5

Not more than two times are given for a train at any station; where one is given unless otherwise indicated on the time-table, it is the arriving time; where two, they are the arriving and leaving times.

 The time applies at the switch where the opposing train clears; where there is no switch it applies at the station or designated marker post.

 Schedule meeting or passing stations are indicated in bold-faced type.  Footnotes indicate specific instructions to the Dispatcher and Conductor.

 Both the arriving and leaving time of a train are in bold type when both are meeting or passing times or when one or more trains are to meet or pass it between those times.

 Where there are one or more trains to meet or pass a train between two times, or more than one train to meet a train at any station, attention is called to it by a symbol $.

 When trains are to be met at a siding extending between two adjoining stations, the time at each end of the siding will be shown in bold-faced type.

10

Color signals and their associated meanings shall be defined in Section 11 of this Manual.

11

A train finding a fusee burning red on or near its track must stop and extinguish the fusee and then proceed at Reduced speed.

14

Passenger trains – A continuous blast of the engine horn is an emergency signal for the trainmen to apply air and hand brakes on train.  Note – The signals prescribed are illustrated “o” for short sounds; “--“ for longer sounds.  The sound of the horn should be distinct with the intensity and duration proportionate to the distance signal is to be conveyed. 

SOUND

INDICATION

(A) o

Apply brakes. Stop.

(B) -- --

Release brakes. Proceed.

(C) -- o o o

Flagman protect rear of train.

(CA) -- o o o --

Flagman protect adjacent track.

(D) -- -- -- --

Flagman may return

(H) o o o

When standing, back.

(J)  o o o o

Call for signals

(L) -- -- o --

Approaching public crossings at grade, to be prolonged or repeated until crossing is reached.  Also when view is obscured by weather or other conditions, approaching interlockings, yards or other points where workmen may be present.

(M) -----------

Approaching station.

(P) Succession of short sounds

Alarm for persons or live stock on the track. 

17

The headlight will be displayed on the front of every train by day and by night.  It must be dimmed at night

(a)     While passing through yards;

(b)     Approaching stations at which stops are to be made or where trains are receiving or discharging passengers;

(c)     Approaching train-order signals, meeting point and when stopped;

(d)     On two or more tracks approaching a train in the opposite direction;

(e)     Approaching fixed signals when the view of the signal is improved thereby.

 When a train is equipped with an oscillating white light or strobe light on the front of the train, the light shall be turned on from sunset to sunrise and when day signals cannot be plainly seen; approaching public crossings at grade; non-interlocked railroad crossings at grade; also when view is obscured approaching points where work crews may be present.

 When a train is equipped with ditch lights on the front of the train, the lights shall be turned at all times of day in all types of conditions.  The lights shall be set to alternating warning lamps when approaching public crossings at grade; non-interlocked railroad crossings at grade; also when view is obscured approaching points where work crews may be present.

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 at that signal (Stop).

30

The engine bell must be sounded when the engine is about to move; when running through tunnels; while approaching and passing public crossings at grade; and when passing a train standing on an adjacent track.

34

The engineer, when practicable, as soon as the next signal ahead affecting the movement of train  or engine becomes visible, shall radio the signal indication by name, and shall thereafter continue to observe the signal and call any change of indication until it is passed.  The conductor will repeat the signal indication back to the engineer by radio.

S-71

A train is superior to another train by right, class or direction.  Right is conferred by train order; class and direction by time-table.  Right is superior to class or direction.  Direction is superior as between trains of the same class.

D-71

A train is superior to another train by right or class.  Right is conferred by train order; class by timetable.  Right is superior to class.

S-72

Trains in the same direction specified by the time-table are superior to trains of the same class in the opposite direction.

73

Extra trains are inferior to regular trains.

74

East bound trains are superior to West bound trains.  North bound trains are superior to South bound trains.

82

Time-table schedules, unless fulfilled, are in effect for twelve hours after their time at each station.

Regular trains more than twelve hours behind either their scheduled arriving or leaving time at any station lose both right and schedule, and can thereafter proceed only as authorized by train order.

S-83

A train must not leave its initial station or any region nor a junction nor pass from one of two or more tracks to a single track, until it has been ascertained whether all trains due which are superior have arrived or left.

Note – The dispatcher will confirm the status of superior trains and their related positions within the governed track territory.

84

A train must not start unless a proper indication to proceed has been received by the engineer.  This indication will be relayed by signal indication or dispatcher authorization.

When a communicating signal is inoperative and cannot be put in working order without detention, the train may proceed after the conductor and engineer have an understanding as to how the train is to be operated.

85

Regular trains may pass other trains and extra trains may pass and run ahead of extra trains.

86

An inferior train must be clear at the time a superior train in the same direction is due to leave the next station in the rear where the time is shown unless otherwise directed by train order.

S-87

An inferior train must keep out of the way of opposing superior trains and failing to clear the main track by the time required by rule must be protected as prescribed by Rule 99.

