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Scotts-dale Division Site
The rules herein set fort
govern operation on the railroad subsidiaries of Norfolk Southern Corporation.
On the effective date, these rules supersede all previous rules and
instructions inconsistent herewith.
These Operating Rules are also available as a PDF file, click here to view the PDF version.
GENERAL
NOTICE
Safety is of the first
importance in the discharge of duty.
Obedience to the rules is
essential to safety.
Willingness to obey the
rules is necessary in order to enter or remain in service. Past practices not
in conformity with the rules are unacceptable as an excuse for noncompliance.
The service demands the
faithful, intelligent, and courteous discharge of duty.
To obtain promotion, ability
must be shown for greater responsibility.
Operating Rules have evolved
from experience of many people on many railroads over many years. This process
will be continuing, and constructive suggestions to improve Operating Rules
should be submitted to transportation officers.
DEFINITIONS
Absolute Block—A block which may be
occupied by only one train or engine at a time.
Block—A length of track of defined limits. In signaled
territory, a block is the track section between two consecutive block signals
governing movement in the same direction.
Block Signal—A fixed signal at the entrance of a block to
govern trains and engines entering and using that block.
Control Station—A place from which a Traffic
Control or Remote Control System or an interlocking is operated.
Current of Traffic—The movement of trains on a
main track, in one direction, as specified by the rules or timetable.
District—A portion of a division designated by
timetable.
Division—That portion of a railroad assigned to the
supervision of a Superintendent.
Dwarf Signal—A low interlocking or block signal.
Electric Switch Lock—An electrical locking device
applied to a hand-operated switch or derail.
Engine—A unit propelled by any form of energy, or a
combination of such units operated from a single control, used in train or yard
service.
Extra Train—A train not authorized by timetable schedule.
It may be designated as:
·
Extra—for any extra train except
work extra
·
Work
Extra—for work
train extra.
Fixed Signal—A signal of fixed location indicating a
condition affective the movement of a train or engine.
? Home Signal—A fixed signal, capable of
displaying a STOP indication, governing the entrance to a route, block or
interlocking.
Interlocking—An arrangement of signals and signal appliances
so interconnected that their movement must succeed each other in proper
sequence and for which interlocking rules are in effect. It may be operated
manually or automatically.
· Controlled
Interlocking—An
interlocking operated by a control station.
· Automatic
Interlocking—An
interlocking actuated automatically be the approach of a train or engine.
Interlocking Limits—The tracks between the
opposing home signals of an interlocking.
Interlocking Signals—The fixed signals of an
interlocking.
Main Track—A track, other than an auxiliary track,
extending through yards and between stations, upon which trains are operated by
timetable or train order, or both, ,or the use of which is governed by block
signals.
Manual Bock—A block system established by train order or
by special instructions.
Operations Bulletin—Instructions issued by the
Superintendent concerning rules, special instructions or other matters
pertaining to operations.
Pilot—An employee assigned to a train when the engineer is
not fully acquainted with the physical characteristics or rules of the
railroad, or portion of the railroad, over which the train is to be moved.
Regular Train—A train authorized by a
timetable schedule.
Remote Control System—A term applied to a system
of operating outlying signal appliances from a point designated by timetable.
Schedule—That part of a timetable which prescribes
class, direction , number and movement for a regular train.
Section—On of two or more trains running on the same
schedule displaying signals or for which signals are displayed.
Siding—An auxiliary track for meeting or passing trains,
shown as a siding in the timetable.
· Controlled
Siding—A siding
equipped with controlled signals that authorize trains or engines to enter or
leave the siding.
· Signaled
Siding—A siding
equipped with automatic block, TC, or Remote Control Signal system governing
all train and engine movements on the siding.
Signal Aspect—The appearance of a fixed
signal, conveying an indication, as viewed from the direction of an approaching
train or engine.
Signal Indication—The information conveyed by
the aspect of a signal.
Signaled Territory—Territory equipped with
automatic, TC or Remote Control Systems.
Single Track—A main track upon which trains are operated
in both directions.
Special Instructions—Instructions so captioned in
the timetable.
Speed:
· Medium
Speed—A speed
not exceeding 30 MPH.
· Reduced
Speed—a speed
that will permit complying with flagging signals and stopping short of train or
obstruction.
· Restricted
Speed—A speed
that will permit stopping shore of train, engine, obstruction, or switch not
properly aligned and looking out for broken rail, but not exceeding 15 MPH.
· Slow
Speed—A speed
not exceeding 15 MPH.
· Yard
Speed—A speed
that will permit stopping within on-half the range of vision.
Station—A place designated in the timetable by name.
Switch:
· Dual-Control
Switch—A
power-operated switch that is also equipped for hand-throw operation.
· Power-Operated
Switch—A switch
that is operated electrically. Such switches may or may not be equipped for
hand-throw operation.
Timetable—The authority for the movement of regular trains,
subject to the rules. It may contain classified schedules with special instructions
relating to operations.
Traffic Control (TC)—A block signal system under
which train and engine movements are authorized by block signals whose
indications supersede the superiority of trains for both opposing and following
movements on the same track.
Train—An engine or more than one engine coupled, with or
without cars, displaying a marker. See Rule 19.
Train of Superior Class—A train given precedence by
timetable.
