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The Standard Code of Operating Rules of the Association of American Railroads (Standard Code) is the original consolidated set of operating rules for railroads in North America. The Standard Code is not used as-is by any railroad, but is the basis for all of the rule books found in railroad service, including the NORAC and GCOR rulebooks.

Contents 1 Overview 2 History 3 MERGERS AND OPERATING RULES 4 Categories and Rules 4.1 General Notice 4.2 General Rules 4.3 Definitions 4.4 Operating Rules[7] 4.4.1 Standard Time 4.4.2 Time-Tables 4.4.3 Signal Rules 4.4.4 Use of Signals 4.4.5 Superiority of Trains 4.4.6 Movement of Trains and Engines 4.4.7 Rules For Movement By Train Order 4.4.8 Forms of Train Orders 4.4.9 Block Signal Rules 4.4.9.1 Rules Governing The Movement Of Trains In the Same Direction by Block Signal 4.4.9.2 Rules Governing Opposing And Following Movement Of Trains by Block Signals 4.4.10 Fixed Signals 4.5 Manual Block System[9] 4.6 Automatic Block System Rules[15]. 4.7 Cab Signal Rules[21] 4.8 Interlocking Rules 4.8.1 Emergency Signals 4.8.2 Operators 4.8.3 Engine and Train Crews 4.9 Centralized Traffic Control 5 REFERENCES 6 External links

[edit] Overview

The Standard Code is designed as a model set of rules for the safe operation of railroads all over the North American continent, procedures for safe train movement, dealing with accidents and other topics that directly and indirectly affect railroad safety.

These rules govern operation on main lines, defined as those with some form of block control system.

[edit] History

It has been more than a century since American railroads first began operation of more than one train on a given stretch of track. With the coming of the second engine, technology had to be designed to prevent opposing movements from hitting each other, and it was at this time that the first set of operating rules came into existence. These rules were relatively simple in the beginning, but they became complicated as traffic proliferated.

By the 1850’s, railroad operating rules, often printed as pamphlets or on the back of a time card, had evolved to near universal application. On April 14, 1887, representatives of 48 railroads voted for the adoption of what is now known as the Standard Code of Operating Rules (SCOR), published by The General Time Convention, which today is known as The Association of American Railroads (AAR). In 1889, The General Time Convention adopted the first Standard Code, designated as Uniform train rules and Rules for the Movement of Trains by Telegraphic Orders. This first attempt pointed in the right direction. This first effort evolved into the Standard Code, and the General Time Convention evolved into the Association of American Railroads. That first effort was not enough, as conditions on the railroads remained in dynamic evolution. Thus, all railroad rule books in North America today have as their foundation the SCOR in both development and application^[1].

The SCOR, however, was never intended to be used as a working rulebook. Rather, its primary intention was to standardize operating practices to the extent practicable while still preserving the flexibility of individual railroads to either modify or omit rules at their discretion. Even rulebooks with identical phraseology could be interpreted and applied differently on different railroads.

Although used as a reference book, the SCOR was primarily a matrix document, from which the industry could establish standard verbiage and a common numbering system. Until recently, in fact, railroads rarely deviated from the original numbering system^[2].

At present, most Class I railroads in the U.S. use one of two “standard” rulebooks: the Northeast Operating Rules Advisory Committee (NORAC) rulebook and the General Code of Operating Rules (GCOR). Conrail, Amtrak, and several commuter and short line railroads in the northeastern United States use the NORAC rulebook. The GCOR is used by every Class I railroad west of the Mississippi River, most of the Class II railroads, and numerous shortline railroads. A few railroads, including CSX, Norfolk Southern, Illinois Central, and Florida East Coast, have adopted their own rulebooks.

[edit] MERGERS AND OPERATING RULES

Mergers of major railroad companies in recent years resulted not only in the merging of different railroad lines and operating rulebooks, but also in the merging of railroad cultures and operating practices. Superficially, it may appear that most railroads have adopted a common code of operating rules, but major differences still exist in the application, and consequently, the compliance with these operating rules. Moreover, different management styles often clash when organizational cultures merge, as documented in the case of the Penn Central merger in 1968^[3], and the Burlington Northern Santa Fe merger in 1995^[4].

This leaves operating rules managers uncertain as to how specific rules should be applied on their newly-formed railroad. Different management philosophies may also influence different compliance standards across railroads.

As railroad operating environments become increasingly complex - from mergers, new technology, and other external forces - operating rules will continue to change in both number and frequency. The number of operating rules and procedures that Employees must now commit to memory is substantial. With fewer Employees to handle the same workload, individuals may no longer have the time to look up rules when performing their duties, perhaps further complicating both their ability and their desire to comply with these rules. For years, the FRA has been recommending the standardization of operating rules and practices for cost-effectiveness in both safety and efficiency. In 1992, the American Association of Railroad Superintendents (AARS) convened a special committee, which suggested to its Board of Directors, Executive Council, and membership that “the AARS sponsor a full conference on the standardization of railroad operating rules, practices, and procedures, and that this conference be conducted on the highest level possible, with the full and complete endorsement and involvement of chief operating Officers^[5].” A standard set of operating rules, it was argued, would minimize the confusion that exists when Employees operate over joint lines and are governed by two rule books instead of one. Of particular concern are situations where different operating rules govern identical, or similar, signal aspects on different railroads.

[edit] Categories and Rules

The Standard Code is divided into 25 categories.

1. Form of order putting the rules into effect.

[edit] General Notice

• Safety is of first importance in the discharge of duty.
• Obedience to the rules is essential to Safety.
• To enter or remain in the service is an assurance of willingness to obey the rules.
• The welfare of the Company depends upon the confidence of its patrons in the integrity and trustworthiness of all Employees and in their ability to properly perform their assigned tasks safely and efficiently.
• The service demands the faithful, intelligent, and courteous discharge of duty.
• To obtain promotion, ability must be shown for greater responsibility.

[edit] 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 time-table with them while on duty.
  In special instructions, general orders, general notices and all other instructions for conducting transportation, references to rules by number shall be restricted to rules contained in the Book of Rules.

• B. Employees must be conversant with and obey the rules and special instructions. If in doubt as to their meaning they must apply to proper authority for an explanation.

• C. Employees must pass the required examinations.
  Employees whose duties require them to be familiar with the Book of Rules and time-table, must pass a satisfactory examination within six months after entering service.
  Employees must be re-examined at least once every three years or at more frequent intervals where required by law, or by proper authority.
  When reporting for examination they must present their copy of the Book of Rules for checking.

• D. Persons Employeed in any service on trains are subject to the rules and special instructions.

• E. Employees must devote themselves exclusively to the Company's service while on duty, render every assistance in their power in carrying out the rules and special instructions, and report to the proper official any violation thereof.
  To enter or remain in the service, Employees must be of good moral character and must conduct themselves at all times, whether on or off Company property, in such manner as not to bring discredit upon the Company.
  Gambling, making bets, or participating in any illegal or immoral activity while on duty or while on Company property is prohibited.
  Participating in any unauthorized activity while on duty or while on Company property which may interfere with the performance of the work of any Employee is prohibited.

• F. Accidents, failure in the supply of water, fuel or electric power, defects in track, bridges, signals, catenary and transmission lines, or any unusual conditions which may affect the movement of trains must be reported by quickest available means of communication to the proper authority.

• G. The use of intoxicants or narcotics by Employees subject to duty)(available for or while on duty)(or in their possession or use on while on duty) is prohibited (and is sufficient cause for dismissal). (The possession of intoxicants or narcotics while on duty is prohibited).

• H. The use of tobacco by Employees (in uniform while) on duty, (or by those serving patrons) in or about (passenger) stations or (on)(occupied) passenger cars, is prohibited. (Smoking in engines, except in operating cabs, is prohibited).

• J. Employees on duty must wear the prescribed badge and uniform and be neat in appearance.

• K. To avoid annoyance to the public, Employees and others authorized to transact business at stations and on or about trains must be courteous, orderly and quiet.

