Operating Rules

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.

 Further instructions may be issued by proper authority.

  EFFECTIVE JUNE 1, 2004

 Revisions are effective as dated. A date beside rule number applies to all paragraphs of that rule. A date at the end of a paragraph applies to that paragraph.

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.

Non-Signaled Territory—Territory not equipped with automatic block, TC or Remote Control Systems.

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.

Superior Train—A train having precedence over another train.

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
(c) - O O O	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.
(l) - - O -	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 remote control territory

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 ABS Territory, before crossing over from on main track to another at hand-operated switches, trains and engines must obtain permission and must wait the prescribed time.

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.