Train of Superior Direction—A train given precedence in
the direction specified by timetable as between opposing trains of the same
class.
Train of Superior Right—A train given precedence by
train order.
Two or more tracks—Two or more main tracks upon
any of which the current of traffic may be in either specified directions.
Yard—A system of tracks within defined limits provided
for the making up of trains, storing of cars, and other purposes, over which
movements not authorized by timetable or by train order may be made, subject to
prescribed signals and rules, or by special instructions.
Yard Engine—An engine assigned to yard service.
General Rules
A. Employees whose duties are
prescribed by these rules must provide themselves with a copy.
Employees whose duties are
in any way affected by the time table must have a copy of the current timetable
must have a copy of the current timetable with them while on duty.
B. Employees must be conversant
with and obey the rules and special instructions. If in doubt as to their
meaning, employees must apply to the proper authority for an explanation.
C. Employees must pass the
required examinations.
E. Employees must assist in
carrying out the rules and special instructions and must promptly report any
violation thereof to the proper officer.
F. Accidents, defects in track,
bridges, signals or highway crossing warning devices, fires on or near right of
way, gas leaks, or any unusual condition that may affect the safe and efficient
operation of the railroad must be reported promptly to the proper authority by
the quickest means of communication.
G. Employees reporting for
duty, on duty, or Company property are prohibited from having in their
possession, using or being under the influence of alcoholic beverages, drugs,
controlled substances, or intoxicants.
H. Employees shall not use
tobacco while on duty, on Company property, or in the house. Special
permission shall be obtained from the CEO (spouse) for outdoor use anywhere on
the premises.
L. In case of danger to
railroad property, employees must unite to protect it.
Unauthorized possession,
removal, or disposal of any material from railroad property, or property served
by the railroad is prohibited.
All articles of value found
on railroad property must be cared for and promptly reported to the proper
authority.
M. Employees must exercise care
to avoided injury to themselves or others. They must observe the conditions of
equipment and the tools that they use in performing their duties and when found
defective will, if practicable, put them in save condition, reporting defects
to the Superintendent.
Employees must know the
locations of structures or obstructions where clearances are close.
Employees must expect the
movement of trains, engines, or cars on any track, at any time, in either
direction.
General Regulations
GR-3. All employees must follow instructions from proper
authority, and must perform all duties efficiently and safely.
GR-4. All When applicable, the
term “conductor” includes road conductor, yard conductor, and yard foreman; and
the term “trainman” includes conductor, road brakeman, yard brakeman, yard
helper, switchman, and switch tender.
To
the extent applicable, rules for “engineers” govern hostlers.
GR-6. Employees must report for duty at the designated
time and place.
GR-7. Employees subject to call for duty must be at their
usual calling places or furnish information as to where they can be located.
GR-8. An employee subject to the Hours of Service Act must
give the proper office sufficient advance notice if it becomes apparent that he
cannot complete the trip or tour of duty within the lawful period.
GR-9. All employees must, as far as practicable, observe
passing trains for their entire length for defects or derailments.
GR-9(a). Members of the crew must observe the
condition of their train and inspect it a frequent intervals while it is
moving. When trains pass each other, crew members will exchange information as
to whether or not any defects have been notice in either train.
GR-10. Each employee, before commencing a trip or tour of
duty, must read all Operations Bulletins applicable to his run.
GR-17. Employees must keep premises subject to their
control neat and clean. Buildings, facilities and equipment must not be
defaced. Only authorized material may be posted.
GR-22. Where track scales have dead rails:
· Engines must not be operated over live rails;
· Cars must not be moved over live rails except when weighing
operations are being performed.
GR-25. A conductor or engineer who is asked his train’s
location must furnish this information promptly.
GR-26. Sleeping on duty is prohibited.
GR-27. Undivided attention to duty is required.
STANDARD TIME
1. Standard time zones and locations of standard clocks
are shown in timetables.
TIMETABLES
4. Each timetable, from the moment it takes effect,
supersedes the preceding timetable.
5. Where two times are given for a train at a station,
they are the arriving and leaving times; where one is given, it is, except at a
terminating station, the leaving time.
The following letters, when
placed before the figures of the schedule, indicate:
Lv. — leave.
Ar. — arrive.
s. — regular stop
f. — flag stop to receive or discharge
passengers.
In timetable columns,
letters indicate:
A — automatic interlocking.
C — controlled interlocking.
D — day train order office.
DN — 24-hour train order
office.
N — night train order office.
2S — two-shift train order
office.
YL — yard limits.
Y — wye.
SIGNALS
AND THEIR USE
7. Employees whose duties may require them to give
signals must provide themselves with the proper appliances, keep them in good
order and ready for immediate use
Signals must be used in
accordance with the rules, and employees must keep constant lookout for them.
ENGINE WHISTLE
SIGNALS
14. The engineer is responsible for properly sounding
whistle signals required by rule or law. Unnecessary use of the whistle is
prohibited.
When employees are working
on or near the track, engineers must sound signal 14(l)
when approaching or passing.
Engineers must anticipate
the need for rear end protection and sound signal 14(c)
when necessary.