• L. In case of danger of damage to, (or loss of) (the company’s) (railroad) property (by fire, theft, or other causes), Employees must unite to protect it.
  (They must exercise care in the use of railroad property, and when leaving the service, must return property entrusted to their care.)
  (Property of the railroad, as well as freight and articles found in or on cars, or on the right of way, must be cared for and properly reported, and unless disposed of as provided in Rule _____, must not be removed from company premises or right-of-way, without first securing proper authority.)

• M. Employees must exercise care to avoid injury to themselves and others. (They must observe the condition of equipment and the tools which they use in performing their duties, and when found defective will, if practicable, put them in safe condition, reporting defects to the proper authority.)
  (They must inform themselves as to the location of structures or obstructions where clearances are close.)
  (They must expect the movement of trains, engines or cars at any time, on any track, in either direction.)
  (They must not stand on the track in front of an approaching engine or car for the purpose of boarding the same.)
  (They must provide themselves with a copy of the Safety Rules prescribed for their department; familiarize themselves with and obey these Safety Rules.)

• N. Employees while on duty on any region are under the authority and must conform to the orders of the officers of that region.

• O. Unauthorized persons must not be permitted upon engines and trains.

• P. Employees must not divulge to any person other than the shipper, consignee or duly authorized public officer, any information concerning shipments of freight, which information might be used to the disadvantage of the patrons of the railroad.

• Q. Employees whose legal hours of service are restricted by law must take action through the proper officer to avoid excess periods of service.
  The hours of service law requires that no conductor, trainman, engineman, fireman, or driver of track car shall be permitted to be continuously on duty for more than __ consecutive hours, nor permitted to be on duty more than __ hours in the aggregate in any 24 hour period, except in case of casualty, unavoidable accident or Act of God.
  After being on duty __ consecutive hours, such Employee must not be required or permitted to again resume duty without having been off duty __ consecutive hours, and, after being on duty __ hours in the aggregate in any 24-hour period, must not be required or permitted to again go on duty without having at least _ consecutive hours off duty.
  Any such Employee who may be ordered to report for duty before his legal rest period has expired must report the fact to the __________ before going on duty.
  Any such Employee when he has been on duty for __ hours, consecutively or in the aggregate, must notify the ____________ as to the time when his hours on duty will amount to __ hours.
  The time of Employees performing more than one period of service within a 24-hour period will be considered consecutive unless given a complete release for a definite time of at least two consecutive hours off duty between any two periods of service.
  For the purpose of determining hours of service under the law, an Employee will be considered as being "on duty" from the time he is ordered to report and so reports until he is completely released from duty for a definite period of at least _ consecutive hours.
  Should such Employees be on duty in excess of __ hours in a 24-hour period, the Employee must submit a special detailed report of delays encountered, to the _______________
  The hours of service law requires that no operator, train dispatcher, or other Employee who by the use of the telegraph or telephone dispatches, reports, transmits, receives, or delivers orders pertaining to or affecting train movements shall be required or permitted to be or remain on duty for a longer period than _ hours in any 24 hour period in all towers, offices, places, and stations continuously operated night and day, nor for a longer period than __ hours in all towers, offices, places, and stations operated only during the daytime, except in case of emergency, when the Employees named in this proviso may be permitted to be and remain on duty for _ additional hours in a 24-hour period on not exceeding _ days in any week.

• R. In event of injuries to persons occurring on the railroad, first aid and medical care must be provided.
  Personal injuries to Employees must be reported immediately to the head of department and, if medical service was rendered, the name of the attending physician included.
  A report of injuries to passengers, railroad Employees, or other persons Employed on trains, containing such information as available must be made immediately to ________________, followed promptly by a full report on prescribed form. If medical service is rendered, name of attending physician must be stated in first report, when practical.
  Emergency calls for medical aid will have preference over other business.
  Employees injured on Company property or while on Company business will be treated by the nearest Medical Officer or Surgeon named on the time-table special instructions. If hospital attention is necessary, they should be sent, if practicable, to one of the hospitals named on the time-table special instructions. The extent of the medical and hospital expense for which the Company will be responsible will be determined by proper official.
  Other than Employees injured on Company property will receive first attention by the Medical Officer or Company Surgeon, without cost; at points where it is impossible to obtain their services, the Company will be responsible for the cost of reasonable surgical attention by an outside surgeon for the first services rendered. Subsequent attention will be determined by direction of proper official.

• S. Switch keys will be furnished only to such Employees as may be directed by the __________________. Employees entrusted with switch keys must sign receipt.

[edit] Definitions

1. Aspect--The appearance of a fixed signal conveying an indication as viewed from the direction of an approaching train; the appearance of a cab signal conveying an indication as viewed by an observer in the cab.
2. Block--A length of track of defined limits, the use of which by trains is governed by block signals, block-limit signals, cab signals or cab signals and block signals.
3. Bridge, Movable--That section of a structure bridging a navigable waterway so designed that it may be displaced to permit passage of traffic on the waterway.
4. Car, Track--A hand car or a self-propelled car or truck which may be manually moved to or from the track.
5. Control, Speed--A device which will automatically control speed of train when operating under certain signal aspects.
6. Current of Traffic--The movement of trains on a main track in one direction as specified on the time-table.
7. District--That portion of a railroad designated by time-table.
8. Division--That portion of the railroad assigned to the supervision of the __________.
9. Engine--A unit propelled by any form of energy or combination of such units operated from a single control, used in train or yard service.
10. Engine, Yard--An engine assigned to yard service and working within yard limits.
11. Indication--The information conveyed by the aspect of a signal.
12. Interlocking--An arrangement of signals and signal appliances so interconnected that their movements must succeed each other in proper sequence and for which interlocking rules are in effect. It may be operated manually or automatically.
13. Limits, Interlocking--The tracks between the extreme or outer opposing home signals of an interlocking.
14. Pilot--An employee assigned to a train when the engineman, conductor or both are 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.
15. Region--That portion of the railroad assigned to the supervision of the General Superintendent.
16. Register, Train—A book or form which may be used at designated stations for registering signals displayed, the time of arrival and departure of trains and such other information as may be prescribed.
17. Route--The course or way which is, or is to be, traveled.
18. Routes, Conflicting--Two or more routes, opposing, converging or intersecting, over which movements cannot be made simultaneously without possibility of collision.
19. Schedule--That part of a time-table which prescribes class, direction, number and movement of a regular train.
20. Section—One of two or more trains running on the same schedule displaying signals, or for which signals are displayed.
21. Siding--A track auxiliary to a main track or a secondary track for meeting or passing trains.
22. Signal, Approach—A fixed signal used in connection with one or more signals to govern the approach thereto
23. Signal, Block--A fixed signal, or hand signal in the absence of a fixed signal, at the entrance of a block to govern trains and engines in entering and using that block.
24. Signal, Block-Limit--A fixed signal indicating the limit of a block the use of which by trains is prescribed by manual block signal system rules.
25. Signal, Cab--A signal located in engineman's compartment or cab indicating a condition affecting the movement of a train (or engine) and used in conjunction with interlocking signals and in conjunction with or in lieu of block signals.
26. Signal, Distant--A fixed signal used in connection with one or more signals to govern the approach thereto.
27. Signal, Dwarf—A low home signal.
28. Signal, Fixed--A signal of fixed location indicating a condition affecting the movement of a train or engine^[6].
29. Signal, Home--A fixed signal at the entrance to a route or block to govern trains and engines in entering and using that route or block.
30. Signals, Interlocking--The fixed signals of an interlocking.
31. Signal system, Automatic Block--A block signal system wherein the use of each block is governed by an automatic block signal, cab signal, or both.
32. Signal system, Manual Block--A block signal system wherein the use of each block is governed by block signals controlled manually or by block-limit signals or both upon information by telephone or other means of communication.
33. Speed, Limited—A speed not to exceed ¾ Normal Speed
34. Speed, Normal—The speed designated by Timetable for each class or type of train.
35. Speed, Medium—A speed not to exceed ½ Normal Speed
36. Speed, Reduced--Prepared to stop short of train or obstruction.
37. Speed, Slow—A speed not to exceed ¼ Normal Speed.
38. Speed, Restricted—A speed not to exceed __ miles per hour prepared to stop short of train, obstruction or switch not properly lined and to look out for broken rail.
39. Speed, Yard—A speed that will permit stopping within ½ the range of vision.
40. Station--A place designated on the time-table by name.
41. Station, Block--A place designated by time-table at which block signals are displayed.
42. Station, Block-Limit--A place at which a block-limit signal is displayed.
43. Station, Interlocking--A place from which an interlocking is operated.
44. Station, Register—A station at which a train register is located.
45. Subdivision—A portion of a division designated by time-table.
46. Switch, Spring—A switch equipped with a pring mechanism arranged to restore the switch points to the normal position after having being trailed through,
47. System, Block—A series of consecutive blocks.
48. System, Automatic Block—A series of consecutive blocks governed by block signals, cab signals, or both, actuated by a train or engine, or by certain conditions affecting the use of a block.
49. Time-Table--The authority for the movement of regular trains subject to the rules. It contains classified schedules with special instructions relating to the movement of trains.
50. Track, Main--A designated track upon which trains are operated by time-table, train order or both or the use of which is governed by block signals.
51. Track, Running--A designated track upon which movements may be made subject to prescribed signals and rules, or special instructions.
52. Track, Secondary--A designated track upon which trains and engines may be operated without time-table authority, train orders or block signals.
53. Track, Single--A main track upon which trains are operated in both directions.
54. Tracks, Two or More--Two or more main tracks upon any of which the current of traffic may be in either specified direction.
55. Train--An engine or more than one engine coupled, with or without cars, displaying markers.
56. Train, Extra--A train not authorized by a time-table schedule. It must be designated as:
    1. Extra--for any extra train except passenger train extra or work train extra.
    2. Passenger Extra--for passenger train extra.
    3. Work Extra--for work train extra.
57. Train, Regular--A train authorized by a time-table schedule.
58. Train, Superior--A train having precedence over another train.
    1. Train of Superior Right--A train given precedence by train order.
    2. Train of Superior Class--A train given precedence by time-table.
    3. Train of Superior Direction--A train given precedence in the direction specified by time-table as between opposing trains of the same class.
59. 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 time-table or by train order may be made, subject to prescribed signals and rules, or special instructions.

