and when
it has been restored to power operation.

Rule 315(A). Dual Control Switches and Derails. Before

proceeding from a Stop indication over a dual control
switch or derail, the crew member must precede the
movement and examine each dual control switch or
derail to see that it is properly lined and that selector
lever or hand crank, if present, is in the proper posi-
tion. The crew member must remain at switch or derail
until leading wheels have passed the signal governing
movement over the switch or derail.

If the control operator cannot line the dual control

switch or derail to the desired position, or the indica-
tion of the control machine does not show that the
switch or derail is lined and locked, he must require the
crew member to operate it by hand. The crew member
must also ensure that the switch is properly lined,
restored to power operation, and the control operator
is notified. If the signal still indicates Stop and the
control machine does not indicate that the switch or
derail is properly lined and locked, repeat the pro-
cedure. After at least one unit or car has passed over
the switch points or derail, it must be returned to
power.

146
Rule 316. Reverse Movement. All reverse movements
within a block must be made at restricted speed. On
any track where APB is in effect, a reverse movement
must not be made without flag protection or authority
from the train dispatcher. On any track where CTC is
in effect, a reverse movement must not be made
without flag protection or authority from the control
operator. Outside CTC limits, a train having passed
beyond the limits of a block must not back into that
block without flag protection, except where Rule 93 or
Rule 94 is in effect or the movement is protected by a
train order or a track warrant.

Rule 316(A). Reverse Movements at Interlocking. A

reverse movement within the limits of an interlocking,
or a forward movement after making a reverse move-
ment, must not be made unless authorized by an in-
terlocking signal indication or unless permission is
given by the control operator. At automatic interlock-
ings, reverse movements may be made if the train mak-
ing the movement continuously occupies at least one
car length of interlocking limits.

Rule 317. Entering Main Track at Hand Operated or

Spring Switch. Within CTC territory, manual in-
terlocking limits, or territory where Rule S-250 or
Rule 252 is authorized, a train may enter the main
track at hand operated or spring switch where there is
no governing signal only on authority of control
operator. The control operator must make sure that
there are no conflicting movements before granting
such authority.

147
 In other territory within block system limits, the
crew member or switch tender must open the switch
and wait 5 minutes at the switch to establish block
signal protection before the train enters the main
track. The 5-minute wait is not required in the follow-
ing circumstances:

• Where switch is equipped with an electronic lock.

• Where block occupancy indicator indicates block

clear.

• When block signal governing movement to main

track displays a proceed indication.

• When signals governing movements on main

track indicate no train is approaching from either
direction.

• Where block to be entered is occupied by a train,

engine, or car that is either standing or moving away
from the switch to be used.

• Outside yard limits when entering a main track for

movement against the current of traffic.

• 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 pro-
ceed indication of a controlled signal.

Rule 318. Entering Block Between Signals. A train

entering a block where there is no governing signal
must move at restricted speed to the next governing
signal.

148
Rule 319. Electrically Locked Switches and Derails.
Operation of switches and derails equipped with elec-
tric locks may be governed by general order, special in-
structions, or instructions posted near the switch.
Within interlocking or CTC limits, personnel must not
open door of case or unlock an electrically locked
switch or derail without the authority of the control
operator except to leave the main track or other track
where CTC is in effect.

• The seal on the electric lock’s emergency release

must not be broken, nor the emergency release
operated, without authority from the control operator
or train dispatcher. The seal may be broken or release
operated when communication has failed to—

• Permit a train to leave the main track.

• Permit a train to enter the main track if it has

been authorized to do so.
When the seal has been broken or emergency release
operated on an electric lock, the control operator or
train dispatcher must be notified.

Rule 320. Stopping Before Block Occupied. When a

train having passed a proceed indication of an absolute
signal, stops less than one car length beyond such
signal, it must not proceed again without complying
with the requirements of Rule 312 unless such signal
displays a proceed indication which can be seen clearly.

Rule 321. Suspension of Block System. The block

system, or sections of it, may be suspended by train
order or track bulletin when authorized by the

149
superintendent. 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 train order or track bulletin specifying the limits of
the suspension.

Train orders or 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 train order or track bulletin has
first been transmitted 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:

• Rules that apply to nonsignalled territory.

• Train order or 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.

• Block and interlocking signals will be disregard-

ed whether extinguished or illuminated, except where
signals govern movements over railroad crossings at
grade or drawbridges; or, where signals are connected
with track side warning detectors.

– Trains must approach signals and each end of

limits suspended at restricted speed. 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

150
movements over railroad crossings at grade and
drawbridges must be regarded as displaying Stop in-
dication, regardless of aspect displayed, unless train
order or track bulletin specifies that signals are in
service

— If the crew has not been informed that signals

governing movements over railroad crossings at grade
are in service, flag protection in each direction on con-
flicting 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.

• On single track, outside TWC limits, train order

Form S-A must be used to establish meeting points
between opposing trains.

• One multiple main tracks, a train order or track

bulletin must designate the track or tracks upon which
the block system is suspended and a train order or
track bulletin must be issued to each train specifying
the track to be used. A train must not make a reverse
movement on that track, or cross over to or foul
another main track unless a train order or flag protec-
tion is provided.

• Where automatic highway protection devices have

been affected, the action to be taken at these locations
must be specified by a train order or track bulletin.

• Remote control switches on the main track must

be lined and locked for main track movement, switches
equipped with selector levers locked in hand position,
other remote control switches spiked, and all personnel

151
concerned must be notified. Until so informed by the
train dispatcher, trains must stop and inspect remote
control switches and foul circuit, being sure they are
properly lined before passing over. A train order or
track bulletin must be issued specifying the position in
which remote 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 remote control switches, those switches
must be left in that position after having been used.
• Spring switches that are to be removed from ser-
vice must be spiked and all personnel concerned must
be notified. Trains must be prepared to stop when ap-
proaching facing point spring switches left in service.
It must be known that the switch is properly lined
before proceeding over switch.
• When the block system has been restored to nor-
mal operation, all trains within the affected territory
must first be so notified by train order or track bulletin
before authorizing a train to enter the limits and be
governed by an operative block system.
Rule 322. Next Governing Signal. Except when move-
ment at restricted speed is required by rule or by in-
dication 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.
Rule 323. Leaving Equipment in Interlocking
Engines or cars must not be detached and left standing
entirely between the opposing interlocking signals
governing movements at a railroad crossing at grade.

152
RULES APPLICABLE ONLY WITHIN
CENTRALIZED TRAFFIC CONTROL LIMITS
Rule 350. Movements Authorized by Signal Indica-
tion. Within defined limits on designated tracks
specified in the timetable or by special instructions,
train movements will be authorized by block signals
whose indications will supersede the superiority of
trains for both opposing and following movements on
the same track.
The movement of trains will be supervised by the
train dispatcher, who will issue the necessary
instructions.

Rule 350(A). Authority to Enter CTC. A train must not

enter any track where the 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) a t (location) granted (train) for
movement in (direction) ." After entering the track,
the train is authorized to move only in the direction
specified.

Rule 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 in the following
instances:
● Where the maximum authorized speed on a main

track or a controlled siding equipped with intermediate

signal does not exceed 20 mph.

153
 • Where the maximum authorized speed on a con-
trolled siding not equipped with intermediate signal
does not exceed 30 mph.
• Where a signal is provided to govern movement to
a track where CTC is in effect.
• When such switch is kept open.

Rule 351. Track and Time. A train may occupy a track

or tracks within the specified limits for time periods
authorized by control operator in the words: "Track
and limits granted on (track) b e t w e e n (point)
and (point) (time) until ( t i m e ) . " Track may
be used in either direction within specified limits 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 signals governing movement
over the switch. Except at interlocking, trains
granted track and time limits, after stopping, may
pass a signal displaying a Stop indication to enter the
limits. Without further authority they may pass signal
without the limits displaying Stop and Proceed indica-
tion without stopping. Requirement for inspection of
spring switches and remote control switches must be
observed. Track and time limits do not authorize
occupancy of main track within interlocking limits.
The track specified must be continuously occupied
or a switch left open within the limits on such track. If
for any reason, the track specified is cleared before the
time stated, the track must not be occupied again, or
fouled, without authority from the control operator.

154
Trains must be clear of the limits, or track and time
released, before expiration of the time granted. If more
time is required, authority must be obtained from the
control operator before the authorized time limit has
expired
If no other person 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. Track and time will then be governed by
signal indications upon verbal authority of the control
operator in the words "Track and time limits granted
(train) o n (track) between (point) and
(point) released for movement (direction) a t
(time) . " The control operator must be notified
when the trains are clear of the limits, except when the
control operator authorizes a train to leave the limits
by signal indication. Limits will be considered released
when the train has passed such signal and is clear of
the limits.

155
 CHAPTER 6

TRACK WARRANTS AND BULLETINS

The rules in this chapter pertain to those orders and

instructions governed by track warrants and bulletins.
Figure 5 shows an example of a type of track warrant.

RULES APPLICABLE ONLY WITHIN

TRACK WARRANT CONTROL (TWC)
LIMITS

Rule 400. Authority. Where designated by special in-

structions or general order, use of the main track will
be authorized by issuance of a track warrant, under the
direction and over the signature of the train dis-
patcher. Track warrants are numbered consecutively
from the beginning of each calendar date. Within TWC
territory there is no superiority of trains and trains will
not be authorized by train order or timetable schedule.

Rule 401. Designated Limits. The limits of a track

warrant are designated by specifying track, where
required, and exact points such as switches, mile poles,
or identifiable points. Station names may be used.
When a station name is used to designate the first
named point, the authority will extend from the last
siding switch or from a station sign if there is no
siding.
When a station name is used to designate the second
named point, the authority extends to the first siding
switch or to the station sign if there is no siding. At the

156
second named point, authority extends to the last
siding switch when specific instructions include "hold
main track at last named point. "
Rule 402. Requesting. Personnel requesting a track
warrant must advise the train dispatcher of the
movements to be made and, when applicable, the
tracks to be used and time required.
Rule 403. Copying. The conductor and the engineer
must have a copy of the track warrant addressed to
their train or engine. The track warrant will show the
date, location, name of person who copied it, and any
specific instructions issued. All information and
instructions are entered on the track warrant form pro-
vided and repeated to the train dispatcher. The dis-
patcher will check the copy and, if correct, will give an
"OK" and the time. The OK time is entered on the
track warrant and repeated to the train dispatcher.
The track warrant is not considered in effect until the
OK time is shown on it. If the track warrant restricts
movement or authority previously granted, it is not
considered in effect by the train dispatcher until
acknowledgement of the OK has been received. Track
warrants are relayed by authorized personnel, who
must then record the message on a track warrant.
Rule 404. Designation of Trains. In track warrants
and track bulletins, trains are designated by engine
number and direction when applicable. When an engine
of another company is used, it is designated by the
initials or name of the company preceding the engine
number.
Rule 405. Mechanical Transmission. At points des-
ignated by special instructions, track warrants and

157
 Figure 5. A Type Track Warrant

158
track bulletins may be transmitted mechanically.
When so transmitted, repetition will not be required.
OK time will be given at the time transmitted and the
name of the train dispatcher will be shown in the space
provided for name of copying personnel. Track war-
rants 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. Special instruc-
tions will prescribe how track warrants and track
bulletins are to be delivered at these points.

Rule 406. Specific Instructions. Track warrants will

include specific instructions which must be complied
with by those addressed. Each track warrant must be
given in the same words to all personnel addressed.
Once in effect, the track warrant must not be added to
or altered in any manner except as provided by
Rule 411.

Rule 407. Changing Track Warrant. When a track

warrant is in effect and the limits or instructions are
changed, a new track warrant is issued with the
instructions and will include the words "Track
Warrant No is void." When a track warrant
of a previous date is voided, the date must be included.
The previous track warrant will no longer be in effect.

Rule 408. Operating with Track Warrant. A track

warrant authorizes the train or engine addressed to
occupy the main track within designated limits. The
train must not foul a switch at either end of the limits
which may be used by an opposing train or engine to

159
clear the main track. Movement must be made as
follows:
• When authorized to proceed from one point to
another, movement is authorized only in the direction
specified.
• When authorized to "work between" two specific
points, movement may be made in either direction
between those points.

Rule 409. Occupying Same Limits. Not more than one

train or engine is permitted to occupy the same or
overlapping limits of a track warrant at the same time,
except in the following circumstances:
• All trains or engines within the limits have been
authorized to move only in the same direction and are
required to provide flag protection as prescribed by
Rule 99.
• Two or more crews performing switching or work
service have been notified of each other and instructed
that all movements must be made at restricted speed
within the overlapping limits.

Rule 410. In Effect. A track warrant is in effect until

a crew member reports the train clear of the limits, the
warrant becomes void, or the time limit expires. The
crew member must report to the train dispatcher when
they have cleared the limits. If a time limit is shown on
the track warrant, a train or engine must be clear of the
limits by the time specified, unless another track war-
rant has been obtained.

Rule 411. Marking Void. The word VOID must be

written legibly across each copy of the track warrant

160
when a crew member has reported the train or engine
clear of the limits, the time limit specified has expired,
or the track warrant has been changed as prescribed by
Rule 407.