Note: The signals prescribed
are illustrated by “o” for a short sound, “-” for longer sounds. The sound of
the whistle or horn should be distinct, with intensity and duration
proportionate to the distance signal is to be conveyed. Rules marked with *
require radio communication if possible in addition to whistle signals.
|
Sound |
Indication |
|
Protect rear of train |
|
|
(g) O O |
Answer to 14(k) or any
signal not otherwise provided for. |
|
*(k) - O O |
Calling attention to
signals displayed fro a following section. This signal must be given when
meeting or passing all trains, yard engines, on-track equipment, track,
bridge and signal forces. If not answered by a train or engine, the train
displaying signals must stop and learn why. |
|
Approaching public
crossings at grade (the first sound to begin at the whistle post or at least
one-fourth mile from crossing, and signal to be prolonged or repeated until
crossing is occupied by engine or leading car); Approaching tunnels; Approaching and when
passing MofW forces; and To acknowledge the
explosion of torpedoes. |
|
|
(m) ————— |
Approaching passenger
stations and drawbridges. |
|
*(n) - - O |
Approaching meeting or
waiting point. |
|
(p) Succession
of short sounds |
Alarm for persons or
animals on track. |
|
(q) - O |
When running against the
current of traffic: (1) Approaching stations,
curves, or other points where view may be obscured. (2) Approaching passenger
or freight trains and when passing freight trains. |
HEADLIGHTS
17. The headlight must be displayed, burning bright, to
the front of every train by day and by night except as provided in Rule 17(a).
17(a). Headlight must be dimmed
under conditions outlined below, except when closely approaching and passing
over public crossing at grade:
(1) Passing through yards
where other engines are employed
(2) Approaching train order
signals displayed to indicate orders.
(3) Approaching and passing
head end and rear end of trains on adjacent tracks.
18. Each Yard engines when moving will display headlight
in direction of movement. The headlight may be extinguished on the end coupled
to cars that obscure view of the headlight. The headlight will be dimmed
approaching and passing other engines and when other engines or trains are
passing on adjacent tracks.
MARKERS
19. Each train will display a
marker on the rear to indicate the end of the train.
19(a). Continuous or flashing
electric marker, where provided, will be lighted from at least one hour
before sunset until one hour after sunrise, and during all other hours when
weather conditions restrict visibility to less than half a mile.
19(d). When a lighted marker is
required as prescribed by Rule 19(a), it must be
examined and in operating condition at initial terminal and at each crew
change, and the engineer must be given the result of this check. The examination
will be conducted visually. A marker that is not functioning must be report
promptly to the proper authority.
19(e). If a rear electric marker fails en route, the crew
must promptly notify the dispatcher.
19(f). When a light engine moves as a train or an engine is
on rear of train, the rear headlight must be illuminated on low beam as a
marker.
BLUE
SIGNAL PROTECTION
26. Blue signals displayed by workmen assigned to
insect, test, repair, or service railroad cars and engines indicate that
workmen are on, under, or between such equipment, and these signals may be
removed only by the same craft or group that placed them.
Cars or engines must not
pass beyond the pint on a track where a blue signal is displayed.
Other equipment must not be
placed on the same track so as to block or reduce view of the blue signals,
except when a derail equipped with blue signal and locked in derailing position
by mechanical forces is used to divide a track into separate work areas.
If emergency repair work is
to be done on, under, or between an engine or one or more cares coupled to an
engine and blue signal is not available, workmen must notify the engineer and
trainmen, who must protect employees making the repairs.
26(a). Yard and train crews must not permit equipment to
enter a track at a switch where a blue signal is displayed, and must not couple
to or move cars, engines, or engines attached to cars that are protected by
blue signals.
26(b). Engine service employees must not move an engine
that has a blue signal attached to the controlling unit. When a blue signal is
displayed on the brake valve of the controlling unit, the air brakes must not
be applied or released.
26(c). Speed limit of 5 SMPH must be observed on engine
servicing tracks and on car shop repair tracks.
26(d) Employees must not move an engine into an engine
servicing track until blue signal has been removed from the entrance switch,
and the entering engine must stop before coupling.
26(e). Employees must not move an engine from an engine
servicing track until blue signals have been removed from the controlling unit
and from the departure switch.
26(f). Employees must not move an engine upon an engine
servicing track without authority of the person in charge of the mechanical
force there, and then only after workmen on that track have been notified of
the intended movement and blue signal has been removed from the controlling
unit of the engine to be repositioned.
26(g). Before cars or engines are inspected, tested,
repaired or serviced on a track that can bet entered at a remotely-controlled
switch, the control operator must line the switch against movement to track(s)
where the work will be done, block control levers in that position, and
maintain this protection until notified by the person in charge of the workmen
that it may safely be removed. The control operator must keep written record of
(1) date, time, name and craft of the person requesting switch protection; (2)
date, time and identification of track(s) protected; (3) date, time, name and craft
of person authorizing removal of the protection. These records must be
maintained for 15 days.
26(i). When a train is on main track, blue signal
protection is not required to examine a marker as prescribed by Rule 19(d), but the examiner must personally contact the
employee at the locomotive controls for assurance that the train will no move
until the marker examination is complete.
Blue signal protection is
required when an employee other than a train crew member (1) on non-main track
performs Rule 19(d) inspection, or (2) on any track
installs, repairs or removes a portable electric marker.