[edit] Operating Rules^[7]

[edit] Standard Time

• 1. Standard Time obtained from__________ Observatory(, as specified on time-tables, is the standard and) will be transmitted daily to all designated points (from designated offices) at __________, (at which time, clocks must be adjusted to show correct time.)
• 2. (Original) Watches that have been examined and certified to by a designated inspector must be used by conductors, enginemen and __________. The certificate in prescribed form must be renewed and filed with__________ every __________.
• 2. (Alternate) Each conductor, engineman and other employee as may be designated, must carry, while on duty, a reliable railroad grade watch, for which there must be a prescribed certificate on file with the railroad.
• 2. (Alternate) Conductors, enginemen, drivers of track cars and other designated employees must use reliable watches.
• 3. (Original) Unless otherwise provided, watches of conductors, enginemen and __________ must be compared with a standard clock before commencing each day’s work. The time when watches are compared must be registered on a prescribed form. The location of standard clocks will be shown in the time-table.
• 3. (Alternate) Conductors, enginemen, drivers of track cars and other designated employees before starting on each daily run or trip, must compare their watches with a clock designated by time-table as a standard clock and adjust them to show correct time.
  Conductors, enginemen, drivers of track cars and other designated employees not having access to a standard clock, must compare their watches daily with those of conductors or enginemen who have standard time or secure correct time from operator at nearest block station and adjust watches to show correct time.

[edit] Time-Tables

• 4. Each time-table from the moment it takes effect supersedes the preceding time-table and its schedules take effect on any ______ at the leaving time at their initial stations on such ______. When a schedule of the preceding time-table corresponds in number, class, day of leaving, direction and initial and terminal stations with a schedule of the new time-table, a train authorized by the preceding time-table will retain its train orders and assume the schedule of the corresponding number of the new time-table.
  Schedules on each ______ date from their initial stations on such ______.
  Not more than one schedule of the same number and day shall be in effect on any ______.
• 5. (Original) 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 leaving time; where two, they are the arriving and leaving times.
  The time applies at the switch where an opposing train clears; where there is no switch it applies at the station.
  Schedule meeting or passing stations are indicated by figures in full-faced type.
  Both the arriving and leaving time of a train are in full-faced 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 the numbers of the trains to be met or passed in small figures adjoining.
• 5. (Alternate) 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 leaving time; where two, they are the arriving and leaving times.
  Unless otherwise specified, the time applies:
  On Single Track, at the switch where an opposing train clears; where there is no switch it applies at the station.
  On two or more tracks, at the Station.
  Schedule meeting or passing stations are indicated by figures in full-faced type.
  Both the arriving and leaving time of a train are in full-faced type, with the numbers of the trains to be met or passed in small figures adjoining.
• 5. (Alternate) 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 leaving time; where two, they are the arriving and leaving times.
  The time applies at the switch where an opposing train clears; where there is no switch it applies at the station.
  Schedule meeting or passing stations are indicated by figures in full-faced type.
  Both the arriving and leaving time of a train are in full-faced 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 or passed at a siding extending between two adjoining stations, the time at each end of the siding will be shown in full-faced type.
• 6. The following letters when placed before the figures of the schedule indicate:
  L.—Leave;
  A.—Arrive;
  s.—regular stop;
  f.—flag stop to receive or discharge traffic.

[edit] Signal Rules

• 7. Employes whose duties may require them to give signals must provide themselves with the proper appliances and keep them in good order and ready for immediate use.

• 8. Flags of the prescribed color must be used by day and lights of the prescribed color by night.

• 9. Day signals must be displayed from sunrise to sunset but when day signals cannot be plainly seen, night signals must be used in addition.
  Night signals must be displayed from sunset to sunrise.

• 10. Color Signals

Rule	Color	Indication
10a.	Red	Stop
10b.	Yellow	Proceed at Reduced speed and for other uses prescribed by the rules.
10c.	Green	Proceed and for other uses prescribed by the rules.
10d.	Green and White	Flag Stop. See Rule 28.
10e	Blue	See Rule 26
10f.	Purple	Stop
10g.	White	As prescribed in the rules.
10h.	Flashing Yellow	Proceed prepared to stop at next signal.

• 11. (Original) A fusee burning red on or near the track of an approaching train must be extinguished.
  The train may then proceed at Reduced speed.
• 11. (Alternate) A train finding a fusee burning red on or near its track must stop and extinguish the fusee and then proceed at Reduced speed.
• 12. Hand, Flag and Lamp Signals^[8]

Rule	Aspect	Indication	Drawing
12a.	Swung across the track.	Stop	Image:AAR Rule 12a.png
12b.	Held horizontally at arms length.	Reduce Speed.	Image:AAR Rule 12b.png
12c.	Raised and lowered vertically	Proceed.	Image:AAR Rule 12c.png
12d.	Swung vertically in a circle at half arms length (across the track)(at right angle to the track).	Back	Image:AAR Rule 12d.png
12e.	Void	Void	Void
12f.	Swung horizontally above the head, when standing.	Apply Air Brakes.	Image:AAR Rule 12f.png
12g	Held at Arm’s length above the head, when standing.	Release Air Brakes	Image:AAR Rule 12g.png.
12h.	Any object waved violently by anyone on or near the track is a signal to Stop.
12i.	Signals must be given from a point where they may be plainly seen and in such a way that they cannot be misunderstood. If there is doubt as to the meaning of a signal or for whom it is intended, it must be regarded as a stop signal. If signals disappear from view, the movement must be stopped immediately.

13. When a train has one engine, signals to the engineman must be given according to the way the engine is headed.
When a train has more than one engine and they are headed in opposite directions, no movement will be made until the conductor has an understanding with his crew.