Extra trains must clear the time of opposing regular trains not less than 5 minutes unless otherwise directed by train order and will be governed by train orders with respect to opposing trains.

S-88

At meeting points between extra trains the train in the inferior time-table direction must take the siding unless otherwise directed by train order.  The train must pull into the siding where practical; if necessary to back in, it must first be protected as prescribed by Rule 99.

S-89

At meeting points the inferior train must take the siding and clear the time of the superior train not less than 5 minutes, except at schedule meeting points between trains of the same class, where the inferior train must clear the main track before the leaving time of the superior train.

The superior train must stop at schedule meeting points with trains of the same class unless the switch is properly lined and track clear.  The inferior train must pull into the siding when practicable; if necessary to back in, it must first be protected as prescribed by Rule 99.

92

A train must not leave a station in advance of its schedule leaving time.

95

Regular trains must be designated by both schedule and engine number.  They will be identified by schedule number.

S-97

Extra trains must not be run without train orders.

98

Trains must approach the end of two or more tracks, junctions, railroad crossings at grade, and movable bridges, prepared to stop unless switches are properly aligned, signals indicate proceed, track is clear, and clearance is issued by dispatcher to proceed.

99

Where a train stops under circumstances under which it will be overtaken by another train, a member of the crew must go immediately with flagging equipment a sufficient distance to insure a full stop, and placing two lighted fusee on or near the affected track.

When recalled and safely to the train will permit, he may return.

The front of the train must be protected in the same way when necessary.

102

When a train is disabled or stopped suddenly due to an emergency condition, all adjacent tracks and junctions liable to be obstructed, must be protected at once in both directions until it is ascertained  that they are safe and clear for the movement of trains.

Trains approaching from either direction must stop and must not proceed until it is ascertained that it is safe to do so.

104

Conductors and Flagmen are responsible for the position of switches and derails used by them and their train crews except where controlled by the dispatcher.  Switches and derails must be properly aligned after having been used.

107

Trains must not pass between a passenger train receiving or discharging traffic at a station and the platform at which the traffic is being received or discharged.

108

In case of doubt or uncertainty, the safe course of action must be taken.

D-151

Where two main tracks are in service, trains must keep to the right unless otherwise provided on the Time-table.

 Where two or more main tracks are in service, they shall be designated by numbers and their use indicated by special instructions.

201

For movements not provided by time-table, train orders will be issued by the dispatcher.  Train orders will only contain information or instructions essential to such movements.

 They must be brief and clear; in the prescribed form when applicable; without erasure, alteration or interlineation.

 Where switch numbers are used, only switches of sidings will be numbered, No. 1 being the most eastward or northward switch, with the numbers increasing towards the westward or southward.

 When switch numbers are used in train orders, the word “Switch ….” Will precede the name of the station.

202

Each train order must be given in the same words to all employees or trains addressed.

203

Train orders must be numbered consecutively each day beginning at midnight.

204

Train orders must be addressed to those who are to execute them.

206

In train orders regular trains will be designated by schedule number and engine number as “No. 301 Eng 224”  Extra trains will be designated by engine number and direction, as “Extra 2341 ‘east’ or ‘west’”; for multi-unit consists “M U extra 2341 ‘east’ or ‘west’”; for rail motor car “R C extra 2342 ‘east’ or ‘west’”; for track car “T C extra 665 ‘east’ or ‘west’”.  For the movement of an engine of another company the initials as well as the engine number will be used.”

209

Operators receiving a train order must write the order down during transmission.  The operator will repeat the train order to the dispatcher for confirmation.

600

When operating within yard limits, all trains will operate under the direction of the Yard Master for the designated yard.

601

Yard masters shall clear all switch movements to and from the mainline with the dispatcher prior to initiating any movements or authorizing any trains into or off the main line to the yard.

602

If no Yard Master is assigned to a yard, trains must notify the dispatcher upon entering a yard.  Once inside the yard limit, the train will use extreme caution upon approach of all switches.  All switches operated within a yard shall be stored to their normal position by the train crew upon clearing the switch.

701

ASCENDING GRADE -   At Underwood, all trains preparing to ascend the grade up to Canova shall come to a complete stop and perform a 2 scale minute brake test.  Upon successful completion of the brake test, the train may proceed with authorization up the grade at posted speed based upon signal indication.  Upon reaching Canova at the top of the grade, the engineer, upon clearing the train from the grade will stop the train and provide a 10 scale minute rest period for the locomotive engine’s to cool down.  The engine crew will conduct a brake test (2 scale minutes) and then proceed as indicated on the train orders.

702

DESCENDING GRADE – At Canova the engineer will stop the train and perform a brake test (2 scale minutes).  Then, if authorized, the train will descend the grade at restricted speed as posted on the Speed Table and based upon signal indication.  Upon entering Underwood, the engineer will stop the train for 10 minutes to allow the brakes to cool.  The engine crew will perform a brake test (2 scale minutes) and then proceed as indicated on the train orders and signal indication.