Rule 412. Protecting Men or Machines. A track war-

rant permitting men or machines to occupy or perform
maintenance on main track without other protection is
issued in the same manner as that for trains or engines.
• A track warrant must not be issued to protect men
or machines within the same or overlapping limits with
a train or engine, except in the following
circumstances:
• All trains or engines authorized to occupy the
same or overlapping limits have been authorized to
move in one direction only and the track warrant
specifies that it is granted behind such trains or
engines.
• Trains or engines authorized to occupy the same
or overlapping limits have been notified of the
authority granted to the men or machines, have been
instructed to make all movements at restricted speed,
and have been instructed to stop short of men or
machines on or fouling track. The person in charge of
maintenance must be so notified by a track warrant. If
track is not safe for movement at restricted speed, per-
sonnel in charge must protect such track by placing
red flags according to Rule 10(A).

Rule 413. Movement Against the Current of Traffic.

When a track warrant authorizes movement against
the current of traffic, the train or engine must use only
the track designated within the limits specified.

161
TRACK BULLETIN RULES
Rule 450. Track Bulletins. Within TWC territory and
other territories designated by special instructions,
track bulletins will be issued by the train dispatcher as
required. Bulletins contain information as to all condi-
tions affecting the safe movement of trains or engines.
When track bulletins are authorized, trains and
engines must receive a track warrant at their initial
station unless otherwise instructed by the train dis-
patcher. All track bulletins which affect their move-
ment must be listed on the track warrant. The con-
ductor and engineer must have copies of all track
bulletins listed, and each crew member must read and
understand the requirements of track bulletins
received by them. FM 55-20 is the prescribing directive
for the track bulletin.

Rule 451. Transmitting Track Bulletins. A track

bulletin may be transmitted verbally or mechanically.
When a track bulletin has been transmitted verbally,
personnel copying it must repeat it at once from their
copies. When the track bulletin has been repeated cor-
rectly, the train dispatcher will respond "OK" and
give the time and his initials. The individual 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.

Rule 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.

Rule 453. Relieved During Trip. When a conductor or

engineer, or both, is relieved before the completion of a

162
trip, all track warrants, track bulletins, and instruc-
tions held by them must be delivered to the relieving
conductor or engineer. If they cannot be personally
delivered to the relieving crew, the conductor will leave
them in an envelope at a location designated by the
train dispatcher and show the correct designation of
the train, date, location, and conductor’s signature on
the envelope. Track warrants, track bulletins, instruc-
tions, and pertinent information must be compared by
the relieving conductor and engineer and with the train
dispatcher before proceeding.

Rule 454. Restriction to Crew Member. A track

bulletin or track warrant restricting a train or engine
must not be transmitted to a crew member until the
conductor or engineer assures the dispatcher that both
of them understand the order and can comply with the
restriction.

Rule 455. Protection by Track Bulletin. During the

time and within the limits stated in track bulletin,
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. Movement must
continue at restricted speed unless otherwise verbally
instructed or unless the entire train has passed a green
flag or has cleared the limits.
The engineer must attempt to contact the person in
charge by radio sufficiently in advance to avoid delay,
advising his location and specifying track. In granting
verbal authority, use the words "Foreman (name)
(of Gang No ) using track bulletin No
line No between MP and MP
on Subdivision."

163
 To authorize train or engine to pass a red flag,
or enter limits, without stopping, use the words
" (train) may pass red flag located at MP
(or enter limits) without stopping. " A train or engine
may pass red flag, or enter limits, without stopping,
continue to move at restricted speed, and must stop
short of men or equipment fouling track.
To authorize a train or engine to proceed at a
speed greater than restricted speed, use the words
" (train) may proceed through the limits at
mph (or at maximum authorized speed)." The train
may proceed through the limits at the prescribed speed
unless otherwise restricted.
To require the train or engine to move at a speed less
than restricted speed, use the words" (train) pro-
ceed at restricted speed by not exceeding
mph (if necessary add "until reaching MP ").
The 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 the person giving them before
they are acted upon. When the word STOP is written
in the Stop column, the train or engine must not enter
the limits until verbal authority is received from the
person in charge. Yellow flags must be displayed as
prescribed by Rule 10 in Chapter 2.

Rule 456. Excessive Dimension Equipment. When

excessive dimension equipment is handled, the train
dispatcher must issue the necessary instructions to
arrange a point for meeting or passing trains where

164
there is enough clearance. He may also issue any addi-
tional precautions which may be required.
A crew handling such equipment must ensure that it
will clear nearby objects including equipment on adja-
cent tracks, and if unable to reach a point where
clearances are sufficient, must see that protection is
provided against movements on adjacent tracks. The
crews affected must be issued a track bulletin advising
them of such equipment and the train or engine which
is handling it. They are responsible for taking the
proper precautions before passing or meeting the
equipment.

Rule 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. The train dispatcher
ensures that all crews and other personnel concerned
are notified. When the main track is blocked, protec-
tion is provided as prescribed by Rule 99.

Rule 458. Tracks Removed from Service. Protection

must be provided when a track is to be removed from
service. The protection may be provided by a 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 the 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, a train dispatcher must advise
crews of the alternate routes to be used and the posi-
tion of switches.

165
Rule 459. Change of General Order or Special Instruc-
tions. General orders or special instructions may be
issued, changed, or cancelled by a track bulletin. Any
safety requirement which is removed as a result of
changing or canceling 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 by
track bulletin. Track bulletin must not be delivered to
all personnel affected until the cancellation is issued by
general order and the general order is posted.

Rule 460. Delivering Track Bulletins. Personnel

receiving track bulletins must ensure that all copies
are delivered unless the track bulletin is voided or
transferred to relieving personnel. When copies have
been delivered to all addressed, a copy will be kept on
file.
Rule 461. Additional Copies of Track Bulletins. If
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 dis-
patcher and correctness ensured before delivery. The
train dispatcher records the date, time, place, and
name of person who recopied and repeated the track
bulletin.
Rule 462. Duplicating Track Bulletins. Repetition of
the track bulletins to the train dispatcher will not be
required when they are reproduced by duplicating
machine. When so duplicated, they must not
delivered or acted upon until they are checked and
known to be clear, legible, and duplicate in their
entirety.

166
 CHAPTER 7

RAILROAD RADIO RULES

The following rules and requirements cover use of

railroad radio systems and govern personnel using
such systems.

Rule 501. Internal Adjustments. All personnel except

those specifically authorized b y t h e F e d e r a l
Communications Commission (FCC) or those holding a
current Certified Technician’s Certificate, are pro-
hibited from making any internal adjustments to a
railroad radio. Authorized personnel must carry their
FCC operator license, Certified Technician’s
Certificate, or verification card when on duty.

Rule 502. Prohibited Transmissions. Personnel shall

not knowingly transmit any false emergency com-
munication, any unnecessary, irrelevant, or uniden-
tified communication, nor utter any obscene, indecent,
or profane language via radio. Personnel shall not
divulge or publish the existence, contents, effect, or
meaning of any communications (emergency com-
munications excluded) except to the person for whom
the communication is intended or to another individual
of the railroad whose duties may require knowledge of
the communication. The above applies either to com-
munications received directly or to any that may be
intercepted.

167
Rule 503. Emergency Calls. Any emergency call will
be preceded by the word “Emergency” repeated three
times. Such calls shall be used to cover initial reports
of derailments, collisions, storms, washouts, fires, or
obstructions to track. Emergency calls also cover
other matters which would cause serious delay to traf-
fic, damage to property, or injury to personnel or the
traveling public. They must contain as complete
information as possible. All personnel must give
absolute priority to communication from a station in
distress, and except in answering or aiding that sta-
tion, shall refrain from sending any communication
until ensuring that no interference will result.

Rule 504. Inspections. Any personnel shall permit

inspection of the radio equipment in his charge and all
FCC documents pertaining to such equipment by an
accredited representative of the FCC at any reasonable
time.

Rule 505. Locations. The location of radio base and

wayside stations, the time such stations are attended,
and assigned channels, will be designated by timetable
or other instructions.

Rule 506. Transmitting. Before transmitting, any in-

dividual operating a radio must ensure that the chan-
nel is not already in use. The operator must give the
required identification, listen for acknowledgment
from the person receiving the transmission, and must
not proceed with the transmission until such
acknowledgment is received.

168
Rule 507. Identification. Personnel transmitting or
acknowledging a radio communication must begin
with the required identification. The order must
include the following information:

• Base or wayside stations - Name or initials of the

railroad, and name and location or other unique
designation of office or station.

• Mobile units - Name or initials of the railroad,

train name (number), engine number, or words that
identify the precise mobile unit.

• If an exchange of communication continues

without substantial interruption, personnel must
repeat identification 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.

Rule 508. Acknowledgment. A person receiving a

radio call must not delay acknowledgment unless it
would interfere with duties relating to safety.

Rule 509. Repetition. An individual who receives a

transmission must repeat it to the transmitting party,
except when the communication-
• Relates to switching operations.
• Is a recorded message from an automatic alarm
device.

169
 • Is general in nature and does not contain any
information, instruction, or advice which could affect
the safety of a railroad operation.

Rule 510. Over. To indicate to the receiving person

that the transmission is ended and that a response is
expected, the transmitting person must say the word
"over."

Rule 511. Out. To indicate to the receiving person the

exchange of transmissions is complete and that no
response is expected, the transmitting person must
state his identification followed by the word "out."

Rule 512. Monitoring. When base and wayside sta-

tions or mobile units are manned, the radio must be
turned to the appropriate channel with the volume
adjusted to receive communications. All transmissions
directed to a manned station or mobile unit must be
acknowledged.

Rule 513. Misuse. Radio communication must not be

used to avoid compliance with any rule.

Rule 514. Not Understood or Completed. Any radio

communication which is not understood or completed
according to these rules must not be acted upon and
must be treated as though it was not sent. An excep-
tion would be if any information is received which
would affect the safety of personnel or the public or
cause damage to property. If necessary, movement
must be stopped until an understanding has been
reached.

170
Rule 515. Testing. Radios used in train operation out-
side yard limits must be tested at the point where the
train is originally made up.

Rule 516. Operative Radio. Engineers and conductors

must test the radios at least once during each tour of
duty to ensure that the radios are working.

Rule 517. Test Transmission. Radio tests must con-

sist of an exchange of voice transmissions with
another radio. Radio tests help ensure that voice
transmissions are readable and of good quality.

Rule 518. Malfunctioning Radio. A malfunctioning

radio must not be used. Each crew member, the train
dispatcher, or other designated personnel must be
notified of the malfunction by alternate means of com-
munication as soon as possible.

Rule 519. Fixed Signal Information. A 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. Such information may only
be given between members of the same crew or when
necessary to give warning in an emergency.

Rule 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.

171
Rule 521. Transmitting Train Orders. When train
orders are transmitted by radio, they must be
transmitted according to applicable operating rules,
and the following guidelines:

• The train dispatcher or operator shall call the

addressees of the train order and state his intention to
transmit the train order.

• Before the train order is transmitted, the person

to receive and copy the train order shall state his name,
rank identification, location, and that he is prepared to
receive a train order. Train orders may not be copied by
a person operating the controls on an engine of a mov-
ing train. Train orders are not transmitted to the crew
of a moving train. The conductor, the engineer, or the
train dispatcher must decide if the train order can be
received and copied without impairing the safe opera-
tion of the train.

• Train orders shall be copied in writing by the

receiving person in the format prescribed in the
operating rules.

• Except as provided by Rule 514, before a train

order is acted upon, both the conductor and engineer
must have a written copy of the train order. They must
ensure that the train order is read and understood by
other members of the crew.

• Except as provided by Rule 514, a train order

transmitted by radio which has not been made com-
plete may not be acted upon and must be treated as
though not sent.

172
 • Information contained in a train order may not be
acted upon by persons other than those to whom the
train order is addressed. "Complete" must not be
given to a radio transmitted train order for other trains
until "Complete" response has been acknowledged by
the train being restricted.

Rule 522. Transmitting Track Warrants and Track

Bulletins. When radio is used to transmit track war-
rant or track bulletin, rules applicable only within two
limits and track bulletin rules will govern. They must
not be copied by a soldier operating the controls on an
engine of a moving train.

Rule 523. Blasting Operations. Do not operate radio

transmitters when they are less than 250 feet from
blasting operations.

Rule 526. Clarity. If necessary for clarity, the pho-

netic alphabet shall be used to pronounce any letter
used as an initial, except initial letters of railroads.

173
 CHAPTER 8

CONDUCT OF PERSONNEL AND SAFETY

The following rules deal with the conduct of person-

nel on duty and safety in performing tasks and han-
dling equipment.

GENERAL RULES OF CONDUCT

Rule 600. To Whom Personnel Report. Personnel

whose duties are prescribed by these rules will report
to and comply with instructions from supervisors, and
others having the proper jurisdiction. They will
comply with instructions issued by officers of the
various branches of service when applicable to their
duties.

Rule 601. Games, Reading. While on duty, personnel

must not play games or read magazines, newspapers,
or other literature not related to their duties. They
must not use radios, tape recorders or players, or
television sets other than those provided by the
government.

Rule 602. Sleeping. Personnel must not sleep while on

duty. Personnel who are in a reclined position with
eyes closed will be considered in violation of this rule.

Rule 604. Duty-Reporting or Absence. Personnel

must report for duty at the designated time and place.

174
They must devote themselves exclusively to the
government’s service while on duty. They must not be
absent from duty, exchange duties, or substitute
others in their place without proper authority.

Rule 607. Conduct. Personnel must not be careless of

the safety of themselves or others, negligent, insubor-
dinate, dishonest, immoral, or quarrelsome.

Rule 608. Altercation. Personnel must not fight, play

practical jokes, scuffle, or wrestle while on duty.