[edit] Use of Signals

[edit] Superiority of Trains

[edit] Movement of Trains and Engines

[edit] Rules For Movement By Train Order

[edit] Forms of Train Orders

[edit] Block Signal Rules

[edit] Rules Governing The Movement Of Trains In the Same Direction by Block Signal

[edit] Rules Governing Opposing And Following Movement Of Trains by Block Signals

[edit] Fixed Signals

[edit] Manual Block System^[9]

• 301 — 304 Not Defined.
• 305. Block signals govern the use of the blocks, (but, unless otherwise provided,) (and except where Rule 251 or 261 is in effect,) do not supersede the superiority of trains, nor dispense with the use and the observance of other signals whenever and wherever they may be required.
  (At a block-limit station trains will be governed in their use of the block by instructions of the operator in charge of the block-limit station as indicated on the time-table.)
• 306. When a block station is open at an irregular hour, trains must be notified by train order.
• 307. (Original) A train having entered a block on other than a proceed indication, must not accept a proceed indication at any intermediate block station which was closed when such train entered the block, without receiving Clearance Form A.
• 307. (Alternate) When a block station is open at an irregular hour, operator must use hand signals in addition to block signals to give the required indications until all trains have passed which have not been notified by train order that the block station is open.
• 308. (Original) When Clearance Form is used information will be shown as to condition of block “clear” or “occupied.” If block is occupied train will proceed prepared to stop short of train or obstruction, but not exceeding __________MPH.
• 308. (Optional) When Clearance Form A is used information will be shown as to condition of block “clear” or “occupied.” If block is occupied train will proceed prepared to stop short of train ahead.
• D-308. (Alternate) When a train is operated against the current of traffic, manual block signal system rules must be observed; Rule 316 or 317 to apply as specified on the timetable. Block stations named on the time-table indicate limits of manual block, except when a train is authorized by train order to run against the current of traffic to an interlocking or a block station--remote controlled, the portion of the main track between that interlocking or block station and the first block station in the rear will constitute a block for that train.
• 309. Except as provided in Rule 80, equipment of a type which may not operate signals or shunt track circuits must not be operated in Manual Block Signal System territory without authority of the ____________________ and permission of the operator who must also be advised when the movement has entered a block. After such equipment has entered a block, the block signal must be restored immediately to its most restrictive indication and must not be changed until the equipment has cleared the block or following movement has been notified by train order to look out for such equipment.
• 310. Void
• Operators
• 311. Signals must be kept in the position displaying the most restrictive indication except when displayed for an immediate movement.
• 312. Appliances must be operated carefully and only by thoise charged with that duty. If any irregularity affecting their operation is detected the signals must be displayed to give their most restrictive indication until repairs are made.
• 313. Operators must observe, as far as practicable, whether the indications of the signals correspond to the position of the levers #^[10]
• 314. (Operators must not make nor permit any unauthorized repairs, alterations, or additions to the apparatus.)
  Any defects in the appliances must be promptly reported to the _____________________________.

315. A block record must be maintained for each block station (and block-limit station).

• 316. (For absolute block for following and opposing movements on the same track.)

Before admitting a passenger train to a block, the operator in charge of the block station or block-limit station at the entrance of the block must know that the block is clear and that no other train or engine has been given permission or a signal to enter the block.
Before admitting a train or engine, other than a passenger train, to a block, the operator in charge of the block station or block-limit station at the entrance of the block must know that the block is clear of passenger trains and clear of all other trains and engines outside yard limits, and that no other train or engine has been given permission or a signal to enter the block outside yard limits.
Signals governing opposing movements, where provided, must display Stop-signal. The operator will then display Clear-block signal for the train or engine to be admitted to the block. The operator in charge of a block-limit station may give a train or engine at that block-limit station verbal permission to enter one block. The operator, when authorized by __________________, will issue Clearance Card (Form K) to a train to pass one or more block-limit stations as though Clear-block signal were displayed.
A train or engine must not be admitted to a block unless it is clear except as provided in Rules S-318, 327, 333 or by train order.

• 317. (Original) On single track. To admit a train to a block, operator must examine block record and if block in advance is clear of opposing trains and preceeding passenger trains, request operator at block station in advance to “Block for No__________.” If it is proper for the train to be admitted, the operator in advance will reply “OK, blocking for No.__________.” Operator requesting block will then display the proper signal indication. Operators must promptly enter a block record the time block is given or received.
  A passenger train must not be admitted to an occupied block, nor any train admitted to a block occupied by an opposing train or a passenger train, except under flag protection.
  A train other than a passenger train may be permitted to follow a train other than a passenger train into a block under Permissive indication, train order or Clearance Form A.
• 317. (Optional) On single track. To admit a train to a block, operator must examine block record and if block in advance is clear of opposing trains and preceeding passenger trains, request operator at block station in advance to “Block for No__________.” If it is proper for the train to be admitted, the operator in advance will reply “OK, blocking for No.__________.” Operator requesting block will then display the proper signal indication. Operators must promptly enter a block record the time block is given or received.
  A train must not be admitted to a block occupied by an opposing train or a passenger train, except as provided in Rule 333 or by a train order.
  A train may be permitted to follow a train other than a passenger train into a block under Permissive indication, train order or Clearance Form A.
• 317. (For absolute block for opposing movements and permissive block for following movements on the same track.)
  Before admitting a passenger train to a block under Clear-block signal, the operator in charge of the block station or block-limit station at the entrance of the block must know that the block is clear and that no other train or engine has been given permission or a signal to enter the block. Signals governing opposing movements, where provided, must display Stop-signal. The operator in charge of a block-limit station may give a passenger train at that block-limit station verbal permission to enter one block. The operator, when authorized by the Superintendent, will issue Clearance Card (Form K) to a passenger train to pass one or more block-limit stations as though Clear-block signal were displayed.
  Before admitting a train other than a passenger train to a block under Clear-block signal, the operator in charge of the block station or block-limit station at the entrance of the block must know that the block is clear of passenger trains and clear of all other trains outside yard limits and that no other train has been given permission or a signal to enter the block outside yard limits. Signals governing opposing movements outside of yard limits, where provided, must display Stop-signal. The operator in charge of a block-limit station may give a train or engine at that block-limit station verbal permission to enter one block. The operator, when authorized by the Superintendent, will issue Clearance Card (Form K) to a train to pass one or more block-limit stations as though Clear-block signal were displayed.
  When the block is clear of passenger trains, and clear of opposing trains outside yard limits, the operator in charge of the block station may permit a train other than a passenger train to follow a train other than a passenger train into the block by displaying a Permissive-block signal for the train to be admitted to the block. Signals governing opposing movements outside yard limits, where provided, must display Stop-signal and Stop-signals to passenger trains must be displayed. The operator in charge of a block-limit station may give a train or engine at that block-limit station verbal permission to enter one block. The operator, when authorized by the Superintendent, will issue Clearance Card (Form K) to a train not governed by Clear-block signal to pass one or more block-limit stations as though Permissive-block signal were displayed.
  Except as provided in Rules S-318, 327, 333 or by train order, a train must not be admitted to a block which is occupied by a passenger train or an opposing train and a passenger train must not be admitted to a block which is occupied by any train.
• 318 (Original) On two or more tracks, to admit a train to a block, the operator must examine the block record and display proper signal indication.
  A passenger train must not be admitted to an occupied block, nor any train admitted to a block occupied by an opposing train or a passenger train, except under flag protection.
  A train other than a passenger train may be permitted to follow a train other than a passenger train into a block under Permissive indication, train order or Clearance Form A.
• 317. (Optional) On two or more tracks, to admit a train to a block, operator must examine block record and if block in advance is clear of opposing trains and preceeding passenger trains, request operator at block station in advance to “Block for No__________.” If it is proper for the train to be admitted, the operator in advance will reply “OK, blocking for No.__________.” Operator requesting block will then display the proper signal indication. Operators must promptly enter a block record the time block is given or received.
  A train must not be admitted to a block occupied by an opposing train or a passenger train, except as provided in Rule 333 or by a train order.
  A train may be permitted to follow a train other than a passenger train into a block under Permissive indication, train order or Clearance Form A.
• S-318. (Alternate) Within yard limits, opposing movements of engines with or without cars against other engines with or without cars, or against other than passenger trains, and opposing movements of trains other than passenger trains against engines with or without cars, may be permitted, under Permissive-block signal, by the operator #^[11].
• 319. When a train enters a block, the control of which is divided between two block stations, the operator must give the train, engine number and time to the next block station in advance.
  When a train clears a block, the operator receiving the information must give the record of the train to the other block station in the rear.
  Operators must enter on the block record information as to all movements within blocks under their jurisdiction.
• 320. Void.
• 321. So far as practicable, operators must observe all passing trains and note whether they are complete and in order and the markers properly displayed.
• 322. Should a train pass a block station with any indication of conditions endangering the train or a train on another track, the operator must immediately notify the operator at the next block station in advance and each must display Stop-signals to all trains that may be affected, and must not permit any train to proceed until it is known that its track is not obstructed.
• 323 — 324 Void.
• 325. An operator informed of any obstruction in a block must immediately notify the operator at the other end of the block and each must display Stop-signals to all trains that may be affected, and must not permit any train to proceed until it is known that its track is not obstructed.
• 326. When a train clears the main track, the operator must know that it is clear of the block before reporting the block clear or displaying a Clear-block signal for that block.
  Clearance Card (Form K) is annulled when a train clears the main track and reports clear of the block.
  The operator must obtain control of the block before permitting a train to re-enter the block.
• 327. To permit a train or engine to enter a block or foul the main track or to cross from one main track to another, the operator must first obtain control of the block to be used.
  Before permitting a passenger train to cross from one main track to another, the operator must know that all blocks to be used are clear of approaching trains and that block protection for the crossover movement has been provided.
  Unless so directed by the _____________________________, the operator must not give permission to a train or engine to enter a block at a hand-operated switch or crossover or foul the main track on which another train is moving or has been authorized to move, in the direction of such switch or crossover from the next block station or interlocking.
  When permission has been given by the operator to a train or engine to enter a block at a hand-operated switch or crossover, the operator in charge of the block stations or interlockings between which the block is located must know that the movement is being protected before permitting another train to move between such block stations or interlockings and the switch or crossover where such movement is being made.
  All crossover movements must be entered on the block records.
  The operator may permit a train to enter a block behind a train a sufficient distance to clear main track switch in order to proceed in the opposite direction.
• 328. When coupled trains are separated, the operator must regard each portion as an independent train.

