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GENERAL DESCRIPTION OF SIGNALS
Signal aspects are shown by the position of semaphore arms, color of lights, flashing of lights, position of lights, or any combination thereof. They may be qualified by number plate, letter plate, marker, shape and color of semaphore arms, or any combination thereof.
Day and night aspects for color light signals shall have the same colors as the night aspects of the semaphore signals.
Day and night aspects for position light signals shall have the same positions as the day aspects of the semaphore signals.
Block and interlocking signals, as far as practicable, are located to the right of, or over the track which they govern.
Where the semaphore is used, the governing arm is displayed to the right of the signal mast as viewed from an approaching train.
GENERAL SIGNAL RULES
250. Trains must comply with the indications of all signals which govern their movements. When visibility is restricted due to weather or other conditions trains must stop, if necessary, to determine indication of signals.
251. When two or more trains are approaching a signal that jointly governs their movements, the trains must stop before the signal and fouling point, and a thorough understanding must be had between the train crews as to the sequence in which the trains will be governed by the signal.
252. If a train fails to stop before the fouling point of a signal displaying a "Stop" indication, the front of the train must immediately be provided flag protection as prescribed by Rule 99.
253. Personnel must inform themselves as to the location of signals where the fouling point is before the signal.
254. After a train has passed a signal displaying a proceed indication, the indication of the next signal may change to "Stop", and members of the train crew must be on the alert to observe it.
BLOCK AND INTERLOCKING SIGNAL RULES
260. Unless otherwise provided, on portions of the railway, trains will be governed by the indications of block signals and interlocking signals. All stop indications of block signals and interlocking signals will supersede the superiority of trains, timetable authority and train order authority, except trains orders pertaining to a specific block or interlocking signal.
260(A). Unless otherwise provided, Rules 91 and 99, and where Rule 93 is in effect, continue in effect within a block or interlocking limits.
261. The approach switch for an interlocking signal must not be operated, unless it has been ascertained that no conflicting movement is approaching the interlocking and Rule 240(B) is displayed by the interlocking signal.
262. The approach switch for a block signal must not be operated, unless a train is authorized by timetable or train order to proceed and Rule 240(B) is displayed by the block signal.
263. Unless otherwise provided, where indicated by signs or when required by special instructions, the block release switch must be operated when a train is leaving a block.
264. Unless otherwise provided, where indicated by signs or when required by special instructions, a train must not stop after proceeding over an exit track circuit until the entire train is clear of the exit track circuit, unless it is necessary to stop to avoid an accident.
If a train stops over an exit track circuit, flag protection must immediately be provided as prescribed by Rule 99 against trains from all directions, and the train dispatcher notified at once.
A train must not proceed over an exit track circuit until not less than 20 seconds has elapsed after the last car of a leading train has cleared the exit track circuit.
266. Unless otherwise provided, a reverse movement must not be made after proceeding on block or interlocking signal indications.
267. A signal system control reset switch must not be operated, unless authorized by the train dispatcher.
ADDITIONAL INTERLOCKING RULES
611. Signals must be kept in the position displaying the most restrictive indication, except when displayed for an immediate movement.
612. Appliances must be operated carefully. If any irregularity affecting their operation is detected, or there is a derailment or other incident which may have damaged the appliances of the interlocking, the signals must be displayed to give their most restrictive indication until repairs are made and a thorough inspection reveals that it is safe for the movement of trains. The train dispatcher must be notified as soon as possible of the circumstances.
613. When the route is set the signals must be operated sufficiently in advance of approaching trains to avoid delay.
615. When necessary to change any route for which the signals have been cleared for an approaching train, switches, movable frogs or derails, must not be changed or signals cleared for any conflicting route until the train for which the signals were first cleared has stopped.
616. The lever operating a switch, derail, movable frog, detector bar or lock must not be moved when any portion of a train is standing on or closely approaching the switch, derail or movable frog.
617. Operating levers must be blocked or marked and should not be used when a track, switch or signal is undergoing repairs or when a track is obstructed.
618. During cold weather the levers must be moved as often as may be necessary to keep connections from freezing.
621. Signalmen must observe, as far as practicable, whether the indications of the signals correspond with the positions of the levers.
626. Signalmen must, as far as practicable, observe all passing trains and note whether they are complete and in order; should there be any indication of conditions endangering the train, or any other train, the signalman must take such measures for the protection of trains as may be practicable.