Rule 609. Care of Property. Personnel are responsible

for the proper care and use of government property en-
trusted to them. Upon demand by proper authority,
they must return such property. Only personnel who
are issued switch keys are authorized to use such keys
in the proper performance of their duties. Personnel
must not use government property for their personal
use.

Rule 610. Not Permitted on Equipment. Unautho-

rized persons are not permitted to be on trains,
engines, or cars.

Rule 611. Altering Equipment. Personnel must not

alter, nullify, change the design of, or in any manner
restrict or interfere 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. All emergencies must be
reported to the proper officer.

175
Rule 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 information which is authorized by
the proper officer or required by law may be posted in
or on railroad property.

Rule 615. Divulging Information. Personnel who are

charged with the writing, handling, and custody of cor-
respondence, reports, books, bills of lading, waybills,
tickets, or statistics of the railroad must not, under
any circumstances, permit unauthorized persons
access to these items. They must not verbally or other-
wise divulge any of the information contained therein.

Rule 616. Hazardous Materials. Personnel who han-

dle hazardous materials must have a copy of the in-
structions or regulations for handling them. They
must be familiar with the instructions and comply
with them.

Rule 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 con-
trolled. 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.
The cause of fire must be determined and promptly
reported. The conductor must notify the engineer and
the train dispatcher promptly of fires which may have
been started by their train.

176
Rule 618. Defective Equipment. Personnel must en-
sure that equipment and tools used are not defective.
Defective tools must not be used until they made safe.
Personnel must report defects to the proper authority.

Rule 619. Avoiding Delays. Trains and engines must

be operated expeditiously, with consistent observance
of safety and rules. Unnecessary delays must be
avoided. When practicable, train or engine crews desir-
ing to stop train to eat must notify the train dispatcher
at least one hour and thirty minutes in advance. The
stop for a meal must not unnecessarily interfere with
or delay other trains.

Rule 620. Riding Engine. When possible, crew

members on the head end of freight trains must ride in
the control compartment of the engine if there are not
more than six people riding. When the conductor is
riding the head end, he will ride in the control
compartment.

Rule 621. Furnishing Information. Personnel must

not withhold information. They must give all the facts
regarding irregularities, accidents, personal injuries,
or rule violations to those authorized to receive such
information.

Rule 622. Safety Rules. Personnel must be familiar

with the rules and comply with them.

Rule 623. Air Brakes—Train Handling. Personnel

whose duties are affected by the operation of air brakes
must have a copy of rules and instructions for the
operation of air brakes and train handling. They must
be familiar with and obey such rules and instructions.

177
Rule 626. Repairs to Foreign Cars. Report repairs
made to foreign cars on the prescribed form.

Rule 627. Inspection of Freight Cars. Where person-

nel are not on duty to inspect freight cars, each car
placed in the train maybe moved after receiving safety
inspection as follows:
• A freight car with any defect that makes it unsafe
for movement shall be corrected or set out of the train.

• Cars must be checked for leaning or listing to side;

sagging; improper positioning on truck; anything
hanging or dragging from car or extending from side;
insecurely attached doors; broken or missing safety
appliance; lading leaking from a 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.

• Open top loads, including trailers and containers

on flatcars, must be safely loaded.

• Where width or height appears close to clearance

lines, ensure that the movement has been cleared with
the proper authority.

• A freight car with three bad order tags indicating

that the car is safe to move maybe handled to nearest
repair point. The conductor will remove one bad order
tag from the side having two tags so that he will have
written information relative to the restrictions. After
removing the bad order tag, he will inform other crew
members of such restrictions.

178
Rule 627(A). Overheated Wheels. If overheated
wheels are found on a train, the train must be stopped
and held at least 10 minutes to allow the heat to
equalize through the wheel.
Rule 628. Flat Spots. Equipment with a wheel having
a flat spot more than 2 1/2 inches long or adjoining flat
spots 2 inches long 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.
Rule 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, personnel must
ensure that the doors and chains can clear tracks and
crossings.
Rule 630. Excessive Dimension Loads. Excessive
dimension loads should be placed on or near the head
end of trains. Instructions will be issued when ex-
cessive dimension loads are to be handled in train when
clearance of structures is extremely close. A train must
stop before passing such structures and movement
should be made only on hand signals or verbal com-
munication. If an excessive dimension load is in a train
where the clearance at any structure or equipment on
an adjacent track is questionable, and no instructions
have been issued regarding the handling of such a car,
the conductor will immediately notify the train dis-
patcher. He must take necessary action to ensure
safety of movement.
Rule 631. Open Top Loads. Open top cars and open
top TOFC loaded with poles, rail, lumber, pipe, or other
commodities having any of the lading extending above
the car or trailer ends which may shift and protrude

179
beyond the car ends, must not be placed in trains next
to engines, cabooses, occupied outfit cars, passenger
cars, shipments of automotive vehicles and machinery
that are not fully enclosed, loads placarded
"Explosives A" or "Poison Gas," or any placarded
loaded tank car, except those placarded
"Combustible."

Rule 632. Shipments Susceptible to Damage.

Shipments with painted or finished surfaces 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 commodities such as
coal, sand, gravel, lime, or soda ash, which are subject
to wind, vapor, or fume action on adjacent cars. They
may be placed closer than the fifth car when such com-
modities are loaded in cars that fully enclose the
shipments, or the shipment is otherwise fully covered.
Multi-level shipments of automotive equipment or
open top cars loaded with sand, gravel, lime, soda ash,
and so forth, which are subject to wind, vapor, or fume
action, in other than solid trains must not be placed
immediately ahead of cabooses.

Rule 633. Engine Operation. The engineer is responsi-

ble for the safe and efficient operation of the engine in
his charge. All persons employed on the engine must
obey the engineer’s instructions with regard to the
operation of the engine. The fireman or engineer
trainee may handle the engine under the close supervi-
sion of the engineer. The engineer must determine if
any cars or units in the train require special handling
by checking with the conductor.

180
Rule 634. Engines Coupled to Equipment. Engines
coupled to equipment which includes occupied
passenger cars must not be left without an authorized
person in charge.

Rule 636. Separating Units. Units of engines must

not be separated until all cables, air hoses, steam con-
nections, a n d o t h e r c o n n e c t i o n s have been
disconnected.

Rule 637. Accuracy of Speed Indicators. Engineers

must verify the accuracy of speed indicators at least
twice during each trip. The first check must be made at
the first opportunity after the engineer takes charge of
the engine. When the speed indicator is not accurate to
within 3 mph plus or minus, report any variance to the
train dispatcher at the first opportunity.

Rule 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 and air brakes
must be fully applied. Also, hand brakes must be
applied throughout the train to prevent movement
should airbrakes leak off.
Local conditions must be carefully considered. There
may be situations where the exhaust gases are being
carried away from the train by air currents, or where
proximity to a tunnel opening would make it un-
necessary to shut down these engines. Safety of
passengers and crew members is the first priority.

Rule 639. Gases and Exhausts in Tunnels. An excess

concentration of dangerous gases present in exhausts

181
from various types of engines, steam generators, or
engines of the Waukesha or similar type may cause in-
capacities or fatalities. This could result when a train
is stopped in a tunnel. Exhaust from such engines
must not be located in close proximity to fresh air in-
take of passenger cars. Where such engines are
operated, ensure that proper ventilation is provided at
all times.
In the event that a passenger train is stopped in a
tunnel, regardless of the type of power being used, cars
within the tunnel must shut off air circulating
systems, including air-conditioning systems, ice
machines, and engine generators. They must close
fresh air intake shutters and shut off blower fans. The
same action must be taken when a passenger train is
stopped in deep snow and exhaust gases cannot
dissipate. Certain gases are not readily detected by
odors so immediate action must be taken. Do not
waste time in deciding when the train may be started;
take the safe course and act at once. The train dis-
patcher should be notified immediately and proper
arrangements made to protect persons and equipment.

Rule 640. Reporting Engine Defects. The engineer

will report any defect of the engine on the form
provided for that purpose. He will also notify the
relieving engineer.
Rule 641. Agents. Station agents are under the direc-
tion of the superintendent and trainmaster. They have
general supervision over all persons 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

182
over the buildings and other government property at
their station.
Rule 642. Operators. Operators are under the direc-
tion of the train dispatcher insofar as their duties are
concerned in the handling of train orders, lineups, the
movement of trains, and any other instructions issued
by the train dispatcher.

PERSONAL INJURIES AND ACCIDENTS

Rule 800. Care for Injured. When passengers or per-
sonnel are injured, everything possible must be done
for their proper care.
Rule 801. Deceased. In case of death on a train, the
body should be left at the first station where the ser-
vices of an undertaker are available unless otherwise
directed by civil authorities.
In case of death on government property, or when a
corpse is found on government property, the body
must receive proper care and, when necessary, be
moved to a proper place to provide a clear passage for
trains. After the exact position in which the body was
found and the surrounding conditions have been
carefully noted, it must be left in charge of a unit
member or other responsible person.
Rule 801(A). Safety. Personnel must report the full
details of all personal injuries to the proper super-
visory officer. Personnel must be suitably dressed to
perform all duties safely. Wearing shorts or working
without a shirt is prohibited. Shirts must cover the
back, shoulders, chest and abdomen. Excessively oily,
greasy, torn, loose, or frayed clothing is not permitted.

183
Shoes with excessively thin or loose soles will not be
worn.

Personnel working on or about tracks, and others

who are subject to foot injuries by the nature of their
duties regardless of location, must wear substantial
(preferably leather) shoe or boot-type footwear in good
repair. Footwear must cover the entire foot, and have a
defined heel of not more than 1 1/2 inches in height.
High-top (6 inches or more), laced safety shoes are
recommended. Personnel wearing buckle-type boots or
overshoes must keep buckles of such footwear securely
fastened. Lace-type footwear must be properly laced
and tied.

Personnel working on or about moving equipment or

machinery with moving parts, or in areas where open
fires or sparks may be present, must keep their hair
cut. Hair must also be protected to avoid the
possibility of it becoming entangled, enmeshed, or
burned. Hair must not interfere with a person’s vision,
or the proper fitting of required personal protective
equipment. Personnel must not wear ear coverings or
devices which seriously interfere with their hearing.

The operator or person in charge must advise oc-

cupants of highway motor vehicles and certain rail
equipment that safety belts must be used on equip-
ment when available. Personnel using or operating
government equipment and highway motor vehicle
are governed by all pertinent regulations and instruc
tions. Scuffling, horseplay, practical jokes, and all
similar conduct is prohibited while on duty or on
government property. Personnel must use normally

184
accepted and designated paths, walkways, or routes in
going to, from, and within yards, shops, stations,
buildings, and other places of employment. "Short-
cuts" are prohibited. While walking, look in the direc-
tion of movement and stay clear of holes, openings, or
other slip, trip, or fall hazards. If it is necessary to look
away from the direction of movement, stop while doing
so. If another route is available, do not walk through
smoke or escaping steam which obscures vision.
Trespassing on government property is prohibited.
Personnel must use reasonable means to prevent it;
however, personnel are not expected to endanger
themselves in complying with this rule.

Boards with protruding nails, rail, ties, couplers,

knuckles, scrap, ballast mounds, and other underfoot
obstructions must be promptly removed from the
premises where personnel walk or work. Aisleways,
walkways, steps, and driveways must be kept free of
debris, tools, equipment, and other material. Trash and
refuse must be placed in containers and not thrown on
the floors of buildings or strewn about the premises.
Holes left in and around tracks or buildings must be
adequately covered or protected by proper barricades
and warning lights. Manholes and pit entrance open-
ings must be protected when open, and they must be
closed immediately after the work is finished. Jumping
across locomotive pits or other open pit areas is pro-
hibited. Getting on or off moving turntables, transfer
cables, elevators, drawbridges, shop trucks, tractors,
or highway vehicles is prohibited.

The use of gasoline or other highly flammable liquids

for cleaning purposes, or to start or stimulate fires is

185
prohibited. Smoking or having open flames or oil-
burning lanterns is prohibited—
• In enginerooms of locomotives, cranes, or derricks
that are equipped with internal combustion engines.
• Around diesel oil, gasoline, or LP gas fueling sta-
tions or storage facilities.
• While servicing or inspecting batteries.
• While fueling locomotives, vehicles, or machines.
• While in or near manhole, sewer, tank, or tunnels,
where flammable gases may be present.
Fueling vehicles or machines with engine running is
prohibited as well as using compressed air or gases to
clean dust or other debris from the body or from
clothing. Admitting compressed air or gases to non-
pressure (vacuum) vessel or tank is prohibited.
Crossing over between locomotives or cars except
when necessary in the performance of duty is pro-
hibited. Stepping on cut levers, couplers, or other
movable parts is prohibited. Personnel must not crawl
under locomotives or cars except when working on
such equipment, and then only when proper protection
is provided.
Personnel are prohibited from using the anglecock to
control the movement of locomotives and cars except
where it is absolutely necessary. Back-up hoses, hand
signals, radios, or speakers should be used in control—
ling moves to be made. The use of equipment
machinery, power tools, or appliances of any kind by
unauthorized or unqualified persons is prohibited. Be
sure that no one is in a position to be injured before

186
operating valves, controls, or switches on machinery
which could activate component parts that could cause
injury. Before using tools, appliances, machines,
vehicles, or other equipment, personnel must be sure
that they are in safe condition. Defective items must
be repaired or removed from service promptly.