ADDITIONAL
SIGNALS
27. A signal imperfectly displayed, or the absence of a
signal at a place where a signal is usually shown, must be regarded as the most
restrictive indication that can be given by that signal.
30. The engine bell must be rung when an engine is about
to move, except after momentary stops in continuous switch movements. It must
also be rung while approaching and passing public crossings at grade, MoW
forces, stations, train order offices and when passing through tunnels.
Unnecessary use of the bell is prohibited.
34. The engineer must comply with the indication of each
block, interlocking and other signal that affects movement.
SUPERIORITY
OF TRAINS
71. A train is superior to another train by right, class
or direction.
72. Trains of the first class are superior to those of
the second; trains of the second class are superior to those of the third, and
so on.
On
single track, trains in the direction specified by timetable are superior to
trains of the same class in the opposite direction.
73. Extra trains are inferior to regular trains.
MOVEMENT
OF TRAINS AND ENGINES
81. Timetable schedules, unless fulfilled, are in effect
for 12 hours after their time at each station.
Regular
trains more than 12 hours behind either their schedule arriving or leaving time
at any station lose both right and schedule, and can thereafter proceed only as
authorized.
82. The proper authority must be informed in advance of
any known condition that will delay a train or prevent its making usual speed.
Conductors
and engineers are jointly responsible for unnecessary delay to trains.
84. A train or engine must not start
until the proper signal is given.
86. Unless otherwise provided,
an inferior train must clear the time a first class train in the same direction
is due to leave the next station in the rear where time is shown, by not less
than five minutes.
88. Trains required to take
siding will pull in, when practicable. If necessary to back in, the train must
first be protected as prescribed by Rule 99 against
opposing movement unless the move is protected by train order.
92. A train must not leave a
station in advance of its schedule leaving time.
93. Yard limits will be
designated in the timetable, and the limits will be indicated by “Yard Limit”
signs.
Within
yard limits the main track may be used, clearing by at least five minutes the
time an approaching first class train is due to leave the nearest station where
time is shown. A train or engine that fails to clear main track by the required
time must be protected as prescribed by Rule 99.
Protection against other than first class trains is not required within yard
limits.
At locations where special
instructions require all trains to move at Yard Speed, the main track may be
used without protecting against first class trains.
All trains and engines
within yard limits except first class trains must move at Yard Speed, not
exceeding 20 MPH, unless the main track is known to be clear by automatic block
signal indication. Note: In single track ABS territory, all trains except first
class trains must move at Yard Speed unless moving on a clear signal.
A train or engine must not
move against the current of traffic within yard limits until provision has been
made for the protection of such movement by train order, yardmaster, or other
designated person, and then must move at Yard Speed, not exceeding 20 MPH.
Trains and engines entering
the main track within yard limits must protect against movements on the main
track unless it is known that there are no approaching movements.
98. Trains and engines must approach the end of two or
more tracks, junctions, railroad crossings at grade, and drawbridges prepared
to stop unless the switches are properly lined, signals indicate proceed, and
track is clear. Where required by rule or by law, trains and engines must stop.
98(a). Where avoidable, cars must not block a junction, end
of two tracks, or railroad crossing at grade when the engine is detached.
98(b). Engines or cars must not be detached and left
standing entirely between the opposing home signals governing movement over a
railroad crossing at grade nor entirely between derails protecting such
crossing.
99. Except as provided in Rule 93 and Rule 99(a), flag
protection must be afforded as indicated below.
When a train is moving on
main track at less than half the maximum speed authorized for any train at that
location, protection against following trains on the same track must be
provided.
When a train is moving on
main track at more than half the maximum speed authorized for any train at that
location, under circumstances in which it may be overtaken, the crew must
decide if grade, curves, weather, sight distance and speed of other trains
require protection.
When a train stops on main
track where protection against following train on the same track is required,
the engineer must immediately sound Rule 14(c) signal.
99(a). Flag protection against
following trains is not required when:
· Rear of train is protected by at least two automatic block
signals; or
· Rear of train is protected by an absolute block; or
· Rear of train is within interlocking limits; or
· The timetable or a train order specifies that flag protection is
not required.
99(c). Rail test cars and similar equipment cannot be
depended on t actuate automatic bock or highway crossing signals. When such
equipment stops or is moving under circumstances in which it may be overtaken
by a train, in either signaled or non-signaled territory, flag protection must
be provided against trains moving at maximum speed authorized by the timetable.
101. Train must be fully protected against any known
condition that may interfere with safe passage.
If any defect or condition
that might cause an accident is discovered in track bridges, or culverts notice
must be given to other trains and to the train dispatcher.
If any member of a train or
engine crew has reason to believe that the train has passed over an dangerous
defect, the train must be stopped at once and proper protection provided. A prompt
report must be made to the train dispatcher.
Permanent Speed Limit Signs
101(b). Number on speed limit signs, where provided,
indicate the maximum speed on curves. When used on single track, speed limit
signs are located to the right of the track approaching the restricted
curve(s). Where movements operate in either direction on tow or more tracks,
speed limit signs are also located on the left.
Where provided, a number
plate below a speed limit sign indicates the number of curves that it governs.
The speed restriction
indicated by a speed limit sign must be observed until the rear of the train
passes the point of restriction that governs opposing trains. If a more
restrictive signal intervenes, its indication also must be observed.
