|
Previous Page | Next Page | Rules Index | DRRY Index BLUE SIGNAL PROTECTION OF WORKMEN 26. A blue signal displayed on an engine, car or train, indicates that workmen are under or about it or that it is not safe to move; when equipment is thus protected it must not be coupled to or moved. Workmen must display the blue signal before commencing work on equipment and the same workmen are alone authorized to remove the blue signal. USE OF SIGNALS 27. A signal imperfectly displayed, or the absence of a signal at a place where a signal is usually displayed, must be regarded as the most restrictive indication that can be displayed by that signal. 28. A white signal, or a green and white signal, will be used to stop a train only at the flag stations indicated on its schedule. When it is necessary to stop a train at a point that is not a flag station on its schedule a red signal must be used. 29. When a signal, except a fixed signal, is given to stop a train, it must, unless otherwise provided, be acknowledged as prescribed by Rule 15(g) or (h). 31. The engine whistle must be sounded at all places when required by rule or by law, or to prevent accident. 34. The engineer and other members of the train crew must, when practicable, communicate to each other the name of the indication or the aspect of all signals affecting the movement of their train. 35. The following signals will be used by flagmen: Day signals - A yellow flag. 36. When the use of a flag is designated, the use of a metal sign of the same color as the flag may be used instead. SUPERIORITY OF TRAINS 71. A train is superior to another train by right, class, direction or timetable special instruction. Superiority by right is conferred by train order, superiority by class, direction, or timetable special instruction is conferred by timetable. Right is superior to class, direction or timetable special instruction. Timetable special instruction is superior to 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. Trains in the direction specified in the timetable are superior to trains of the same class in the opposite direction. 73. Extra trains are inferior to regular trains. MOVEMENT OF TRAINS 81. Main tracks outside of yard limits must not be fouled or occupied without timetable authority, train order authority or authority granted by special instruction, unless protected as prescribed by Rule 99. 82. Timetable schedules, unless fulfilled or annulled, are in effect for twelve hours after their time at each station. Regular trains more than twelve hours behind either their schedule arriving or leaving time at any station lose both right and schedule, and can thereafter proceed only as authorized by train order. 83. A train must not leave its initial station, or an intermediate station where schedules originate or terminate, or a junction, or pass from double or three or more tracks to single track, until it has been ascertained whether all trains due, which are superior, have arrived or left. 83(A). Unless otherwise provided, conductors of all trains, and engineers of trains without conductors, must register their trains on the train register at points designated by special instruction. The number of a section of a regular train must be spelled out on train orders, clearances, train registers and register tickets. When an extra train is registered, the word "Extra" must be inserted in column of train register captioned "Train No.". When an extra train is registered, the train order number of the Form G train order which authorized the extra train must be inserted in column of train register captioned "Signals", instead of the word "White". 83(B). Before leaving a register station at which it is necessary for the conductor to check the train register, the engineer must receive from the conductor a check of the register on prescribed form. 83(C). A train register must not be used as evidence of the arrival or departure of an extra train, except as provided by train order. 83(D). Authority for regular trains to assume their schedule will be by Clearance Card Form A, Engine Assignment posted on bulletin boards or verbal authority from the train dispatcher. 84. A train must not start until the proper signal is given. 85. Trains of one schedule may pass trains of another schedule of the same class, and extra trains may pass regular trains and extra trains. A section may pass another section of the same schedule, first exchanging train orders, signals and numbers with the section to be passed. The train dispatcher must be notified as soon as possible of the change. 86. Unless otherwise provided, 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 time is shown. 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 at that time as prescribed by Rule 99. Extra trains must clear the time of opposing regular trains not less than one minute unless otherwise provided, and will be governed by trains orders with respect to opposing extra trains. 88. At meeting points between regular trains, the inferior train must clear the main track one minute before the leaving time of the superior train. At meeting points between extra trains, the eastward extra train must take the siding unless otherwise provided. Trains must pull into a siding when practicable; if necessary to back in, the train must first be protected as prescribed by Rule 99, unless otherwise provided. 88(A). At meeting and passing points, when conditions and circumstances are such that delays will be avoided by the superior train taking siding, it must be done, Conductors and engineers are expected to exercise judgment and discretion in this respect, and see that extra precautions are taken to avoid collision. Application of Rule 88(A) shall supersede provisions of rules inconsistent therewith. 89. Necessary identification of trains must be made at meeting points and passing points. 90. Trains must stop at sidings, unless the switches are right and the track is seen to be clear. 90(A). When a train carrying passengers approaches a meeting, waiting or passing point, the conductor must sound signal 16(l) not less than one-half scale mile (330 actual feet) from the point of restriction and the engineer must answer by signal 15(n). When a freight train approaches a meeting, waiting or passing point, the engineer must sound signal 15(n) not less than one-half scale mile (330 actual feet) from the point of restriction. If the engineer fails to act to comply with the restriction, train crew members must take immediate action to stop the train. 91. Unless some form of block signals is used, trains in the same direction must keep not less than one minute apart, except when proceeding at reduced speed to close up behind a standing or slowly moving train. 92. A train must not leave a station in advance of its schedule leaving time. 93. All trains and engines must move at a low speed on main tracks within yard limits, yard tracks, sidings, spur tracks and other tracks designated by special instructions prepared to stop within one-half the range of vision short of train, engine, car, stop signal, derail, obstruction or switch not properly lined. Unless otherwise provided, Rule 99 is not in effect on main tracks within yard limits, yard tracks, sidings or spur tracks or other tracks designated by special instructions where Rule 93 is in effect. Unless otherwise provided, main tracks within yard limits may be occupied without timetable, train order or other authority, but delay to trains must be avoided. 93(A). Yard limits will be indicated by track side signs, track markers or designated by special instructions. 