Personnel are prohibited from riding on locomotives,

freight cars, motor, hand, push cars, or any work
equipment except when necessary to perform their
duties. Standing on improvised scaffolds or supports
made of boxes, barrels, and chairs is prohibited; only
equipment approved for that purpose may be used.
Standing near cables, ropes, or chains that are under
tension or being pulled, or standing in the path of or
under a load, bucket, or magnet of hoisting equipment
is prohibited.

Do not throw or drop anything from locomotives,

cabooses, passenger or freight cars, trucks, wharves,
scaffolding, or any higher levels, without first making
sure that no one is in a position to be injured. Refuse
materials must be placed in proper containers or other
designated locations.

Personnel passing cutting or welding operations

where goggles or shields are required are prohibited
from facing or watching such operations without
proper eye protection.
Operating any type of internal combustion engine in
an enclosed space without adequate ventilation is pro-
hibited. Before removing valves, caps, plugs, or other
parts subject to pressure from boilers, reservoirs,
tanks or other pressure vessels, the relief valves must

187
be opened and the pressure completely exhausted. Per-
sonnel are prohibited from passing over or under
safety valves or automatic blow-down valves on sta-
tionary boilers or steam generators under pressure.

The use of a metallic tape line of any kind, wire, wet

rope, or other conductive materials to measure the
height of any wire or the distance between wires or
other electrical conductors is prohibited. Persons using
portable telephones must be cautious when making
connections to communications lines. They must
ensure that connections are not made to power or
signal lines, which may be located on the same pole.

Care must be used when handling materials shipped

in metal drums, such as, but not limited to, metal
preservatives, carbolineum, creosote, cold patch
asphalt, and so forth. When necessary to remove the
bungs from metal drums containing these or other
gaseous products, keep all parts of the body away from
the products. The bungs must be screwed out slowly to
allow pressure to escape before the bung is removed.
The drum must be positioned so that the opening is not
blocked by material in the drum while the bung is
being removed. The heating of any of these materials is
prohibited except when authorized by special instruc-
tions, and then it must be done under direct supervi-
sion, in an open container, or in a drum from which the
entire head has been removed. Care must be taken to
see that there is no accumulation of gas or fumes.

Persons working around electrical equipment must

not use metal cased flashlights or lanterns. They
should not wear rings, wrist watches, or other metal
apparel that could come in contact with energized

188
equipment. Rings, bracelets, or necklaces must not be
worn in areas where they could create a snagging
hazard to personnel working near machinery, getting
on and off equipment, or handling materials. When
getting off of equipment or ladders, examine landing
areas before stepping down and retain a handhold until
the foot can be properly placed to avoid sprains,
falling, or turning ankles.
Metal contact must be maintained between metal
containers while gasoline or other highly flammable
liquids are being poured from one to another to prevent
fires or explosions from sparks or static electricity.
Where direct contact cannot be maintained, a wire
with suitable connectors or clips must be used for this
purpose. Gasoline or other highly flammable liquids
must not be carried or stored in buses, automobiles, or
in truck cabs. When necessary to carry a reserve
supply of gasoline on trucks, approved containers
must be used. Containers must not be carried in
enclosed spaces, and must be protected from impact.
Rule 801(B). Personal Protective Equipment. All per-
sonnel must wear approved eye protection when per-
forming work hazardous to the eyes or when in the
vicinity of such work. Some of the principal job func-
tions requiring eye protection are—
• Chipping, cutting, or caulking metal.
• Breaking or cutting concrete, stone, or asphalt.
• Striking, or striking with, hardened tools and
fastenings.
• Cutting rivets, bolts, or cotter keys, splitting
nuts, and so forth.

189
 • Driving, bucking, sticking, or heating rivets.
• Scaling, scraping, or removing welding flux.
• Using power-activated impact tools.
• Using tools powered by explosive charges.
• Machining steel, cast iron, brass, or bronze.
• Boring, drilling, or reaming.
• Operating woodworking machines.
• Operating adzing machines.
• Operating power rail saws, grinders, or drills.
• Using or dressing grinding wheels.
• Hammering testing tanks.
• Blowing or cleaning with compressed air or steam.
• Sandblasting.
• Spraying paint or cleaning agents.
• Pouring or handling molten metal.
• Handling acids or other chemical solutions, and
servicing or charging refrigeration equipment.
• Handling or servicing storage batteries.
• Tending open furnaces and boiler fires.
• Electric or gas welding or cutting.
• Using tools to break frozen ground, grave
cinders, ballast, and so forth.
• Working in areas where heavy dust conditions
exist.

190
 • Performing any other work which the supervisor
determines is hazardous to the eyes and performing
duties in areas where mandatory eyewear programs
are in effect.

When safety equipment such as, but not limited to,

hard hats, protective clothing, gloves, guards, masks,
respirators, or eye and hearing protection are required
in specified areas for certain job functions, such safety
equipment must be used by all persons affected.
Personnel are responsible for keeping all protective
equipment issued to them in good order and properly
fitted. They must replace it as required to maintain in-
tended protection. Hard hat shells can be seriously
weakened by the application of brush or spray type
paints, or other materials including insect repellents
which contain solvents or hydrocarbons. Therefore,
such materials must not be used on hard hats. Drilling
or cutting holes in hard hat shells is prohibited. Face
shields shall not be used alone as a substitute for
goggles and spectacles should not be used for eye
protection.

Rule 801(C). On or About Tracks. Personnel on or

about tracks must always be alert to keep out of
danger and use care to avoid injury to themselves and
others. Nothing in these rules should be interpreted as
relieving any person from performing his full duty in
this respect. Expect movement of equipment on any
track, at any time, in either direction. Always look in
both directions before crossing or getting close to any
track. Crossing tracks immediately in front of moving
trains, locomotives, or cars is prohibited. When
crossing tracks near standing equipment, always allow

191
enough room to avoid injury in case of sudden or unex-
pected movement.

Personnel on or about any tracks, whether in the

open, in shops, on bridges, or in tunnels, must move to
a place of safety upon the approach of rolling equip-
ment on the track where they are working or on an
adjacent track. Personnel must always position
themselves at a safe distance from moving equipment,
and be alert for falling or protruding equipment. All
machines being operated close enough to any track to
be struck by rolling equipment must be moved to a
place of safety upon the approach of a train or other
moving equipment, and must remain in the clear until
the moving equipment has passed.

When not in use, on-track equipment and machines

must be secured to prevent fouling of adjacent tracks.
Such equipment must be secured clear of all tracks
when it is placed along right-of-way. In addition to
these safety rules, supervisors must provide necessary
protection for their personnel according to operating
rules.

Personnel are prohibited from being on rails, ties, or

any other part of track structure, except when per-
forming duties, or when going to or from work. In this
case, they must be sufficiently protected to ensure
their safety. Stepping or walking on rail, derail, frog,
switch, interlocking equipment, retarder, loose wheel
detectors, or defective equipment detectors is pro-
hibited. Keep hands and feet clear of power switches,
derails, and retarders. Obtain permission from the per-
son controlling such equipment and take necessary

192
precautions to prevent undesired movement before
performing any work on them.
Personnel should observe moving trains for
dangerous conditions such as overheated journals or
shifted lading. If the train crew cannot be alerted by
radio or stop signals, the train dispatcher should be
notified immediately. Sitting on footboards or steps of
locomotives, or leaning against standing locomotives,
cars, or other equipment subject to unexpected move-
ment is prohibited. Care must be used in opening or
closing car doors to avoid catching hands in door fac-
ings or latches, or being injured by unexpected
movement or displacement of doors.

Rule 801(D). Track Cars and Work Equipment. When

starting motors which must be cranked by hand, lift on
the crank with fingers and thumb on same side of the
handle and keep body as far away as possible, clear of
crank movement. When starting self-propelled equip-
ment by pushing, push from the rear when possible. If
necessary to push from the side, personnel must use
care to keep feet away from wheels. Such equipment
must not be pulled by hand.
Personnel must not ride on cars being towed unless
cars are equipped with hand brakes, handholds, and
sill steps. Personnel riding on a motor car or trailer
must be seated while the car is in motion and must not
obstruct the operator’s view. All occupants must keep
a vigilant lookout in both directions. Personnel must
not sit with their feet between cars that are coupled
together, nor use their feet against rails, ties, and so
forth, to stop cars. Personnel must not ride on foot-
boards of locomotive cranes. Personnel must not get

193
on or off motor cars while they are in motion, except
when necessary to start cars or to assist cars on a
grade. This rule does not apply to hump motor cars
when picking up and letting personnel off; however,
when this is done, the speed must not exceed 4 mph.

Motor cars, trucks, and trailers must not be

overloaded. Tools, materials, supplies, and so forth,
must be secured so they will not injure personnel, fall
off, or prevent the operation of required warning
devices. Trailers, motor cars, burro cranes, or other
units of on-track work equipment shall not be coupled
together except by standard equipment couplings.
Trailers shall be pulled rather than pushed when possi-
ble. Operators and occupants of motor cars must
watch for obstructions on rails or in flangeways of
frogs, switches, and crossings.

When shipping a track motor car or other gasoline-

operated machine by train or truck service, the
gasoline tank and carburetor must be drained. All
torpedoes, fusees, and other combustible materials
must be removed before shipment is made.

When reversing the movement of maintenance-of-

way self-propelled equipment, the operator must know
that all personnel are in the clear. He will blow three
short blasts on the horn before reversing the move-
ment. If the horn is inoperative, or the machine is not
equipped with a horn, the operator must not move the
machine until he knows that all personnel are in the
clear before reversing direction of movement. When
personnel must work closer than 10 feet from the rear
of such a machine, the operator must be notified.

194
Rule 801(E). Getting On or Off Equipment. Getting
on or off moving equipment is prohibited, except when
performing duties. Personnel must not get on or off,
nor ride the side of a moving flatcar unless the car is
equipped with vertical grab irons. Personnel must not
get on or off moving locomotives or cars when the
speed is not safe for mounting or dismounting. When
getting on or off equipment, personnel must face the
equipment and have secure handhold and footing.
They must watch for equipment on adjacent tracks,
close clearances, obstructions, irregularities, or open-
ings on the ground. Personnel should get on or off on
the side away from the main track or close clearance
when conditions permit.

Personnel must not get on or off equipment while it

is being coupled. Getting on or off equipment while
carrying anything that will prevent a secure handhold
or otherwise interfere with safe movement is pro-
hibited. Personnel must get on or off the trailing end of
rear cars if possible. When getting on or off any car
other than the rear car, use the leading end of the car to
be mounted or dismounted, when possible. Personnel
must not stand in front of approaching equipment to
board it. When getting on or off equipment, grab irons
and steps must be used. Jumping off end sills or
swinging up or down between two cars or other equip-
ment with a hand on each one is prohibited. Before
attempting to board equipment with bad order shop
card attached, personnel will determine why it was
shopped and avoid using any defective parts.

Rule 801(F). On Locomotives and Cars. When on

cabooses, cars, or locomotives, personnel must use care

195
to avoid injury from slack action or from sudden starts
or stops. In cabooses or locomotives, they must remain
seated when duties permit, and wear seat belts when
provided. Personnel will not ride footboards of an
engine.

Train and engine service personnel must not occupy

the roof of a car or caboose under any circumstances.
Train and engine service personnel and other personnel
whose duties require them to occupy the roof of an
engine, car, or caboose may do so only while equipment
is standing.

Personnel must not position any part of the body

between the sides or ends of cars and loaded rail,
lumber, pipe, or other lading which is likely to shift.
Standing on or placing any part of the body on top of
such material is prohibited, except when absolutely
necessary by personnel engaged in loading or
unloading operations. Sitting on running boards of
tank cars, platforms or steps of cabooses and
locomotives, sides of cars, or in doorways is prohibited.
Riding on cars, or steps and platforms of locomotives
or cabooses without a secure hold is prohibited. Stand-
ing on top of any car near the end or sides, except when
necessary while the car is undergoing repairs, is
prohibited.

Do not ride between cars and locomotives unless it is

positively necessary in the performance of duty. Where
multi-level auto rack cars loaded with automobiles
that extend beyond the end sill are being moved
coupled to another car, employees are prohibited from
occupying any position between the coupled cars.

196
Walking, standing, or sitting on the sides or ends of
open-top cars is prohibited. Extreme care must be used
in walking over open-top loaded equipment. Do not sit,
stand, or step on hand rails, uncoupling rods or levers,
couplers, brake wheels, trucks, or the movable portion
of center sills.

Riding on or within the swing of raised end gate of

drop-end gondola cars is prohibited. Before climbing
over end gate, personnel must be sure it is securely
latched. Keep hands out of openings between end gates
and top angle or corner post. When a car more than
60 feet long is moving through a turnout, crossover, or
close clearance, employees must not ride on that side
which is next to the close clearance or any equipment
on an adjacent track.
When opening, closing, or moving through
locomotive or caboose doors, employees must maintain
a firm hold on the knob or handle and keep hands off
door edges and facings. Ascending or descending end
ladders between or on leading end of moving equip-
ment is prohibited. Use side ladders for this purpose.
Jumping from one piece of equipment to another on
the same or adjacent track is prohibited. While on
moving equipment, personnel must maintain a lookout
in the direction of movement for obstructions or close
clearances along side of track. Personnel must not lean
out or be on the side of equipment while passing such
points.