Temporary Speed Limit Signs
101(c). A caution (yellow) signal placed to the right of the
track in direction of approach will be located 1 1/2 miles in advance of the
point at which speed is temporarily restricted.
The end of the restriction
will be indicated by a proceed (green) signal placed to the right of the track
in direction of approach.
In double track territory,
the signals will be placed adjacent to the track that they govern.
Where a crossover intervenes
between the speed restriction area and the location of the caution (yellow)
signal, caution (yellow) signals will be paced on the outside of each track.
They are to be located 1 1/2 miles from the beginning of the restriction or
from the point at which the speed restriction area is entered.
Speed is restricted to that
specified by train order or other instruction until the trailing end of the
movement has passed the proceed (green) signal. In the absence of a train order
or instructions, a speed of 10 MPH must not be exceeded.
102. When a moving train has an emergency brake
application, the engineer must immediately announce by radio: “Train
(identification) has brakes in emergency at (location),” then give the
dispatcher this information. Adjacent tracks must immediately be protected by
flag, unless protection has been provided by the dispatcher or control station,
until it is known that there is no obstruction. The train must be inspected
before it is moved.
103. When pushing cars at any location, crew members must
take action to prevent damage and to avoid unintentionally fouling other
tracks. When a pushing movement must be controlled from the leading end, a
caboose must be used.
103(c). Running switches is prohibited.
103(d). Engines or cares left on any track must be properly
secured, must clear crossings and crossing signal circuits. When practicable,
equipment must be at least 2 car lengths from public or private
crossings.
Public crossings must not be
obstructed unnecessarily.
103(i). When it can be avoided, cares will not be uncoupled
or left standing on curves, grades, or in switches. When it can be avoided,
cars and engines must not be left standing so as to foul adjacent tracks.
104. The normal position for a main track switches is
lined and locked for movement on the main track. The normal position for a
switch connecting any track except main track to a siding is lined and locked
for movement on the siding. Such switches must be left in normal position after
use.
104(a). A main track switch must not be lined for the
diverging movement of an approaching train or engine unless the employee
attending the switch is assured of its identity and know s the movement is to
use the turnout.
A main track switch must not
be left open for another train or engine.
A train or engine must not
foul a track until switches and derails connect with the movement are properly
lined.
Where trains or engines are
required to be reported clear of main track, such report must not be made until
switch and derail, if any, have been secured in normal positions.
104(d). When a train takes a siding or otherwise clears the
main track, the switch must not be restored to normal position until the
trailing end is beyond the clearance point or insulated joints.
A train, engine, or cars on
sidings or other tracks must stand clear of insulated joints paced in the track
near the clearance point.
104(e). A crossover switch must not be lined for crossing
over while any movement is approaching or passing. Both switches of a crossover
must be properly lined before a train or engine begins a crossover movement,
and the movement must be completed before either switch is restore to normal
position.
The switches of a crossover
must be in corresponding position before either crossover switch is sued,
except when one crew is using both tracks connected by the crossover. Crossover
switches correspond when both are line for the crossover or both are lined for
the straight tracks. Crossover switches must be left in corresponding position
after use, and in normal position where applicable.
105. Except where movement is governed by a signal
indication, trains and engines using any track other than a main track must
move at Yard Speed, not exceeding 15 MPH unless a different speed is specified.
105(a). Siding must not be blocked unless authorized by the
Dispatcher.
105(b). Movements through turnouts or crossovers must not
exceed 15 MPH unless a different speed is specified.
106. The conductor, engineer and pilot are jointly
responsible for safety of the train and engine and for observance of the rules.
Under conditions not provided for by the rules, they must take every precaution
for protection.
107. Crews switching near passenger stations must protect
the public. Equipment must not pass between a standing passenger train and the
platform that passengers are using until safeguards are provided.
108. In case of doubt or uncertainty, the safe course
must be taken.
109. A train or engine must not be run faster than the
maximum speed authorized in the timetable, Speed restrictions shown in
timetables, bulletins, by speed limit signs or by any other method must be
observed.
Two main tracks other than tc or
151. Where two main tracks are in
service, trains and engines must keep to the right except as directed by
timetable, train order or signal indication.
152. Unless otherwise
authorized, before a train or engine crosses over to or obstructs another main
track, it must be protected as prescribed by Rule 99 on
that track.
In
153. Movements against the
current of traffic may be made only by train order or under proper protection.
154. In territory signaled only
for movement with the current of traffic, speed of movements against the
current of traffic must not exceed 59 MPH for passenger trains, 49 MPH for
freight trains, except where absolute block is maintained.
155. When a train or engine is moving against the current of traffic on a
track not signaled for movement in both directions, it must approach all
facing-point switches at Restricted Speed unless advised that such switches
have been spiked for main track movement.
The timetable will identify
crossings where crossing signal circuits require movements against the current
of traffic to observe Restricted Speed.
General Signal Rules
235. Signal aspects are shown by colors of lights,
positions of lights, flashing of lights, or a combination of color, position,
and flashing of lights. They may be qualified by number plate or letter plate.
236. Block and interlocking signals are generally located
to the right of, or directly over, the track they govern. They may be placed to
the left of the track they govern where conditions require.
Where tow signals are
located on a bracket post to display indications for two tracks, the right-hand
signal governs the track to the right and the left-hand signal governs the
track to the left.