94. A train which overtakes another train so disabled that it cannot proceed will pass it, if practicable, and if necessary will assume the schedule and take the train orders of the disabled train. The disabled train will assume the right or schedule and take the train orders of the last train with which is has exchanged and, when able, will proceed. The train dispatcher must be notified as soon as possible of the change. When a train, unable to proceed against the right or schedule of an opposing train, is overtaken between communicating stations by a train having right or schedule which permits it to proceed, the delayed train may, after proper understanding with the following train, precede it. When opposing trains are met under these circumstances, it must be fully explained to them by the leading train that the expected train is following. The train dispatcher must be notified as soon as possible. 95. When authorized by the train dispatcher, two or more sections may be run on the same schedule. Each section has equal timetable authority. See Rules 15(g), 15(k) and 20. 96. When signals are displayed for a section, they must not be taken down at any point, unless the section for which signals are displayed has arrived or the fact that signals were displayed has been recorded on the train register. 97. Unless otherwise provided, extra trains must be authorized by train orders. 98. Trains must stop before the end of double or three or more tracks, junctions, railway crossings, and drawbridges, unless signals indicate proceed, or the switches are properly lined and it has been ascertained that it is safe to proceed. See Rule 15(m). 99. When a train stops under circumstances in which it may be overtaken by another train, protection must be provided by a train crew member who must act as a flagman and go back immediately with flagman's signals a distance of not less than one-quarter scale mile (165 actual feet), the distance increased for descending grades and weather conditions, and until the flagman's view of an approaching train is unobstructed for not less than one-eighth scale mile (83 actual feet) beyond, and place a yellow signal consisting of a yellow flag and, in addition, a yellow light by night, on the side of the track that will be visible to and not obstruct an approaching train. After placing the yellow signal the flagman may return one-half the distance to the train. When recalled and safety to the train will permit, the flagman may return. When the engineer is acting as the flagman, after placing the yellow signal and safety to the train will permit, the engineer may return to the engine. The front of the train must be protected in the same way when necessary. When a train is moving under circumstances in which it may be overtaken by another train, protection must be provided by a train crew member who must act as a flagman and take such action as may be necessary to insure full protection. When the view of an approaching train is obscured, yellow signals consisting of a yellow flag and, in addition, a yellow light by night, must be placed at proper intervals on the side of the track that will be visible to and not obstruct an approaching train. When flags cannot be plainly seen, lanterns or lights must be used. Conductors and engineers are responsible for the protection of their trains. Flagman's signals must not be placed between parallel tracks. The placement of flagman's signals must be such that provides for the maximum straight sighting distance of the signal as viewed from an approaching train. An engineer seeing a yellow flag or yellow light near the side of the track will at once bring their train under control and then for a distance of one-half scale mile (330 actual feet) beyond the yellow signal will proceed at reduced speed. Failing to find a flagman or obstructions within the distance of one-half scale mile (330 actual feet) they will assume that track is clear and resume usual speed. The engineer or conductor of a train upon passing a yellow signal placed on the side of the track their train is operating on will retrieve the yellow signal. When a flagman is sent ahead to protect the movement of a train, extra precautions must be taken to see that a sufficient distance is maintained between the flagman and the train to insure safety. When a train has been flagged, the flagman, if present, must inform the engineer why the train has been flagged and the engineer must be governed by conditions. When a flagman is sent out with instructions affecting the authority of a train, such instructions must be in writing if circumstances will permit. When a flagman is sent to a station on a train with instructions affecting the authority of a train, the flagman will ride on the head end of the train, and the engineer must stop and let the flagman off at the first switch. 101. Trains must be fully protected against any known condition which interferes with their safe passage at normal speed. 102. If a train should part while in motion, crew members must, if possible, prevent damage to the detached portions. The detached portion must not be moved or passed until the front portion comes back, except under full protection. 103. When cars are pushed by an engine and conditions require, a crew member must precede the movement. 104. Conductors are responsible for the position of switches used by them and their train crews, except where switchtenders are stationed. Switches must be properly lined after having been used. Personnel handling switches must know that the switches are properly lined for the movement to be made and that the switch points fit. A switch must not be left reversed from its normal position for a following train unless in charge of a crew member of such train. The engineer must see that switches near the engine are properly lined. Personnel must stand not less than three actual feet from the switch stand or operating mechanism of a switch and, when practicable, on the opposite side of the track while a train is closely approaching or passing the switch. Except when changed to permit movement, derails must be set in derailing position. 104(A). A train stopping on a spring switch while trailing through and actuating the switch points, must not make a reverse movement until the switch has been operated by hand and it is known that the switch points are in proper position for safe movement. 105. Main tracks of an assigned direction outside of yard limits must not be used in a reverse direction unless authorized by train order or by special instructions, or under flag protection as prescribed by Rule 99. 106. Both the conductor and engineer are responsible for the safety of the train and the observance of the rules, and, under conditions not provided for by the rules, must take every precaution for protection. 107. When a passenger train is receiving or discharging traffic on the side toward a station, a train must not pass between it and the station unless proper safe guards are provided. 108. In case of doubt or uncertainty, the safe course must be taken. SLOW SPEED ZONE RULES 161. A combination red and yellow flag and, in addition, a yellow light by night, placed on the side of the track, indicates that the track about one-eight scale mile (83 actual feet) beyond is in condition for speed of not more than ten scale miles per hour, unless otherwise specified by train order or by special instructions. 162. A green flag and, in addition, a yellow light by night, placed on the side of the track, indicates that the end of reduced speed territory. 163. The entire train must pass over the designated territory at a speed of not more than ten scale miles per hour, unless otherwise specified by train order or by special instructions, 164. The signals prescribed by Rules 161 and 162 must not be placed between parallel tracks. |