329. When necessary to stop a train for which other than a Stop-signal has been displayed and accepted, the operator must give hand signals in addition to displaying the Stop-signal. 330. An operator having train orders for a train, must display the home signal at Stop and in addition the Train-order signal. He may permit trains to proceed under block signal system rules after complying with rules for movement by train orders. 331. If due to failure of block signal apparatus the block signal cannot be changed from its most restrictive indication the operator, when authorized by the Superintendent Transportation, may admit a train to a block by use of Clearance Card (Form C) as thereon provided. 333. When an operator is unable to communicate with the next block station in advance, he must stop all trains approaching in that direction. Should no cause for detaining a train be known, it may then be permitted to proceed by train order. 334. Hand signals must not be used when the proper indication can be displayed by the block signals except as prescribed by Rule 307 or 329.

• 335. Block signals for a track apply only to trains moving with the current of traffic on that track. Operators will use ____________ for blocking trains moving against the current of traffic. ^[12].
• 336. Operators are responsible for the care of the block station, lamps, and supplies, and, unless otherwise provided, of the signal apparatus.
• 337. Lights in block stations must be so placed that they cannot be seen from approaching trains.
• 338. Void
• 339. If a Stop-signal is disregarded, the fact must be reported to the next block station (or interlocking station) in advance and then to _________________________________.
• 340. (Original) To open a block station, the operator must first obtain from the next block station in each direction and record the trains that are in the extended block.
  When trains which were in the extended block when the block station was opened and which had passed his block station before it was opened, clear the block in advance He must repeat the record to the block station in the rear.

• 340. (Alternate) To open a block station, the operator must first obtain from the operator in charge of the next block station or block-limit stations in each direction the records of trains that are in the extended block or blocks over which the operator is taking charge and enter them upon his block record.
  When trains which were in the extended block or blocks when the block station was opened and which had passed his block station before it was opened, clear the block in advance the operator must so advise the operator in charge of the block station or block-limit station in the rear.
  Unless otherwise directed, trains must not be admitted to a block in the direction of a closed block station after the time specified for it to be opened until it is known that such block station is open.
• 341. A block station must not be closed except upon authority of _________________________________.
• 342. (Original) A block station must not be closed until the block in each direction is clear of trains moving under a block signal indication that would not be proper for the extended block.
  To close a block station, the operator must advise the operator in charge of the block station or block-limit station in each direction that his block station is being closed and give the record of trains in the extended block.
  The block signals must then be secured in clear position, all lights in signals extinguished, reflector lights obscured and block wires arranged to work through the closed block station.
• 342. (Alternate) unless otherwise provided, a block station must not be closed until the block in each direction is clear of trains.
  To close a block station, the operator must notify the next block station in each direction and he receives the acknowledgement enter it on the block record, with the time it is received from each block station.
  The block signals must then be secured in the clear position, all lights extinguished, and the block wires and, when necessary, circuits arranged to work through the closed block station.

• 343. When a block station is open at an irregular hour, operators must use hand signals, in addition to block signals, to give the require indications until all trains have passed which have not been notified by train order that a block station is open.
• 344. Operators must not permit unauthorized persons to enter the block station.
• 345 — 360 Void
• (Members of Crews)(Engine and Train Crews)
• 361. Block signals for a track apply only to trains moving with the current of traffic on that track.
  (Hand signals)(______________) will be used for blocking trains moving against the current of traffic.
  (A train approaching a block station on a track for which there is no fixed block signal must stop and ascertain from the operator the condition of the block ahead unless a signal to proceed is given by the operator with a green or yellow flag by day or a green or yellow light by night.)
  (Unless authorized to proceed by Clearance Card (Form K), or as provided by Telephone-Trainphone Rules, trains must stop at block-limit stations and the conductor or engineman must communicate with the operator in charge as to the condition of the next block. After clearing a block at a block-limit station the conductor, engineman or member of their crew when authorized by the conductor or engineman, must report clear unless otherwise directed.) #^[13].
• 362. (A train must stop clear of a block signal indicating Stop.) (A) train(s) must not pass a Stop(-signal)(indication) (except when authorized by)(without receiving) Clearance Card (Form C)(Form A)(, or by train order).
  (A passenger train must not pass a Permissive-block signal.)
• 363. Trains must not proceed on hand signals as against block signals.
• 364. Unless otherwise directed, when two or more trains have been coupled and so move past any block station, they must be separated only at a block station and the operator notified.
• 365. When a train clears the main track, the conductor, (or) engineman (or member of their crew when authorized by the conductor or engineman). must report “Clear” (to the operator) unless the switch involved is operated by the operator.
  A train must not enter a block or foul the main track or cross from one main track to another without (proper block signals or) permission of the operator.
  (Where Rule 261 applies and the switch or crossover is not equipped with electric lock, the train must not enter the block without a train order authorizing it to do so.)^[14]
  A train having passed beyond the limits of a block must not back into that block without permission of the operator.
  (If information concerning the block is received by the conductor, he must personally give it to the engineman).
  (When verbal information concerning the block is received by the engineman, he must personally give it to the fireman, and, when practicable, to the forward trainman.)
  (When verbal information concerning the block is received by the engineman, he must personally give it to other members of crew, when practicable.)
  (Clearance Card (Form K) is annulled when train clears the main track and is reported clear of the block.)
  (Inferior trains in clearing superior trains as required by the rules must in addition clear the block for regular passenger trains.)
• 366. Trains in an extended block at the time specified for an intermediate closed block station to be opened, must identify their train to the operator before accepting a signal to proceed at that station.
  A train authorized by Clearance Card (Form K) to pass a block-limit station at which a block station is opened before its arrival must stop and be identified before accepting a signal to proceed at the open block station, as the Clearance Card (Form K) is thereby annulled.
  A train must not cross over between block stations and proceed from that point on another track with the current of traffic without permission of the operator, nor proceed against the current of traffic without a train order authorizing it to do so and permission of the operator.
• 367 — 369 - Void
• 370. (When)(If) there is an obstruction between block stations notice must be given to the nearest operator.
• 371. When a train is stopped by a home or block signal, the conductor or engineman must (when practicable) immediately ascertain the cause.
• 372. Conductors must report to __________________ any unusual detention at block stations.
• 373. A block station must not be considered as closed except as provided for by time-table or (train order)(_______________________________).