Where one or more tracks
intervene between a signal and the track the signal governs, a dummy mast (with
or without blue light) for each intervening track will be placed on the same
side of the signal as the track or tracks are from the track governed.
237. The most restrictive indication of a signal that has
a number plate is proceed at restricted speed. The most restrictive indication
of a signal that does not have a number plate is STOP.
238. Where designated by timetable, automatic block, TC
and Remote Control are also interlocking signals, and interlocking rules apply.
239. A train or engine entering a block between signals
must proceed at Restricted Speed to the next signal
240. A train or engine approaching a signal displaying a
STOP indication must stop before any part of the equipment passes the signal.
241. if a proceed signal changes to STOP while a movement
is approaching it, or movement
encounters a STOP signal not indicated by the preceding signal, stop must be
made as soon as practicable without damage. Each occurrence must be reported to
the Superintendent.
242. A signal cleared for a train or engine must not be
changed while the movement is approaching that signal, except in an emergency,
until the engineer advises that the movement has been stopped short of that
signal.
243. If any part of a rain or engine overruns a STOP
signal, protection must immediately be provided against nay movement that could
be approaching on any conflicting route, as the proper authority must be
notified as quickly as possible. The incident must be reported to the
Superintendent.
245. Restricted Speed, when
required by signal indication, must be observed until the leading end of the
movement reaches the next signal. Exception:
when the signal
governs movement to non-signaled territory or to a track signaled for movement
in the opposite direction only, Restricted Seed applies until the leading end
of the movement is through any crossovers, turnouts, or interlocking limits
governed by that signal.
246. When a train or engine is delayed at a STOP signal
and cause is unknown, engineer must notify proper authority at once.
247. A stop to receive a pusher must, if possible, be
made at a point where the engineer can see the next signal ahead that governs
his movement.
248. A train or engine that has entirely passed an
automatic block signal governing forward movement must no make a reverse
movement past that signal without the permission of the dispatcher or control
station.
A reverse movement that will
not pass a signal governing forward movement must be protected by flag against
trains or engines approaching at Restricted Speed, unless other protection has
been arranged.
249. When the Superintendent
reports that rust or other material may prevent shunting a TC or interlocking
track circuit, the control station must record the report and apply blocking to
levers controlling switches giving access to that track. Until the Superintendent authorizes removal, the
blocking must be maintained except when actually operating control levers, and must
be restored immediately after use.
Entry to the affected track
must not be permitted by signal indication. Instead, the control station may
authorize a movement, after stopping, to pass the entrance signal.
250. If a major failure of the signal system occurs or
construction work necessitates, the signal system, or sections of it, may be
suspended upon authority of the Superintendent.
When the signal system is
suspended, trains and engines must be governed by instructions from the control
station or proper officer.
Movement of two or more tracks by block signal indication
251. On portions of the railroad designated by timetable,
trains will run with the current of traffic by block signal indications that
supersede timetable superiority of trains. See also Rules
151-155.
Where necessary, the
sequencing of trains entering this territory will be directed by the
Dispatcher.
Movement of trains on single track by block signal indications
261. On portions of the railroad designated by timetable,
trains will be governed by block signal indications that supersede timetable or
train order superiority of trains for both opposing and following movements on
the same track.
Traffic Control (TC) and Remote Control Systems
420. On portions of the railroad
designated as Traffic Control or Remote Control territory, train and engine
movements are authorized by block signals whose indication supersede the
superiority of trains for both opposing and following movements on the same
track. Except as affect by Rules 420 through 425, all general
signal rules, interlocking rules, and other Operating Rules remain in effect.
421. Trains or engines must not enter or foul the main
track, enter a siding, or cross over from one track to another through
hand-operated switches until permission has been obtained from the
Dispatcher or control station.
422. A train or engine must not clear the main track
through a hand-operated switch not equipped an electric lock unless speed on
main track is 20 MPH or less, or timetable permits clearing.
423. When a train or engine stops at a STOP signal and no
other movement is evident, a crew member must immediately contact the control
station. The crew will then be governed by the instructions received, which
must be repeated to the control station. When authorized, movement will proceed
at Restricted Speed, observing Rule 245.
424. When stopped by a STOP indication and communication
with control station has failed, train or engine must not proceed except on
signal indication or on authority from the control station.
425. After a stop in TC or Remote
Control territory, a train or engine not otherwise subject to slower speed must
approach the next signal prepared to stop.
Power Operated Switches
430. When a power-operated switch is in “power” position,
a train or engine must not make a reverse movement, or a forward movement
following a reverse movement over the switch except on signal indication or
authority of the control station.
431. When a train or engine is stopped by a signal
governing movement over a dual-control switch, if no conflicting movement is
evident, a member of the crew must immediately communicate with the control
station and be governed by the instructions received.
The control station must
initiate code on control action, then if switch(es) to be used are indicating
properly, may authorize the movement to proceed at Restricted Speed.
If the control station
cannot obtain proper indication for the switch(es) in the desired route,
movement must not be authorized until each switch that is out of correspondence
has been placed on hand operation and lined by hand.
Before authorizing
dual-control switch(es) to be placed on hand operation, control station must
place the lever(s) governing the switch(es) in proper position and initiate
code or control action for each switch in the desired route.