Personnel are prohibited from going under air dump

cars except when such cars are secured against dump-
ing by chains, blocking, or other means. If necessary
for personnel to stand inside dump cars, they must

197
stand at least two feet away from the dump car doors.
They must not stand in dump cars while they are being
loaded.
When unloading ballast or other material from hop-
per cars, or when cleaning or doing other work which
makes it necessary for the car doors to be opened,
ensure that all personnel understand what is to be done
before latches are released and doors are opened. When
entering such cars located over pits or on trestles or
fills, personnel must use a safety belt, rope, or lanyard
to prevent falling through hoppers. When unloading
material of any kind where it is necessary to bump or
jar the cars to dislodge the material, all personnel must
be off the cars and in the clear before the cars are
bumped. Occupation of ballast or hopper cars while
such cars are being moved to unload ballast is
prohibited.
Enginerooms, cabs, walkways, steps, grab irons, and
other safety appliances must not be obstructed by
material, supplies, or tools. They must be kept free
from oil, grease, dirt, rags, and so forth.
Rule 801(G). Operating Hand Brakes. W h e n
operating hand brakes, take proper position on or off
equipment as required by the type of brake to be
operated. Have secure footing and handhold to prevent
slipping, falling, strain, sprain, or injury from coupling
impacts. Obtain help when brakes have been set to
require excessive force to release them. Personnel are
prohibited from placing their feet in the wheels of hand
brakes.
Never use a brake club on a vertical wheel hand
brake. Stress on horizontal brake wheel, with or

198
without club, shall be toward the car rather than away
from it when equipment permits. Use of nonstandard
brake clubs or dangerously worn standard brake clubs
is prohibited.

Operate vertical wheel type brakes with one hand,

applying stress by pulling upward while maintaining
secure hold with the other hand. When releasing a
hand brake equipped with a lever controlled release,
keep all parts of body clear of moving parts. W here the
use of hand brakes will be required, they must be
tested before the cars are cut off or dropped by gravity.
Personnel must not apply or release hand brakes on
any rolling equipment being moved by a locomotive
until such time as the movement comes to a stop,
except when a standing test of the hand brake is not
conclusive.

Rule 801(H). Operating Switches and Derails. When

operating switches and derails, take the following
precautions:
• Look for moving equipment on adj scent tracks
and keep clear of it.
• See that no other personnel are in position to be
injured.
• Ensure that no obstructions will interfere with
proper operation.
• Obtain help for switches requiring excessive force
to operate.
• Take position facing the switch or derail squarely.
Avoid a twisted or awkward position.

199
 • Ensure that switch locks and switch point locks, if
any, are removed.

• Keep clear of any movement of switch parts while

releasing latches.

• While lifting lever, use leg muscles, and keep back

straight to avoid strain.

• Keep feet and hands clear of descending lever or

ball.

• When operating a high switch stand, pull the lever

toward you instead of pushing it away from you.

• Never lift or kick a switch lever with your feet.

• Ensure the switch points or derails have moved to

proper position and are secured with switch latch or
switch lock before movement is made.

On-track derails and switch point derails must be

kept in the derailing position when not in use.

Rule 801(I). Coupling or Uncoupling Equipment. The

practice of dropping cars by or making "flying
switches" is prohibited unless no other means of get-
ting around cars are available. Going between or in
front of moving engines or cars to couple and uncouple
adjust couplers, knuckles, or lock pins; or to
manipulate angle cocks is prohibited. Kicking, or other
use of feet to adjust couplers, knuckles, or lock pins is
prohibited.

200
 Before going between standing engines or cars to
couple, uncouple, or make adjustments, observe the
following guidelines:
● Have a clear understanding with all persons in-

volved to protect against any movement of the

equipment.
● Wait until slack has adjusted, paying particular

attention to cushion underframe cars.

● Ensure cars are secured if they are on a grade.

While equipment is standing, see that coupling ap-

pliances, including knuckle pins, are in place and in
good order, and make any necessary adjustments to
ensure proper coupling. Always stand to the side
rather than directly in front of equipment when ad-
justing knuckles or couplers. If equipment is defective,
it must be reported to responsible officer. Giving
signal to move while a person is between cars,
locomotives, or between locomotives and cars is
prohibited.

Before opening an angle cock on an uncoupled air

hose, either hold the air hose or take other precautions
to prevent injury from hose movement. Separating air
hose by hand before angle cocks are closed is pro-
hibited. Air hose couplings must not be struck or
adjusted in any manner to stop air leaks until the angle
cocks are closed on both sides of the coupling. Use un-
coupling lever to uncouple. If the lever is inoperative,
stop the movement, cross over, and use the uncoupling
lever on other car. When cutting off equipment with
the air hose coupled, keep clear of hoses and flying
debris.

201
 Before uncoupling a steam connection, be sure the
valves on both sides of the joint are closed and
pressure is relieved. Use caution to avoid being burned
by steam, hot water, hot pipes, and fittings when
handling steam connectors. Personnel must place and
secure vestibule gates or bars before separating
occupied passenger, baggage, mail, or express cars.

Rule 801(J). Operating Locomotives. The moving of

locomotives by unauthorized personnel is prohibited.
Personnel must not pass from one unit of a locomotive
to another while locomotives are moving except when
it is necessary in the proper performance of duty.
When necessary to pass between moving units, safety
chains and platforms must be properly positioned and
train speed must be below 30 mph. Secure handholds
must be maintained at all times.

Do not open manual blow-down valves on steam

generators or drain cocks while crossing streets or
sidewalks, passing station platforms, crossing bridges,
or at other points where persons may be injured.

Do not pick up train orders or other materials from

open doors of moving locomotives. Keep doors leading
from the locomotive cab to the engineroom closed at all
times. Provide adequate protection before removing
steps from the cab to engineroom or opening the hatch
cover in the cab floor. Keep locomotive side and end
doors closed when the locomotive is in service.

All safety appliances, guards, equipment covers, and

ceiling hatch covers must be in place and securely
fastened while the locomotive is in service. Personnel
must not allow their hands or other parts of their

202
bodies or clothing to come in contact with fans,
radiator shutters, or automatic equipment. Do not
place face or hands near the main generator or any
high-voltage equipment while under load. Do not let
locomotives stand over burning fusees, switch heaters,
or other open flame. In case of fire, shut off fuel oil sup-
ply to diesel engine by operating the “Emergency Fuel
Cut- Off” device, and opening the main battery switch.

Personnel are prohibited from restricting or interfer-

ing with the normal intended function of any device or
equipment on locomotives as stated in Rule 611. Per-
sonnel must isolate or remove the diesel engine from
the line before opening doors of high-voltage electrical
cabinets. Personnel must isolate or remove the diesel
engine from the line before testing or replacing fusees.
If circuit breakers, other than those for lighting, are
found tripped while the locomotive is in operation, the
unit must be isolated or removed from the line before
tripped breakers are reset.

Caution must be used to avoid striking personnel

when moving locomotives about shop premises or ser-
vice facilities. The bell must be ringing before moving
and while passing locations where personnel may be
working. Ensure that no personnel are in a position to
be injured before coupling to or moving a locomotive.
Before movement occurs, ensure that hoses, pipes,
cables, or anything which may be connected to or lean-
ing against locomotives are put in a safe place. Before
leaving locomotives unattended, personnel must
ensure that controls are positioned according to in-
structions, and that the locomotives are secured to
prevent their movement.

203
 CHAPTER 9

SPECIAL RULES FOR DUTY PERSONNEL

This chapter contains rules relating to the

performance of specific job functions. They give in-
struction to train dispatchers, agents, operators, yard-
masters, engineers, conductors, trainmen, firemen, and
drivers.

TRAIN DISPATCHERS
Rule 901. Train dispatchers report to the chief train
dispatcher.

Rule 902. Train dispatchers are in charge of the move-

ment of trains and have supervision over employees
connected with those trains.

Rule 903. Dispatchers will issue and record train

orders over the signature of the superintendent and
according to the rules. They must issue any other in-
structions that may be required for the safe and effi-
cient movement of trains.

Rule 904. They must be familiar with the physical

characteristics of the territory in their charge. They
must also be familiar with all general orders, bulletin
orders, division notices, and other instructions relating
to the movement of trains which are in effect on their
territory.

204
Rule 905. They must maintain an accurate, legible
record of the movement of trains and track cars. They
must record the complete details of all important in-
formation relating to the movement or delay of trains.

Rule 906. They must report immediately to the chief

train dispatcher any violation of the rules and any
irregularity relating to the movement of trains.

Rule 907. They must stay informed of severe weather

and other unusual conditions, and promptly notify the
chief train dispatcher if such conditions will affect the
movement of trains.

Rule 908. They must apply blocking devices as

prescribed by the rules. The time the devices were ap-
plied and removed must be recorded in red ink on the
Dispatcher’s Record of Train Movement. When
necessary to temporarily nullify protection given by
blocking devices to permit a movement over a
nonrestricted route, the devices must be immediately
restored to a restricted position after movement has
been made.

Rule 909. They must require responsible personnel to

promptly report the departure, passing, and arrival of
trains. In the event of accidents or the existence of
hazardous conditions, immediate action must be taken
for the protection of trains.

Rule 910. Immediately before being relieved of duty,

they must enter in ink in their train order book, over
their signature, a list of all outstanding and unfulfilled

205
train orders, track car authorities, the number of the
last general order, bulletin order and division notice,
and any other information relating to train
movements. They must be sure that all orders and in-
structions are understood by the relieving train
dispatcher, who must sign the transfer in the presence
of the train dispatcher being relieved.

AGENTS AND OPERATORS

Rule 911. Operators, train directors, their assistants,
and Ievermen report to the chief train dispatcher or
supervisor of operating rules.

Rule 912. They must be qualified at that particular

block or interlocking station before accepting an
assignment for duty.

Rule 913. They are responsible for the delivery of train

orders and messages, the use of blocks, tracks, in-
terlocking switches and signals, and for the prompt
movement of trains according to the rules. They ensure
that general orders, bulletin orders, and division
notices are posted in the proper location.

Rule 914. They must obey the instructions of the train

dispatcher and advise him immediately of any condi-
tion which may affect normal operation or safety of
train movements. They must report the weather as re-
quired, and promptly advise the train dispatcher in
case of sudden change, high water, storm, or fog.

Rule 915. Operators must promptly record and report

to the train dispatcher the direction, time of arrival,
time of departure, and the engine number of all trains.

206
They must keep an accurate and legible station record
of train and track car movements, and record any per-
tinent information affecting the movement of trains.

Rule 916. They must observe passing trains and also

report the improper display of markers. When their
duties permit, they must be outside to observe passing
trains. They must respond promptly when called by
radio or telephone, and communicate clearly and
properly in compliance with the rules.
When required, they will operate hand-operated
switches, crossing gates, movable bridges, and other
devices as designated. In electrical territory, they will
operate power control boards and other devices as
directed by the power directors.

Rule 917. They must apply blocking devices as prescribed

by the rules, and record the time they were applied and
removed in red ink on the operator’s station record of train
movements (see FM 55-20 for an example of DA Form 4093-
R, Station Record of Train Movements and Operator’s
Transfer). When necessary to temporarily nullify
protection given by blocking devices to permit a movement
over a nonrestricted route, the devices must be immediately
restored to restricted position after the movement has been
made.

Rule 918. They must not leave their duty until they
are relieved and they must notify the train dispatcher
promptly should their relief fail to report at the
prescribed time. Displaying unauthorized publica-
tions, using unauthorized appliances, and placing
nonessential items on interlocking or instrument cases
is prohibited.

207
Rule 919. They must not permit unauthorized persons
inside their office. Operators must not leave their
offices without permission of the train dispatcher.

Rule 920. Immediately before being relieved of duty,

operators must make an ink written transfer on the
station record of train movements over their signature,
a list of all outstanding and unfulfilled train orders,
track car authorities, and any other information
relating to train movements. They must make sure
that all orders and instructions are understood by the
relieving operator, who must sign the transfer in the
presence of the operator being relieved.

YARDMASTERS
Rule 921. Yardmasters report to the terminal
superintendent or trainmaster.

Rule 922. Yardmasters, within their assigned ter-

ritory, are in charge of the movement of trains and
engines, the handling of cars, yard personnel, and the
train and engine crews within the yard.

Rule 923. They are responsible for the prompt move-

ment and careful handling of cars. They must require
crews to be called at the correct time, and they are
responsible for the proper makeup and prompt dis-
patcher of trains. They must advise yard clerks to
ensure that car movements are reported properly.

Rule 924. They must observe regulations governing

hours of service and hazardous materials, and must
notify conductors of any cars placed in their train

208
which contain explosives or flammables. They must
ensure that train conductors are given waybills for all
cars, and any instructions relating to the movement of
restricted cars. They are responsible for the prompt
placement of bad order cars for repair, and for the
expeditious handling of such cars after repairs have
been completed.

ENGINEERS
Rule 925. Engineers report to the conductor.

Rule 926. They must obey the instructions of road

foremen, trainmasters, train dispatchers, yardmasters,
and operators within their jurisdictions. They must
also follow the instructions of the conductor in charge
of their train, unless by so doing they would endanger
its safety or commit a violation of the rules.

Rule 927. Engineers are responsible for the observa-

tions of and compliance with the indications of all fixed
signals, and all other signals affecting movements of
their engine. When the engine is moving, they must be
vigilant and use care to prevent avoidable injuries, col-
lisions, derailments, and damage to lading and
property. If anything distracts their attention from
constant lookout ahead, or if weather or other condi-
tions make observation of signals or warnings in any
way doubtful, they must at once regulate the speed of
their train to make progress entirely safe.