1. 1. Rules
   2. Operators
   3. Engine And Train Crews

[edit] Automatic Block System Rules^[15].

• 501. Block signals, cab signals or both govern the use of the blocks and except where Rule 251 or Rule 261 is in effect, do not supersede the superiority of trains nor dispense with the use and the observance of other signals whenever and wherever they may be required.
  Interlocking home signals governing the use of routes leading to a block will in addition govern the use of the block in direction for which traffic has been established for a train to the next block signal ^{[16] [17]}.
• 502. A train or engine must not enter a block at a hand-operated switch or crossover or foul the main track without permission of the operator, and where Rule 261 applies and such switch or crossover is not equipped with electric locks, without a train order authorizing it to do so.
  The train or engine receiving such permission will proceed at Restricted speed^[18].
• 503. A train having passed beyond the limits of a block must not re-enter that block without a train order authorizing it to do so. While shifting at an interlocking, movements may be made beyond the home signal by permission of operator and under flag protection.
  Operator must not give permission for such movements when a train has been authorized to move from the next block station or interlocking, in the direction of the point where the movement beyond the home signal is to be made.
  When permission has been given for a movement beyond the home signal, the operator at that point and the operator in charge of the next block station or interlocking must know that it has been made before admitting another train to a block either at or between their stations to move in the direction of the point where such movement is being made.
• 504. Unless so directed by the _____________________________, the operator must not give permission to a train or engine to enter a block at a hand-operated switch or crossover or foul the main track on which another train is moving or has been authorized to move, in the direction of such switch or crossover from the next block station or interlocking.
  When permission has been given by the operator to a train or engine to enter a block at a hand operated switch or crossover, the operator in charge of the block stations or interlockings between which the block is located must know that the movement has been made before permitting another train to move between such block stations or interlockings and the switch or crossover where such movement is being made.^[19].
• 505 (Original) . Block signals, cab signals or both govern the use of the blocks and except where Rule 251 or Rule 261 is in effect, do not supersede the superiority of trains nor dispense with the use and the observance of other signals whenever and wherever they may be required^[17]
• 505. (Alternate)When a train or engine clears the main track at a hand-operated switch or crossover and the switches have been restored to normal position, it must be reported clear to the operator by the conductor, engineman, or member of their crew when authorized by the conductor or engineman^[20].
• 506. Equipment of a type which may not operate signals or shunt track circuits must not be operated in automatic block signal system territory without authority of the Superintendent Transportation and permission of each operator in charge of the portion of the track over which the movement is to be made. Other trains must not be permitted to enter the track occupied by such equipment between a block station or interlocking and the next block station or interlocking in advance unless notified by train order to look out for the equipment which is occupying the main track without signal protection.
  When the condition of the track is such that track circuits may not shunt properly, not more than one train will be permitted between a block station or interlocking and the next block station or interlocking between which the affected track is located unless notified by train order to look out for the other trains occupying the main track without signal protection.
• 507. Operators must maintain a station record of all train movements. All crossover movements on the main track must be entered on the record. When a train enters a block, the operator must report the train, engine number and the time to the next block station in advance. This information must be entered on the station record.
  Movements confined between a block station and an interlocking remote-controlled by that block station need not be reported to the block station in advance, but must be entered on the station record of the block station in control of this movement.
• 508 (Original) Unless otherwise provided, block signals for a track apply only to trains or engines moving with the current of traffic on that track

D-508. (Alternate) Except where Rule 261 is in effect, when a train is operated against the current of traffic, manual block signal system rules must be observed, Rule 316 or 317 to apply as specified on the time-table.
Block stations named on the time-table indicate the limits of the manual blocks, except as otherwise provided in Rule D-308.

• 509. (Original) When a train is stopped by a Stop indication it must stay until authorized to proceed, and will then proceed at restricted speed, or in case of failure of means of communication

509. A train or engine must stop clear of a block signal indicating Stop. A train or engine must not pass a Stop-signal except when authorized by Clearance Card (Form C), train order or special instructions. 510. Both switches of a hand-operated crossover must be open before a train or engine starts to make a crossover movement, and the movement must be completed before either switch is restored to normal position. 511. When moving from main track to other tracks, hand-operated switch must remain open until train or engine is clear. When moving from other tracks to main track, hand-operated switches must be opened before main track is fouled, except where trailing movements may be made through spring-switch. 512. Excessive use of sand at any point is prohibited and its use must be restricted to actual necessity.

[edit] Cab Signal Rules^[21]

• 551. A test of cab signal apparatus on each engine shall be made over test circuits before departure of engine from its initial terminal and, if cab signal apparatus is cut out between initial terminal and equipped territory, test shall again be made immediately prior to entering equipped territory. If such departure test is made by an Employee other than the engineman, the engineman shall be informed of the results of such tests, and a record kept thereof.
  In conformity with these instructions the following practices will be observed:
  Testing sections in addition to those at terminals located as specified on time-table.
  Departure test of cab signals on single-unit engines equipped for forward and backward running will be made from both ends.
  When two or more engines are coupled and it becomes necessary enroute to operate one of the engines from an end from which departure test of cab signals has not been made, the cab signal of that engine must be considered not in operative condition.
  When two or more electric engines are coupled in multiple at their initial terminal, departure test will be made from front end of leading engine and rear end of trailing engine.
  When two or more diesel units are coupled in multiple at their initial terminal, departure test will be made on leading unit only, except where cab signals on the trailing unit are required in turn-around service and no departure test circuit is available at the opposite end of the run, in which case both units shall be tested.
  When test circuits are not available where engine crews go on duty at initial terminal of engine, departure test will be made by engine crew or hostler who delivers engine to road crew.
  Form _______ stating "Cab Signal tested properly" must be made out by engineman, hostler or other authorized Employee making the test, and show engine number, train number, point at which test was made, date, signature, and title of person making the test, and delivered to road engineman when taking charge of engine. Road engineman shall have possession of this record and personally note that apparatus is energized and that the warning whistle will sound by operation of the acknowledging switch, before entering the cab signal territory. This record must accompany engine to its final terminal.
  In the absence of Form _______, the signed work report, _____________________________________________________________________, of the relieved engineman will indicate to the relieving engineman that cab signal test was made in accordance with the instructions. This signed work report must accompany engine to its final terminal.
  In an emergency, when cab signal departure tests cannot be made due to failure of test circuits, Form _______ may be used, when authorized by the _____________________________ and signed by the enginehouse foreman, or his representative, provided the daily inbound operating test indicated that the cab signals were functioning properly after last trip, or that defects, if any, which existed have been corrected and proper record made thereof.
  Departure test will be valid for movement of engine in directions for which tested, between the initial and final terminal of the engine.

• 552. Cab signals will not indicate conditions ahead when engine is:
  (a) Moving against the current of traffic, except as provided on time-table.
  (b) Pushing cars.
  (c) Not equipped with cab signal apparatus for backward running and is running backwards.

• 553. The cab signal system is interconnected with the fixed signal system so that the cab signal will conform with the fixed signal indication within eight (8) seconds after the engine passes the fixed signal governing the entrance of the engine or train into the block in the direction for which the track and engine are equipped.

• 554. Cab signal indication will not authorize operation of the train at a speed higher than that authorized by the indication of the fixed signal that governed the movement of a train into a block, except when conditions affecting movement of trains in the block change after passing signal.