When authority is received
to place a dual-control switch on hand operation the following procedure must
be complied with:
Selector lever must be taken
out of “motor” (or “power”) position and placed in “hand” position and locked,
if lock is provided.
Hand-throw lever must be
operated until switch-points are seen to move with movement of the hand-throw
lever. This must be done whether or not the switch points appear to be lined
for the desired route.
Switch must then be lined
and locked for the route to be used.
Selector lever must be left
in “hand” position until entire movement has cleared switch.
Unless instructed otherwise
by the control station, switches must be restored to “motor” after movement
over them is completed.
432. Dual-control switches must not be placed on hand
operation unless authorized by control station.
When necessary to place a
dual-control switch on hand operation to perform switching, the time during
which the switch may be used and the limits of the movement must be clearly
stated and understood.
Selector levers on all
switches over which movement is to be made must then be placed in “hand”
position and must be left in that position until all movements have been
completed.
After all movements have
been completed, selector levers on all switches must be restored to “motor” (or
“power”) position and control station so advised.
After switches are restored
to power operation, train or engine must not proceed except by proper signal
indication or as authorized by the control station.
433. The control lever and pushbutton for a
power-operated switch must not be operated while a train or engine is on the
switch as indicated by the red “OS” light.
Control Stations
440. Signals should be cleared in advance of trains, when
possible, to avoid giving them restrictive conditions.
Except when cleared for a
train or engine movement or other specific cause, signals must be kept in the
positions displaying their most restrictive indications.
441. A train or engine must not be authorized to pass a
STOP signal unless it is known that no opposing movements are involved.
Before authorizing such
movement, the signals governing opposing movements into that section of track
must be coded to STOP position and control levers or pushbuttons blocked in
that position. Also, lever or pushbuttons controlling signals and switches for
the route to be taken by the train or engine involved must be properly
positioned and control code transmitted for that route.
The control station must not
authorize a movement to pass a STOP signal when the signal can display an
indication to proceed, except as prescribed in Rule 249.
444. Before authorizing a train or engine to enter main
track or siding or to cross over from one main track to another through a
hand-operated switch, it must be known that there is no conflicting movement.
Interlocking rules
460. Interlocking signals govern the use of the routes of
an interlocking. For movement within interlocking limits, signal indications
supersede the superiority of trains.
461. At a controlled interlocking, when a train or engine
stops at a STOP signal and no conflicting movement is evident, a crew member
must immediately contact the control station for instructions.
Movement must no pass a STOP
signal until a crew member has been fully informed of the situation and knows
the move is protected. Movement may then proceed at Restricted Speed on
permission from the control station.
463. When a movement stops with its trailing end within
interlocking limits, a move in the opposite direction must not be made with the
proper interlocking signal indication, or permission from the control station.
464. A train or engine stopped by the control station
within interlocking limits must not be moved in either direction until
authorized by the control station.
465. Where an interlocking does not have operative
approach signals, movement on main track must approach the home signals
prepared to stop.
Radio Communication
500. When railroad radio is available, employees whose
duties are prescribed by the Operating Rules are required to use it in the
performance of their work. It is to be used only in connection with company
business and in compliance with the Operating Rules. It is not to be used so as
to circumvent the requirements of any rules or instructions.
Radios must be turned on to
the appropriate channel with volume adjusted to receive communications.
501. All employees are responsible for the proper care
and use of radio equipment.
502. A voice test of radios to be used is required at the
beginning of each tour of duty. If a radio transmitter appears not to be
operating properly, its use must be discontinue and the proper officer must be
notified by quickest available means of communication.
503. An emergency transmission must commence with the
word ”Emergency” repeated three times. Such transmissions may be used only to
cover initial reports of matters that can injure person, damage property, or
seriously delay traffic., and must contain as complete information as possible.
Emergency transmission and responses thereto have priority over all other use
of radio.
No employee shall knowingly
transmit any false distress communication, any unnecessary, irrelevant or
unidentified communication, nor utter any obscene, indecent, or profane
language by radio.
504. Before transmitting, an employee must listen
sufficient interval to know that the channel is not already in use.
Any employee transmitting or
acknowledging a radio communication must begin with positive identification.
The required identification
will included the railroad’s name, and when applicable, the train number,
division, yard run designation, name of fixed wayside transmitting point or
name of employee.
If an exchange of
communication continues without substantial interruption, positive
identification must be repeated each 15 minutes.
Examples of correct
procedure to initiate or acknowledge radio communication:
“N&W Roadmaster Brown
automobile 1881 at
“This is N&W dispatcher
“N&W Yardmaster at
Ranger Tower Bellevue calling Yard Engine 2340, over.”
“This is N&W conductor
on Yard Engine 2340, over.”
“Brakeman Jones, Southern
Train 58, calling the engine, over.”
“Southern
505. To indicate that a transmission is ended and that a
response is expected, the transmitting employee must say “over.” To indicate
that a transmission is ended and that no response is expected, the transmitting
employee must state his identification and say “out”.
506. Instructions and messages received by radio
communication must be acknowledged to the sending station. Exception: Messages
transmitted by wayside defect detectors must be acknowledged to the dispatcher.
507 No information may be given by radio to a train or
engine crew about the aspect of a fixed signal except between members of the
same crew, or in an emergency when it is necessary to stop a train or engine or
assure its safe movement.