627. If a signalman has information that an approaching train has parted he must, if possible, stop trains on conflicting routes and clear the route for the parted train.
628. Hand signals must not be used when the proper indication can be displayed by the interlocking signals.
When the proper indication can not be displayed, hand signals may be used.
When hand signals are necessary, they must be given from such a place and in such a way that there can be no misunderstanding on the part of train crews as to the signals or as to the train for which they are intended.
629. Hand signals or verbal authority must not be given until the route has been examined, is known to be safe for the passage of the train, and until the train comes to a stop at the interlocking signals.
631. Lights in interlocking stations must be so placed that they can not be seen from approaching trains.
632. If a train over-runs a signal displaying a "Stop" indication, the fact must be reported to the train dispatcher.
661. If a signal, permitting a train to proceed, after being accepted, is changed to a "Stop" indication before it is reached, the stop must be made at once. Such occurrence must be reported to the train dispatcher.
663. Unless otherwise provided, trains must not pass an interlocking signal displaying a "Stop" indication without receiving hand signals or verbal authority. Engineers must not proceed on hand signals or verbal authority until they are fully informed of the situation; the movement must then be made at restricted speed.
668. Any unusual detention at interlocking plants must be reported to the train dispatcher.
683. When any part of an interlocking plant is to be repaired, a thorough understanding must first be had with the signalman, in order to secure the safe movement of trains during repairs. The signalman must be notified when the repairs are completed.
ADDITIONAL GENERAL RULES
701. All personnel must observe trains closely and if anything unusual or defective is noted, such as hot journals, brakes sticking, dragging equipment, sliding wheels, indications of fire, lading shifted over side or end of car, protruding objects, swinging car door, trains running to close together, or any other dangerous condition, they must make every effort to call attention of the crew on the train to such conditions. If train is moving, stop signal must be given. The train dispatcher must be notified at once if unable to stop the train.
702. When a train is stopped to be met or passed by another train, crew of standing train must inspect passing train.
703. Members of the crew must watch their train closely, especially on curves and approaching switches, looking out for any dangerous condition, or signals from other personnel, that might require the train to be stopped.
704. Members of train crews must observe the indication displayed by block, interlocking, distant, train order and other signals that govern their movement, and keep a sharp lookout for signals displayed by other trains, and keep in mind the requirements of rules, timetables, train orders or special instructions affecting the movement of their train, and must call attention to or take necessary action to stop the train in event of any oversight or mistake.
705. The general direction and government of a train is in charge of the conductor. When there is no conductor the engineer will have charge of the train and must perform the duties of the conductor.
706. Conductors and engineers must know that their subordinates are familiar with and perform their duties and comply with the rules and special instructions. They must ascertain the extent of their subordinates' experience, instructing them when necessary, in the proper and safe performance of their work.
707. Conductors and trainmen must give special attention to the proper care of the markers and see that they are adjusted to the track so as to give the best indication.
708. All personnel, in any way connected with the movement of passenger trains, or the switching and making up of occupied passenger trains must exercise the utmost care to provide against any rough handling. Special attention must be given to the handling of sleeping cars and every means used to avoid annoyance to passengers. The convenience, comfort and safety of passengers must be the first consideration under all circumstances.
When coupling to passenger cars full stop must be made not less than two actual feet from the coupling, then the engine moved slowly to make coupling.
709. Cars must not be left on a siding unless authorized by the train dispatcher.
710. Personnel performing switching must do so efficiently and in a manner which will avoid personal injury, damage to the contents of cars, equipment, structures or property.
711. Before coupling to or moving cars or engines it must be known that they are properly secured and can be moved safely.
712. Before coupling to or moving cars, gangplanks, conveyors, tank couplings, elevator spouts and similar devices, must be removed and clear for the movement.
713. All persons in or about cars that are being loaded or unloaded must be notified and in a safe position before coupling to or moving the cars. When such cars are moved, they must be returned to their former location unless otherwise directed.
714. Before shoving cars, the cars must be coupled and the slack stretched to be sure all couplings are made and it is known there is sufficient room to hold the cars.
Cars must not be shoved out to foul other tracks unless the movement is protected.
715. When switching or placing cars, they must be left where they will fully clear passing cars on adjacent tracks.
716. Where engines may be working at both ends of a track there must be a proper understanding between the crews involved.