• 555. If a cab signal authorizes a speed different from that authorized by a fixed signal, when a train enters the block governed by such fixed signal, the lower speed shall not be exceeded.

• 556. When cab signal and fixed signal indications conform when entering the block and conditions affecting movement of train in the block change, the cab signal will govern.

• 557. When cab signal indication changes to Restricting, a train or engine must reduce speed at once not to exceed Restricted speed.

• 558. When the cab signal indication changes from Restricting to a more favorable indication speed must not be increased until train has run its length.

• 559. The movement of a train by an engine equipped with cab signal apparatus but not in operative condition for direction of movement is prohibited, except by permission of the operator when authorized by _________________________________, and then only as provided by Rule 563.
  Authority to operator to permit movement of a train by an engine with cab signal apparatus not in operative condition for direction of movement, shall be given only:
  (a) for a train, the engine of which has a cab signal failure, after leaving engine terminal.
  (b) for a train from a connecting region, the engine of which is continued through.

• 560. The movement of a train by an engine not equipped with cab signals is prohibited, except as provided on the time-table, or in emergency by permission of the operator when authorized by the _____________________________, and then only as provided by Rule 564.

• 561. When cab signal indication "flips" (indication changes to more restrictive momentarily), engineman, as soon thereafter as will not cause delay to the train, will file a message reporting the occurrence to _________________________________ in the following manner:

Cab signal flipped on No ______ track (state indication) to (state indication) at signal bridge or mile post _________ (state number) and _____________, state whether they were acknowledged.
The engineman must also report the occurrences on form ______________________________________________________ or other prescribed form for reporting engine defects, on arrival at engine terminal.

• 562. If a cab signal authorizes a speed different from that authorized by a fixed signal, the engineman will notify the _____________________________ by __________, or by message as soon thereafter as will not cause delay to the train, giving location and track on which nonconformity occurred.
  If the cab signal authorizes a speed greater than the speed authorized by the fixed signal, the engineman, in addition to notifying the _____________________________, will also verbally advise the enginehouse foreman or his representative on arrival at engine terminal so that the engine may be withheld from service and equipment will not be disturbed.
  The engineman must also report the above occurrences on form _______________________________________________________ or other prescribed form for reporting engine defects, on arrival at engine terminal.

• 563. When the cab signal apparatus of an engine fails or when cab signal aspect and fixed signal aspects do not conform at two fixed signal locations in succession, thereby indicating a probable defect in the cab signal apparatus, the train will proceed governed by fixed signal indications but not exceeding 40 miles per hour, and report to the operator by trainphone or at the first point of communication where stop can be made without excessive delay to train.
  The movement of a train, the engine of which is equipped with cab signal apparatus not in operative condition, shall be made at not exceeding __ miles per hour governed by fixed signal indications, unless otherwise instructed by the operator.
  When instructed orally by operator the train may proceed at authorized speed, governed by fixed signal indication, but not exceeding __ miles per hour, and must not pass Stop-and-proceed signal (Rule 291) or Restricting signal (Rule 290), except when governed by interlocking signals, unless permitted by the operator when authorized by the _____________________________.
  Operator must not give permission to a train to pass Stop-and-proceed signal (Rule 291) or Restricting signal (Rule 290), except in emergencies, and then only when authorized by the _____________________________.
  Unless otherwise instructed, the authority given to an engineman by the operator for the movement of his train will remain in effect to the final terminal of his trip. _____________________________ will notify connecting region.

• 564. The movement of a train by an engine not equipped with cab signal apparatus operated solely in switching and transfer service shall be made at a speed that will permit stopping short of another train or obstruction but not exceeding __ miles per hour unless the indication of fixed signal governing the movement is more restrictive.
  All other movements of a train by an engine not equipped with cab signal apparatus shall be made at a speed that will permit stopping short of another train or obstruction but not exceeding __ miles per hour governed by fixed signal indications, unless otherwise instructed by the operator.
  When instructed orally by the operator, the train may proceed at authorized speed, governed by fixed signal indication, but not exceeding at miles per hour, and must not pass Stop and-proceed signal (Rule 291) or Restricting signal Rule 290), except when governed by interlocking signals, unless permitted by the operator when authorized by the Superintendent Transportation.
  Operator must not give permission to a train to pass Stop-and-proceed signal (Rule 291) or Restricting signal Rule 290), except in emergencies, and then only when authorized by the Superintendent Transportation.

• 565. Record must be made on block and train sheet of the movement of all trains or engines equipped with cab signal apparatus not in operative condition, and the movement of all trains or engines not equipped with cab signal apparatus, except the movement of non-equipped trains or engines authorized on the time-table. The record should include the speed at which such movements are made.

• 566. When it is known that the cab signal apparatus of an engine has failed, it shall be considered not in operative condition for the remainder of that portion of the railroad over which it operates until engine is cut off for cab signal tests and repairs.

• 567. When there is a failure in the cab signal apparatus, engineman will cut out the warning whistle if it continues sounding after he has acknowledged.
  If the cab signal warning whistle fails to sound when cab signal changes to a more restrictive indication or continues to sound after being acknowledged, it constitutes a failure, and must be reported the same as when cab signal and fixed signal indications do not conform.

• 568. If the cab signal warning whistle sounds longer than six seconds, the member of crew nearest the operating compartment of the engine will go to the engineman immediately.

• 569. Where cab signals are used without Fixed Automatic Block signals, the movement of a train, the engine of which is
  • Not equipped with cab signal apparatus;
  • Equipped with cab signal apparatus but not in operative condition;
  • Equipped with cab signal apparatus, but has failed after leaving engine terminal:

will be made at Restricted Speed unless otherwise authorized by train order and governed by home signal displaying Rule 281, Rule 283 or Rule 287. When governed by home signal displaying Rule 281, Rule 283 or Rule 287 and authorized by train order, the train may proceed at authorized speed, prepared to stop at all home signals. Before permitting a train to pass a home signal, when the train has been authorized by train order to proceed at authorized speed, operator in control of the home signal at the entrance of the route to be used must know that the route is clear of all trains to the next home signal and that no other train has been given permission or a signal to enter or foul that track.

• 570. When the speed control apparatus of an engine fails or is cut out enroute, the train will proceed governed by cab signal (when known to be in operative condition) and fixed signal indications. Report to be made by __________ or at the final terminal.

[edit] Interlocking Rules

• 601 – 604 Not defined.
• 605. Interlocking signals govern the use of the routes of an interlocking, and as to movements within interlocking limits that are protected by home signals and distant signals, their indications supersede the superiority of trains, and engine and train crews are relieved from observing Rule 99 and Rule 152. Movements against the current of traffic beyond home signal limits must not be made except under flag protection.
• 606. Emergency Signals--Whistle or Horn.^[22]

sound indication (a) ———— All (movements)(trains and engines) within interlocking limits--stop immediately. (b) o o Resume normal movement after receiving the proper signal or permission (of)(from the) operator. (c) o o o Whistle or horn test. (d) o o o o Call signal maintainer or repairman. (e) o o o o o Call electric traction Employee. (f) o o o o o o Call trackmen.