Train Dispatchers
530. Train dispatchers report to and Receive instructions
from the Superintendent.
531. Train dispatchers will issue orders governing
movement of trains, and will see that the orders are transmitted, recorded, and
repeated according to prescribed forms and rules. They will record the movement
of trains. They will not on the train sheet important incidents occurring
during their tours of duty and will make the various other records required.
532. Train dispatcher must issue instructions clearly so
as not to be misunderstood. They must take the initiative to see that trains
are moved safely, must anticipate dangerous conditions, and must not issue
unsafe combinations of train orders.
533. When train dispatcher issues lineup, he must record
this information in train order book. He must also record the identification of
each inspection car that will operate on lineup authority.
The maximum life on a lineup
is four hours, except for territory where the Superintendent specifically
authorizes a longer time. A lineup is effective until its stated expiration
time unless before then the employee in charge of each effect unit of on-track
equipment has been notified and has acknowledge that the lineup is cancelled.
A lineup must show the
latest available time and location, or the earliest departure time from a
stated location, for each movement name therein. Unless otherwise available,
the dispatcher must obtain this information from the crew who will be
responsible for the correctness of information thus furnished.
534. Dispatcher who is to be relieved must make a written
transfer in ink in the train order book over his signature of all outstanding
orders and lineups, and must furnish the relieving dispatcher all necessary
information.
Relieving dispatcher must
check and sign the transfer, and must thoroughly familiarize himself with
outstanding orders and lineups and with locations of trains before commencing
work.
Yardmasters
570. Yardmaster are directly responsible to and must obey
the orders of the Superintendent.
571. Yardmasters have charge of their respective yards,
of the making up and distribution of trains and the handling of cars therein,
of yard employees, and of train and engine crews while within yard limits.
Yardmasters are responsible for efficient handling of yard work and prompt
movement of cars, properly inspected and sealed and accompanied by prescribed
billing, and for having crews called and trains started at the appointed times.
572. Yardmasters must know and must require compliance
with Operating Rules, laws and instructions governing:
· Hours of service
· Handling cars of hazardous materials
· Handling cares of perishables
· Weighing, switching and interchange’
· Loading and clearance limits
· Prescribed records and reports
· Safety
Conductors
580. Conductors are directly responsible to and must obey
the orders of the Superintendent.
They must obey instructions of yardmasters where such are employed.
581. Conductors have charge of
trains to which they are assigned and of all employees thereon. They are
responsible for safe and proper management of their trains, for protection and
care of passengers and property, for performance of duty by train employees,
and for observance and enforcement of all rules and instructions.
582. Before starting, conductors must secure the prescribed records and test air
brakes and confirm that the train is ready for movement.
583. The conductors must
inform the engineer of equipment or cars that restrict the movement of the train or
require special handling.
584. Conductors must make proper effort to
start and move trains or engines on time. They must report promptly at train
order offices when necessary for orders or instructions.
585. Conductors must see that proper
waybills for cars to be moved are in their possession, and must examine
waybills and comply with instructions shown thereon.
586. Conductors must if possible remedy
defects in their equipment, and must remove from the consist any cars that are
unsafe to run. They must report all defective brakes, hot boxes or other
defects, as well as repairs made between terminals. They must comply with
instructions for reporting materials applied to cards and disposition of
defective parts.
587. Conductors must not move cars bearing
bad order tags without proper authority.
Where there are no car
inspectors, conductors must
inspect all cars offered and be assured of their safe condition before
accepting them. Cars bearing Home Shop tags must be moved in accordance with
any restrictions shown on such tags.
589. Cars must no be set out short of normal locations
except in emergency.
Where a car is set off for
hot journal, engineer must see that fire in journal boxes extinguished
and lid is closed to prevent further ignition. If fire has spread from the
journal to underside of floor or elsewhere, the dispatcher must be notified
immediately.
When any car is set out in
emergency, the dispatcher must promptly be given its initial and number,
contents, destination, location of car and waybill and the reason for setting
it out.
engineers
600. Engineers are directly
responsible to and must obey the orders of Superintendent. Within yard limits
they are under the direction of yardmasters.
601. Engineers are responsible
for proper performance and handling of engines, for care of equipment and
economical use of fuel and supplies.
Engineers must inspect their
engines where required, and report any defects or irregular conditions.
602. Where there is no conductor, or the conductor is
disabled, the engineer is in charge of the train.
603. Engineers must see that their engines are attached
to trains in ample time to insure prompt departure, and that required signals
are properly displayed.
604. Engineers must use caution and good judgment in
starting and stopping trains and controlling slack to prevent damage to
equipment. In moving and coupling cars, they must exercise care to avoid
disturbance to passengers, injury to person, or damage to equipment or
property.
605. If an obstruction is seen on another track,
engineers must notify Dispatcher.
609. Engineers notified by radio communication of hot journals or other defects in their trains must promptly acknowledge such notification to the sending station and stop trains immediately for inspection. Exception: Messages transmitted by wayside defect detectors must be acknowledged to the dispatcher.
he Scotts-dale Division is an N Scale model railroad that encompasses portions
of the
While it is the intent to operate the SDD in a prototype manner, some information in this publication is relative to the “model railroad” and will be shown in italics