717. When cars are left on any track they must be properly secured. When cars are detached from other cars it must be known that the cars left are properly secured. Brakes or wheel chocks on cars on a grade must be set on the low end of the cut of cars and the slack bunched.
CONDUCTORS
901. Before leaving an initial station, conductors must see that their trains are provided with the proper signals, tools and sufficient supplies, and know that the cars in their train have been inspected.
902. Conductors must never entrust the duties of a flagman to persons not entirely familiar with them, and they must give the fullest instructions in such duties which the circumstances will permit, and know that the flagman go sufficient distances to insure proper protection to trains.
903. Conductors must do all they can towards the starting of their trains at the appointed time, and make every effort consistent with the rules and with safety to move them with regularity and as nearly on time as possible. Any lack of cooperation in this respect on the part of personnel must be reported to the train dispatcher.
904. Conductors must see that the hand and lantern signals are carefully and correctly given, and that whistle signals are accurately sounded.
905. Conductors must inspect and require train crew members to inspect the running gear and brake and draft rigging of trains as often as practicable, and remedy so far as possible any defects discovered.
PASSENGER SERVICE
921. The rules and procedures for carrying passengers shall be governed by the current Corporation Rules and Regulations of the Lake Forest Live Steamers Railway Museum Incorporated.
FREIGHT SERVICE
955. Conductors are responsible for the security of all freight carried by their trains.
956. The train dispatcher must be notified when bad order cars are left at stations.
957. Conductors must give proper attention to the handling of live stock.
958. Open or stock cars loaded with creosoted ties should be trained at least six cars from the engine.
959. Merchandise, flour, sugar, butter, or other property of similar kinds, must not be loaded in cars unfit to carry it, such as cars previously loaded with oil or other unclean freight.
960. Wooden under frame cars should be placed next ahead of the caboose.
961. Cars must not be handled behind the caboose, except in cases of emergency.
ENGINEERS
970. Engineers must see that their engine has the necessary signals, tools and supplies before starting on each trip.
971. Engineers must see that all connections between engine and train, also between engines, if two or more are coupled, are properly and securely made.
972. Engineers must give special attention to the care and condition of signals prescribed in Rules 17 to 26 inclusive, and to markers when used on engines, and see that proper train signals are correctly displayed. Flags must be kept clean and lamps kept burning brightly when in use.
973. Engineers must exercise care in making couplings and acting upon hand signals. Unless movement is otherwise protected, the disappearance of hand signals from view must be regarded as a stop signal.
974. Engineers must exercise caution and good judgment in starting, stopping and running trains to avoid violent or sudden movements or excessive speed which might cause discomfort or injury to passengers or personnel, or damage to property.
975. At points where there is no switching service, engineers will, when necessary, make up and put away their trains.
976. When engines under steam are left unattended, the valves must be centered, throttle tightly closed, cylinder cocks opened; and in addition the wheels must be blocked where conditions require.
977. Engineers must exercise great care to prevent water being thrown from smokestack when starting, and must not open the cylinder cocks nor permit overflow from injectors at station platforms or other points where liable to throw hot steam on passengers, personnel or others. They must see that firing is done in such a manner as to avoid dense smoke, and the steam pressure is regulated to avoid the escape of steam from safety valves.
978. Engineers must know that the train is under control and the brakes are in working condition when approaching railway crossings, or other imperative stop, and before descending a heavy grade.
979. Engineers must keep a vigilant lookout for the position of switches while running and must frequently look back, especially while rounding curves, to see whether they have complete trains and they are all right.
980. Ash pans and front ends must not be cleaned at switches, frogs or interlocking fixtures; nor upon ballasted track or in yards, except at designated places for the purpose.
981. Sand must not be used when passing over switches, frogs and interlocking fixtures. In freezing weather overflow from injectors must not be permitted in such places.
982. Before leaving fuel or water stations the engineer must know that aprons, hoses and spouts have been properly replaced so as to clear passing trains.
983. Engineers must know their time on the railway, and will not start from a station, even though they receive a signal from the conductor, unless they can reach the next station in time to properly clear superior trains.
984. Extra trains and delayed regular trains must sound the whistle at intervals in obscure places, to warn track crews.
985. Engineers must use every precaution to prevent setting fires along the railway.