Engineers must check the accuracy of the engine

speed indicator by using their watch, mile posts, and

209
timetable speed table. This must be done as soon as
possible after starting each trip. If the indicator is
inaccurate or inoperative, the engineer and other
members of the crew must make sufficient checks
while en route to ensure that authorized speed is not
exceeded. An indicator error in excess of 4 mph must
be reported as soon as possible to the train dispatcher.
Details of the error are outlined on the engineers’ work
report form.

Rule 928. While acting as pilot, they will operate the

engine unless otherwise instructed. When there is no
conductor, or if the conductor is disabled, they must
perform the duties of the conductor.

Rule 929. The engineers are responsible for the safety

and conduct of other employees on the engine. They
must be familiar with their duties and issue
instructions when necessary. They must not allow the
fireman or student engineer to operate the engine
except when this can be safely done under their per-
sonal supervision. They are responsible for the proper
operation of the engine and must not leave it while on
duty unless absolutely necessary. If they leave the
engine it must be secured.

Rule 930. They must be qualified on the type of engine

to which they are assigned. They will be governed by
current mechanical, electrical, and air brake instruc-
tions on the safety, inspection, preparation, and
operation of trains and engines.

Rule 931. At points where mechanical forces are

employed and on duty, they will accept the inspection

210
of the engine by the mechanical forces. Where
required, engineers must perform the air brake test on
their engine.
Rule 932. At points where no mechanical forces are on
duty, engineers will check the prescribed form in the
cab to be sure that all engine units have been inspected
within one calendar day. If the units are not within
date, they must make inspection, and record the date,
time, and location on the prescribed form in the cab.
Rule 933. During freezing weather, and danger of
freeze damage, they must drain the engine cooling
system, cab heater, flush toilet, water cooler, and
water cooled air compressor of any unit under their
charge that will not restart. All such instruments are
drained according to instructions posted in the cab or
unit operating manual. The automatic cooling system
drain device must not be relied on to drain the unit and
accessories. The train dispatcher must be notified as
soon as possible when an engine is shut down and
cannot be restarted.
Rule 934. At the completion of each trip, they must
prepare and sign a work report on the prescribed form.

CONDUCTORS
Rule 935. Conductors report to the trainmaster.
Rule 936. They must obey the instructions of train-
masters, road foremen, train dispatchers, yard-
masters, and operators within their jurisdictions. They
also must obey instructions from officers of other
departments on matters pertaining to those
departments.

211
Rule 937. Conductors have charge of the trains to
which they are assigned, and all persons employed
aboard are subject to their instructions. They are
responsible for the prompt movement, safety, and care
of their trains, and for the vigilance and conduct of per-
sonnel. They must ensure that train personnel properly
perform their duties, and they must observe and
enforce all rules and instructions.

Rule 938. Conductors of freight trains must not per-

mit any person, except railroad officers and trainmen
in discharge of their duties, to enter cars, handle
freight, or ride upon the train without the permission
of the proper authority. They must make sure that
members of their crew who are required to provide pro-
tection as outlined in Rule 99 are familiar with their
duties. They must also be sure that their train has been
inspected and is properly equipped, that air brake rules
have been complied with, and that prescribed signals
are displayed.

Empty cars must be distributed as billed or as

directed by a division officer. When required,
conductors will examine, record, and report the
identifying numbers and condition of seals on cars in
their train, or on cars which they deliver or receive.

Rule 939. Conductors must be familiar with the loca-

tion of the emergency brake valve, hand brakes, and
communicating signal appliances.

Rule 940. Conductors must, when necessary, instruct

members of their crew about the proper performance of
their duties.

212
Rule 941. When a train or engine is standing, the con-
ductor must arrange to have both sides of passing
trains inspected when possible.
Rule 942. Conductors must exert proper effort to start
and move trains or engines on time. They must not per-
mit delay for avoidable causes without permission.
TRAINMEN
Rule 944. Trainmen report to the conductor or other
designated officer.
Rule 945. They must obey the instructions of officers,
their conductor, the engineer, and officers of other
departments on matters pertaining to those
departments.
Rule 946. They are responsible for the display of train
signals, the proper protection of trains, the handling of
switches, the coupling and uncoupling of cars and
engines, and manipulating brakes. They must assist
the conductor or engineer in all duties necessary for
the prompt and safe movement of their train.
Rule 947. The proper place for the forward trainman
on a freight train while the train is in motion is in the
controlling cab of the engine, or at the leading end of
the leading unit when it is being controlled from
another cab.
Rule 948. They must familiarize themselves with the
location and proper use of the emergency brake valve
and communicating signal appliances.
Rule 949. Trainmen are responsible for connecting the
air hoses on their train or cuts of cars to be picked up
by their train.

213
FIREMEN

Rule 950. Firemen report to the engineer or other

designated officer.

Rule 951. They must obey the instructions of division

officers, and their conductor and engineer.

Rule 952. They must assist the engineer in all things

necessary to ensure safe and prompt movement of
their train or engine.

Rule 953. In passenger service at initial terminals,

firemen must start steam generators and be prepared
to furnish steam to the train when called for. At final
terminals, firemen must shut down steam generators
unless otherwise instructed by the proper authority.

Rule 954. Steam generators on diesel units must not

be blown down in the vicinity of passenger stations or
at other locations where it would be hazardous or cause
personal injury.

AUTO-RAILER AND TRACK

CAR DRIVERS
Rule 955. Track car drivers must obey the instructions
of train dispatchers, yardmasters, and operators
within their jurisdictions, and of others with proper
authority.

Rule 956. They are responsible for the movement,

safety, and care of the track car in their charge
according to the rules, special instructions, and track
car authorities.

214
PERSONNEL PERFORMING TRAILER,
CONTAINER, AND MULTI-LEVEL
OPERATIONS
Personnel who perform trailer, container, and multi-
level operations should be familiar with procedures to
be followed when engaged in these operations.

Flatcars and multi-level cars must be secured to pre-

vent movement before trailers, containers, or vehicles
are loaded or unloaded. All bridge plates must be
checked to ensure that they are in proper position and
secured before any moving, loading, or unloading
operations begin.
Personnel must keep clear of trailers when tractors
are coupling to them. Before coupling tractor to trailer,
apply air to trailer and activate brakes or block wheels
adequately to prevent backward movement of trailer.
Trailer brakes must be operative at all times during
loading and unloading operations over ramps.
When trailers are being loaded, the tractor operator
must not back the rear of his trailer any closer than one
car length from the front of the trailer behind him until
he receives a signal from a member of the loading crew
to do so. When work must be done on the leading
trailer, there must be a clear understanding among all
personnel, including the driver, of the exact moves to
be made.
When trailers are being unloaded, tractor must not
couple to trailer until the releasing crew is at least two
trailers behind the trailer to which coupling is to be
made. If the releasing crew is not three units behind
the tractor, coupling must not be made until the driver

215
has received a signal from the person operating the
wrench, from a position clear of the rear of the vehicle.
That signal must not be given until it is known that all
personnel are in a safe position.

Tractor and automobile drivers must operate at safe

speeds when loading, unloading, or moving around
ramp areas. Landing gear must be carefully inspected
before the loading or unloading operation to make sure
it will support the trailer weight. Trailer king pins
should be hammer tested immediately before coupling
tractor. When using a power wrench, keep head and
body clear of the handle. Do not leave the wrench hang-
ing in hitch while other adjustments are being made.
While hitches are being raised or lowered, keep hands,
feet, and other parts of body in the clear. Before lifting
trailer or container with overhead or side loading
equipment, ensure that lifting devices are locked in the
proper position.

When trailers, containers, or other vehicles are

loaded on piggyback or multi-level cars, all hitches and
tie-down attachments must be inspected to ensure that
they are in place and properly secured before the cars
are moved.

216
 CHAPTER 10

MAINTENANCE-OF-WAY PERSONNEL

This chapter deals with the duties of maintenance-

of-way personnel, with regard to protection, tracks and
right-of-way, and tools, appliances, and machines used
in the performance of those duties.

GENERAL

Watchmen
Personnel working on or about tracks must be pro-
tected by a watchman or by appropriate signals. The
watchman must be stationed where he can see
approaching locomotives or cars and be able to warn
personnel with a whistle, or some other means in time
to allow them to get clear.

Train Clearance
Upon the approach of a locomotive or train,
maintenance-of-way personnel must move to a place of
safety clear of all main tracks. Personnel must ensure
that all tools and materials are removed or placed so
that they will not interfere with the passage of trains.
Personnel will observe passing trains for hotboxes or
other mechanical defects, signaling the crew as
appropriate.

217
Flag Protection
Performing work that will obstruct tracks or affect
the movement of trains, without the proper flag protec-
tion, is prohibited. Competent flagmen or watchmen
equipped with torpedoes and proper signal materials
(flags by day and fusees or lanterns by night) will be
sent a sufficient distance to ensure full protection.
They will place two torpedoes and, if conditions of
visibility require, display lighted fusees. When
necessary, because of curves or weather conditions,
two flagmen will be sent out. The second flagman will
be stationed between the first flagman and the point to
be protected. Torpedoes will not be placed near sta-
tions or public crossings or where they may injure
persons.

Fires
Maintenance-of-way personnel must be alert for fires
that may occur along the right-of-way. They must
remove combustible materials from the vicinity of
tracks, bridges, and buildings. Water barrels on
bridges, trestles, and station platforms must be kept
filled, and defective barrels will be replaced. Personnel
must observe telephone and telegraph lines to see that
poles and lines are in the proper position, particularly
after serious storms. Fire coals or ashes seen falling
from passing locomotives will be promptly reported to
dispatchers, giving location, number and direction of
movement of locomotive, and time seen.

Camp Cars
Personnel are prohibited from entering or leaving
camp or material cars that are standing adjacent to

218
main tracks, except through the side or end opposite
the main track.

TRACKS AND RIGHT-OF-WAY

Track Clearances
The space between and beside yard tracks and
switches must be kept clear of tools and materials if
possible. Materials piled for use on line of road must be
kept a safe distance from tracks. Guards will be posted
when required. Any holes which have been dug near
tracks must be filled as soon as possible. Until they are
filled they must be covered or otherwise protected to
prevent injury.

Track jacks must be placed on the outside of rails

when possible. When necessary to use jacks to raise
rails, flag protection will be provided. Storing tools or
material in tunnels is prohibited. Details working in or
near the mouth of a tunnel will stand clear of all tracks
when a train approaches. Personnel who are not able to
leave the tunnel will occupy manholes. If possible, tun-
nels should be lighted if work is to be performed in
them.

Material and Tool Handling

Use gloves when handling creosoted ties and timber
and climbing creosoted poles. Exposed skin should be
covered with salve or clean grease when working
among creosoted materials.

219
TOOLS, APPLIANCES,
AND MACHINES

When handling tools, appliances, and machines, per-

sonnel must comply with the following rules:

● Do not use machines or tools for purposes other

than those for which they are designated.

● Do not strike hardened bolts, pins, bushings,

tempered tools, or any other hardened objects with

hard hammers, or other hardened materials.

● Do not use spike mauls to strike chisels, rock

drills, backing out tools, lining pins, other spike mauls,

and so forth. Use approved hammers for such
purposes.

● Do not spike over a rail, except when track struc-

ture makes it necessary. Two people must not drive the

same spike at the same time.

● Do not drive claw bars under spike heads with

spike mauls. Use sledge hammers for this purpose.

● Do not use lining bars or claw bars to turn rail.

Use rail forks or other approved tools for this purpose.

● Do not leave shovels, forks, rakes, hoes, or other

pointed or sharp-edged tools lying with points or edges

up.

● Do not leave tools or material standing or leaning

against walls, locomotives, cars, or anywhere they may

fall or be knocked down.

220
 ● Use proper equipment or material to align holes

when inserting rivets, bolts, knuckle pins, and so forth.

Personnel must not use fingers to align holes.

● When assisting in the use of chisel bars, punches,

rods, or other such equipment, the person holding the

tools should stand on the opposite side from the person
using the hammer whenever possible.

● Do not use a file as a wedge or pry bar, strike a file

with or against metal, or use a file without a handle.

● Use a wrench that fits properly. Pipe wrenches

should be used on pipe or rounded materials only.

Where possible, apply force by pulling. If wrench must
be pushed, do so with open palm. Never apply
improvised extensions to handles of wrenches or other
tools to increase leverage.

● Use brooms, bagging, or similar protection when

cutting off bolts, nuts, or rivets, and when backing out

bolts or rivets. Use canvas or other screens when chip-
ping or cutting to prevent injury from flying
fragments.

● Never press a screwdriver into a small object held

in the hand. Use a vise or other means to hold such

materials.

● Never sit on, stand on, or straddle a bar or lever

when using it.

● When moving a car by hand, have the handle of

the car mover slightly out of line with the rail to avoid
catching fingers.

221
 ● Ensure that jacks have secure and adequate

footing. Except when using jacks in track repair opera-

tions, a block of wood or other approved cushioning
material must be inserted between the head of the jack
and the metal parts being jacked. Use proper jack
handles, and remove handles when jacks are not being
operated.

● Ensure that all personnel, tools, and materials are

in the clear before tripping or otherwise lowering a jack

under load.

● Place track jacks on outside of rail when possible.

222
 CHAPTER 11

MAINTENANCE-OF-EQUIPMENT
PERSONNEL

Maintenance of equipment is essential for the safe

and efficient operation of DA railways. The following
information covers aspects of maintenance with regard
to safety; welding and cutting; cranes, hoists, and
derricks; and ladders and scaffolds.