• • Operators

• 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 and only by those charged with that duty. If any irregularity affecting their operation is detected the signals must be displayed to give their most restrictive indication until repairs have been made.
• 613. When the route is set the signals must be operated sufficiently in advance of approaching trains to avoid delay.
• 614. Not Defined.
• 615. When necessary to change any route for which the signals have been cleared for an approaching train or engine, (switches, movable frogs, or derails)(interlocking appliances) must not be (moved)(changed) or signals cleared for any conflicting route until the train or engine for which the signals were first cleared has stopped (or until Rule 661 has been complied with).
• 616. The lever operating (a switch, derail, movable frog, detector bar or lock)(an interlocking appliance) must not be moved when any portion of a train or engine is standing on or closely approaching (the switch, derail or movable frog)(such interlocking appliance).
• 617. Operating levers must be blocked (with standard blocking devices to indicate that the operation of the lever is restricted)(or marked and should not be used) when a track (or an interlocking appliance), (switch), or signal is undergoing repairs or when a track is obstructed.
• 618. Not Defined
• 619. If the force whose duty it is to keep switches clear when snow or sand is drifting, is not on hand when required, the fact must be reported to the _______________________________.
• 620. If a signal fails to work properly its operation must be discontinued, and until repaired the signal secured so as to display its most restrictive indication.
• 621. Operators must observe, as far as practicable, whether the indications of the signals correspond to the position of the levers ^[10].
• 622. (Operator must not make nor permit any unauthorized repairs, alterations or additions to the interlocking.) Any defects in the interlocking must be promptly reported to the _____________________________ and the signal maintainer.
• 623. If there is a derailment (or if a switch, movable point frog, or derail is run through), or if any damage occurs to the track or interlocking, the signals must be restored so as to display their most restrictive indication, and no movement permitted until all parts of the interlocking and track liable to consequent damage have been examined and are known to be in safe condition.
• 624. When necessary to disconnect (a switch, movable point frog, derail, facing point lock, detector bar, or electric locking circuits)(interlocking appliances), all (switches, movable point frogs, and derails)(the appliances) affected must be (properly secured)(securely spiked or fastened) in the required position and the levers blocked (with standard blocking devices)(or marked in such a manner that they cannot be operated, before any train or engine is permitted to pass over them).
• 625. When (switches, movable point frogs, derails or signals)(interlocking appliances) are undergoing repairs, Stop-signal must be displayed for any movement which may be affected by such repairs until it has been ascertained from the signal maintainer that the (switches, movable point frogs, and derails)(interlocking appliances) are properly lined for such movement.
• 626. Operators 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 operator must take such measures for the protection of trains as may be practicable.
• 627. Not defined.
• 628. Hand signals must not be used when the proper indication can be displayed by the interlocking signals.
• 629. If necessary to authorize a train or engine to pass an interlocking signal indicating stop, hand signal or permission may be given by the operator. Such occurrence must be reported to the ____________________.
• 629. (Alternate) If an interlocking signal cannot be changed from Stop-signal and should no cause for detaining a train be known, the operator, with permission of the _____________________________ will authorize it to pass such Stop-signal by the use of Clearance Card (Form C) as thereon provided. Before issuing such card the operator must know that the switches are properly lined and signals governing routes that conflict with the one indicated on the card display their most restrictive indication.
• 630. Operators are responsible for the care of the interlocking station, lamps and supplies.
• 631.Lights in interlocking stations must be so placed that they cannot be seen from approaching trains.
• 632. Not defined.
• 633. If a train or engine overruns a Stop-indication, the fact must be reported to __________________________________#^[23].
• 634. Operators must not permit unauthorized persons to enter the interlocking station.
• 635. During a stated period an interlocking station may be closed upon authority of ________________________. When closed, switches and switch levers must be secured for routes that do not conflict and signal levers placed in position so that signals will display the proper indication.
• 636. At interlocking stations, where there is a train order or block signal operated by the same operator, such signals must not be changed to display a proceed indication for a train until after the interlocking signal has been changed to permit the train to proceed.
• 637. Equipment of a type which may not shunt track circuits must not be operated within interlocking limits except upon permission of the operator who must also be advised when the movement has been made. Operator before permitting such movement must secure all affected switch levers with standard blocking devices.
• 638. Not Defined.
• 639. If a Stop-signal is disregarded, the fact must be reported to the next block station or interlocking station in advance and then to _________________________________^[24]
  • Engine And Train Crews
• 661. A train or engine delayed between distant signal displaying aspects covered by Rules 281, 282, 283, 284, or 287 and home signal, must approach home signal prepared to stop.
  When stop is made under these circumstances, the operator should be notified when practicable.
• 661. (Alternate) If a signal indication, permitting a train or engine 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 __________.
• 662. Not Defined.
• 663. A train or engine must stop clear of an interlocking signal indicating Stop. A train or engine must not pass a Stop signal except when authorized by Hand Signal, Clearance Card (Form C), train order, or as provided on the time-table. The operator may authorize a conductor or engineman to fill out Clearance Card (Form C).
• 664. Not Defined.
• 665. Not Defined.
• 666. Not Defined
• 667. Sand must not be used nor water allowed to run over movable parts of an interlocking. Excessive use of sand at any point is prohibited.
• 668. Not Defined.
• 669. A train or engine stopped by the operator in making a movement through an interlocking, must not move in either direction until it has received the proper signal or permission from him.
• 670. A reverse movement within the limits of an interlocking or a forward movement after making a reverse movement, must not be made without the proper interlocking signal indication or permission of the operator.

[edit] Emergency Signals

[edit] Operators

[edit] Engine and Train Crews

[edit] Centralized Traffic Control

[edit] REFERENCES

1. ^ (Shaw, 1978)
2. ^ (D. Yachechak, personal communication,March 1997)
3. ^ (Daughen and Binzen, 1971)
4. ^ (Machalaba, 1997)
5. ^ (Gamst, 1993)
6. ^ (Note: The definition of a fixed signal covers such signals as switch, train order, block, interlocking, semaphore, disc, stop signs, yard limit signs, slow signs, or other means for displaying indications that govern the movement of a train or engine
7. ^ Note--Rules with prefix "S" are for single track; those with prefix "D" are for two or more tracks
8. ^ Note--The hand or a flag moved the same as the lamp, as illustrated in the diagrams shown, gives the same indication except that in the observance of Rule 12a the hand or flag movement may be above the shoulder.
9. ^ Note--Rules 305 to 373 inclusive will not be effective except by special instructions.
10. ^ ^{a b} Rules 313 and 621 contain the same content, but are NOT duplications.
11. ^ Note--On portions of the railroad where the authorized speed of freight trains is __ or more miles per hour or speed of passenger trains is __ or more miles per hour, Rule S-318 must not be in effect.
12. ^ Note--Green flag or light signal indicates Clear-block (Rule 280). Yellow flag or light signal indicates Permissive-block (Rule 289). Absence of signal indicates Stop-signal ( Rule 292).
13. ^ Note--Green flag or light signal indicates Clear-block (Rule 280). Yellow flag or light signal indicates Permissive-block (Rule 289). Absence of signal indicates Stop-signal (Rule 292).
14. ^ (Note)—Train order will not be required where maximum authorized speed does not exceed 20 MPH.
15. ^ Note--Rules 501 to 512 inclusive will not be effective except by Special Instructions.
16. ^ Note--Cab signals will not be used without block signals except as provided by special instructions.
17. ^ ^{a b} When Rules 501 thru 504 were not used by a specific railroad, Rule 501 was published as Rule 505.
18. ^ Optional:Note--Where Rule 261 is in effect, train order will not be required when speed is __ MPH or less.
19. ^ Note--The movement has been made when the train or engine has moved so that any portion of it occupies the main track.
20. ^ Note--When such switches have been restored to normal position thereby clearing signals affecting the block even though the train or engine has not been reported clear of the block, it must not again enter that block except as provided in Rule 502.
21. ^ Note--Rules 551 to 570, inclusive, will not be effective except be Special Instructions.
22. ^ Note--The signals prescribed are illustrated by "0" for the short sounds; "—" for the longer sounds.
23. ^ Either Rule 633 or 639 will appear in a rulebook, but not both.
24. ^ Cite error: Invalid <ref> tag; no text was provided for refs named RULE_633.2F639

[edit] External links

• PENNSYLVANIA RAILROAD: RULES FOR CONDUCTING TRANSPORTATION; EFFECTIVE OCTOBER 28, 1956
• NORAC: Northeast Operating Rules Advisory Committee
• NORAC Operating Rules 8th Edition Effective January 1, 2003
• Excerpts from the 2001 NORAC Rules Study Guide
• 2001 NORAC Rules Study Guide, Part 2
• NORAC Form D
• Signal Aspects -- NORAC
• U S Department of Transportation - Compliance with Railroad Operating Rules and Corporate Culture Influences, October 1999