SAFETY

Clothing and Shoes

Personnel must wear suitable clothing and shoes to
safely perform their duties. Safety shoes will be worn
where conditions and duties present hazards to the
feet. Wearing thin-soled shoes or loose, torn, oily,
greasy, or baggy clothing is prohibited.

Tools and Machines

All tools and machines used must be kept in a safe
and suitable condition. Personnel are prohibited from
using appliances, machines, or tools until properly in-
structed as to their operation and care. The proper tool
must be used for each job, such as a wrench that fits
properly. Chisels with mushroomed heads must not be
used.

223
Repair Tracks
Where work is being performed on shop or repair
tracks, switches and derails to such tracks will be kept
locked. Men working on such tracks will be notified
before any switching or movement of cars or
locomotives is performed.
Personnel are forbidden to go under or between cars
and locomotives on other than assigned repair tracks
until they personally know that a blue signal is posted
at both ends if necessary. If no blue signals are
available, other protection must be provided. Stepping
or jumping over drop, fueling, or inspection pits, is
prohibited.

Shop Precautions
Personnel must use steps to enter and leave pits
where steps are provided. Leaving manholes and valve
boxes open without posting or placing suitable guards
is prohibited. Covers must be properly seated when
replaced.
Using hands to brush chips from drills, lathes, or
other moving tools or machines is prohibited. Leaving
tools, materials, or rubbish in aisles or passageways is
prohibited. When cutting off bolts, rivets, or chipping,
and so forth, shields must be placed in positions to pre-
vent injury to personnel from flying parts.

Handtools
In using handtools, personnel must comply with the
following rules:
● Do not use files as pry bars, files without handles,

and do not strike files with hammers.

224
 ● Do not leave tools or materials on any elevation

where they might fall or be jarred off, causing hazards

to persons working or passing in the area.
● Do not leave tools or materials standing on end or

leaning against walls or other objects where they

might be struck by swinging sledges.
● Do not stand beside personnel using a sledge.
● Do not stand in front of or within the swing of

hammers, sledges, adzes, bars, other similar tools or

implements.
● Use protective goggles when chipping metal.
● Wear goggles in good condition to protect against

splinters, and sharp or jagged edges when handling

ties, lumber, rough freight, or materials.
● Remove all nails, staples, wire, and so forth pro-

truding from kegs, packing boxes, or other containers,

immediately after they have been opened.

Operating or working near a machine or appliance

without safety guards in proper position is prohibited.
Repairing, cleaning, oiling, or adjusting machinery
while it is running is prohibited when personnel are
subject to being struck or caught by moving parts. The
machinery must be stopped and the controls must be
properly tagged or otherwise protected before perform-
ing such work. Warn other personnel and see that they
are in the clear before starting motors, or other
machinery.
Avoid reaching between, going between, touching
moving belts and cables, or shifting them by hand. Per-
sonnel operating woodworking machines must not

225
pass hands between ripsaw and guide when ripping
small material, or over jointer blades while dressing
materials less than 1-inch thick or 4-inches wide.
Remove loose or scrap material from power saw table
immediately after cutting.

Before any material is drilled on a drill press, it must

be properly fastened by means of a vise, clamp, or
chuck to prevent it from turning. Hands, tongs,
wrenches, or other tools must not be used to hold such
material. Remove chips, cuttings, or scale from
machine tables or moving tools with brushes or other
devices. All set screws or keys in revolving spindles or
shafts must be flush or countersunk.

Do not operate grinding wheels at speeds in excess of

those recommended by the manufacturer. All grinding
wheels must be of a type and size approved for the
machine on which they are to be used and must be
applied according to manufacturer’s instructions.
Grinding on sides of abrasive wheels not designed for
that purpose is prohibited. A tool rest shall not be
more than 1/8 inch from the wheel. Never attempt to
adjust the tool rest while the wheel is in motion.

Keep grinding wheels clean and true by frequent

dressing. If a wheel vibrates after dressing, stop the
machine and check for other defects. Apply the work
gradually to a cold grinding wheel, in order for it to
warm up. Always apply the work smoothly and avoid
forcing the work to the extent that glazing or breakage
may occur. Use air-operated grinding tools which are
equipped with a speed governor in good working order.
Repairs or adjustments to speed governors must be
made only by authorized personnel. Place short

226
material on power hammer anvil or die with tongs in-
stead of hands. When power hammers are not in use,
the striker must be left resting on the anvil and the
power must be shut off.
Do not point pneumatic or other power actuated
tools at a person. Before connecting or disconnecting
pneumatic tools, close valves at supply lines and
relieve all pressure from hoses. Laying down a
pneumatic, electric, or other tool while the motor is
running is prohibited. Place such tools where they will
not be accidentally started. When a reaming or drilling
tool which is operated by a portable pneumatic motor
becomes fouled in the hole to the extent that it is
necessary to strike the tool with an object to free it, the
motor must be removed from the tool before it is
struck. Personnel working on the opposite side of the
rail from a power track wrench must not place
themselves in direct line with the bolt being tightened.
Electrical tools, both portable and stationary, must be
equipped with ground wire before using unless the
equipment is double insulated.

WELDING AND CUTTING

The following conditions apply to all personnel when

engaged in welding and cutting. Only qualified person-
nel will be permitted to perform welding or cutting
operations. Personnel performing welding or cutting
work must use prescribed eye protection and must
wear clothing and shoes that will give protection
against sparks and molten metal. Ear screens or other
ear protection must be used when welding or cutting
overhead. Suitable screening devices must be used to

227
protect the eyes of other personnel working in vicinity
of welding operations.

Inspect cutting and welding equipment carefully

before beginning each job. Be sure that all parts of the
equipment are in good condition, that there are no
leaks in gas welding equipment, and that all electric
welding equipment is properly insulated. Welding
material must be kept in an orderly condition. Flam-
mable material and debris must be removed from the
vicinity before welding or cutting is begun. Fire ex-
tinguishers should be kept readily available at all
times during welding or cutting operations.

Be sure that all oxygen and flammable gas equip-

ment and connections are clean. NEVER ALLOW OIL
OR GREASE TO COME IN CONTACT WITH
OXYGEN IN ANY WAY. Before connecting oxygen
or flammable gas regulators, the cylinder or station
valves must be opened slightly for an instant to
remove any dirt present. Always use approved
wrenches provided for connecting and disconnecting
regulators, hoses, and torches. Pressure adjusting
screws of oxygen and flammable gas regulators must
be in release position before opening cylinder valves.
Always stand to one side and away from front of
regulator gauge faces when opening cylinder valves.
Do not open acetylene cylinder valve more than 1 1/2
turns. Always use an approved wrench and leave it in
place on the cylinder valve while in use. Open the
oxygen cylinder valve slowly until cylinder pressure
builds upon the regulator gauge, then open valve fully.
Pressure of acetylene in hose or pipe line must not ex-
ceed 15 pounds per square inch.

228
 Always close the cylinder valves and release
pressure adjusting screws when moving equipment
from one place to another or when leaving equipment
unattended. Do not tamper with or attempt to repair
cylinder valves, regulators, or torches. If they do not
work properly, turn them in for repairs or replacement.
Do not tighten a regulator to cylinder connection
without first closing the cylinder valve. Never place
tools, clothes, or material on top of cylinders or
regulators.

Never use fire for the purpose of finding leaks. Leaks

should be located by applying soap and water. A leak-
ing gas cylinder must be placed in the open air, the
valve opened, and all fire and open lights kept away
until the gas has escaped from the cylinder. The valve
must then be closed.

In case of fire in or around gas welding or cutting

equipment, immediately close the cylinder or station
valves. In case of flash-back, first close the oxygen
valve at once—a delay is dangerous—then close the
flammable gas valve if necessary. A spark lighter must
be used to light torches. Using matches or other open
flames is prohibited. Always see that torch valves are
closed before the torch is laid down for any purpose.
Place the torch where it will not be damaged, con-
taminated with dirt or grease, or the valves will not be
accidentally struck and opened. Do not leave the torch
in such position that gas could escape into a confined
space.
Always maintain proper gas mixture adjustments,
and do not allow torches to become overheated. When
repairs are being made to oxygen or flammable gas

229
pipe line and the supply valve must be closed, a protec-
tive tag is attached to the valve. When the work is
finished the tag must be removed only by the same
workmen or craft that applied it. Oil-based pipe joint
compounds must not be used on gas line connections.
Before burning through sheet, plate, or other material
personnel must ensure that no persons are in a position
to be burned or struck by falling material. Do not use
oxygen as a substitute for compressed air or as a
source of pressure.

Before leaving equipment unattended or when work

is finished, close oxygen and flammable gas cylinder or
station valves tightly. Open torch valves to relieve
pressure in the hoses. Release pressure adjusting
screws on regulators where used. If hoses are removed
from station, apply caps to station connections.

All compressed gas cylinders must be stored in a

well-ventilated location and 20 feet away from highly
combustible materials, including grease and oil,
stoves, or other sources of heat. Oxygen cylinders
must be separated from flammable gas cylinders by 20
feet or by a noncombustible partition at least 5-feet
high. This partition must haved a firm resistant rating
of at least 1/2-hour. Acetylene, LP gas, and liquid oxy-
gen cylinders should be stored, transported, and used
in a vertical position. Keep open lights and fires away
from all cylinders at all times.
All compressed gas cylinders, either loaded or
empty, must be handled carefully. Do not drop or per-
mit them to strike other cylinders, or subject them to
any great shock or concussion. All cylinders must be
secured to prevent them from falling or being knocked

230
over. Valve protection caps must be kept in place and
tight at all times when cylinders are not in active use.
Always protect hose from being run over or trampled,
and avoid tangles and kinks.

Provide ventilation when flammable gas hose is

removed from equipment and stored. To protect
against fire or explosion, never enter a confined space
with a lighted torch, or attempt to light a torch or
strike an arc in any area where the odors of acetylene
or other gaseous vapors are detected. Hoses of suffi-
cient length must be used to prevent taking flammable
gas cylinders into confined spaces. Before entering a
closed place to do any flammable gas welding or cut-
ting, make sure there are no leaks in any part of the
equipment. Do not operate a torch with the hose
thrown over the shoulder; keep the hose as far away
from the body as possible.

Tanks, drums, other closed containers, and hollow or

cored castings must be adequately vented before being
heated. If a tank or container has been previously
used for any flammable or poisonous material, it must
be thoroughly drained, washed, and steamed out
before cutting, welding, brazing, soldering, or applying
heat in any way. Arrange for good ventilation when
welding or cutting brass, bronze, galvanized iron, or
painted metal. The use of cadmium-based silver solder
is prohibited.

When a welder leaves electrical welding equipment

unattended, electrode holder and leads must be
properly placed to prevent short circuits or electrical

231
burns. Welder power supply must be in the OFF posi-
tion. Before starting an electrical weld, ground wire
must be firmly secured as close as possible to the
material to be welded. Do not connect ground wire to
water, steam, air, gas, or other pipe lines for electrical
continuity purposes except when performing specific
welding work on such equipment. When welding on
locomotives, cars, or machines, ground wire must be
attached to the frame or body to avoid passing current
through bearings or gears. Welding on track struc-
tures without providing required protection for
welders and equipment is prohibited.

Molten metal used in foundry or rail welding opera-

tions will explode upon contact with cold, damp, or wet
materials. Therefore, molds and skimming tools must
be warm and dry before being used. Do not pour
molten metal on the ground. Leggings, approved gog-
gles, gloves, sleeves, and adequate foot protection
must be worn when welding with or otherwise handling
molten metal.

CRANES, HOISTS, AND DERRICKS

The use of cranes, hoists, and derricks is one of the

major labor saving devices in the maintenance depart-
ment; it can be one of the most dangerous if not used
properly. Rules must be observed to avoid injury to
personnel using such machinery. Before using cranes
hoists, derricks, or similar equipment, the operator
must know that the equipment, including pulleys,
cables, and drums, is in safe condition and that all
safety guards are in place. Brakes and limit switches

232
must be tested periodically to ensure that they are in
proper condition and operating properly.

Hand signals or verbal instructions for operating

hoisting equipment must be given only by the
designated person. Operators of hoisting equipment
must not act upon signals or instructions, except
STOP signals, unless they are given by the designated
person. Where two cranes or derricks are lifting the
same load, one person is designated to direct the move-
ment of both.

The hoisting equipment operator must not move the

equipment without clearly understood signals or in-
structions. When hand signals are being used, the per-
son giving the signals must remain in sight of the
operator at all times. Hand signals are given according
to the standard code as shown in Figure 6.

Figure 6. Standard Crane and Derrick Hand Signals

233
 Figure 6. Standard Crane and Derrick Hand Signals (cont)

234
Figure 6. Standard Crane and Derrick Hand Signals (cont)

235
 Figure 6. Standard Crane and Derrick Hand Signals (cont)

Place the block or hook directly over the load, if

possible, to prevent the load from dragging or
swinging when lift is made. If material being handled
gets out of control, employees must not attempt to
catch or rebalance it, until swinging material comes to
rest.

The supervisor, or the person designated by him,

must see that the crane capacity is not exceeded and
that rail clamps and outriggers are properly used when
provided. He must also ensure that hooks, chains,
cables, ropes, slings, and so forth, used for hoisting
purposes are the proper size and in condition to safely
handle the load. The capacity of cranes, hoists, or der-
ricks must be posted in operating cab, or at other
locations readily visible to the operator.

Do not attach the hook of the crane or hoist block

directly to an object being moved. Chains, slings, or
other lifting accessories must be used. Personnel must

236
see that attachment to the load is secure and properly
made to prevent slipping. Crane operators must, when
possible, see that this is done.

Carrying a load over workmen is prohibited. Proper

warning must be given to alert persons in or near the
path of a moving load or load-handling equipment. Do
not move crane, hoist, or derrick when the load is sway-
ing or turning excessively. The operator of hoisting
equipment must never lift a load with a sudden jerk or
lower it with a sudden stop.

Before moving a crane from which an empty sling is

hanging, both ends of the sling must be hooked to the
block. The hooks and attachments must be high
enough to clear obstacles. Personnel must place
themselves in a position so they cannot be caught be-
tween an obstruction and the load being handled or the
load-handling equipment. Be alert for unexpected
swing or shifting of loads. Do not leave hoisting equip-
ment unattended with load, bucket, magnet, or other
heavy attachments suspended.

The crane or derrick boom must be lowered to a car

or the ground for lubrication, inspection, or repair. The
boom must be secured to prevent movement when it is
not in use. When guiding suspended loads, push rather
than pull when possible. Keep hands and feet from
under load. Use tag lines on bulky or awkward loads.
Before unhooking a sling, be sure that the load has set-
tled and take a position to avoid being struck by the
sling or any part of the load.

When working around electric wires, use extreme

care in handling hoisting equipment because there is

237
danger in current traveling from wires to boom. No
part of equipment or load must be permitted to come
within 10 feet of high-tension wires unless they have
been de-energized.

LADDERS AND SCAFFOLDS

Railway equipment maintenance personnel are con-
stantly using ladders and scaffolds in their repair
work. They must know how to safely use equipment.
Personnel must see that ladders are of adequate
length. Placing a ladder on a box, barrel, block, or
other object to increase the reach is prohibited. The use
of improvised ladders is prohibited.

Straight ladders must be placed on solid footing,

secured against slipping by the use of spikes, safety
feet, or other means, and supported at the upper end to
prevent twisting. Straight ladders should be placed so
that the horizontal distance from the base to the sup-
port against which the ladder is leaning is about
one fourth the length of the ladder.

Extension ladders must be properly assembled and

carefully raised to ensure that sufficient overlap is
maintained and that guides and hooks are engaged.
Step ladders must be fully opened, with spreaders set,
and placed on a solid level surface. The use of step lad-
ders as straight ladders is prohibited.

Personnel must face ladders and hold on with both

hands when ascending or descending. If tools or
material must be handled, use a hand line. Do not

238
climb higher than the third rung from the top of
straight ladders or the second step from the top of step
ladders. Ladders must not be used in a horizontal posi-
tion as a scaffold or scaffold member.

Personnel must see that scaffolds are properly con-

structed or assembled, are of sufficient strength for the
required load, and are approved by the proper
authority before being used. Scaffold boards used on
sectional metal scaffolds must be equipped with cleats
on the under side. Where such scaffolding is equipped
with wheels, they must be locked before climbing or
working from the scaffold. Special care must be taken
in the placing of hooks for suspended scaffolding to en-
sure that they will safely support the intened loads.
Hooks must not be in a position where they may be
disturbed or dislodged.

All scaffolding must be provided with hand railings

and toe boards. Do not move scaffolds or ladders from
point-to-point while personnel are on them. Take the
necessary precaution to assure that tools and
materials will not fall when moving such equipment.
Scaffolds and ladders in use at locations where persons
or vehicles could collide with them should be properly
protected, and ropes or other means should be
used to protect persons from falling objects.

Do not reach or lean out more than an arm’s length

from the edge of a ladder, scaffold, or elevated plat-
form. Do not use metal ladders or scaffolds where they
may come in contact with electrical wires or equip-
ment. Do not perform electrical work while standing
on portable metal ladders. Personnel performing work

239
from metal scaffolding must take necessary precau-
tions to prevent electrical shock. Except when a scaf-
fold or other protection is provided, a safety belt,
safety net, or guard line must be used by all personnel
while working.

ELECTRICAL AND LINE WORK

Only qualified persons charged with that duty shall
install, or make repairs or adjustments to electrical
systems or tools, machinery, and apparatus. When
possible, disconnect the power source before working
on an energized circuit or equipment. Take care to
avoid coming in contact with water, steel bridges,
ground wires, guy wires, and all other circuits when
working on any power circuit regardless of voltage.

Do not climb power line poles, radio towers,

floodlight towers, or other such structures or enter
substations or power plants without authorization.
Examine every pole, tower, ladder or other structure,
including bases, before attempting to climb it. Ensure
that structures are sound enough to support the
weight to be placed upon or against it. All equipment
on the structures must also be examined before sitting,
leaning, standing, or otherwise placing strain on it.
Two or more persons must not climb up or down a pole
or ladder at the same time. The succeeding person
must wait until the one preceding is either in position
at the top or in the clear at the bottom. Use both hands
when ascending or descending ladders, poles, or struc-
tures. Body belts, shoulder straps, or pockets must be
used to carry small tools or material. Hand lines must

240
be used for heavier items. Exercise extreme care to pre-
vent injury as a result of materials being thrown or
dropped.

Use prescribed protective equipment and tools when

-
working on electrical wires or apparatus. Such equip-
ment must be regularly inspected and tested to ensure
that it is in safe condition. When working on or han-
dling wire, rope, or cables on curves or comers, person-
nel must not stand in the inside angle unless they are
properly protected.

Be careful when cutting copper, bronze, or

galvanized guy wire to prevent injury due to flying
ends. In replacing a defective pole with a new one, the
old pole must be inspected and positively secured
before climbing or transferring any wires. Before
removing any wire from any pole or structure, positive
supports such as, but not limited to, guying, piking, or
roping must be used to assure that removal of such
wire(s) will not permit the pole or structure to fall.

All wires and circuits are to be considered energized

at all times unless personnel have positive knowledge
to the contrary. The insulation on tools or wires alone
must not be relied upon for protection. When electrical
circuits are opened for work, the power control devices
shall be locked or blocked open, and protective tags or
devices shall be removed only by the same workman or
craft that applied them.

Before beginning work on high-voltage lines or

equipment to de-energize them, workmen shall make
certain that the current source has been disconnected.

241
The de-energized lines or equipment shall then be
grounded on both sides of the personnel who will
peform the work. Before working on a high-voltage
capacitor the terminals shall be grounded, using an ap-
proved grounding lead insulated equally to the
capacitor voltage rating.

Before making repairs to a transformer, disconnect-

ing switches on both sides must be opened and the
transformer grounded. If the transformer is not
equipped with disconnecting switches, the primary
and secondary connections shall be disconnected. Cur-
rent or series transformers with energized primary
windings shall have their secondary windings short
circuited when not in use.

Any act which will raise or destroy the protective ac-

tion of fuses or circuit breakers is prohibited except
when done in emergencies by qualified personnel.
When possible, de-energize circuits before replacing
fuses. Use care at all times to prevent water from hose
stream or other sources from coming in contact with
electrical wires and equipment. This also applies to
liquids contained in fire extinguishers, except when
directions on the extinguisher specify that it may be
used on electrical fires.

Personnel must not work on live conductors from

above when such work can be done from below. All
electrical wiring, other than of temporary or
emergency nature, shall be installed according to local
or national codes. Do not work around wires or elec-
trical apparatus during electrical storms unless
absolutely necessary.

242
 APPENDIX
Preparation Instructions

Follow these instructions to complete DD Form 4092-R.

Train Order No. — Enter the number the dispatcher
relays to the operator.
From — Enter the dispatcher location issuing the
order and the current date.
To C & E — Enter correct train identification or the
addresses (for instance, yard engines, yardmaster, and
so forth).
At (Station) – Enter the station name copying the
order.
X — Enter an “X” when using the “X” response as
directed by the dispatcher.
Operator – Enter the last name of the operator using
the “X” response
Time — Enter the time the “X” response was used.

Train Order — Enter the correct instruction using the

proper form at all times.
Repeated – Used when dispatcher uses the “X”
response and the operator requested the order out of
sequence. Enter the time the train order was repeated.
Chief Dispatcher – Enter the initial of the chief
dispatcher as relayed by dispatcher.
Made – Enter “com” (complete) after the dispatcher
has "OK'D" or completed the order which is after the
operator has repeated it.

243
Time — Enter the time dispatcher "OK'D" or com-
pleted the train order.
Operator – Enter the last name of the operator copy-
ing the train order.

Instructions to complete DD Form 4091-R are as

follows.
Date – Enter current date.
Station — Enter the name of the issuing station.
Conductor and Engineer — Enter the correct train
identification designator.
Orders — Enter the number of all orders that are
applicable to the train as sent by the dispatcher.
there are no orders, enter none in the space.
Ok At (Time) – Enter the time the dispatcher
"OK'D" the clearance form.

244
Chief Dispatcher — Enter the initial of the chief
dispatcher that "OK"D" the clearance order as relayed
by the dispatcher.
Do Not Leave Before — Completed as required by the
dispatcher.
Block – Enter the block designated if required by the
dispatcher.
Operator – Enter the last name of the operator copy-
ing and issuing the clearance order.

245
 GLOSSARY

APB absolute permissive block

ABS automatic block signal system
ACS automatic cab signal system
ATS automatic train stop
CTC centralized traffic control
DT double track
TWC track warrant control

246
 REFERENCES

REQUIRED PUBLICATIONS

Required publications are sources that users

must read in order to understand or to comply
with this publication.

Field Manual (FM)

55-20 Army Rail Transport Units
and Operations

Army Regulation (AR)

611-201 Enlisted Career Management
Fields and Military
Occupational Specialties

RELATED PUBLICATIONS

Related publications are sources of addi-

tional information. They are not required in
order to understand this publication.

Army Regulations (ARs)

55-255 Railroad Equipment
56-3 Objectives and Policy for
Army Rail Equipment:
Management of Army Rail
Equipment

247
 INDEX

Abbreviations,16, 91, 92
Absolute permissive block, 135
Accidents, reporting, 183
Agent, station, 182, 206
Air hose, 213
Aspects, See Signal aspects
Auto-railer, 214
Block signals, 132, See also Signals
Block system rules, 135
Suspension of, 149
Boarding, riding, and alighting
from locomotives and cars, 195, 197
Cars
Motor, 193
Track, 191
Cars and locomotives, coupling
and uncoupling, 59, 200
Cranes, operating precautions, 232
Derrick, standard crane and, 233
Definitions, See Terms
Duty positions, rules of, 204, 217
Distant signal, 130
Enginemen and firemen, 213, 214
Engineers, 209
Engine bell, 28

248
Fire prevention, 218, 228, 229
Flagmen and brakemen, 50
Flag protection, 50
Fusees
Use of, 50
Unattended, 27
General rules, 6, 174, 217
Hand brakes, 60, 198
Hoists, See also Cranes, operating
precautions
Inspection
Watch, 17
Train, 73, 74
Ladders, use of, 238
Lights, train and engine, 30, See also
Signals, light

Maintenance-of-equipment personnel, 223

Maintenance-of-way personnel,
safety of, 217
Markers, train and engine, 32, 33
Material and tool handling, 219
Materials-handling equipment, 219
Multi-level operations, 215

Operators, telegraph and telephone, 183,

See also Right-of- Way Safety, Radio
Operating rules, 13, 14, 17

Radio procedure, 167

Railways, Department of Army, 6
Register time inspection, 17

249
 Right-of-way safety, 219
Block signal, 132, 135
Conductors, 211 through 213
Engine crew and train crew, 213, 214
Engineman and fireman,213, 214
Flagman and brakeman, 50
General rules, 174
Interlocking, 78
Movement, 41
Numbering, 48
Radio, 167
Station agent, 182

Safety rules, 12, 204, 223, See also

Duty Positions, rules of
Schedules, 19
Shop precautions, 224
Signal aspect, 130
Signals
Block, 132, 135
Blue signal, 34 through 39
Communicating, 21 through 24, 28
Engine whistle, 28 through 31
Flag, 24 through 26, 39
Restrictions, 24 through 26
Location, 26
Protection, 26, 27
Hand, 22
Light, 30 through 32
Improper display, 39
Observe and call. 39
Prescribed, 22
Stop, 39
Train order, 90

250
Use of, 21
Special rules, 14 through 16, 204
Station agent, 182
Switches, 63, 64
Terms, 6 through 12, 34, 35
Time, standard, 17, 20
Timetables, 18 through 20
Torpedoes, 27
Track clearances, 219
Track permit, 132
Track warrants and bulletins, 156, 162
Transmitting, 172
Train and engine crews, 213, 214
Train orders, 75
Examples of, 93 through 129
Prescribed forms, 90
Signals, 89
Transmitting, 172
Trains
Movement of, 41, 206
Superiority of, 40
Work, 45, 48
Trainmen, 213
Watches, 17
Watchmen, 217
Welding, 227
Whistle signal, 29
Wire safety, 232, 240, 241
Yardmaster, 208
Yard limit, 47

251
 FM 55-21

17 JULY 1989

By Order of the Secretary of the Army:

CARL E. VUONO
General, United States Army
Chief of Staff

Official:
WILLIAM J. MEEHAN II
Brigadier General, United States Army
The Adjutant General

DISTRIBUTION:
Active Army, ARNG, and USAR: To be distributed
in accordance with DA Form 12-11E,
requirements f o r F M 5 5 - 2 0 , A r m y R a i l
Transport Units and Operations (Qty rqr block
no. 391).

✩ U.S. GOVERNMENT PRINTING OFFICE: 1989—627-027/80230

PIN: 066440-000